U.S. patent application number 14/503779 was filed with the patent office on 2015-01-15 for vehicle fuel economy system.
The applicant listed for this patent is StormBlok Systems, Inc.. Invention is credited to J. Parr Wiegel.
Application Number | 20150015029 14/503779 |
Document ID | / |
Family ID | 50621660 |
Filed Date | 2015-01-15 |
United States Patent
Application |
20150015029 |
Kind Code |
A1 |
Wiegel; J. Parr |
January 15, 2015 |
VEHICLE FUEL ECONOMY SYSTEM
Abstract
A fairing assembly for a trailer having a wheel set and a hitch,
the fairing assembly comprising a fairing connected to an underside
of the trailer intermediate the hitch and the wheel set, the
fairing including (i) a pair of opposing lateral surfaces separated
by a distance, (ii) a bottom surface spaced from the underside of
the trailer, and (ii) a leading surface, the leading surface
substantially spanning the distance, wherein the leading surface
includes an intake opening, wherein at least one of the bottom
surface or the lateral surfaces includes an exit opening, and a
flow path fluidly connects the intake opening and the exit
opening.
Inventors: |
Wiegel; J. Parr; (Palmyra,
NY) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
StormBlok Systems, Inc. |
Palmyra |
NY |
US |
|
|
Family ID: |
50621660 |
Appl. No.: |
14/503779 |
Filed: |
October 1, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13839662 |
Mar 15, 2013 |
|
|
|
14503779 |
|
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|
|
61723506 |
Nov 7, 2012 |
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Current U.S.
Class: |
296/180.4 |
Current CPC
Class: |
B62D 21/20 20130101;
Y10S 180/903 20130101; B62D 35/02 20130101; B62D 35/001
20130101 |
Class at
Publication: |
296/180.4 |
International
Class: |
B62D 35/00 20060101
B62D035/00; B62D 35/02 20060101 B62D035/02 |
Claims
1. A drag force reduction system for a trailer having an underside,
a hitch, and a wheel set, the trailer comprising: (a) a frame
connected to the underside of the trailer intermediate the hitch
and wheel set, the frame having a front portion, a back portion, a
bottom portion and two opposing lateral sides; (b) a skin enclosing
at least one portion of the frame.
2. The drag force reduction system for vehicles of claim 1, wherein
the frame includes sets of struts forming interconnecting modular
sections.
3. The drag force reduction system of claim 2, wherein the modular
sections are approximately 1 foot to 20 feet wide.
4. The drag force reduction system of claim 1, wherein the frame
further comprises aerodynamic fin portions extending from the
lateral sides.
5. The drag force reduction system of claim 1, wherein the skin
substantially encloses the front portion, the side portions and the
bottom portion and wherein the lateral sides are spaced at a
distance that is substantially equal to the width of the
trailer.
6. The drag force reduction system of claim 5, wherein the skin
substantially encloses the back portion of the frame, the back
portion spaced from the wheel set of the trailer.
7. The drag force reduction system of claim 6, wherein the back
portion extends from a first position spaced from the underside of
the trailer to a second position adjacent the underside of the
trailer, the second position being intermediate the wheel set and
the first position.
8. The drag force reduction system of claim 1, wherein the skin
enclosing the at least one portion of the frame is selected from
the group consisting of polycarbonate, ABS plastic, metal, rubber,
fabric and polyurethane.
9. The drag force reduction system of claim 2, wherein the back
portion includes a top edge spaced from the underside of the
trailer.
10. The drag force reduction system of claim 9, wherein the space
is approximately six inches.
11. The drag force reduction system of claim 1, further comprising:
(c) a back unit for mounting to a back planar surface of the
trailer, the back unit having (ii) first and second frames formed
of a plurality of struts, each frame having a base portion arranged
proximate the back planar surface of the trailer and a protruding
portion of the frame arranged distal to the back planar surface of
the trailer, wherein the base portion of the first frame
circumscribes a first portion of the back planar surface of the
trailer and wherein the base portion of the second frame
circumscribes a second portion of the back planar surface of the
trailer; and (ii) a material substantially enclosing the back unit
frames.
