U.S. patent application number 13/230730 was filed with the patent office on 2012-09-13 for stabilized cargo box for a vehicle rack system.
This patent application is currently assigned to Yakima Products, Inc.. Invention is credited to James Buckroyd, Dave Condon, John Mark Elliott, Chris Sautter.
Application Number | 20120228349 13/230730 |
Document ID | / |
Family ID | 45928053 |
Filed Date | 2012-09-13 |
United States Patent
Application |
20120228349 |
Kind Code |
A1 |
Sautter; Chris ; et
al. |
September 13, 2012 |
STABILIZED CARGO BOX FOR A VEHICLE RACK SYSTEM
Abstract
A vehicle rack system including a stabilized cargo box attached
to a pair of crossbars. In some embodiments, the stabilized cargo
box includes a container defining a long axis and having a bottom
portion hinged to a lid portion to form an enclosure to hold cargo.
A plurality of clamp devices may mount the container to the pair of
crossbars attached to a roof of a vehicle. The bottom portion may
include a housing member defining a groove and also may include a
stiffening tube disposed in the groove and providing first and
second tubular regions that are laterally spaced from each other
and that each extend at least generally parallel to the long axis.
The first and second tubular regions may be connected to each other
by a third tubular region of the stiffening tube that extends at
least part way across a nose of the container.
Inventors: |
Sautter; Chris; (Portland,
OR) ; Buckroyd; James; (Portland, OR) ;
Condon; Dave; (Wilsonville, OR) ; Elliott; John
Mark; (Beaverton, OR) |
Assignee: |
Yakima Products, Inc.
Beaverton
OR
|
Family ID: |
45928053 |
Appl. No.: |
13/230730 |
Filed: |
September 12, 2011 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61390103 |
Oct 5, 2010 |
|
|
|
61454403 |
Mar 18, 2011 |
|
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Current U.S.
Class: |
224/328 |
Current CPC
Class: |
Y10T 292/0853 20150401;
B60R 9/055 20130101; Y10T 70/5544 20150401; Y10T 292/1043
20150401 |
Class at
Publication: |
224/328 |
International
Class: |
B60R 9/055 20060101
B60R009/055 |
Claims
1. A stabilized cargo box for a vehicle, comprising: a container
defining a long axis and including a bottom portion hinged to a lid
portion to form an enclosure to hold cargo; a front pair of clamp
devices and a rear pair of clamp devices attached to the bottom
portion and configured to mount the container to a pair of
crossbars attached to a roof of a vehicle, wherein the bottom
portion includes a housing member defining a groove and also
includes at least one stiffening tube disposed in the groove and
providing first and second tubular regions laterally spaced from
each other and each extending at least generally parallel to the
long axis and connected to each other by a third tubular region
that extends at least part way across a nose of the container.
2. The stabilized cargo box of claim 1, wherein the housing member
includes a bottom wall, side walls, and end walls, and wherein the
stiffening tube is disposed adjacent the bottom wall.
3. The stabilized cargo box of claim 1, wherein the stiffening tube
is disposed outside the container.
4. The stabilized cargo box of claim 1, wherein the front pair and
the rear pair of clamp devices collectively provide a left pair and
a right pair of clamp devices, wherein a central vertical plane
conceptually divides the container into a left half and a right
half, and wherein the first tubular region is disposed between the
central vertical plane and the left pair of clamp devices and the
second tubular region is disposed between the central vertical
plane and the right pair of clamp devices.
5. The stabilized cargo box of claim 1, wherein the housing member
is formed of plastic and the stiffening tube is formed of
metal.
6. The stabilized cargo box of claim 1, wherein the first and
second tubular regions extend forward from positions near the rear
clamp devices.
7. The stabilized cargo box of claim 6, wherein the first and
second tubular regions extend from a tail to a nose of the
container.
8. The stabilized cargo box of claim 7, wherein the first and
second tubular regions do not intersect each other in the tail.
