Abstract:
A truss structure for a vehicle having a bed area is provided and includes multiple truss members. The truss structure resides in each sidewall of the bed area. The truss members are made up of either stamped structures or a combination of roll-formed structures and stamped structures.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to an automotive vehicle and more specifically to a truss structure for use in a pickup truck bed area. 
         [0003]    2. Description of Related Art 
         [0004]      FIGS. 1A and 1B  show a conventional unibody pickup truck bed area  200 . The bed area  200  includes two side walls  202 , a front wall  204 , a floor  206 , and a rear tailgate (not shown). The sidewalls  202  are made up of an inner sidewall  208 , an outer sidewall or fender  210 , and a stiffening panel  212 . The stiffening panel  212  is a stamped-metal panel that resides between the inner sidewall  208  and the outer sidewall  210 . The stiffening panel  212  provides structural support to each sidewall  202 . 
         [0005]    A disadvantage with the conventional pickup truck bed design, however, relates to flexibility in design and controlling manufacturing costs associated with the flexible designs. In today&#39;s automotive market, automobile manufacturers have designed and manufactured pick-up trucks that can be configured to support beds of varying length. This trend, however, has resulted in an increase in manufacturing costs and more specifically tooling costs. For example, because the stiffening panel is a stamped component of the bed area, manufacturing (stamping) an appropriate sized stiffening panel for each bed length would require multiple dies. Multiple dies, however, result in an increase in manufacturing costs and ultimately vehicle costs. On the other hand, the truss structure of the present invention includes multiple roll-formed members. Roll-formed members can be cut to any length and simply rolled to the desired shaped. The equipment required to manufacture roll-formed members has the capability to produce roll-formed members of any length. Costly dies are not required in the manufacturing process of roll-formed members. Therefore, with the use of the truss structure of the present invention manufacturing costs can be controlled without sacrificing flexibility. 
         [0006]    Thus, what is required is an improved stiffening structure to improve rigidity and safety and increase efficiency in manufacturing thereby decreasing tooling costs. 
       SUMMARY OF THE INVENTION 
       [0007]    In accordance with one aspect, the present invention overcomes the above mentioned disadvantages by providing a truss structure for a vehicle. The truss structure resides in a sidewall of the vehicle and includes multiple truss members. A first truss member is joined to a rear pillar of the vehicle and extends in a rear direction generally parallel to a bed floor of the vehicle. Further, the first truss is elevated above the bed floor. A second truss member, joined to the first truss member, extends in a downward direction generally perpendicular to the bed floor and is joined to the bed floor. A third truss member, joined to the first truss member behind the second truss member, extends in a downward direction diagonally away from the second truss member and is joined to the bed floor. A fourth truss member, joined to a rear portion of the first truss member, extends in a downward direction generally perpendicular to the bed floor and is joined to the bed floor. A fifth truss member is joined to the bed floor between the second truss member and the third truss member. The fifth truss member also connects the second truss member and the third truss member. An optional sixth truss member, joined to the rear pillar, extends in a downward direction diagonally toward the second truss member and is joined to the bed floor. 
         [0008]    Additional benefits and advantages of the present invention will become apparent to those skilled in the art to which it pertains upon a reading and understanding of the following detailed specification. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0009]    The invention may take physical form in certain parts and arrangement of parts, a preferred embodiment of which will be described in detail in this specification and illustrated in the accompanying drawings that form a part of the specification. 
           [0010]      FIG. 1  is a perspective view of a bed area of a pickup truck showing a conventional stiffening panel. 
           [0011]      FIG. 1B  is a cross-sectional view taken along line  1 B- 1 B as shown in  FIG. 1A . 
           [0012]      FIG. 2  is a perspective view of a bed area of a pickup truck showing a truss structure in accordance with the present invention. 
           [0013]      FIG. 3  is a perspective view of the bed area of the pickup truck showing an energy load path in the event of a rear collision. 
           [0014]      FIG. 4  is a side view of the bed area of the pickup truck showing the truss structure in accordance with the present invention. 
           [0015]      FIG. 5  is a cross-sectional view taken along line  5 - 5  as shown in  FIG. 4 . 
           [0016]      FIG. 6  is a side view of a bed area of a pickup truck showing a second embodiment of the truss structure. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0017]    Referring now to the drawings,  FIGS. 2-5  show a first embodiment of the present invention.  FIGS. 2-4  show an automotive vehicle and more specifically a pickup truck  10  that includes a passenger area  12  and a bed area  14 . 
         [0018]    The passenger area  12  includes a floor  16 , a roof  18 , multiple doors  20 , two front pillars  22 , two intermediate pillars  24  and two rear pillars  26 . The front pillars  22 , the intermediate pillars  24  and the rear pillars  26  extend between the roof  18  and the floor  16  of the passenger area  12 , thereby joining the roof  18  to the floor  16 , thus, forming the framework for the passenger area  12 . 
