U.S. patent application number 16/555789 was filed with the patent office on 2020-05-14 for rear aerodynamic structure for cargo bodies and actuation mechanism for the same.
The applicant listed for this patent is STEMCO PRODUCTS, INC.. Invention is credited to James Matthew Barron, Austin A. Duncanson, Jeffrey J. Grossmann, Michael W. Polidori, Kyle A. Sager.
Application Number | 20200148287 16/555789 |
Document ID | / |
Family ID | 56977762 |
Filed Date | 2020-05-14 |
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United States Patent
Application |
20200148287 |
Kind Code |
A1 |
Polidori; Michael W. ; et
al. |
May 14, 2020 |
REAR AERODYNAMIC STRUCTURE FOR CARGO BODIES AND ACTUATION MECHANISM
FOR THE SAME
Abstract
Embodiments of the disclosure are directed to a deployable
aerodynamic structure for a cargo body of a vehicle. The
aerodynamic structure can include one or more panels that can be
mounted to a cargo body of a vehicle and can move between a
retracted position and a deployed position using various automated
actuation systems.
Inventors: |
Polidori; Michael W.;
(Hayward, CA) ; Grossmann; Jeffrey J.; (Berkeley,
CA) ; Duncanson; Austin A.; (San Francisco, CA)
; Barron; James Matthew; (Chattanooga, TN) ;
Sager; Kyle A.; (Chattanooga, TN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
STEMCO PRODUCTS, INC. |
Charlotte |
NC |
US |
|
|
Family ID: |
56977762 |
Appl. No.: |
16/555789 |
Filed: |
August 29, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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15558251 |
Sep 14, 2017 |
10399611 |
|
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PCT/US2016/023629 |
Mar 22, 2016 |
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16555789 |
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62136946 |
Mar 23, 2015 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D 35/001
20130101 |
International
Class: |
B62D 35/00 20060101
B62D035/00 |
Claims
1. A deployable aerodynamic structure for a cargo body of a vehicle
comprising: one or more panels configured to be mounted to the
cargo body and movable between a retracted position and a deployed
position, wherein in the deployed position, the one or more panels
is configured to extend rearwardly away from the cargo body; at
least one passive actuator coupled to one of the one or more panels
and to a rear of the cargo body, wherein the at least one passive
actuator is operable to bias the one or more panels toward the
deployed position using a biasing force; and at least one active
actuator coupled to the one of the one or more panels and to the
rear of the cargo body, wherein the at least one active actuator is
operable to overcome the biasing force to move the one or more
panels toward the retracted position.
2. The deployable aerodynamic structure of claim 1 wherein the one
or more panels comprise a top panel and a side panel configured to
be hingedly mounted respectively on each of a first door and a
second door of a pair of doors on the rear of the cargo body.
3. The deployable aerodynamic structure of claim 1 wherein the at
least one active actuator is one of a pneumatic actuator, hydraulic
actuator, and an electric actuator.
4. The deployable aerodynamic structure of claim 1, wherein the at
least one active actuator is operable to retract the one or more
panels in response to receiving a signal, wherein the signal is
received responsive to a speed of the vehicle.
5. The deployable aerodynamic structure of claim 2, wherein the top
panel includes a hinge that divides the top panel into an inner top
panel and an outer top panel, and wherein the outer top panel is
configured to be hingedly attached to the side panel.
6. The deployable aerodynamic structure of claim 2, further
comprising a linkage assembly mounted between the cargo body and
one of the one or more panels, wherein the linkage assembly is
coupled to the top panel and the cargo body, wherein the at least
one active actuator is coupled to the one of the one or more panels
via the linkage assembly so that the top panel and the side panel
retract concurrently.
7. The deployable aerodynamic structure of claim 2, further
comprising a linkage assembly mounted between the cargo body and
one of the one or more panels, wherein the linkage assembly is
coupled to the top panel and the cargo body, wherein the at least
one passive actuator is coupled to the one of the one or more
panels via the linkage assembly so that the top panel and the side
panel deploy concurrently.
8. The deployable aerodynamic structure of claim 1, wherein the at
least one passive actuator comprises at least one of: a
spring-loaded cable, a gas spring, a spring-loaded hinge and a
mechanical spring.
9. The deployable aerodynamic structure of claim 5, further
comprising a linkage assembly mounted between the cargo body and
one of the one or more panels, wherein the linkage assembly is
coupled to the top panel and the side panel, wherein the at least
one active actuator is coupled to the one of the one or more panels
via the linkage assembly so that the top panel and the side panel
retract concurrently, and wherein in the retracted position, the
outer top panel folds over the inner top panel.