12. The drag force reduction system of claim 11, wherein the first
and second frames each form approximately 1/2 of a pyramid.
13. The drag force reduction system of claim 11, further comprising
(d) hinges fixed to the back planar surface of the vehicle and
hinge bolts for receiving a first terminal end of each strut.
14. The drag force reduction system of claim 13, wherein the first
termination end of each strut includes a pivoting connector
arranged to engage one of the hinge bolts.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 13/839,662, filed on Mar. 15, 2013, which
claims the benefit of U.S. Provisional Application No. 61/723,506,
filed Nov. 7, 2012.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
[0002] None.
REFERENCE TO A "SEQUENCE LISTING"
[0003] None.
FIELD OF THE INVENTION
[0004] The present invention relates generally to drag force
reduction systems. More specifically, the present invention relates
to an apparatus for reducing a drag force of a trailer.
BACKGROUND OF THE INVENTION
[0005] Most of today's tractor-trailers get about 6-7 mpg of fuel
leaving significant potential for improving fuel economy of
tractor-trailers. Reducing the fuel consumption of tractor-trailers
would directly impact transportation costs of goods, serving
businesses and consumers alike.
[0006] Fuel consumption of a tractor-trailer is influenced by the
amount of drag forces incurred by the vehicle while traveling. As
the drag forces increase, fuel consumption also increases. One area
of a trailer where drag forces are high is the undercarriage of a
trailer. When the tractor-trailer is traveling, air flows under the
trailer, placing significant drag forces on the wheels and
undercarriage. The tractor-trailer must use more power to overcome
the drag, thereby increasing fuel consumption. Thus, it is most
desirable to reduce drag beneath the undercarriage of a
trailer.
[0007] What is needed then is a drag reduction system for a trailer
that improves fuel economy.
[0008] It would, therefore, be desirable to provide a drag
reduction system for a trailer that overcomes the aforesaid and
other disadvantages.
SUMMARY OF THE INVENTION
[0009] In one configuration, a drag force reduction system for a
trailer having an underside, a hitch, and a wheel set, comprises a
frame connected to the underside of the trailer intermediate the
hitch and wheel set, the frame having a front portion, a back
portion, a bottom portion and two opposing lateral sides, and a
skin enclosing at least one portion of the frame.
[0010] In another configuration, a fairing assembly for a trailer
having a wheel set and a hitch, comprises a fairing connected to an
underside of the trailer intermediate the hitch and the wheel set,
the fairing including: (i) a pair of opposing lateral surfaces
separated by a certain width, (ii) a bottom surface spaced from the
underside of the trailer, and (iii) a leading surface. The leading
surface substantially spans the width between the opposing lateral
surfaces. The leading surface includes an intake opening, wherein
at least one of the bottom surface or the lateral surfaces includes
an exit opening, and a flow path fluidly connecting the intake
opening and the exit-opening.
[0011] In one configuration, the leading surface includes first and
second venting ducts extending from the intake opening in the
leading surface to the exit-opening in each corresponding lateral
surface, wherein aft exiting the exit-openings reduces a pressure
on an outside surface of the fairing.
[0012] In another configuration, the leading surface includes first
and second venting ducts extending from the intake opening in the
leading surface to a corresponding exit-opening in the bottom
surface, wherein aft exiting the exit-openings reduces a pressure
on at least one of the bottom surface of the fairing, and the
lateral surface,
[0013] In yet another configuration, the drag force reduction
system further comprises a back unit for mounting to a back planar
surface of the trailer, the back unit having first and second
frames formed of a plurality of struts, each frame having a base
portion arranged proximate the back planar surface of the trailer
and a protruding portion of the frame arranged distal to the back
planar surface of the trailer, wherein the base portion of the
first frame circumscribes a first portion of the back planar
surface of the trailer and wherein the base portion of the second
frame circumscribes a second portion of the back planar surface of
the trailer, and a material substantially enclosing the back unit
frames.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)
[0014] The foregoing features of this invention, as well as the
invention itself, may be more fully understood from the following
description of the drawings in which:
[0015] FIG. 1 is a side view of a truck having a drag reduction
system including a fairing and a back unit installed on the
truck.