9. A rack system for a vehicle, comprising: a pair of crossbars
configured to be attached to a roof of a vehicle; and a stabilized
cargo box including a container having a bottom portion and a lid
portion that fit together to collectively form an enclosure to hold
cargo, one or more front clamp devices and one or more rear clamp
devices disposed under the bottom portion and configured to mount
the container to the pair of crossbars, wherein the bottom portion
includes a stiffening tube that extends from a rear region of the
container to a position at least generally forward of the front
clamp devices, to strengthen the bottom portion against
deformation.
10. The rack system of claim 9, wherein the stiffening tube extends
along a U-shaped path.
11. The rack system of claim 9, wherein the stiffening tube extends
along a pair of laterally spaced paths from a tail to a nose of the
container.
12. The rack system of claim 9, wherein the bottom portion includes
a housing member that at least substantially forms the enclosure
with the lid portion, and wherein the stiffening tube is disposed
in a groove formed in an outer surface of the housing member.
13. A stabilized cargo box for a vehicle, comprising: a container
including a bottom portion hinged to a lid portion to form an
enclosure to hold cargo; one or more front clamp devices and one or
more rear clamp devices attached to the bottom portion and
configured to mount the container to a pair of crossbars attached
to a roof of a vehicle, wherein the bottom portion includes a pair
of tubular stiffening regions each extending from a rear region to
a nose of the container, to strengthen the bottom portion against
deformation.
14. The stabilized cargo box of claim 13, wherein the tubular
stiffening regions meet each other in or on the nose.
15. The stabilized cargo box of claim 14, wherein the tubular
stiffening regions collectively extend along a path that is
U-shaped.
16. The stabilized cargo box of claim 13, wherein the tubular
stiffening regions extend from a tail to a nose of the
container.
17. The stabilized cargo box of claim 13, where the bottom portion
includes a housing member that forms the enclosure with the lid
portion, and wherein the tubular stiffening regions are formed by
one or more tubes that are discrete from the housing member.
18. The stabilized cargo box of claim 17, wherein the tubular
stiffening regions are formed by the same tube.
19. The stabilized cargo box of claim 17, wherein the housing
member is formed of plastic and the one or more tubes are formed of
metal.
20. The stabilized cargo box of claim 13, wherein the tubular
stiffening regions do not intersect each other in the rear region
of the container.
21. The stabilized cargo box of claim 13, wherein the bottom
portion includes a housing member, and wherein at least a portion
of the tubular stiffening regions are formed integrally with the
housing member.
Description
CROSS-REFERENCES TO PRIORITY APPLICATIONS
[0001] This application is based upon and claims the benefit under
35 U.S.C. .sctn.119(e) of U.S. Provisional Patent Application Ser.
No. 61/390,103, filed Oct. 5, 2010; and U.S. Provisional Patent
Application Ser. No. 61/454,403, filed Mar. 18, 2011. Each of these
provisional patent applications is incorporated herein by reference
in its entirety for all purposes.
CROSS-REFERENCES TO OTHER MATERIALS
[0002] This application incorporates herein by reference each of
the following patent documents in its entirety for all purposes:
U.S. Pat. No. 7,503,470; U.S. Pat. No. 7,740,157; U.S. Pat. No.
7,980,436; U.S. Patent Application Publication No. 2007/0194185;
and U.S. Patent Application Publication No. 2010/0084447.
INTRODUCTION
[0003] Cargo boxes are vehicle top carriers that provide an
enclosed storage space above the vehicle. As fuel becomes more
expensive, vehicles become smaller and interior cargo space
decreases, making the demand for reliable, easy-to-use top carriers
even greater. Cargo boxes have become quite popular for carrying
cargo and are often preferable over conventional open racks for a
variety of reasons. For example, cargo boxes protect cargo from the
elements, such as wind, rain, and snow, and are more secure from
theft or vandalism.
[0004] However, cargo boxes are often heavy and thus expensive to
ship. The costs can mount when a cargo box needs to be shipped from
a factory to a distribution center, from the distribution center to
a retailer, and then on to a consumer. As a result, there are
strong incentives to minimize the weight of the cargo box by
reducing the amount of material used in construction, which also
can reduce manufacturing costs. Cargo boxes typically have a
plastic housing that forms an enclosure for cargo. Making the
housing thinner reduces manufacturing and shipping costs but at the
expense of stability. If too thin, the housing tends to deform
under pressure, such as when loaded with heavy cargo and/or during
travel on a rough road. On the other hand, use of bulkier plastics
generally strengthens the housing, but adds weight and cost.