10. The deployable aerodynamic structure of claim 9, wherein in the
retracted position, the side panel overlies the top panel.
11. The deployable aerodynamic structure of claim 1, wherein the at
least one active actuator is a pneumatic actuator, and wherein the
at least one passive actuator is a gas spring mechanism.
12. The deployable aerodynamic structure of claim 1, wherein the at
least one active actuator is coupled directly to one or more
panels, and wherein the at least one passive actuator is coupled
directly to the one or more panels.
13. The deployable aerodynamic structure of claim 1, wherein the
retracted position comprises a fully retracted position and a
partially retracted position, wherein in the fully retracted
position, the one or more panels are folded against the rear of the
cargo body.
14. The deployable aerodynamic structure of claim 1, wherein the at
least one active actuator is operable to retract the one or more
panels in response to receiving a signal, wherein the signal is
received responsive to a direction of movement of the vehicle.
15. The deployable aerodynamic structure of claim 1, wherein the at
least one active actuator is operable to retract the one or more
panels in response to receiving a signal, wherein the signal is
received responsive to a sensed proximity of the vehicle to one or
more objects.
16. The deployable aerodynamic structure of claim 1, wherein the
one or more panels comprise a top panel and a bottom panel
configured to be hingedly mounted respectively on each of a first
door and a second door of a pair of doors on the rear of the cargo
body, and wherein the deployable aerodynamic structure further
comprises a linkage assembly mounted between the cargo body and one
of the one or more panels, wherein the linkage assembly is coupled
to the top panel and the cargo body, wherein the at least one
active actuator is coupled to the one of the one or more panels via
the linkage assembly so that the top panel and the bottom panel
retract concurrently.
17. The deployable aerodynamic structure of claim 1, wherein the
one or more panels comprise a top panel and a bottom panel
configured to be hingedly mounted respectively on each of a first
door and a second door of a pair of doors on the rear of the cargo
body, and wherein the deployable aerodynamic structure further
comprises a linkage assembly mounted between the cargo body and one
of the one or more panels, wherein the linkage assembly is coupled
to the top panel and the cargo body, wherein the at least one
passive actuator is coupled to the one of the one or more panels
via the linkage assembly so that the top panel and the bottom panel
deploy concurrently.
18. An aerodynamic structure for a vehicle body comprising: a panel
hingedly mounted on the vehicle body; at least one inflatable air
bladder that is pivotally connected between a portion of the
vehicle body and the panel that, in an inflated orientation,
maintains the panel in a desired deployed position and that is
constructed and arranged to absorb predetermined shock with hinged
movement of the panel against biasing pressure of the air
bladder.
19. The aerodynamic structure as set forth in claim 18 further
comprising a valve that depressurizes the air bladder in response
to a predetermined impact force on the panel.
20. The aerodynamic structure as set forth in claim 19 wherein the
panel is an aerodynamic side skirt.
Description
RELATED APPLICATIONS
[0001] This application is a continuation application of U.S.
patent application Ser. No. 15/558,251, filed Sep. 14, 2017, which
will issue as U.S. Pat. No. 10,399,611 on Sep. 3, 2019, entitled
"REAR AERODYNAMIC STRUCTURE FOR CARGO BODIES AND ACTUATION
MECHANISM FOR THE SAME," which is a 35 USC .sctn. 371 National
Stage application of International Application No.
PCT/US2016/023629, filed on Mar. 22, 2016, entitled "REAR
AERODYNAMIC STRUCTURE FOR CARGO BODIES AND ACTUATION MECHANISM FOR
THE SAME," which claims priority to U.S. Provisional Patent
Application Ser. No. 62/136,946, filed Mar. 23, 2015, the
disclosures of which is incorporated herein by reference in their
entireties for all purposes.
FIELD OF THE INVENTION
[0002] The present technology relates to aerodynamic structures for
truck and trailer bodies and other large cargo vehicles, and more
particularly to actuation and control of deployment and retraction
of such aerodynamic structures.
