Interior track for cargo body

Abstract

An interior track providing flexibility for securing cargo within a corresponding cargo body. The interior track is configured to couple with a plurality of types of fastening mechanisms. For example, the interior track defines a first plurality of openings and a second plurality of openings, each configured to receive a different subset of fastening mechanisms so that the interior track provides a combination track.

Description

INTERIOR TRACK FOR CARGO BODYFIELD OF THE DISCLOSURE

[0001] The present disclosure relates to an interior cargo support or securement mechanism, and more particularly, to an interior track for storing and securing cargo within a cargo body of a vehicle.BACKGROUND OF THE DISCLOSURE

[0002] Vehicles having cargo bodies are used in the transportation industry for transporting many different types of cargo. In some cargo bodies, interior tracks are installed to facilitate storing and securing of cargo within the cargo body. Slats may also be included to further secure the interior tracks and serve as a buffer between the cargo and the interior tracks and / or walls of the cargo bodies. Users may use these slats for extra cargo securement due to extra flexibility provided by the slats that may not be otherwise provided by the interior tracks; however, these slats are not traditionally load bearing and may snap easily, leading to safety and property damage concerns. Thus, a need exists for a more secure, flexible securement apparatus.

[0003] FIG. 1 is an image of the interior of a prior art cargo body 2 having walls 4 comprised of a metallic (e.g., aluminum) sheet 6 and metallic (e.g., aluminum) interior structural posts 8. At least one interior track 10is coupled to at least one of the walls 4 either directly or via interior structural posts 8. At least one corresponding wooden slat 12 is coupled to at least one of the walls 4, parallel to the interior track 10, either directly or via interior structural posts 8 to serve as a buffer between cargo and the interior track 10 and / or interior structural posts 8 and / or the walls 4. Illustratively, the interior track is an E-track, which may be used in combination with belt straps and ratchet straps as known in the art. Metallic (e.g., aluminum) beams may also be installed cross-wise between two parallel interior tracks 10 (i.e. , interior tracks 10 on opposite walls 4) to create multiple levels.

[0004] The interior track used in conventional cargo bodies are compatible with a specific type or set of types of mechanical fasteners for securing cargo within the cargo body during use. For example, the E-track interior track 10 illustrated in FIG. 1 may beused with belt straps, ratchet straps, or certain metallic beams configured to be received by two E-tracks on opposite ends of the metallic beam to create a shelf-like support. Because the interior track 10 is configured for use with specific mechanical fasteners, users may attempt to use the slats 12 as securing mechanisms - e.g., tying ropes to the slats 12 to tie down cargo or create cargo barriers. However, the slats 12 are merely intended to provide a barrier between cargo and walls 4 or interior structural posts 8 of the cargo body 2 and are not load bearing. As such, when used improperly, the slats 12 may snap, which may result in damage of cargo and / or safety concerns for the user.SUMMARY OF THE DISCLOSURE

[0005] The present disclosure relates to an interior track providing flexibility for securing cargo within a corresponding cargo body. The interior track is configured to couple with a plurality of types of fastening mechanisms. For example, the interior track defines a first plurality of openings and a second plurality of openings, each configured to receive a different subset of fastening mechanisms so that the interior track provides a combination track.

[0006] In a first aspect of the disclosure, a cargo securement device for a cargo vehicle is disclosed. The cargo securement device includes a linear body. The linear body includes at least one securement mechanism configured for securing cargo within the cargo vehicle; at least one second securement mechanisms configured for securing cargo within the cargo vehicle; and at least one third securement mechanism configured for securing cargo within the cargo vehicle. The second securement mechanism is different from the first securement mechanism and the third securement mechanism is different from the third securement mechanism.

[0007] In another aspect of the disclosure, a cargo body for a cargo vehicle is disclosed. The cargo body includes a first sidewall formed from a composite structure; a nose coupled to the first sidewall; a second sidewall coupled to the nose opposite of the first sidewall; and a linear track coupled to the first sidewall and extending a length along the first sidewall. The linear track includes a plateau portion spaced apart from an interior surface of the first sidewall; a first flange portion extending in a first directionfrom a first edge of the plateau portion; and a second flange portion extending in a second direction from a second edge of the plateau portion. The plateau portion defines a first plurality of openings and a second plurality of openings arranged in a pattern with the first plurality of openings, the pattern extending along the length of the linear track.

[0008] In yet another aspect of the disclosure, a cargo securement device for a cargo vehicle is disclosed. The cargo securement device includes a linear body. The linear body includes a plateau portion extending along the linear body and having a flat face surface defining a first plurality of openings having a first shape and a first edge extending from the plateau portion in a direction away from the flat face surface and defining a plurality of first edge openings having a second shape. Each first edge opening of the plurality of first edge openings aligns with an opening of the first plurality of openings.

[0009] In various aspects of the disclosure, the at least one securement mechanism may be a generally rectangular-shaped opening defined in the linear body.

[0010] In various aspects of the disclosure, the at least one second securement mechanism may be a generally square-shaped opening or D-shaped opening defined in the linear body. The at least one second securement mechanism may include a flange extending from an edge of the square-shaped opening or the D-shaped opening to form an angle with a flat face surface of the linear body.