[0005] There is a need for cargo boxes that are lightweight but
strong enough to hold their shape during use.
SUMMARY
[0006] The present disclosure provides a vehicle rack system
including a stabilized cargo box attached to a pair of crossbars.
In some embodiments, the stabilized cargo box includes a container
defining a long axis and having a bottom portion hinged to a lid
portion to form an enclosure to hold cargo. A plurality of clamp
devices may mount the container to the pair of crossbars attached
to a roof of a vehicle. The bottom portion may include a housing
member defining a groove and also may include a stiffening tube
disposed in the groove and providing first and second tubular
regions that are laterally spaced from each other and that each
extend at least generally parallel to the long axis. The first and
second tubular regions may be connected to each other by a third
tubular region that extends at least part way across a nose of the
container.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 is a view of an exemplary vehicle rack system
attached to a roof of a vehicle and including a cargo box mounted
to a pair of crossbars and stabilized with a stiffening member, in
accordance with aspects of present disclosure.
[0008] FIG. 2 is an exploded view of the cargo box of FIG. 1.
[0009] FIG. 3 is a front-end view of the cargo box of FIG. 1 with
the cargo box opened from a lateral side of the box.
[0010] FIG. 4 is another front-end view of the cargo box of FIG. 1,
taken as in FIG. 3, but with the cargo box opened from the other
lateral side of the box.
[0011] FIG. 5 is yet another front-end view of the cargo box of
FIG. 1, taken as in FIGS. 3 and 4, with the cargo box loaded with
cargo and closed, but not deformed.
[0012] FIG. 6 a front-end view of an embodiment of the cargo box of
FIG. 1 constructed without the stiffening member, with the cargo
box loaded and closed as in FIG. 5, but deformed into an exemplary
configuration termed "fishmouth," in accordance with aspects the
present disclosure.
[0013] FIG. 7 is a view of the cargo box of FIG. 1 taken from below
the cargo box.
[0014] FIG. 8 is a fragmentary sectional view of the cargo box of
FIG. 7, taken generally along line 8-8 of FIG. 7 through the
stiffening member and a lower housing member disposed above the
stiffening member.
[0015] FIG. 9 is a fragmentary sectional view of a second exemplary
embodiment of a cargo box with a stiffening tube, taken generally
as in FIG. 8 and illustrating placement of a stiffening tube inside
a cargo space formed by upper and lower housing members, in
accordance with aspects of the present disclosure.
[0016] FIG. 10 is a fragmentary sectional view of a third exemplary
embodiment of a cargo box with a stiffening tube, taken generally
as in FIG. 8 and illustrating a stiffening tube embedded in a lower
housing member, in accordance with aspects of the present
disclosure.
[0017] FIG. 11 is a fragmentary sectional view of a fourth
exemplary embodiment of a cargo box with a stiffening tube, taken
generally as in FIG. 8, and illustrating a stiffening tube formed
in part by an attached rib, in accordance with aspects the present
disclosure.
[0018] FIG. 12 is a fragmentary sectional view of a fifth exemplary
embodiment of a cargo box with a stiffening tube, taken generally
as in FIG. 8, and illustrating a stiffening tube formed in part by
an attached plate, in accordance with aspects the present
disclosure.
[0019] FIG. 13 is a fragmentary sectional view of a sixth exemplary
embodiment of a cargo box with a stiffening tube, taken generally
as in FIG. 8, and illustrating a stiffening tube formed integrally
by a lower housing member, in accordance with aspects the present
disclosure.
[0020] FIG. 14 is a fragmentary sectional view of a seventh
exemplary embodiment of a cargo box with a stiffening tube, taken
generally as in FIG. 8, and illustrating a stiffening tube formed
by twin sheets of a lower housing member, in accordance with
aspects the present disclosure.
[0021] FIG. 15 is a schematic bottom view of an exemplary
embodiment of a cargo box including a stiffening tube formed as a
loop, in accordance with aspects the present disclosure.