BACKGROUND OF THE INVENTION
[0003] Trucking is the primary mode of long-distance and short-haul
transport for goods and materials in the United States, and many
other countries. Trucks typically include a motorized cab in which
the driver sits and operates the vehicle. The cab is attached to a
box-like cargo section. Smaller trucks typically include an
integral cargo section that sits on a unified frame which extends
from the front wheels to the rear wheel assembly. Larger trucks
often include a detachable cab unit with multiple driven axles, and
a separate trailer with a long box-like cargo unit seated atop two
or more sets of wheel assemblies. These truck assemblages are
commonly referred to as "semi-trailers" or "tractor trailers." Most
modern trucks' cabs, particularly those of tractor trailers, have
been fitted with aerodynamic fairings on their roof, sides and
front. Among other things, these fairings assist in directing air
over the exposed top of the box-like cargo body, which typically
extends higher (by several feet) than the average cab roof. The
flat, projecting front face of a cargo body is a substantial source
of drag. The use of such front-mounted aerodynamic fairings in
recent years has significantly lowered drag and, therefore, raised
fuel economy for trucks, especially those traveling at high speed
on open highways.
[0004] However, the rear end of the truck's cargo body has remained
the same throughout its history. This is mainly because most trucks
include large swinging or rolling doors on their rear face. Trucks
may also include a lift gate or a lip that is suited particularly
to backing the truck into a loading dock area so that goods can be
unloaded from the cargo body. It is well-known that the provision
of appropriate aerodynamic fairings (typically including an
inwardly tapered set of walls) would further reduce the aerodynamic
profile of the truck by reducing drag at the rear face. The
reduction of drag, in turn, increases fuel economy.
[0005] Nevertheless, most attempts to provide aerodynamic
structures that integrate with the structure and function of the
rear cargo doors of a truck have been unsuccessful and/or
impractical to use and operate. Such rear aerodynamic structures
are typically large and difficult to remove from the rear to
provide access to the cargo doors when needed. One approach is to
provide a structure that swings upwardly, completely out of the
path of the doors. However, aerodynamic structures that swing
upwardly require substantial strength or force to be moved away
from the doors, and also require substantial height clearance above
an already tall cargo body. Other solutions have attempted to
provide an aerodynamic structure that hinges to one side of the
cargo body. While this approach requires less force to move, it
also requires substantial side clearance-which is generally absent
from a closely packed, multi-truck loading dock.
[0006] For useful background information on aerodynamic structures
for swinging cargo doors, refer to commonly assigned U.S. Pat. No.
8,100,461, issued Jan. 24, 2012, by Smith et al., and U.S. Pat. No.
8,360,509, issued Jan. 29, 2013, by Smith et al., which are both
incorporated herein by reference in their entireties for all
purposes. Among other things, these patents describe various
structures that provide deployable rear aerodynamic structures to
swinging cargo body rear doors. Notably, these structures allow the
aerodynamic panels to be folded against the door in a retracted
position so the door can be opened normally (swung to the side of
the cargo body). The panels are deployed when the vehicle moves at
highway speed. Various actuators, both manually operated and
powered, move the doors between the retracted and the deployed
positions. The panels can be joined together with a variety of
hinged folding arrangements (e.g., a diagonal hinge running across
each top panel) so that the panels deploy (unfold) and/or retract
(fold) concurrently. Linkages, such as swingarm structures, can be
used to tie the top and side panels together and assist in
concurrent motion between retracted and deployed positions.
SUMMARY
[0007] The technology of the present application overcomes certain
disadvantages of the prior art by providing an actuation system for
aerodynamic panels mounted on the rear of a vehicle. The actuation
systems described can deploy the aerodynamic panels when the
vehicle moves and retract the aerodynamic panels when the vehicle
is docked using a variety of automated actuation systems. Not only
are the systems easy to use and maintain, but also, the systems
exhibit durability/long-life. Moreover, the actuation systems
described are compatible with existing vehicle power and control
systems.
[0008] Embodiments of the present technology use actuators to
deploy and retract the panels with respect to the rear doors of the
vehicle.
[0009] Embodiments of the present technology include a deployable
aerodynamic structure for a cargo body of a vehicle. The
aerodynamic structure can include one or more panels configured to
be mounted to the cargo body and movable between a retracted
position and a deployed position. In the deployed position, the one
or more panels can be configured to extend rearwardly away from the
cargo body. The aerodynamic structure can include at least one
passive actuator coupled to one of the one or more panels and to a
rear of the cargo body. The at least one passive actuator can be
operable to bias the one or more panels toward the deployed
position using a biasing force. The aerodynamic structure can
further include at least one active actuator coupled to one of the
one or more panels and to the rear of the cargo body that can be
operable to overcome the biasing force to move the one or more
panels toward the retracted position.