[0011] In various aspects of the disclosure, the cargo securement device may include a plurality of second securement mechanisms, wherein the plurality of second securement mechanisms defines a pair of second securement mechanisms. One second securement mechanisms of the pair of second securement mechanisms may include a first flange and another second securement mechanism of the pair of second securement mechanisms may include a second flange. The first flange and the second flange may be angled toward each other. One second securement mechanism of the pair of second securement mechanisms may include a first flange extending from a first edge of the one second securement mechanism of the pair of second securement mechanisms, and another second securement mechanism of the pair of second securement mechanism may include a second flange extending from a second edge of the other second securement mechanism of the pair of second securementmechanisms so that the first flange and the second flange are angled away from each other. A strengthening feature may be disposed between one second securement mechanism of the pair of second securement mechanisms and another second securement mechanism of the pair of second securement mechanisms.

[0012] In various aspects of the disclosure, the at least one third securement mechanism may be a circular opening defined in the linear body.

[0013] In various aspects of the disclosure, the cargo securement device may include a plurality of first securement mechanisms, a plurality of second securement mechanisms, and a plurality of third securement mechanisms. The plurality of first securement mechanisms, the plurality of second securement mechanisms, and the plurality of third securement mechanisms may be arranged in a repeating pattern.

[0014] In various aspects of the disclosure, at least one of the first flange portion and the second flange portion may be coupled to the first sidewall with mechanical fasteners.

[0015] In various aspects of the disclosure, at least one of the first flange portion and the second flange portion may be embedded within the first sidewall.

[0016] In various aspects of the disclosure, the cargo body may further include a buffer block positioned between the linear track and the first sidewall. The cargo body may further include a bonding material positioned between the buffer block and the first sidewall.

[0017] In various aspects of the disclosure, the flat face surface may further define a third plurality of openings. The third plurality of openings may define a third shape different from the first shape. The flat face surface may further define a fourth plurality of openings. The fourth plurality of openings may define a fourth shape different from the first shape and the third shape.

[0018] In various aspects of the disclosure, the edge may be a straight edge.

[0019] In various aspects of the disclosure, the edge may be a tapered edge.

[0020] In various aspects of the disclosure, the second edge may extend from the plateau portion in a direction away from the flat face surface opposite the first edge and define a plurality of second edge openings. The first plurality of openings may be arranged in a plurality of pairs, each pair including a first opening and a second openingso that the first opening of a pair of the plurality of pairs is aligned with a first edge opening of the plurality of first edge openings and the second opening of the pair of the plurality of pairs is aligned with a second edge opening of the plurality of second edge openings.

[0021] Additional features and advantages of the present invention will become apparent to those skilled in the art upon consideration of the following detailed description of the illustrative embodiments exemplifying the best mode of carrying out the invention as presently perceived.BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The foregoing aspects and many of the intended advantages of this invention will become more readily appreciated as the same becomes better understood by reference to the following detailed description when taken in conjunction with the accompanying drawings.

[0023] FIG. 1 illustrates an interior of a cargo body with a conventional interior track arrangement;

[0024] FIG. 2 illustrates a perspective view of an exemplary cargo vehicle;

[0025] FIG. 3 illustrates an interior surface of a sidewall of a cargo body formed of a composite structure and including an exemplary interior track mounted on the sidewall;

[0026] FIG. 4A illustrates an exemplary combination track;

[0027] FIG. 4B illustrates a perspective view of the combination track of FIG. 4A;

[0028] FIG. 4C illustrates an end perspective view of the combination track ofFIG. 4A;

[0029] FIG. 5A illustrates an exemplary D-ring fastener configured to couple to a combination track;

[0030] FIG. 5B illustrates another exemplary D-ring fastener configured to couple to a combination track;

[0031] FIG. 5C illustrates yet another exemplary D-ring fastener integrated with a combination track;

[0032] FIG. 6 illustrates a schematic of another exemplary combination track;

[0033] FIG. 7A illustrates yet another exemplary combination track having an arrangement of openings;

[0034] FIG. 7B illustrates an exemplary combination track having an arrangement of openings similar to the arrangement of openings illustrated in 7A with openings in shapes and / or sizes alternative to the openings of FIG. 7A;

[0035] FIG. 7C illustrates an exemplary combination track having an arrangement of opening similar to the arrangement of openings illustrated in 7A and 7B with a strengthening feature included between two openings;

[0036] FIG. 8 illustrates a schematic of another exemplary combination track;

[0037] FIG. 9A illustrates a schematic of an exemplary coupling of a combination track with a composite structure; and

[0038] FIG. 9B illustrates a schematic of another exemplary coupling of a combination track with a composite structure.

[0039] Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of various features and components according to the present disclosure, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present disclosure. The exemplification set out herein illustrates an embodiment of the invention, and such an exemplification is not to be construed as limiting the scope of the invention in any manner.DETAILED DESCRIPTION OF THE DRAWINGS

[0040] For the purposes of promoting an understanding of the principals of the invention, reference will now be made to the embodiments illustrated in the drawings, which are described herein. The embodiments disclosed herein are not intended to be exhaustive or limit the invention to the precise form disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. It will be understood that no limitation of the scope of the invention is thereby intended. The invention includes any alterations and further modifications in the illustrative devices and described methods and further applicationsof the principles of the invention which would normally occur to one skilled in the art to which the invention relates.1 . Cargo Vehicle

[0041] Referring initially to FIG. 2, a cargo vehicle 100 is shown for supporting and transporting cargo. The illustrative vehicle 100 extends along a longitudinal axis L from a front end 102 to a rear end 104 and includes a motorized truck 106 that powers a plurality of wheels 108 or other traction devices. The vehicle 100 also includes a chassis 110 having right and left longitudinal rails 112. The vehicle 100 further includes a bumper assembly 114. The illustrative vehicle 100 still further includes a cargo body 116 including a floor 118 for supporting cargo, a roof 120, right and left sidewalls 122, a front wall or nose 124, and a rear door assembly 126 having a rear frame 128 and a door (not shown) to access the interior of the cargo body 116.