[0022] FIG. 16 is a schematic bottom view taken as in FIG. 15, with
the single stiffening tube of FIG. 15 replaced by a pair of
discrete, linear stiffening tubes, in accordance with aspects of
the present disclosure.
[0023] FIG. 17 is a schematic bottom view taken as in FIG. 15, with
one of the linear stiffening tubes omitted and the cargo box
constructed in a narrower form, in accordance with aspects of the
present disclosure.
[0024] FIG. 18 is a schematic bottom view taken as in FIG. 15, with
the stiffening tube being U-shaped and disposed directly over clamp
devices of the cargo box, in accordance with aspects of the present
disclosure.
[0025] FIG. 19 is an exploded side view of a bottom portion of a
cargo box including a stiffening tube that curves upward to
pre-load end regions of the bottom portion, in accordance with
aspects of the present disclosure.
[0026] FIG. 20 is an exploded side view of upper and lower housing
members of an exemplary cargo box with the lower housing member
constructed with an upward curvature toward the ends that gives the
ends an upward bias when the cargo box is closed, in accordance
with aspects of the present disclosure.
DETAILED DESCRIPTION
[0027] The present disclosure provides a vehicle rack system
including a stabilized cargo box attached to a pair of crossbars.
In some embodiments, the stabilized cargo box includes a container
defining a long axis and having a bottom portion hinged to a lid
portion to form an enclosure to hold cargo. A plurality of clamp
devices may mount the container to the pair of crossbars attached
to a roof of a vehicle. The bottom portion may include a housing
member defining a groove and also may include a stiffening tube
disposed in the groove and providing first and second tubular
regions that are laterally spaced from each other and that each
extend at least generally parallel to the long axis.
[0028] The first and second tubular regions may be connected to
each other by a third tubular region of the stiffening tube that
extends at least part way across a nose of the container. Many
alternatives and modifications which may or may not be expressly
mentioned, are enabled, implied, and accordingly covered by the
spirit of the disclosure.
[0029] The stabilized cargo box disclosed herein may have an
increased overall stiffness of the bottom portion. The increased
stiffness may include increased longitudinal stiffness, increased
lateral stiffness, or a combination thereof, which may strengthen
the nose against deformation. As a result, the housing member of
the bottom portion may be formed of a thinner layer of material,
which reduces weight and cost.
[0030] FIG. 1 shows an exemplary vehicle rack system 40 attached to
a roof 42 of a vehicle 44. System 40 may include a pair of
crossbars 46 and a top carrier in the form of a cargo box 48
mounted to the crossbars above the vehicle.
[0031] Vehicle 44 defines a longitudinal axis 49 extending through
a front and a rear of the vehicle and corresponding to the
vehicle's travel direction. Each crossbar 46 may extend
transversely, such as substantially orthogonally, to longitudinal
axis 49, to provide a front crossbar and a rear crossbar. Crossbars
46 may be mounted to the vehicle with towers or feet 50, which each
may, for example, engage a crossbar and the vehicle and/or a
longitudinally extending rail secured to the vehicle's roof.
[0032] FIG. 2 shows an exploded view of selected aspects of cargo
box 48. The box includes an elongate container 52 having a base or
bottom portion 54 and a lid or top portion 56 that fit together to
form an enclosure to hold cargo. A stiffening member 58 may be
incorporated into bottom portion 54 (or lid portion 56) to
stabilize the container. In other words, the stiffening member may
be configured to strengthen and reinforce the container, and
particularly the bottom portion or lid portion into which the
stiffening member is incorporated.
[0033] Stiffening member 58 may extend from a front region 60 to a
rear region 62 of container 52. The front region represents a front
half of the container by length, and the rear region a back half of
the container by length. Member 58 may include one or more
longitudinal regions 64, 66 that extend along the container, for
example, at least generally parallel to a long axis 68 defined by
the container and/or at least substantially parallel to
longitudinal axis 49 and/or transverse/orthogonal to crossbars 46
(see FIG. 1). The longitudinal regions may be spaced laterally from
each other and may be at least substantially parallel to each
other. The longitudinal regions may be a left region and right
region disposed on opposite sides of a central vertical plane 69
that conceptually divides the container into a left half and a
right half. The stiffening member also may include at least one
transverse region 70 that extends at least part way across the
container, for example, extending at least generally parallel to
crossbars 46 and/or at least generally orthogonal to either or both
of axes 49 and 68. Longitudinal regions 64, 66 and transverse
region(s) 70 may be joined continuously to one another, or may be
formed by discrete components that are attached to each other. In
some cases, the stiffening member may be U-shaped and/or may extend
along a U-shaped path. The stiffening member may be substantially
solid or hollow (i.e., a stiffening tube), and may be formed of
metal (e.g., steel or aluminum), a polymer (i.e., plastic), a
composite, or the like. Any of the embodiments of the present
disclosure that are described as having a stiffening tube
alternatively may be described as having a stiffening member, which
may or may not be a stiffening tube.