[0010] The at least one active actuator can be operable to retract
the one or more panels in response to receiving a signal, and the
signal can be received responsive to a speed of the vehicle. In
some embodiments, the at least one active actuator is one of a
pneumatic actuator, hydraulic actuator, and an electric actuator
and the at least one passive actuator at least one of a
spring-loaded cable, gas spring, spring-loaded hinges and
mechanical spring. In some embodiments, the at least one active
actuator is a pneumatic actuator and the at least one passive
actuator is a gas spring mechanism.
[0011] In some embodiments, the one or more panels includes a top
panel and a side panel configured to be hingedly mounted
respectively on each of a first door and a second door of a pair of
doors on the rear of the cargo body. The top panel can include a
hinge that divides the top panel into an inner top panel and an
outer top panel, and the outer top panel can be configured to be
hingedly attached to the side panel. In some embodiments, the one
or more panels includes a bottom panel. The bottom panel can
include a hinge that divides the bottom panel into an inner bottom
panel and an outer bottom panel, and the outer bottom panel can be
configured to be hingedly attached to the side panel.
[0012] In some embodiments, the deployable aerodynamic structure
further includes a linkage assembly mounted between the cargo body
and one of the one or more panels, where the linkage assembly is
coupled to the top panel and the cargo body, and where the at least
one active actuator and/or the at least one passive actuator is
coupled to the one of the one or more panels via the linkage
assembly so that the top panel and the side panel retract
concurrently. In some embodiments, the deployable aerodynamic
structure includes a bottom panel and the linkage assembly is
coupled to the top panel and the cargo body. The at least one
active actuator and/or the at least one passive actuator can be
coupled to the one of the one or more panels via the linkage
assembly so that the top panel (and/or the side panel) and the
bottom panel retract concurrently.
[0013] In some embodiments, the linkage assembly is coupled to the
top panel and the side panel, where the at least one active
actuator is coupled to the one of the one or more panels via the
linkage assembly so that the top panel and the side panel retract
concurrently, and where in the retracted position, the outer top
panel folds over the inner top panel. In some embodiments, in the
retracted position, the side panel overlies the top panel. In some
embodiments, the linkage assembly is coupled to a bottom panel and
the top panel (and/or the side panel).
[0014] In some embodiments, the at least one active actuator and/or
the at least one passive actuator is coupled directly to one or
more panels. The retracted position can include a fully retracted
position and a partially retracted position, where in the fully
retracted position, the one or more panels are folded against the
rear of the cargo body.
[0015] The technology of the disclosure further describes an
aerodynamic structure for a vehicle body that includes a panel
hingedly mounted on the vehicle body, and at least one inflatable
air bladder that is pivotally connected between a portion of the
vehicle body and the panel that, in an inflated orientation,
maintains the panel in a desired deployed position and that is
constructed and arranged to absorb predetermined shock with hinged
movement of the panel against biasing pressure of the air
bladder.
[0016] In some embodiments, the aerodynamic structure further
includes a valve that depressurizes the air bladder in response to
a predetermined impact force on the panel. In some embodiments, the
panel is an aerodynamic side skirt.
[0017] In some embodiments, an actuator can be a fluid/pneumatic
muscles that are inflated to deploy the panels and deflated to
retract the panels. The muscle is shaped as an elongated tube or
bladder with a cylindrical or similar (e.g. ovular) cross-section
shape. The muscle includes opposing tapered ends with mounting
loops at each end to receive bolts or other pivoting clevis pin
members. The muscle is attached between a mounting (pivot) location
on the door and a mounting (pivot) location on the panel.
[0018] During deployment of the panel, the muscle is pressurized
with fluid (i.e., liquid or gas) from a pressure source on the
vehicle, and inflates to define an extended and rigid position that
biases the opposing mounting points away from each other and causes
the panel to swing outwardly on its hinges from a retracted
position to a deployed position. During retraction of the panel,
fluid is expelled from the muscle as the muscle folds, which
compresses and flattens as the panel is returned to the retracted
position against the vehicle door. A variety of return mechanisms
(e.g., cables, mechanical springs, gas springs) can be used to
assist in retraction of the panels when the muscle is
depressurized. Pressure can be sourced from the vehicle's on-board
air pressure system (e.g., used to power vehicle brakes) under
control of the vehicles Electronic Control Unit ("ECU") and
antilock brake system ("ABS").