[0042] In the illustrated embodiment, the cargo body 116 is an enclosed body that is supported atop the chassis 110. The cargo body 116 may be a conventional trailer (for example, a dry freight trailer, a commercial trailer, a small personal trailer) and / or a box or van semi-trailer, and / or refrigerated and / or insulated to transport temperature-sensitive cargo. Accordingly, those skilled in the art will appreciate that the present invention may be implemented in a number of different applications and embodiments and is not specifically limited in its application to the particular embodiments depicted herein.2. Composite Materials

[0043] The cargo body 116 may be constructed, at least in part, of composite materials. For example, the floor 118, the roof 120, the right and left sidewalls 122, and / or the nose 124 of the cargo body 116 may be constructed of composite materials. As such, the cargo body 116, as well as the floor 118, the roof 120, the right and left sidewalls 122, and / or the nose 124 of the cargo body 116, may be referred to herein as composite structures. These composite structures may lack internal metal components. In other embodiments, these composite structures may include a metal composite. Also, each composite structure may be a single, unitary component, which may be formedfrom a plurality of layers permanently coupled together. Other elements of the cargo body 116 may be constructed of non-composite (for example, metallic) materials. For example, the rear frame 128 of the cargo body 116 may be constructed of metallic materials.

[0044] The composite construction of the cargo body 116 may present certain advantages. First, the composite cargo body 116 may have a reduced heat loss coefficient (Ila) and improved thermal efficiency. The composite cargo body 116 may operate to minimize outgassing of blowing agents, minimize air loss, and minimize water intrusion. Additionally, the composite cargo body 116 may be lighter in weight than a typical metallic cargo body, which may improve fuel efficiency. Further, the composite cargo body 116 may have fewer metallic structures than a typical cargo body, which may make the cargo body 116 less susceptible to corrosion. Also, the composite cargo body 116 may include fewer parts than a typical metallic cargo body, which may simplify construction, reduce inventory, and reduce variation in manufacturing. Further, the composite cargo body 116 may be suitable for use with sensitive cargo, including foodstuffs, because the composite materials may be inert to avoid reacting with the cargo and other materials and because the composite materials may be easy to clean and maintain to ensure proper hygiene. As a result, the composite cargo body 116 may qualify as “food grade” equipment.

[0045] Composite materials are generally formed by combining two or more different constituents that remain separate and distinct in the final composite material. Exemplary composite materials include fiber-reinforced plastics (FRP), for example carbon-fiber-reinforced plastics (CRP). Such materials may be formed from an extruded preform assembly of a woven or stitched fiberglass cloth, a non-woven spun bond polymeric material, and a foam core (not shown). These preforms may be cut to size, combined in a mold resembling the final shape with other fiberglass and resin layers, and wetted with at least one resin and optionally a catalyst to define a single structure during a curing process. The spun bond polymeric material may be mechanically stitched to the fiberglass cloth and / or the foam before the preforms are wetted with resin. In one embodiment, the spun bond material may be a polyester material, the foam may be a polyurethane material, and the resin may be a thermoset plastic resinmatrix. An exemplary resin is the co-cure resin disclosed in U.S. Patent No, 9,371 ,468, which is incorporated by reference in its entirety herein.

[0046] The individual preforms may be sized, shaped, and arranged in a manner that accommodates the strength requirements of the final structure. In areas of the final structure requiring less strength, the preforms may be relatively large in size, with the foam cores spanning relatively large distances before reaching the surrounding fiberglass and polymeric skins. By contrast, in areas of the final structure requiring more strength, the preforms may be relatively small in size, with the foam cores spanning relatively small distances before reaching the surrounding fiberglass and polymeric skins. For example, the preforms may be shaped as relatively wide panels in areas of the final structure requiring less strength and as relatively narrow support beams in areas of the final structure requiring more strength. Other exemplary techniques for strengthening such support beams include reinforcing the outer skins, such as by using uni-directional glass fibers or additional cloth in the outer skins, and / or reinforcing the inner cores, such as by using hard plastic blocks or higher density foam in the inner cores.

[0047] After the curing process, a coating may be applied to the inner and / or outer surfaces of the cured preforms. Additionally, metallic or non-metallic sheets or panels may be applied to the inner and / or outer surfaces of the cured preforms, either in place of the coating or with the coating. The metallic sheets or panels may be comprised of stainless steel, aluminum, and / or coated carbon steel, and the non- metallic sheets or panels may be comprised of carbon fiber composites, for example.