[0034] FIG. 3 shows a front-end view of cargo box 48 with the cargo
box opened from a lateral side 72. Lid portion 56 may be hinged to
bottom portion 54 (and vice versa) by one or more hinges 74
disposed on opposing lateral side 76. Hinges 74 may be disposed
inside or outside container 52.
[0035] Container 52 may be formed by a pair of housing members,
namely, an upper housing member 75A and a lower housing member 75B.
Lid portion 56 may be at least mostly formed, with respect to area,
by upper housing member 75A, and bottom portion 54 may be at least
mostly formed, with respect to area, by lower housing member
75B.
[0036] FIG. 4 shows a front-end view of cargo box 48 with the cargo
box opened from opposing lateral side 76. Lid portion 56 may be
hinged to bottom portion 54 (and vice versa) by one or more hinges
74 disposed on lateral side 72, to allow the cargo box to be opened
interchangeably from either lateral side.
[0037] FIG. 5 shows a front-end view of cargo box 48, with the
cargo box loaded with cargo and closed, but not deformed.
Stiffening member 58 strengthens the box against flexing, twisting,
or deforming otherwise when the box is loaded with cargo. When
closed, a perimeter flange or bottom lip 78 of lid portion 56 may
extend over and around a top lip 80 of bottom portion 54. In other
words, top lip 80 may be received in lid portion 56. In this way,
rain that falls on the top of the cargo box can drain off via
bottom lip 78 of the lid portion without entering bottom portion
54. Further aspects of containers that may be suitable for the
cargo box are disclosed in the patent documents listed above under
Cross-References, which are incorporated herein by reference.
[0038] Cargo box 48 may include one or more latches 84 that hold
container 52 closed. The latches may be provided by hinges 74 (see
FIGS. 3 and 4) or may be separate devices. In any event, the cargo
box may be latched on lateral side 72, lateral side 76, or both.
Further aspects of hinges and latches that may be suitable for the
cargo box are disclosed in the patent documents listed above under
Cross-References, which are incorporated herein by reference.
[0039] FIG. 6 shows a front-end view of cargo box 48 constructed
without stiffening member 58, with the cargo box loaded with cargo
and closed and latched as in FIG. 5. Here, however, because the
stiffening member is absent, a nose 86 of the cargo box projecting
forward of the front crossbar is not stiff enough to resist
deformation caused by the cargo. As result, the nose is deformed
centrally to produce an exemplary configuration called "fishmouth."
In fishmouth, bottom portion 54 sags centrally in nose 86 and rises
up laterally. In some cases, a gap 88 may be formed between the
bottom portion and the lid portion. The lid portion of the nose may
or may not also be deformed in an opposing direction, as shown
here. In any event, fishmouth is undesirable because it may
damage/warp the container; may allow entry of the elements into the
container; and/or may encourage theft.
[0040] An unstabilized cargo box lacking stiffening member 58 may
be prone to other deformations. For example, the box may twist in
response to torsional stress, a process called "racking." In
racking, one lateral side of the nose rises up and the other drops
down. As another example, the bottom portion and lid portion of the
nose may vibrate relative to each, to produce "flutter." Any of
these other deformations can reduce cargo box performance by making
the box less secure, more prone to damage or breakage, and/or
noisier, among others.