[0016] FIG. 2 is a perspective view of the lower frame having a
frame and side panels.
[0017] FIG. 3 is a right side view of the fairing including a back
panel shown in phantom to illustrate the trailing surface.
[0018] FIG. 4 is a perspective view of a mist funneling system for
directing water spray from the wheels of a truck.
[0019] FIG. 5 is a front view of an anchor for the frame of the
lower unit.
[0020] FIG. 6 is a front view of a swivel joint for the frame of
the lower frame.
[0021] FIG. 7 is a front view of a connector for the frame of the
lower frame.
[0022] FIG. 8 is a perspective view of another configuration of the
vertical anchor.
[0023] FIG. 9 is a front view of a hinge plate for receiving a
strut portion of the back unit.
[0024] FIG. 10 is a partial perspective view of a strut that
inserts into the hinge plate.
[0025] FIG. 11 is a perspective view of the back of a truck showing
the position of the hinge plates, cable guide, struts and apex
plate.
[0026] FIG. 12 is a side view of a truck having a back unit
installed.
[0027] FIG. 13 is a perspective view of a swiveling connector for
coupling the plurality of struts to the anchors.
[0028] FIG. 14 is a front view of one of the frames of the back
unit.
[0029] FIG. 15 is a perspective view of one of the frames of the
back unit.
[0030] FIG. 16 is a back view of a first portion of a bow.
[0031] FIG. 17 is a side view of a first portion of a bow.
[0032] FIG. 18 is a back view of the bow, wherein the first portion
of the bow includes a venting duct and a second portion of the bow
includes an opening for a venting duct that is not shown.
[0033] FIG. 19 is a side view of a one piece design of a fairing
assembly mounted to the undercarriage of a truck, wherein the
non-visible portion is a mirror image integrally fixed with the
shown portion.
[0034] FIG. 20 is a side view of the one piece design of a fairing
assembly not mounted to the undercarriage of a truck, wherein the
non-visible portion is a mirror image integrally fixed with the
shown portion.
[0035] FIG. 21 is a side view of the first bow portion of the drag
reduction system showing the venting duct fluidly connected to the
intake opening in the bow and arranged to exit an opening in a
lateral side (not shown).
DETAILED DESCRIPTION OF THE INVENTION
[0036] At the outset, it should be appreciated that like drawing
numbers on different drawing views identify identical structural
elements of the invention. While the present invention is described
with respect to what is presently considered to be the preferred
embodiment, it is understood that the invention is not limited to
the disclosed embodiment.
[0037] Furthermore, it is understood that the invention is not
limited to the particular methodology, materials, and modifications
described and as such may vary. It is also understood that the
terminology used herein is for the purpose of describing particular
elements only, and is not intended to limit the scope of the
present invention, which is limited only by the appended
claims.
[0038] The drag force reduction system increases fuel economy for
tractor trailer trucks, straight trucks, cargo carriers, school
buses and the like by reducing drag under the vehicle and off the
back of the vehicle.
[0039] In one configuration, as shown in FIGS. 1, 19 and 20, the
drag force reduction system 100 is a fairing assembly 102 for a
trailer having a wheel set and a hitch. The fairing assembly 102
comprises a fairing 104 connected to an underside 106 of the
trailer 108 intermediate the hitch and the wheel set. The fairing
104 includes a pair of opposing lateral surfaces 110 (separated by
a distance that is substantially equal to the width of the trailer.
The distance can vary in width depending on the trailer size,
design, and to maximize the aerodynamic advantage of the system. By
"substantially equal to the width of the trailer," it is meant that
the opposing lateral surfaces 110 are spaced inwardly from the
perimeter side edge of the trailer 108 by approximately zero to
twenty-four (24) inches and more preferably between zero and eight
(8) inches. Alternatively, all or a portion of the lateral surfaces
may protrude approximately zero to four (4) inches from the outer
perimeter side edge of the trailer. The fairing 104 further
includes a leading surface 112 substantially spanning the distance
between the opposing lateral surfaces 110.