[0048] Exemplary composite structures include DuraPlate® structures provided by Wabash National Corporation of Lafayette, Indiana and PRISMA® structures provided by Compsys, Inc. of Melbourne, Florida. Such composite structures may be manufactured using technology disclosed in the following patents and published patent applications, each of which is incorporated by reference in its entirety herein: U.S.Patent Nos. 5,429,066, 5,800,749, 5,664,518, 5,897,818, 6,013,213, 6,004,492, 5,908,591 , 6,497,190, 6,911 ,252, 5,830,308, 6,755,998, 6,496,190, 6,911 ,252, 6,723,273, 6,869,561 , 8,474,871 , 6,206,669, 6,543,469, and 9,371 ,468 and 10,239,265.3. Interior Tracks

[0049] FIG. 3 is an image of the interior of a cargo body 116 of the present disclosure including a composite structure 130 forming a sidewall 122 of the cargo body 116 with at least one interior track 132 (illustratively two, with other embodiments including more) extending along at least a portion (or the entirety) of the sidewall 122. As illustrated, cargo body 116 may include more than one interior track 132, e.g., two interior tracks 132 as illustrated, three interior tracks, four interior tracks, etc. The composite structure 130 may include the composite materials and structure as disclosed in Section 2 herein. As described above, while composite structure 130 is described herein as a sidewall, composite structure 130 may additionally or alternatively form a floor 118, a roof 120, and / or a nose 124 of cargo body 116 (FIG. 2). Notably, the interior of the cargo body 116 as illustrated in FIG. 3 does not include traditional slats or interior structural posts as compared to the prior art cargo body 2 of FIG. 1 .

[0050] FIGS. 4A-4C illustrates an exemplary interior track, e.g., combination track 232, which may be used with cargo body 116 as interior track 132 described above (see FIG. 3). Combination track 232 includes a plateau 140 extending along a length of combination track 232, the plateau 140 defining a plurality of I-shaped or l-shaped (FIG. 4C) slots or longitudinal openings 134 adjacent to one another and generally aligned to form a line of said longitudinal openings 134 along the length of the combination track 232. Longitudinal openings 134 are similar to those in a conventional E-track or A-track, but additionally including a circular opening 136 in a middle portion 138 of each longitudinal opening 134 to receive and / or be compatible with fastening mechanisms not otherwise compatible with conventional E-track interior tracks. In other words, the combination track 232 includes dual purpose track coupling openings.

[0051] Combination track 232 may include one or two flange portions 142 extending from a first edge 144 or second edge 146 of the plateau 140. The flange portion(s) 142 may be arranged so that, when coupled to an interior surface of the corresponding cargo body 116 (FIG. 3), the flange portion(s) 142 contact the interior surface of the corresponding cargo body, while the plateau 140 is spaced apart from the interior surface of the corresponding cargo body. In other words, plateau 140 may have tapered or straight edges 144, 146 which extend generally behind a flat face surface148 of the plateau 140, and the flange portion(s) 142 may extend from the lower portion of the edges 144, 146 so that the flange portion(s) 142 extend outwardly along a plane behind but generally parallel to the flat face surface 148 of the plateau 140.

[0052] Flange portion(s) 142 may include fastener openings 150 configured to receive mechanical fasteners to fasten the combination track 232 to the composite structure 130 (FIG. 3) of the corresponding cargo body 116. Such an arrangement allows for a gap or open space to be defined between the plateau 140 and the interior surface of the corresponding cargo body 116 when the combination track 232 is fastened to the composite structure 130 of the cargo body 116, which may facilitate coupling of mechanical fasteners to combination track 232. While the coupling mechanism between combination track 232 and composite structure 130 is described through the use of mechanical fasteners and fastener openings 150 within flange portion(s) 142, it is within the scope of the disclosure for combination track 232 to be attached to the composite structure via other coupling mechanisms, including adhesives, embedding of the flange portion(s) or another portion of the combination track within the composite structure, welding, or other attachment mechanisms as known in the art, whether attaching only flange portion(s) directly to the composite structure or otherwise attaching additional or alternate components or portions of the combination track 232 to the composite structure.

[0053] Now referring to FIGS. 5A, 5B, D-ring fasteners are illustrated that may be used with the combination track 232 illustrated in FIGS. 4A-4C. The D-ring fasteners may be recessed into the combination track 232 as shown in FIG. 5C and / or may be attached to the plateau of the combination track 232combination. In some embodiments, the D-ring fasteners may be removably coupled to the combination track. In other embodiments, the D-ring fasteners may be permanently coupled to the track. For example, referring to FIG. 5A, a D-ring fastener 152 may include a connector portion 154 having a central arch 156 with a flange portion 158 on each side of the central arch 156. The central arch 156 may be configured to receive a portion of a D- ring 160 so that the D-ring 160 can rotate within central arch 156 to change position of the D-ring 160 relative to the connector portion 154. The connector portion 154 maydefine a fastener opening 162 in one or both of flange portions 158 to facilitate coupling of the D-ring fastener 152 to combination track 232.

[0054] D-ring fastener 164 of FIG. 5B includes a bowl portion 166 surrounded by a flange portion 168. Like D-ring fastener 152, D-ring fastener 164 includes one or more fastener openings 170 defined in the flange portion 168 to facilitate coupling of the D- ring fastener 164 to combination track 232. The D-ring fastener 164 may further include an additional fastener opening 170 within a central portion of bowl portion 166. The bowl portion 166 is shaped and sized to receive the entirety of a D-ring 172 within its circumference so that the D-ring 172 is recessed within the bowl portion 166. D-ring 172 may be received within an arch 174 so that the D-ring 172 can rotate within the arch 174 to change position of the D-ring 172 relative to the bowl portion 166 and the flange portion 168. The arch 174 may be formed with a welded overlay attached to the flange portion 168 and / or the bowl portion 166. In other embodiments, the arch 174 may be formed via a mold or other manufacturing method known in the art.