[0019] In an illustrative embodiment, a rear deployable aerodynamic
structure for a vehicle cargo body is provided. The structure
includes panels mounted to the cargo body and movable between (a) a
retracted position folded against the rear of the cargo body and
(b) a deployed position extended rearwardly away from the cargo
body. The structure further includes at least a first fluid muscle
that, when pressurized, moves from a compressed state to an
extended state. The muscle is operatively connected to each of the
cargo body and at least one of the panels so that it moves at least
one of the panels from the retracted position to the deployed
position. A pressure source selectively pressurizes the muscle to
extend the muscle. Illustratively, the panels comprise a top panel
and a side panel hingedly mounted, respectively, on each of a first
swinging door and a second swinging door of a pair of swinging
doors on the rear of the cargo body. The pressure source includes a
controller that selectively provides pressure to the muscle based
upon a signal. The signal can be responsive to a speed of the
vehicle.
[0020] In some embodiments, the top panel can include multiple
portions. For example, the top panel can include a hinge that
divides the top panel into an inner top panel and an outer top
panel. The outer top panel can be hingedly attached to the side
panel. Illustratively, the first muscle can be pivotally attached
between the first swinging door and the side panel, and the second
muscle can be pivotally attached between the first swinging door
and the top panel. A return mechanism illustratively biases the
panels to a retracted position when the first muscle is
depressurized. The return mechanism can comprises at least one of a
spring-loaded cable, a gas spring, spring-loaded hinges and
mechanical spring(s). In an embodiment, a swingarm assembly is
mounted between the body and the panels. The first muscle can be
pivotally mounted between the body and the swingarm assembly.
[0021] In another illustrative embodiment, a panel is hingedly
mounted on the vehicle body, and at least one inflatable air
bladder is pivotally connected between a portion of the vehicle
body and the panel. In an inflated orientation, the air bladder
maintains the panel in a desired deployed position, and is
constructed and arranged to absorb predetermined shock with hinged
movement of the panel against biasing pressure of the air bladder.
The arrangement can include a valve assembly that depressurizes
(deflates) the air bladder in response to an impact force on the
panel. In various embodiments, the panel can be rigid and can be an
aerodynamic side skirt.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The description below refers to the accompanying drawings,
of which:
[0023] FIG. 1 is a perspective view of a swinging rear door
arrangement on a vehicle (e.g., truck trailer) cargo body,
including an aerodynamic panel assembly for one door, which uses
fluid muscles to deploy the panels according to an illustrative
embodiment, with panels shown in a deployed position;
[0024] FIG. 2 is a perspective view of a fluid muscle for use with
the arrangement of FIG. 1 shown in a pressurized, extended
configuration;
[0025] FIG. 3 is a side view of the fluid muscle of FIG. 2;
[0026] FIG. 4 is a fragmentary side view of a mounting loop for the
fluid muscle of FIG. 2 for use in pivotally attaching the end of
the muscle to a mounting location on either the panel or the door
of FIG. 1;
[0027] FIG. 5 is a fragmentary bottom view of the swinging rear
door arrangement of FIG. 1 with panels shown in a deployed
position;
[0028] FIG. 6 is a rear view of the swinging rear door arrangement
of FIG. 1 with panels shown in a deployed position;
[0029] FIG. 7 is a fragmentary bottom view of the swinging rear
door arrangement of FIG. 1 with panels shown in a retracted
position;
[0030] FIG. 8 is a perspective view of the fluid muscle for use
with the arrangement of FIG. 1 shown in a depressurized,
folded/flattened configuration as shown in FIG. 7;
[0031] FIG. 9 is a side view of the folded/flattened fluid muscle
as shown in FIG. 8;
[0032] FIG. 10 is a rear view of a swinging rear door arrangement
employing a spring-loaded cable and reel as a return system for use
in, for example, the embodiment of FIG. 1;
[0033] FIG. 11 is a block diagram of a system for controlling and
pressurizing a plurality of fluid muscles used in the arrangement
of FIG. 1;
[0034] FIG. 12 is a perspective view of a swinging rear door
arrangement on a vehicle (e.g., truck trailer) cargo body,
including an aerodynamic panel assembly for one door, which uses
fluid muscles to deploy the panels via a swingarm assembly,
according to an alternate embodiment, with panels shown in a
deployed position;
[0035] FIG. 13 is a rear view of the swinging rear door arrangement
of FIG. 12 with panels shown in a deployed position;
[0036] FIG. 14 is a side view of the swinging rear door arrangement
of FIG. 12 with panels shown in a deployed position;
[0037] FIG. 15 is a bottom view of the swinging rear door
arrangement of FIG. 12 with panels shown in a deployed
position;
[0038] FIG. 16 is a perspective view of an exemplary cargo body
comprising a trailer with an aerodynamic skirt arrangement having
fluid muscles to provide rigidity and to collapse/absorb shock
according to an illustrative embodiment:
[0039] FIG. 17 is a side view of the exemplary cargo body and
aerodynamic skirt arrangement of FIG. 16;
[0040] FIG. 18 is a bottom view of the exemplary cargo body and
aerodynamic skirt arrangement of FIG. 16;
[0041] FIG. 19 is a top view of an aerodynamic structure which uses
an actuator to deploy and/or retract the panel according to an
illustrative embodiment, with the panel shown in a partially
deployed position;
[0042] FIG. 20 is a tilted bottom view of an aerodynamic structure,
which uses an actuator to deploy and/or retract the panels
according to an illustrative embodiment, with the panels shown in a
deployed position; and
[0043] FIG. 21 is a block diagram of a system for controlling a
plurality of actuators.