[0040] The leading surface 112 defines a bow 114 and reduces a drag
coefficient of the fairing assembly 102. In one configuration, the
bow 114 is formed of two integrally connected panels 103, 105. The
panels 103, 105 may each include an upper lip 109 extending forward
from the bow 114 and a sidewall 107 integrally connected to a
corresponding edge of the lateral surface 110.
[0041] It should be appreciated by those having ordinary skill in
the art that the "drag coefficient" or C.sub.d is the quantity that
describes a characteristic amount of aerodynamic drag, which is
used in the drag equation:
F.sub.d=1/2 C.sub.dv.sup.2A
[0042] The drag force, F.sub.d, is proportional to the drag
coefficient number, Cd. Thus, reducing the drag force coefficient
by adding the fairing assembly 102 can reduce the drag force. It
should be appreciated that other dimensionless force and moment
coefficients may be reduced as well. The fairing assembly 102 can
be configured to reduce at least one of the following force and
moment coefficients by at least 5%, preferably by at least 20% and
more preferably by at least 50%:
C n = N 1 / 2 v 2 A ( Normal Force Coefficient ) ##EQU00001## C ax
= A x 1 / 2 v 2 A ( Axial Force Coefficient ) ##EQU00001.2## C s =
S 1 / 2 v 2 A ( Side Force Coefficient ) ##EQU00001.3## C pm = M p
1 / 2 v 2 AL ( Pitching Moment Coefficient ) ##EQU00001.4## C rm =
M r 1 / 2 v 2 AL ( Rolling Moment Coefficient ) ##EQU00001.5## C ym
= M y 1 / 2 v 2 AL ( Yawing Moment Coefficient ) ##EQU00001.6##
[0043] As shown in FIGS. 16-21, in one configuration, the leading
surface 112 is formed of two flat, half-bulbous, or slightly-curved
panels 103, 105. The leading surface 112 may include at least one
intake opening 150 having a diameter range of approximately six
inches to approximately four feet. In one configuration, as shown
in, for example, FIG. 18, the leading surface 112 includes two
intake openings 150 spaced approximately at least one foot apart
from each other for a 45-53 foot trailer. The openings 150 may
include a venting duct 152 fluidly coupling each intake opening 150
to either an exit-opening 154 in the bottom surface 116 or an
exit-opening 156 in each of the lateral surfaces 110. In one
configuration, the exit-openings 154 or 156 have a cross-sectional
area that is less than a cross-sectional area of the intake opening
150. In another configuration, the exit-openings 154 or 156 have a
cross-sectional area that is equal to a cross-sectional area of the
intake opening 150. When a tractor-trailer is traveling, the air
follows a flow path through intake opening(s) 150 in the leading
surface 112, through the venting duct(s) 152 and either out the
exit-opening(s) 154 in the bottom surface 116 as shown in FIG. 18
(shown without the bottom surface 116) reducing pressure and drag
from the bottom surface 116 and along the lateral surfaces 110, or,
out the exit-openings 156 in each of the lateral surfaces 110, as
shown in FIGS. 19-21, reducing pressure and drag on the lateral
surfaces 110.
[0044] The bow 114 may be flat, curved, bulbous, arched, or angled,
have a high or low chin, and may have any of the following shapes:
tumblehome, plumb, raked, spoon, etc. Further, the bow 114 may be
curved or bulbous in the center and substantially flat along the
remaining surface. The position of the bow 114 on the underside 106
of a trailer 108 can be adjusted according to the vehicle or truck
type and the load type. The lateral surfaces 110 may be planar or
may have at least one of a convex and concave portion.
[0045] In one configuration, the fairing 104 can include a bottom
surface 116 spaced from the underside 106 of the trailer 108. The
bottom surface 116 spans an area bounded by the lateral surfaces
110 and the leading surface 112.
[0046] In another configuration, as shown in FIG. 3, the fairing
104 includes a trailing surface 118 spaced from the underside 106
of the trailer 108, the trailing surface 118 substantially spanning
the distance between the opposing lateral surfaces 110. Back panel
101 is shown in phantom so that trailing surface 118 can be seen.