[0055] Referring again to FIG. 5C, another embodiment of a combination track 233 with a plurality of D-ring fasteners 176. D-ring fasteners 176 are similar to D-ring fastener 156 described above in FIG. 5A, wherein each D-ring fastener 176 includes a central arch 178 with a flange 180 having a fastener opening for receiving a fastener 182 to facilitate coupling of the D-ring fastener to the combination track 233. D-ring fastener 176 further includes an opening 184 defined in central arch 178 which may serve the same function as circular opening 136 as described above in relation to FIGS. 4A-4C. As described above in relation to D-ring fasteners 152 and 164, a portion of a D- ring 186 is received within central arch 178 so that the D-ring 186 can rotate within the arch 178 to change position of the D-ring 186 relative to the flange 180.

[0056] FIG. 6 provides a schematic of another exemplary embodiment of a combination track 332, which may be used with cargo body 116 (FIG. 3) as an interior track 132 as described above. Combination track 332 may include a plateau and flange portions as described above in relation to combination track 232. Combination track 332 includes a first plurality of I-shaped or l-shaped slots or longitudinal openings 334 to facilitate connection to a first variety of fasteners and a second plurality of openings, such as circular openings 336, to facilitate connection to a second variety of fasteners.

[0057] The first plurality of openings 334 may be arranged in side-by-side pairs, while the second plurality of openings 336 may be arranged in stacked pairs - in other words, a first circular opening 336 may be positioned over a second circular opening 336 to form a stacked pair. A side-by-side pair of longitudinal openings 334 may alternate with a stacked pair of circular openings 336 along a length of the combination track 332. Longitudinal openings 134 may be similar to those in a conventional E-track or A-track and be compatible with fastening mechanisms generally compatible with such openings. Circular openings 336 may be configured to receive and / or be compatible with fastening mechanisms not otherwise compatible with conventional E-track or A- track interior tracks. For example, a user may put a rope through one of the top or bottom openings 336 of the second plurality of openings and pull the rope back through the other of the top or bottom openings 336 of the second plurality of openings. In this way, the second plurality of openings may serve as a rope securement location. In other words, the combination track 332 includes dual purpose track coupling openings.

[0058] As mentioned above, combination track 332 may include a plateau and flange portions as described above in relation to combination track 232. In such embodiments, combination track 332 may couple to a composite structure 130 and / or an interior surface of a corresponding cargo body 116 (FIG. 3) as described above. In other embodiments, combination track 232 may be attached to the composite structure and / or interior surface of the cargo body via other coupling mechanisms, including adhesives, embedding of flange portion(s) or other portion(s) of the combination track within the composite structure, welding, or other attachment mechanisms as known in the art.

[0059] FIGS. 7A-7B illustrate another embodiment of a combination track 432, which may be used with cargo body 116 (FIG. 3) as an interior track 132 as described above. Combination track 432, like combination track 232, includes a plateau 440 extending along a length of combination track 432. The plateau 440 may define a first plurality of openings 434 that may define an I-shape or l-shape similar to those in a conventional E-track or A-track. As shown, each of the first plurality of openings 434 may include one or more side flanges 435 which extend generally behind a flat face surface 448 of the plateau 440 in a tapered manner from one or both of longitudinaledges 433 of each of the first plurality of openings 434. The first plurality of openings 434 may facilitate connection of the combination track 432 to a first variety of fasteners, such as those configured to couple to a traditional E-track or A-track, for example.

[0060] Referring to FIG. 7A, the plateau 440 may further define a second plurality of openings 437 that may define a D-shape, a rounded square shape, a square shape, or another shape compatible with the function and structure of combination track 432 as described herein. In some embodiments, the second plurality of openings 437 may define a rectangular shape that has a width W measuring greater than a corresponding height H as shown in FIG. 7B. In other embodiments, the second plurality of openings 437 may define a rectangular shape that has a width W measuring less than a corresponding height H. As illustrated, the second plurality of openings 437 may be arranged in side-by-side pairs 443.

[0061] In some embodiments, as shown in FIGS. 7A and 7B, each side-by-side pair 443 of the second plurality of openings 437 may alternate with an opening 434 of the first plurality of openings. Each opening 437 of the second plurality of openings may include a flange 439 which extends generally behind a flat face surface 448 of the plateau 440 in a tapered manner from one of longitudinal edges 441 of each of the second plurality of openings 437. For example, a first opening 437a of a side-by-side pair 443 of the second plurality of openings may include a flange 439a which extends from a first longitudinal edge 441a of the first opening 437a, while a second opening 437b of the side-by-side pair 443 of the second plurality of openings may include a flange 439b which extends from a second longitudinal edge 441 b of the second opening 437b so that the flange 439a of the first opening 437a and the flange 439b of the second opening 437b taper toward each other.

[0062] The second plurality of openings 437 may facilitate connection to a second variety of fasteners. For example, a user may put a rope through one of the first opening 437a or the second opening 437b of the second plurality of openings and pull the rope back through the other of the first opening 437a or the second opening 437b of the second plurality of openings. In this way, the second plurality of openings may serve as a rope securement. In other embodiments, the second plurality of openings 437 maybe configured to receive a hook or another fastening mechanism that may not be compatible with first plurality of openings 434.

[0063] Flanges 439 discussed above may facilitate guiding a rope through the side-by-side pair 443 of the second plurality of openings 437. More particularly, when combination track 432 is secured to composite structure 130 (FIG. 3), the flanges 439 may be angled inwardly towards the composite structure and may be at any angle between 1 degree and 90 degrees relative to the composite structure to serve as a guide for feeding the rope through the second plurality of openings. It may be appreciated that the depth to which the flanges 439 extend towards the composite structure is equal to or less than the depth of the combination track 432 such that the flanges 439 do not interfere with the contact between the flange portions 442 and the composite structure when securing the combination track to the composite structure as described further herein.