DETAILED DESCRIPTION
[0044] The technology of the present application will now be
described more fully below with reference to the accompanying
figures, which form a part hereof and show, by way of illustration,
specific exemplary embodiments. These embodiments are disclosed in
sufficient detail to enable those skilled in the art to practice
the technology of the present application. However, embodiments may
be implemented in many different forms and should not be construed
as being limited to the embodiments set forth herein. The following
description is, therefore, not to be taken in a limiting sense.
[0045] The technology of the present application is described with
specific reference to the rear end of a cargo body for a tractor
trailer. However, one of ordinary skill in the art upon reading the
disclosure will now understand that the technology of the present
application is applicable to other vehicles and moving objects
having generally vertical rear ends, such as, for example,
railcars, buses, integral truck/trailers, semi-trailer bodies,
intermodal containers, panel trucks and the like. Moreover, the
technology of the present application will be described with
relation to illustrative or exemplary embodiments. The words
"illustrative" or "exemplary" are used herein to mean "serving as
an example, instance, or illustration." Any embodiment described
herein as "illustrative" or "exemplary" is not necessarily to be
construed as preferred or advantageous over other embodiments.
[0046] Additionally, unless specifically identified otherwise, all
embodiments described herein should be considered exemplary. The
particular parts, structures, and components of the various
exemplary embodiments may be interchanged freely without adding or
detracting from the technology described herein. In the description
of any particular exemplary embodiments, structure described
elsewhere in present application may/may not be described with
respect to the particular exemplary embodiment as a matter of
convenience.
[0047] The present technology provide actuation systems to
automatically retract and/or deploy panels of a rear aerodynamic
structure of a cargo body. The actuation system can include
actuators (e.g., air bags/muscles, pneumatic actuators, hydraulic
actuators, gas springs, spring-loaded reels) which can deploy
panels rearwardly away from a cargo body and/or retract the panel
towards the cargo body. As used herein, actuators can be "passive"
or "active." Passive actuators refer to actuators that use a
biasing force to move the panels (e.g., spring-loaded cable, gas
spring, spring-loaded hinges, mechanical spring). Active actuators
refer to actuators that can counteract the biasing force to move
the panels in the opposite direction of the passive actuators
(e.g., a pneumatic actuator, hydraulic actuator, electric actuator,
air bags/muscle).
[0048] In a preferred embodiment, the panels are deployed using
passive actuators (e.g., gas spring mechanism) and retracted using
active actuators (pneumatic actuator). But, in some embodiments,
the panels are deployed using active actuators and retracted using
passive actuators, while in other embodiments, a single active
actuator (e.g., pneumatic, electric, hydraulic) could be used to
both deploy and retract the panels since it could be driven under
power in either direction (and pause somewhere in between). For
example, a pneumatic force could be applied to either side of a
piston by controlling valves with a solenoid controlled valve. The
active actuators can be activated in response to receiving or
detecting a signal indicating that the panels should be retracted
(e.g., slower speed, location, vehicle movement is in a reverse
direction, proximity to object).
[0049] In some embodiments, the actuators are attached to the rear
of the cargo body (e.g., on the door) and directly to a panel of
the aerodynamic structure. In other embodiments, the actuators are
attached to the door and to a linkage assembly which is attached to
one or more panels (i.e., the actuator is attached to the panels
via a linkage assembly). The linkage assembly can allow for
concurrent movement of panels.
[0050] While the embodiments described throughout the specification
may specify a type of active or passive actuator, it is
contemplated that a different type of active or passive actuator
could be used.