The trailing surface 118 is spaced from the wheel set and lowers
the drag coefficient of the fairing assembly 102. The trailing
surface 118 extends from a first position 120 spaced from the
underside 106 of the trailer 108 to a second position 122 adjacent
the underside 106 of the trailer 108. The second position 122 is
intermediate the wheel set and the first position 120 such that the
trailing surface 118 is angled.
[0047] The second position 122 of the trailing surface 118 may be
between one (1) inch and eighteen (18) inches from the underside of
the trailer 108 and more preferably between two (2) and nine (9)
inches. The bottom surface 116 and the trailing surface 118
substantially enclose a volume beneath the trailer 108. By
"substantially encloses" it is meant that at least seventy percent
(70%) of the undercarriage 106 between the hitch and wheel set is
enclosed by the fairing assembly 102.
[0048] The fairing 104 may also include a plurality of lighting
elements 130 (also referred to herein as lights) disposed along the
lateral surfaces 110 or a portion thereof. In one configuration,
the lights 130 are disposed along the perimeter edge 132 of the
lateral surfaces 110. It should be appreciated that by illuminating
the lateral surfaces 110 of the fairing 104, road safety is
improved by making the trailer portion of the tractor-trailer more
visible. Further, the lights 130 can be used to illuminate the
lateral surfaces 110 and/or panels 134 located on the lateral
surfaces 110, the lateral surfaces 110 and/or panels 134 having
marketing indicia, logos or other advertising features.
[0049] In another configuration, as shown in FIGS. 2 and 3, the
drag force reduction system 100 includes a frame 200 connected to
the underside 106 of a trailer 108 and a skin 202 enclosing at
least one portion of the frame 200. The frame 200 is sized to be
intermediate the hitch and wheel set of a trailer 108. The position
of the frame 200 on the underside 106 of a trailer 108 can be
adjusted according to the vehicle or truck type and the load
type.
[0050] The frame 200 includes a front portion 204, a back portion
206, a bottom portion 208 and two opposing side portions 210 formed
by sets of struts 212. In one embodiment, the struts are metal,
plastic or PVC. The side portions 210 are spaced at a distance that
is substantially equal to the width of the trailer. The back
portion 206 is spaced from the wheel set of the trailer 108 and
includes a top edge 214. In one configuration, the top edge 214 is
spaced from the underside 106 of the trailer 108. For example, the
back portion 206 may be spaced between two and nine inches from the
underside 106 of the trailer 108. Preferably, the space is
approximately six inches. The back portion 206 of the frame 200
extends at an obtuse angle relative to the bottom portion 208.
[0051] The frame 200 can have interconnecting modular sections.
Preferably, the modular sections are approximately 1 foot to 20
feet wide. More preferably, the modular portions are approximately
2 feet to 10 feet wide. The side portions 210 may be planar or may
have at least one of a convex and concave portion. The drag force
reduction system 100 may further comprise aerodynamic fin portions
215 extending from the side portions 210 of the frame 200.
[0052] The skin 202 encloses at least one portion of the frame 200
reducing a drag coefficient of the system. In one configuration,
the skin 202 substantially encloses the front portion 204, the side
portions 210 and the bottom portion 208 of the frame 200. In
another configuration, the skin 202 substantially encloses the back
portion 206 of the frame 200. The skin 202 may be made from one or
more than one of the following: polycarbonate, ABS plastic, metal,
rubber, fabric and polyurethane.
[0053] In a configuration of the invention, the frame 200 is
modular and can be used as a storage system, wherein any singular
modular portion 201 is enclosed and includes a resealable access
port (not shown) or wherein multiple modular portions are enclosed
to form one storage area which includes a resealable access port
(not shown).