[0041] Stiffening member 58 may be constructed as a stiffening
tube. In some embodiments, a tubular configuration may have
substantial advantages over non-tubular arrangements because the
tube can provide substantial stabilization of the container without
producing a large increase in weight and can resist torsional
stress more effectively. The stiffening tube (and/or stiffening
member) may have any suitable cross-sectional shape, such as
circular, oval, rectangular, or the like. The tube may have a
continuous circumference, may be formed from a rolled layer of
material (e.g., a rolled sheet of metal), or may be formed from two
or more discrete components, among others. The tube may be formed
of metal, plastic (e.g., injection molded), or the like. The tube
may have any suitable wall thickness, such as a wall that is
thicker or thinner than an adjacent wall of lower housing member
75B. In exemplary embodiments, intended for illustration only, the
stiffening tube is formed of steel and the lower housing member of
plastic (e.g., acrylonitrile butadiene styrene (ABS)), the tube has
a wall thickness of about 0.05 inch, and the lower housing member a
wall thickness of about 0.125 inch.
[0042] FIG. 7 shows a view of cargo box 48 taken from below the
cargo box. Cargo box 48 may be equipped with a set of clamp devices
102 that mount container 52 to the crossbars by gripping engagement
of each clamp device with a region of a crossbar. The clamp devices
may include at least one or a pair of front clamp devices and at
least one or a pair of rear clamp devices. If the clamp devices
include a front pair and a rear pair of clamp devices, the clamp
devices may provide a left pair and right pair of clamp devices.
Each clamp device may (or may not) be movable along a respective
track 104 that allows the longitudinal position of the clamp device
along the container to be adjusted and then fixed. Clamp devices
102 may be attached to bottom portion 54 and may depend from the
bottom portion to engage crossbars disposed below container 52.
Further aspects of clamp devices that may be suitable for the cargo
box are disclosed in the patent documents listed above under
Cross-References, which are incorporated herein by reference.
[0043] Clamp devices 102 conceptually divide the cargo box into
three regions arranged longitudinally with respect to each other
along container 52. Nose 86 may be a cantilevered region of the
container that projects forward from positions above the front
clamp devices and tail 106 a cantilevered region that projects
rearward from positions above the rear clamp devices. These
cantilevered regions are separated from each other by a central
region 108 of container 52. Nose 86 (and/or tail 106), as a
cantilever, may not be supported as well as central region 108 and
thus may benefit more from the increased stiffness offered by
stiffening member 58, particularly with member 58 providing a
supporting linkage between central region 108 and the nose and/or
tail. Also, stiffening member 58 may allow a longer stabilized nose
86 to project forward of the front crossbar, with clamp devices
positioned farther back in tracks 104. In other words, the
container may be positioned farther forward on the crossbars, which
can, for example, increase clearance for opening a rear hatch of
the vehicle.
[0044] Stiffening member 58 may extend any suitable distance along
and across container 52. For example, at least a region (e.g., one
or more tubular stiffening regions) of at least one stiffening tube
may extend from central region 108 (and/or rear region 62; see FIG.
2) to nose 86; from tail 106 to nose 86; from tail 106 to central
region 108 (and/or front region 60; see FIG. 2); from tail 106 to
nose 86, at least part way across the nose, and then back to tail
106; from central region 108 (and/or rear region 62) to nose 86, at
least part way across the nose, and then back to the central region
108 (and/or rear region 62); or the like. In some examples, the
stiffening tube may provide a left tubular region and a right
tubular region each extending generally parallel to the long axis
of the container and connected to each other by a third tubular
region that extends at least part way across the nose. In some
examples, a central vertical plane may conceptually divide the
container into a left half and a right half, the left tubular
region may be disposed between the central vertical plane and the
left pair of clamp devices, and the right tubular region may be
disposed between the central vertical plane and the right pair of
clamp devices.
[0045] FIGS. 7 and 8 illustrate a recessed configuration of
stiffening member 58 in bottom portion 54. Lower housing member 75B
may define a groove or channel 110 that receives the stiffening
member. The groove may be formed in an inner surface or an outer
surface of the lower housing member. Groove 110 may have a
continuous structure or may be formed of discrete groove segments
separated by nongrooved regions where the groove is interrupted.