         [0019]    The bed area  14  includes a floor  28 , two sidewalls  30 , each sidewall having an inner panel  32  and an outer panel  34 , a front wall  36 , and a rear tailgate (not shown). A front portion of each sidewall  30  is joined to each rear pillar  26  by any means known in the art. Further, the front wall  36  extends between each rear pillar  26  and is joined to each rear pillar  26  by any means known in the art. Thus, the front wall  36  also serves as a rear wall for the passenger area  12 . Alternatively, the front wall  36  may be spaced from the passenger area rear wall, as in known in the art. A truss structure  40 , joined to the floor  28  of the bed area  14 , resides between the inner panel  32  and the outer panel  34  of each sidewall  30 . 
         [0020]    Referring to  FIGS. 3-5 , the truss structure  40  includes a first truss member or upper truss  42 , a second truss member or forward truss  44 , a third truss member or rear-diagonal truss  46 , a fourth truss member or rear truss  48 , and a fifth truss member or connecting truss  50 . The truss structure  40  provides multiple load paths to dissipate energy in the event of a rear end collision and also provides flexibility in manufacturing, thereby reducing manufacturing costs. 
         [0021]    The upper truss  42  is oriented in a forward-rearward direction and is generally parallel to the floor  28  of the bed area  14 . Both the inner panel  32  and the outer panel  34  are joined to the upper truss  42  by any means known in the art, as shown in  FIG. 5 . The upper truss  42  includes a substantially horizontal-upper support  52  and an upper-transition-joining portion  54 . The upper support  52  is a one-piece roll-formed member having a front portion  56  and a rear portion  58 . The rear portion  58  of the upper member  52  is attached to the rear truss  48  as will be explained further below. 
         [0022]    The upper-transition-joining portion  54  is a stamped member and functions as a transition joint between a roll-formed member and a stamped member. Thus, the upper-transition-joining portion  54  joins the front portion  56  of the upper member  52  to an upper portion of each rear pillar  26  at each rear corner of the passenger area  12 . 
         [0023]    The forward truss  44  is vertically oriented and is generally perpendicular to the upper truss  42  and the floor  28  of the bed area  14 . The forward truss  44  includes a vertical support  60  extending downward from the upper truss  42  and a vertical-transition-joining portion  62  extending upward from the floor  28  of the bed area  14 . The vertical support  60  is a one-piece roll-formed member and includes an upper end  64  and a lower end  66 . The upper end  64  of the vertical support  60  is joined to the upper truss  42  rear of and adjacent to the upper-transition-joining portion  54 . 
         [0024]    The vertical-transition-joining portion  62  is a stamped member and functions as a transition joint between a roll-formed member and a stamped member. Thus, the vertical-transition-joining portion  62  joins the lower end  66  of the vertical support  60  to the floor  28  of the bed area  14 . A reinforcement member  67  (see  FIG. 2 ) is attached to an inside surface of the vertical-transition-joining portion  62  and to the floor  28  of the bed area  14  to provide additional support to the forward truss  44 . 
         [0025]    The rear-diagonal truss  46  is diagonally oriented with respect to the upper truss  42  and the floor  28  and includes a diagonal support  68  and a diagonal-transition-joining portion  70 . The diagonal support  68  is a one-piece roll-formed member and includes an upper end  72  and a lower end  74 . The upper end  72  of the diagonal support  68  is joined to the upper truss  42  rear of and adjacent to the forward truss  44 . The diagonal support  68  extends downwardly at an angle with respect to the upper truss  42  toward the rear truss  48 . 
         [0026]    The diagonal-transition-joining portion  70  is a stamped member and functions as a transition joint between a roll-formed member and a stamped member. The diagonal-transition-joining portion  70  extends upwardly at an angle with respect to the floor  28  toward the forward truss  44  and attaches to the lower end  74  of the diagonal support  68 . Thus, the diagonal-transition-joining portion  70  joins the lower end  74  of the diagonal support  68  to the floor  28  of the bed area  14  approximately halfway between the forward truss  44  and the rear truss  48 . Therefore, the rear-diagonal truss  46  along with the forward truss  44  and the floor  28  form a triangular shaped structure  73  within the sidewall  30 . The triangular shaped structure  73  provides a rigid but flexible support system for the sidewalls  30  of the vehicle  10 . A reinforcement member  75  (see  FIG. 2 ) is attached to an inside surface of the diagonal-transition-joining portion  70  and to the floor  28  of the bed area  14  to provide additional support to the rear-diagonal truss  46 . 
         [0027]    The rear truss  48  is vertically oriented and is generally perpendicular to the upper truss  42  and to the floor  28  of the bed area  14 . Further, the rear truss  48  is generally parallel to the forward truss  44 . The rear truss  48  includes a stamped-inner panel  76  and a stamped-outer panel  78 . The inner panel  76  and outer panel  78  are joined to one another by any means known in the art, such as but not limited to screws, riveting, welding, etc. The rear truss  48  includes an upper end  80  and a lower end  82 . The upper end  80  is joined to the rear portion  58  of the upper support  52  utilizing a transition-joint-construction method. Further, the lower end  82  is joined to the floor  28  of the bed area  14  using the same transition-joint-construction method. 