[0064] Referring to FIG. 7C, a strengthening feature 445 may be included with combination track 432 in some embodiments to disrupt plateau 440 between openings 437a and 437b. Strengthening feature 445 may be, for example, a coining that is stamped or otherwise disposed onto combination track 432. In some embodiments, combination track 432 may be cold worked to include strengthening feature 445. As shown, strengthening feature 445 may extend inward of plateau 440, i.e., toward an underlying composite structure. In other embodiments, strengthening feature 445 may extend outward of plateau 440, i.e., away from an underlying composite structure. Strengthening feature 445 may add cross-sectional stiffness due to added moment of inertia, providing localized strength as compared to a flat section. In other embodiments, the thickness of the entirety of the plateau of the combination track may be thickened to achieve the same effect, however, such a change results in increased manufacturing costs.

[0065] Referring again to FIG. 7A, the combination track 432 may further include a third plurality of openings 436, such as circular openings 436, to facilitate connection to a third variety of fasteners, similar to an F-track for example. As shown, each circular opening 436 of the third plurality of openings may be arranged vertically with a side-by- side pair 443 of the second plurality of openings 437. For example, a circular opening336 may be positioned above or below a side-by-side pair 443 of the second plurality of openings 437 so that both the circular opening 336 and the side-by-side pair 443 together alternate with an opening 434 of the first plurality of openings along the length of the combination track 432.

[0066] Combination track 432 may include one or two flange portions 442 extending from a first edge 444 or a second edge 446 of the plateau 440. The flange portion(s) 442 may be arranged so that, when coupled to an interior surface of the corresponding cargo body 116 (FIG. 3), the flange portion(s) 442 contact the interior surface of the corresponding cargo body, while the plateau 440 is spaced apart from the interior surface of the corresponding cargo body. In other words, plateau 440 may have tapered or straight edges 444, 446 having a depth which extends generally behind a flat face surface 448 of the plateau 440, and the flange portion(s) 442 may extend from the lower portion of the tapered or straight edges 444, 446 so that the flange portion(s) 442 extend outwardly along a plane behind but generally parallel to the flat face surface 448 of the plateau 440.

[0067] Flange portion(s) 442 may include fastener openings 450 configured to receive mechanical fasteners to fasten the combination track 432 to the composite structure 130 (FIG. 3) of the corresponding cargo body 116. Such an arrangement allows for a gap or open space to be defined between the plateau 440 and the interior surface of the corresponding cargo body 116 when the combination track 432 is fastened to the composite structure 130 of the cargo body 116, which may facilitate coupling of mechanical fasteners to combination track 432. While the coupling mechanism between combination track 432 and composite structure 130 is described through the use of mechanical fasteners and fastener openings 450 within flange portion(s) 442, it is within the scope of the disclosure for combination track 432 to be attached to the composite structure via other coupling mechanisms, including adhesives, embedding of the flange portion(s) or another portion of the combination track within the composite structure, welding, or other attachment mechanisms as known in the art, whether attaching only flange portion(s) directly to the composite structure or otherwise attaching additional or alternate components or portions of the combination track 432 to the composite structure.

[0068] Now referring to FIG. 8, another embodiment of a combination track 532 is illustrated, which may be used with cargo body 116 (FIG. 3) as an interior track 132 as described above. Combination track 532, like combination tracks 232, 432, includes a plateau 540 extending along a length of combination track 532. Combination track 532 may include one or two flange portions 542 extending from a first edge 544 or a second edge 546 of the plateau 540. The flange portion(s) 542 may be arranged so that, when coupled to an interior surface of the corresponding cargo body 116 (FIG. 3), the flange portion(s) 542 contact the interior surface of the corresponding cargo body, while the plateau 540 is spaced apart from the interior surface of the corresponding cargo body. In other words, plateau 540 may have tapered or straight edges 544, 546 having a depth which extends generally behind a flat face surface 548 of the plateau 540, and the flange portion(s) 542 may extend from the lower portion of the tapered or straight edges 544, 546 so that the flange portion(s) extend outwardly along a plane behind but generally parallel to the flat face surface 548 of the plateau 540.

[0069] The plateau 540 may define a first plurality of openings 534 that may define an I-shape or l-shape similar to those in a conventional E-track or A-track. As shown, each of the first plurality of openings 534 may include one or more side flanges 535 which extend generally behind a flat face surface 548 of the plateau 540 in a tapered manner from one or both of longitudinal edges 533 of each of the first plurality of openings 534. The first plurality of openings 534 may facilitate connection of the combination track 532 to a first variety of fasteners, such as those configured to couple to a traditional E-track or A-track, for example.

[0070] The plateau 540 may further define a second plurality of openings 537 that may define a D-shape, a rounded square shape, a square shape, or another shape compatible with the structure and function of the combination track 532 as described further herein. As illustrated, the second plurality of openings 537 may be arranged in vertical pairs. In some embodiments, as shown in FIG. 8, each vertical pair 543 may be patterned with an opening 534 of the first plurality of openings as described further herein. Each opening 537 of the second plurality of openings may include a flange 539 which extends generally behind a flat face surface 548 of the plateau 540 in a tapered manner from one of lateral edges 545 of each of the second plurality of openings 537.For example, a first opening 537a of a vertical pair 543 of the second plurality of openings may include a flange 539a which extends from a first lateral edge 545a of the first opening 537a, while a second opening 537b of the vertical pair 543 of the second plurality of openings may include a flange 539b which extends from a second lateral edge 545b of the second opening 537b so that the flange 539a of the first opening 537a and the flange 539b of the second opening 539b taper away from each other.