[0051] FIG. 1 shows the rear door arrangement 100 of a cargo body
110 that can be a trailer body for a tractor trailer (truck) or
other vehicle (e.g. a semi-trailer body, an intermodal container, a
panel truck). The exemplary cargo body 110 includes a pair of
swinging doors 120, 122 of conventional design that are mounted
(e.g., via hinges 124) to the rear door frame 126 of the body 110.
The doors can be secured in the depicted closed position using
conventional lock rods 128 and when opened, fold nearly 270 degrees
to lie against the sides 130 of the cargo body 110.
[0052] Side (also termed "lateral") and top aerodynamic panels 140
and 150, respectively, are shown mounted on the door 120. A similar
arrangement is mounted on the opposing door 122, but is omitted for
clarity. It is expressly contemplated that each door include a
mirror image of the panel arrangement and that the two top panels
(150) confront each other at the inner edge 152, which can include
a resilient and/or brush seal to reduce air leakage into the cavity
formed within the panel structure. The bottom end 160 of the panel
arrangement is open and free of a bottom panel in this embodiment,
thereby defining a "three-sided" aerodynamic structure. In
alternate embodiments, a bottom panel can be provided to define a
"four-sided" aerodynamic structure. The top panel 150 includes a
diagonal hinge 154 that divides the panel 150 into two halves (an
inner top panel 156 and outer top panel 158), that each fold
inwardly (in the manner of an accordion fold) during panel
retraction. The outer top panel 158 can be hingedly mounted to the
top edge of the side panel at a mutual top corner 142. Thus, in
some embodiments, the panels fold inwardly to lay against the door
120 in a coordinate manner with the two top panel halves 156, 158
stacked beneath the side (lateral) panel 140 in the retracted
position.
[0053] The panels can be constructed from a variety of materials,
such as a composite or polymer sheet that provides a resilient, yet
rigid (i.e. semi-flexible), sheet material having an exemplary
thickness of approximately 1/16 to 1/4 inch. Appropriate hinges 170
attach the panels 140, 150 to the door 120.
[0054] Note that is expressly contemplated that the arrangement of
panels is illustrative of a wide range of deployable aerodynamic
structures that can be actuated in accordance with the principles
of the embodiments herein. Various examples of deployable panels
are provided in the above-incorporated U.S. Pat. Nos. 8,100,461,
8,360,509, and related applications thereto. Further examples of
deployable panels are described, by way of useful background
information in commonly assigned U.S. Pat. No. 9,145,177, by Smith,
et al., the teachings of which are also incorporated herein by
reference in its entirety for all purposes. As described therein,
deployment of panels can be controlled by existing on-board systems
found in most modern trucks and cargo vehicles including the
electronic control unit (ECU), antilock braking system (ABS), and
various components of the pneumatic pressure system, including
pumps, pressure storage tanks and control valves. The use of these
systems/components in association with actuation of panels is
described further below.
[0055] With reference now also to FIGS. 2-4, the side and top
panels 140 and 150 are each interconnected with a fluid muscle
assembly 200 that extends between a mounting/pivot location 180 on
the door 120 and an opposing mounting/pivot location 182 on each
panel 140, 150 (and in particular on the inner top panel 156). The
fluid muscle is a resilient tube constructed from an appropriate
material (e.g., vinyl, synthetic or natural rubber, PVC), that can
include fiber reinforcement for added strength and durability. The
wall thickness of the material can vary based on strength and
flexibility requirements, and can vary along the length of the
muscle where more or less reinforcement is needed (e.g., thicker at
the ends and thinner in the middle where it folds). For example, a
wall thickness of approximately 1/16- 3/16-inch can be used. In
some embodiments, the muscle can include a mechanism 174, 184
(e.g., dump valve) to quickly release fluid.
[0056] The muscle 200 and its mounting arrangement to the
door/panel are designed for ease of service and replacement. The
muscle can have two opposing mounting loops or sleeves 210 with
rotational axes 310 that are parallel to one another. One technique
for constructing a loop 210 is shown by way of the non-limiting
example depicted in FIG. 4. In FIG. 4, the material is folded into
a loop 410 with a portion 420 overlapping and secured (e.g. by
welding, adhesives, sewing, through-fasteners) to cargo door and/or
a panel. The liner can be a metal liner and it can provide a
journal bearing surface for a clevis pin (e.g., a bolt and opposing
nut or cotter pin/clip). This bolt or other clevis pin passes
through holes on a clevis. This clevis structure is shown with
reference to FIGS. 5-7, in a U-shaped member with two raised tabs
510 having holes 512 to capture the clevis pin on either side of
the muscle. The clevis can be mounted to the door using fasteners
at the location 180, and to the panel at the location 182. A
variety of alternate structures can be used to secure each end of
the muscle at its mounting location--for example, a hinge can be
used or the muscle end can include a living hinge in its flexible
material that is fastened directly to the door/panel.