[0054] The front portion 204 may include at least one intake
opening 250. In one configuration, the front portion 204 includes
two intake openings 250 spaced at least approximately 1 foot apart
from each other on a 45-53 foot trailer. The openings 250 may
include a venting duct 252 fluidly coupling each intake opening 250
to either an exit-opening in the bottom portion 208 or an
exit-opening 256 in each of the opposing side portions 210. When a
tractor-trailer is traveling, the air follows a flow path through
intake opening(s) 250 in the front portion 204, through the venting
duct(s) 252 and either out the exit-opening(s) 254 in the bottom
portion 208 reducing pressure and drag from the bottom portion 208
and along the side portions 210 or out the exit-openings 256 in
each of the side portions 210 reducing pressure and drag on the
side portions 210.
[0055] As shown in FIGS. 5-15, the drag reduction system may
include a back unit 300 for mounting to a back planar surface of
the trailer 108. The back unit 300 includes either one frame 302 or
two half-frames (also referred to herein as first and second
frames) 304 that together circumscribe a back planar surface of the
trailer 108. The frame 302 or half-frames 304 are formed of a
plurality of struts 306 and include a base portion 308. In the one
frame configuration, the frame 302 is approximately pyramidal. In
the one frame 302 configuration, the frame 302 includes a base
portion 308 arranged proximate the back planar surface of the
trailer 108 and a protruding portion 310 arranged distal to the
back planar surface of the trailer 108. The first and second frames
304 can each form approximately 1/2 of a pyramid. The base portion
308 of the one of the half-frames 302 circumscribes approximately
half of the back planar surface of the trailer and the base portion
of the second frame circumscribes approximately the other half of
the back planar surface of the trailer 108.
[0056] A material 312 substantially encloses the back unit frames
302 or 304. To secure the back unit 300 to the trailer 108, hinges
314 as shown in FIG. 9, are fixed to the back planar surface of the
trailer 106 as well as hinge bolts 316, as shown in FIG. 10, for
receiving a first terminal end 318 of each strut 306. One end of
each strut 306 includes a pivoting connector 322 arranged to engage
one of the hinge bolts 316. It should be appreciated by those
having ordinary skill in the art that other connectors and anchors
can be used to secure the back unit 300 to the trailer, including
but not limited to anchors 350 such as that shown in FIG. 5, swivel
joints 352 such as that shown in FIG. 6, connectors 354 such as
that shown in FIG. 7, and vertical anchors 356 such as that shown
in FIG. 8.
[0057] Preferably, the material 312 is flexible and pulled taut
around the frame 302 or 304. Although the material 312 is set forth
as enclosing the frame 302 or 304, it is understood the material
312 can be connected to the frame 302 or 304 to be within the
volume defined by the frame 302 or 304. However, such construction
requires more fasteners connecting the material 312 to the frame
302 or 304.
[0058] In summary, the drag force reduction system 100 in one
configuration comprises a frame 200 having a skin 202, the frame
200 positioned on the undercarriage 106 of a trailer 108. The skin
202 attaches to the frame 200 creating smooth aerodynamic surfaces
beneath the trailer. In addition to the undercarriage portion 106
of the system 100, the drag force reduction system 100 also
incorporates a quick-deploy and removal pyramidal unit 300 which
attaches to the back doors of a vehicle. The frame 200 and skin 202
work together to create a smooth surface, which keeps airflow in
contact with the surface of the vehicle and reduces drag forces to
improve fuel economy.
[0059] The frame 200 allows for rear wheel movement allowing the
dolly, which carries the wheels to move for better weight
distribution. Further, pressure is reduced by the rear wheels of
the trailer improving fuel economy of a truck by 5%, more
preferably by 10% and even more preferably by 20%.
[0060] The drag force reduction system may further comprise a
vehicle water spray reduction funnel 400 shown in FIG. 4. The
funnel 400 may include an aerodynamically shaped base 402 coupled
to the underside of a vehicle and positioned proximate a wheel of a
vehicle, a side panel 404 connected to a side of the base 402 and
directing spray towards the base 402, and a back panel 406
directing water spray downwardly and behind the wheel. The side
panel 404 may be triangular. The base 402 pivots in response to a
force of the water spray.
[0061] This invention being thus described, it will be obvious that
the same may be varied in many ways. Such variations are not to be
regarded as a departure from the spirit and scope of the invention
and all such modifications are intended to be included within the
scope of the following claims.
* * * * *