[0071] Tapered or straight edges 544, 546 may define an edge opening 547 for each opening 537 of the second plurality of openings. For example, flange 539 may extend from the lateral edge 545 of corresponding opening 537 which is furthest from the nearest tapered or straight edge 544, 546; e.g., as illustrated, first opening 537a of the vertical pair 543 of the second plurality of openings includes a flange 539a extending from lateral edge 545a, which is the furthest lateral edge from tapered or straight edge 544, and tapered or straight edge 544 defines an edge opening 547 which is generally aligned with the first opening 537a.

[0072] The second plurality of openings 537 may cooperate with corresponding edge opening 547 to facilitate connection to a second variety of fasteners. For example, and as illustrated in FIG. 8, a user may put a rope 549 through one of the edge opening 547 or the corresponding opening 537 of the second plurality of openings and pull the rope back through the other of the edge opening 547 or the corresponding opening 537 of the second plurality of openings. In this way, the second plurality of openings and the corresponding edge openings may serve as a rope securement. In other embodiments, such pairing may be configured to receive a hook or another fastening mechanism that may not be compatible with first plurality of openings 534.

[0073] Flanges 539 discussed above may facilitate guiding a rope through the corresponding opening 537 of the second plurality of openings. More particularly, when combination track 532 is secured to composite structure 130 (FIG. 3), the flanges 539 may be angled inwardly towards the composite structure and may be at any angle between 1 degree and 90 degrees relative to the composite structure to serve as a guide for feeding the rope through the corresponding opening 537 of the second plurality of openings. It may be appreciated that the depth to which the flanges 539 extend towards the composite structure is equal to or less than the depth of thecombination track 532 such that the flanges 539 do not interfere with the contact between the flange portions 542 and the composite structure when securing the combination track to the composite structure as described further herein.

[0074] The combination track 532 may further include a third plurality of openings 536, such as circular openings 536, to facilitate connection to a third variety of fasteners, similar to an F-track for example. As shown, each circular opening 536 of the third plurality of openings may be arranged in a pattern with one of a vertical pair 543 of the second plurality of openings 547 and one of an opening 534 of the first plurality of openings. For example, beginning at a first end 551 of the combination track 532, an opening 534 of the first plurality of openings may be arranged, followed by a vertical pair 543 of openings 547 of the second plurality of openings, followed by an opening 536 of the third plurality of openings, followed by an opening 534 of the first plurality of openings, and so on along the length of the plateau 540.

[0075] Flange portion(s) 542 may include fastener openings 550 configured to receive mechanical fasteners to fasten the combination track 532 to the composite structure 130 (FIG. 3) of the corresponding cargo body 116. Such an arrangement allows for a gap or open space to be defined between the plateau 540 and the interior surface of the corresponding cargo body 116 when the combination track 532 is fastened to the composite structure 130 of the cargo body 116, which may facilitate coupling of mechanical fasteners to combination track 532. While the coupling mechanism between combination track 532 and composite structure 130 is described through the use of mechanical fasteners and fastener openings 550 within flange portion(s) 542, it is within the scope of the disclosure for combination track 532 to be attached to the composite structure via other coupling mechanisms, including adhesives, embedding of the flange portion(s) or another portion of the combination track within the composite structure, welding, or other attachment mechanisms as known in the art, whether attaching only flange portion(s) directly to the composite structure or otherwise attaching additional or alternate components or portions of the combination track 532 to the composite structure.

[0076] FIGS. 9A-9B illustrate schematic mechanisms for coupling a combination track 600, e.g., any of combination tracks 232, 332, 432, 532 described above, to acomposite structure 130 (e.g., composite structure 130 of FIG. 3) such as a sidewall of a cargo vehicle (e.g., cargo body 116 of FIG. 3). For example, the combination track 600 receives a mechanical fastener 602, e.g., a bolt, screw, nail, stud, etc. which may additionally extend through a buffer block 604 and the composite structure 130. Buffer block 604 may provide extra stability to the coupling between combination track 600 and composite structure 130. Buffer block 604 may be formed of a polymer material, a metallic material or wood.

[0077] As shown in FIG. 9A, a first fastener 602 may be inserted from the exterior 608 of the composite structure 130 through the composite structure, the buffer block 604, and a fastener opening of the combination track 600 as described above, so that the fastener 602 extends from the exterior 608 of the cargo body to the interior 610 of the cargo body. A nut or other fastening mechanism may be used with the first fastener 602 to secure the first fastener 602 to the combination track 600, buffer block 604, and composite structure 130. In one embodiment, the first fastener 602 is removable and is comprised of a male fastener configured to be received within a female fastener (e.g., a nut). As illustrated, some embodiments include two fasteners 602. Some embodiments may include adhesive in addition to or in place of the mechanical fasteners.

[0078] Referring now to FIG. 9B, a bonding material 612 may be used to facilitate a smooth exterior despite the usage of mechanical fasteners. In such an embodiment, fastener 602 may be inserted from the interior 610 of the cargo body through a fastener opening of the combination track 600 and into threaded inserts of buffer block 604, which is bonded to composite structure 130 via bonding material 612. In such a manner, combination track 600 may be at least semi-permanently coupled to composite structure 130. As discussed above, the combination tracks of the cargo body are sized and positioned in such a way that clearance is provided between the plateau of the combination track and the composite structure to fit a securing rope, belt, or other fastening mechanism between the uppermost surface of the track and the composite structure.