         [0028]    The connecting truss  50  is shown in  FIG. 4  however, for clarity the connecting truss  50  will be described with reference to  FIG. 6 . The connecting truss  50  is a one-piece stamped member and includes a base  84  and a connection arm  86 . The base  84  is joined to the floor  28  of the bed area  14  between the forward truss  44  and the rear-diagonal truss  46 . The connection arm  86  includes a horizontal portion  88 , a first extension arm  90  and a second extension arm  92 . The horizontal portion  88  is joined to the top of the base  84 . The first extension arm  90  extends from the horizontal portion  88  upwardly angled with respect to the horizontal portion  88  in a forward direction. The first extension arm  90  is joined to the lower end  66  of the vertical support  60 . The second extension arm  92  extends from the horizontal portion  88  upwardly angled with respect to the horizontal portion  88  in a rearward direction. The second extension arm  92  is joined to the lower end  74  of the diagonal support  68 . Thus, the connection arm  86  essentially resides inside the triangular shaped structure  73  and provides a connection between the forward truss  44 , the rear-diagonal truss  46  and the floor  28  to further strengthen the triangular shaped structure  73 . A reinforcement member  94  (see  FIG. 2 ) is attached to an inside surface of the base  84  and to the floor  28  of the bed area  14  to provide additional support to the connecting truss  50 . 
         [0029]    Referring now to  FIG. 3 , an energy load path is represented by the arrows A. The load path A is the path that the energy load resulting from a rear end collision travels. As  FIG. 3  illustrates, the load from a rear end collision is dispersed through each member of the truss structure  40 . More specifically, the load is transmitted from the floor  28  of the bed area  14  upward to the upper truss  42  through the forward truss  44 , the rear-diagonal truss  46  and the rear truss  48 . The energy is then transmitted along the upper truss  42  toward the passenger area  12  and finally upwardly and downwardly along each rear pillar  26 . Thus, because the truss structure  40  has multiple truss members the load is communicated over multiple paths. Therefore, the truss structure  40  is able to absorb and dissipate the energy more effectively than the conventional stiffening panel described above. 
         [0030]    Referring again to  FIG. 6 , a second embodiment of the present invention is illustrated. In the second embodiment, a sixth truss member or forward-diagonal truss  96  is added between the passenger area  12  of the vehicle  10  and the forward truss  44  to provide additional strength for pickup trucks having a longer bed area  14 . The forward-diagonal truss  96  is diagonally oriented with respect to the upper truss  42  and includes a diagonal support  98  and a diagonal-transition-joining portion  100 . The diagonal support  98  is a one-piece roll-formed member and includes an upper end  102  and a lower end  104 . The upper end  102  of the diagonal support  98  is joined to the upper truss  42  rearwardly adjacent to each rear pillar  26  at the rear corners of the passenger area  12 . More specifically, the upper end  102  of the diagonal support  98  is joined to the upper-transition-joining portion  54  of the upper truss  42 . The diagonal support  98  extends downwardly at an angle with respect to the upper truss  42  toward the forward truss  44 . 
         [0031]    The diagonal-transition-joining portion  100  is a stamped member and functions as a transition joint between a roll-formed member and a stamped member. The diagonal-transition-joining portion  100  extends upwardly at an angle with respect to the floor  28  toward the passenger area  12  and attaches to the lower end  104  of the diagonal support  98 . Thus, the diagonal-transition-joining portion  100  joins the lower end  104  of the diagonal support  98  to the floor  28  of the bed area  14  forward of, and adjacent to, the forward truss  44 . Therefore, the forward-diagonal truss  96  along with the upper truss  42  and the forward truss  44  form a second triangular shaped structure  99  within the sidewall  30 . The second triangular shaped structure  99  provides a rigid but flexible support system for the sidewalls  30  of the vehicle  10 . A reinforcement member (not shown) is attached to an inside surface of the diagonal-transition-joining portion  100  and to the floor  28  of the bed area  14  to provide additional support to the forward-diagonal truss  96 . 
         [0032]    It should be noted, in the second embodiment, as the length of the bed area  14  increases the length of the horizontal-upper support  52  of the upper truss  42  increases accordingly. The horizontal-upper support  52 , however, is still a one-piece roll-formed member. Because the horizontal-upper support  52  is a one-piece roll-formed member, the length of the upper truss  42  can be adjusted to accommodate pickup truck beds of varying length. Therefore, the truss structure  40  provides flexibility in manufacturing and reduces manufacturing costs. 
         [0033]    The above described truss structure includes several roll-formed members combined with several stamped members to provide an efficient method of manufacturing the truss structure while improving rigidity and safety. It should be noted, however, that the roll-formed members can be replaced with stamped members. While this may increase manufacturing costs over the utilization of roll-formed members, the improved efficiency and safety realized from the truss structure would not be sacrificed. 
         [0034]    While specific embodiments of the invention have been described and illustrated, it is to be understood that these embodiments are provided by way of example only and that the invention is not to be construed as being limited but only by proper scope of the following claims.