The stiffening member may be received in the groove along any
suitable portion of the member's length, such as a majority or
substantially all of the length of stiffening member 58. The groove
may be formed by a bottom wall 112 (i.e., a bottom layer of
material) of housing member 75B, such that the stiffening member is
disposed under (or over) the bottom wall. The groove may be spaced
from lateral side walls 113 and/or front and rear end walls 113A,
113B of the lower housing member (see FIG. 7). The depth of the
groove may be at least about the same as or greater than the
diameter of stiffening member 58, to provide a recessed
configuration as shown (see FIG. 8), or may be less than the
diameter such that a lower region of the stiffening member
protrudes from the groove. Also, the width of the groove may be at
least about the same as or greater than that diameter of stiffening
member 58. Alternatively, the width of the groove may be less than
the diameter of the stiffening member, such that the stiffening
member is forced into the groove when installed.
[0046] The stiffening member may be attached to lower housing
member 75B by any suitable attachment mechanism. In exemplary
embodiments, the stiffening member may be attached with one or more
fasteners, such as at least one rivet 114 (see FIG. 8), screw, pin,
clip, or the like. In other embodiments, the stiffening member may
be attached with an adhesive, by bonding, or the like.
[0047] FIGS. 9 to 14 show other configurations of a stiffening tube
for a cargo box. In these configurations, the stiffening tube may
be provided by one or more elements that are discrete from the
lower housing member (e.g., FIGS. 9 and 10), may be formed
collectively by the lower housing member and another element (e.g.,
FIGS. 11 and 12), or may be formed integrally with the lower
housing member (e.g., FIGS. 13 and 14). Each of the cargo boxes
depicted in FIGS. 9 to 14 may have any suitable combination of the
features described for cargo box 48 and/or elsewhere in the present
disclosure.
[0048] FIG. 9 shows another cargo box 140 with stiffening tube 58.
The stiffening tube may be placed inside a container 142 formed by
an upper housing member and a lower housing member 144. A groove
146 may be formed in an inner surface 148 of lower housing member
144, and stiffening tube 58 may be disposed in the groove.
[0049] FIG. 10 shows another cargo box 160 with stiffening tube 58.
The stiffening tube may be embedded in a lower housing member 162
of box 160. For example, lower housing member 162 may be molded
around the stiffening tube.
[0050] FIG. 11 shows a cargo box 180 with a stiffening tube 182
included in a bottom portion 184 of a container of the box. The
bottom portion may include a lower housing member 188 and a rib
member 190 (e.g., a thermoformed rib) attached to the housing
member via lateral flanges 192 (e.g., with an adhesive, by bonding,
or with fasteners, among others). Tube 182 may be formed
collectively by the housing and the rib member. For example, the
lower housing member may form a top wall 194 of tube 182, and rib
member 190 may form lateral side walls 196 and a bottom wall 198 of
the tube.
[0051] FIG. 12 shows a cargo box 200 with a stiffening tube 202
included in a bottom portion 204 of the box. The bottom portion may
include a lower housing member 208 forming a rib 210 with a groove
212 and also may include a plate 214 attached to the housing member
under groove 212 (e.g., with an adhesive, by bonding, or with
fasteners, among others). Tube 202 may be formed collectively by
the housing member and the plate. For example, the lower housing
member may form a top wall and lateral side walls of the tube, and
plate 214 may form a bottom wall of the tube.
[0052] FIG. 13 shows a cargo box 220 with a stiffening tube 222
formed integrally in a lower housing member 224 of the box. The
tube may, for example, be created by gas-assisted molding.
[0053] FIG. 14 shows a cargo box 240 with a stiffening tube 242
formed collectively by twin sheets 244, 246 of a lower housing
member 248.
[0054] FIGS. 15-18 show bottom views of exemplary cargo boxes that
include at least one stiffening member. The stiffening member may
have any combination of the features shown and described elsewhere
in the present disclosure. For example, the stiffening member may
be a stiffening tube and may be formed, disposed, and/or attached
as depicted in FIGS. 8-14. Clamp devices 102 are shown
schematically in exemplary positions.