[0079] As noted above, the flanges extending from one of a plurality of openings defined by a plateau of a combination track for rope securement are positioned within the depth of the track.

[0080] The combination track of each embodiment described herein generally is a linear body that extends along a composite structure of the cargo body. For example, the linear body may extend along at least a portion of or an entirety of a sidewall of the cargo body parallel to longitudinal axis L (FIG. 2). The linear body includes at least one first securement mechanism for securing cargo within the cargo vehicle and may include a second securement mechanism different from the first securement mechanism. Some embodiments may additionally include a third securement mechanism different from both the first securement mechanism and the second securement mechanism.

[0081] While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practices in the art to which this invention pertains.

Claims

CLAIMS:1 . A cargo securement device for a cargo vehicle, comprising: a linear body comprising: at least one securement mechanism configured for securing cargo within the cargo vehicle; at least one second securement mechanism different from the first securement mechanism and configured for securing cargo within the cargo vehicle; and at least one third securement mechanism different from the first and second securement mechanisms and configured for securing cargo within the cargo vehicle.

2. The cargo securement device of claim 1 , wherein the at least one securement mechanism is a generally rectangular-shaped opening defined in the linear body.

3. The cargo securement device of claim 1 , wherein the at least one second securement mechanism is a generally square-shaped opening or D-shaped opening defined in the linear body4. The cargo securement device of claim 3, wherein the at least one second securement mechanism includes a flange extending from an edge of the square-shaped opening or the D-shaped opening to form an angle with a flat face surface of the linear body.

5. The cargo securement device of claim 1 , wherein the at least one second securement mechanism includes a plurality of second securement mechanisms, wherein the plurality of second securement mechanisms defines a pair of second securement mechanisms.

6. The cargo securement device of claim 5, wherein one second securement mechanism of the pair of second securement mechanisms includes a first flange and another second securement mechanism of the pair of second securement mechanisms includes a second flange, and the first flange and the second flange are angled toward each other.

7. The cargo securement device of claim 5, wherein one second securement mechanism of the pair of second securement mechanisms includes a first flange extending from a first edge of the one second securement mechanism of the pair of second securement mechanisms and another second securement mechanism of the pair of second securement mechanisms includes a second flange extending from a second edge of the other second securement mechanism of the pair of second securement mechanisms so that the first flange and the second flange are angled away from each other.

8. The cargo securement device of claim 5, further comprising a strengthening feature disposed between one second securement mechanism of the pair of second securement mechanisms and another second securement mechanism of the pair of second securement mechanisms.

9. The cargo securement device of claim 1 , wherein the at least one third securement mechanism is a circular opening defined in the linear body.

10. The cargo securement device of claim 1 , including a plurality of first securement mechanisms, a plurality of second securement mechanisms, and a plurality of third securement mechanisms, wherein the plurality of first securement mechanisms, the plurality of second securement mechanisms, and the plurality of third securement mechanisms are arranged in a repeating pattern.11 . A cargo body for a cargo vehicle, comprising: a first sidewall formed from a composite structure;a nose coupled to the first sidewall; a second sidewall coupled to the nose opposite of the first sidewall; a linear track coupled to the first sidewall and extending a length along the first sidewall, the linear track comprising: a plateau portion spaced apart from an interior surface of the first sidewall; a first flange portion extending in a first direction from a first edge of the plateau portion; and a second flange portion extending in a second direction from a second edge of the plateau portion; wherein the plateau portion defines a first plurality of openings and a second plurality of openings arranged in a pattern with the first plurality of openings, the pattern extending along the length of the linear track.

12. The cargo body of claim 11 , wherein at least one of the first flange portion and the second flange portion is coupled to the first sidewall with mechanical fasteners.

13. The cargo body of claim 11 , wherein at least one of the first flange portion and the second flange portion is embedded within the first sidewall.

14. The cargo body of claim 11 , further comprising a buffer block positioned between the linear track and the first sidewall.

15. The cargo body of claim 14, further comprising a bonding material positioned between the buffer block and the first sidewall.

16. A cargo securement device for a cargo vehicle, comprising: a linear body, comprising: a plateau portion extending along the linear body and having a flat face surface defining a first plurality of openings having a first shape;a first edge extending from the plateau portion in a direction away from the flat face surface and defining a plurality of first edge openings having a second shape, each first edge opening of the plurality of first edge openings aligned with an opening of the first plurality of openings.

17. The cargo securement device of claim 16, wherein the flat face surface further defines a third plurality of openings, the third plurality of openings defining a third shape different from the first shape.

18. The cargo securement device of claim 17, wherein the flat face surface further defines a fourth plurality of openings, the fourth plurality of openings defining a fourth shape different from the first shape and the third shape.

19. The cargo securement device of claim 16, wherein the edge is a straight edge.

20. The cargo securement device of claim 16, wherein the edge is a tapered edge.21 . The cargo securement device of claim 16, further comprising: a second edge extending from the plateau portion in a direction away from the flat face surface opposite the first edge and defining a plurality of second edge openings; wherein the first plurality of openings are arranged in a plurality of pairs, each pair including a first opening and a second opening so that the first opening of a pair of the plurality of pairs is aligned with a first edge opening of the plurality of first edge openings and the second opening of the pair of the plurality of pairs is aligned with a second edge opening of the plurality of second edge openings.

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