[0055] FIG. 15 shows a cargo box 260 including a stiffening member
262 formed as a loop and attached to a lower housing member 264 of
the box. The stiffening member may incorporate a pair of
longitudinal regions 266, 268 that are laterally spaced from one
another. The stiffening member also may incorporate a pair of
transverse regions 270, 272 that are longitudinally spaced from
each other and that connect the longitudinal regions in a front
region and a rear region of the cargo box. For example, the
transverse regions may be respectively disposed in or under a nose
274 and a tail 276 of a container of the cargo box, and may help to
stiffen both the nose and the tail.
[0056] FIG. 16 shows a cargo box 280 including a pair of discrete,
substantially linear stiffening members 282, 284 extending
longitudinally with respect to a lower housing member 286 of the
box. Stiffening members 282, 284 may be substantially parallel to
one another and may extend any suitable distance along a container
of the box, such as a distance described above for stiffening
member 58 of cargo box 48.
[0057] FIG. 17 shows a cargo box 300 with only one substantially
linear stiffening member 302 (compare FIGS. 16 and 17). A single
substantially linear stiffening member disposed centrally may, for
example, be suitable if the container is relatively narrow.
[0058] FIG. 18 shows a cargo box 320 with a U-shaped stiffening
member 322. As in cargo box 48, the stiffening member extends near
the clamp devices. However, stiffening member 322 is wider than
stiffening member 58 (e.g., see FIG. 7). The stiffening member may
be disposed directly over clamp devices 102 of the cargo box, and
the clamp devices may be attached directly to the stiffening
member.
[0059] In some embodiments, lid supports may be attached directly
to the stiffening member, whether the stiffening member is inside
our outside the container of the cargo box. In embodiments where
the stiffening member is on the outside of the container, the lid
supports may be attached through one or more apertures in the
bottom portion. In some examples, the lid supports may be attached
directly to the stiffening member at the nose and/or tail.
[0060] FIG. 19 shows an exploded view of a cargo box 340 with a
bottom portion 342 including a stiffening member 344 having a
longitudinal curvature. In particular, the stiffening member may
curve upward as it extends from a middle region to a front end 348
and/or back end 350. Due to this curvature, a lower region of nose
86 (and/or tail 106) formed by bottom portion 342 is pre-loaded by
the stiffening member such that the lower region of the nose
(and/or tail) is urged upward. As a result, nose 86 is resistant to
sagging that produces fishmouth.
[0061] FIG. 20 shows an exploded view of an exemplary cargo box 360
with a pre-stressed longitudinal curvature. A container of the box
is formed by a lower housing member 362 with a longitudinal
curvature, such as at a top lip 364 thereof. As a result, the top
lip curves upward as it extends from a middle region to a front end
366 and/or a back end 368 of lower housing member 362, to elevate
the ends slightly relative to the longitudinal middle region.
Alternatively, or in addition, an upper housing member 370 of the
container also may (or may not) have longitudinal curvature such
that one or both ends of upper housing member curve downward. In
any event, the front end and/or back end of the lower housing
member engages the upper member first as the container is being
closed, which increases interference between the housing members at
the nose and tail of the container and/or presses the end(s) of the
lower housing member downward. Resiliency of the lower housing
member may give the ends an upward bias that resists sagging when
the container is closed.
[0062] While methods/devices for stiffening a cargo box have been
particularly shown and described, many variations may be made
therein. This disclosure may include one or more independent or
interdependent embodiments directed to various combinations of
features, functions, elements and/or properties. Other combinations
and sub-combinations of features, functions, elements and/or
properties may be claimed later in a related application. Such
variations, whether they are directed to different combinations or
directed to the same combinations, whether different, broader,
narrower or equal in scope, are also regarded as included within
the subject matter of the present disclosure. Accordingly, the
foregoing embodiments are illustrative, and no single feature or
element, or combination thereof, is essential to all possible
combinations that may be claimed in this or a later application.
Each example defines an embodiment disclosed in the foregoing
disclosure, but any one example does not necessarily encompass all
features or combinations that may be eventually claimed. Where the
description recites "a" or "a first" element or the equivalent
thereof, such description includes one or more such elements,
neither requiring nor excluding two or more such elements. Further,
ordinal indicators, such as first, second or third, for identified
elements are used to distinguish between the elements, and do not
indicate a required or limited number of such elements, and do not
indicate a particular position or order of such elements unless
otherwise specifically stated.
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