[0057] The tubular structure of the muscle 200 is sealed except for
one or more fluid inlet/outlet(s) 220 that can be located at any
position along the body of the tube. This inlet/outlet is
operatively connected with a pressure source on the vehicle as
described below. The loops 210 are located at opposing tapered ends
230 molded unitarily (or integrally joined) as part of the overall
structure. These tapered ends provide swing clearance for the
muscle during deployment and retraction of panels 140, 150 and
center each loop 210 and axis 310 along the centerline (center
plane) 320 of the muscle 200.
[0058] The dimensions of the muscle 200 are highly variable
depending upon its mounting location(s) and the size/shape of the
panels. In an embodiment, the overall length OLM of the muscle
between axes 310 is approximately 36 inches. In some embodiments,
the length LT of the central tubular portion between tapered ends
230 is approximately 24 inches. In some embodiments, the width WT
of the muscle and diameter where the cross section is circular can
be approximately 6 inches. These dimensions are only illustrative
of a wide range of possible measurements. Likewise, the cross
section shape of the illustrative muscle tubular section 240 shown
in FIG. 2 is circular thereby defining a regular cylinder. However,
the shape of the muscle can be can be ovular, rectangular
polygonal, or other regular or irregular shapes. For example, the
cross section shape of the muscle along its length can vary (e.g.,
more circular at the ends and more flattened in the middle) to
facilitate folding as described below.
[0059] As shown in FIGS. 5-6, the muscles 200 for each panel 140,
150 have been pressurized to deploy the panels to their maximum
extension, at which they define an inward/rearward taper as shown
to achieve a desired aerodynamic affect. Illustratively, the taper
can be between approximately 4 and 20 degrees relative to the plane
of the cargo body. In some embodiments, particularly where the top
panels 156, 158 are semi-rigid, the top panels 156, 158 can include
reinforcing bars 550, 552 (e.g., angle brackets) on their interior
surfaces to assist in maintaining a planar shape under aerodynamic
loads. One or more similar bars can be located on the inner face of
the side panel 140 to provide appropriate reinforcement. Referring
also to FIG. 1, extension of one or more of the panels 140, 150 can
be retarded by a cable 196 that is attached between the panel(s)
and the door 120. The cable collapses when the panels are retracted
and becomes taut when the panels are fully deployed.
[0060] With reference to FIGS. 7-9, the arrangement is shown in
retracted position in which the muscles 200 attain a flattened and
folded-over shape that allows the panels 140, 150 to lay against
the door 120 in a stacked configuration. As described in the
above-incorporated patent applications, the retracted panel
arrangement is configured to reside at an angle AF with respect to
the plane of the door 120, as shown in FIG. 7. This allows a space
720 for the folded-over muscle 720 and mounting arrangement
(clevises). As described above, the folded mid-section 730 of the
tubular structure 240 in each muscle 200 can be constructed with a
differing geometry, thickness and/or material so as to facilitate a
fold as shown. Alternatively, the muscle can normally fold at this
location without (free-of) any local alteration to the
cross-sectional geometry. As shown, the resulting folded shape
defines a compact arrangement that fits within the space 720
defined by the fold angle AF.
[0061] While not shown in this embodiment, retraction and folding
of the aerodynamic structure is facilitated by a return mechanism
that biases the panels into a retracted position, and that is
overcome by the extension force of the muscle when pressurized. By
way of non-limiting example, as shown in FIG. 10, the door includes
a surface-mounted, recessed, or interior-mounted) spring-loaded
reel or winch assembly 1010 that biases a cable 1020 attached to
the side panel 140 into a retracted position as depicted by arrow
1030 based on spring-loaded rotation (curved arrow 1032) of the
assembly 1010. In some embodiments, the spring force is sufficient
to retract the panels as the muscles are depressurized, but can be
overcome by the biasing force of the muscles when pressurized.
Because the panels 140, 150 are tied together via hinges, biasing
the side panel facilitates retraction of the entire arrangement.
Alternatively, or additionally, a biasing cable can be tied to the
top panel 150. The reel/winch can define a constant-force,
ratcheting unit that can be electrically latched (described below)
and otherwise ratchet to selectively resist motion in one or both
directions.
[0062] While a cable assembly is used as a return mechanism in this
embodiment, it is expressly contemplated that an alternate
mechanism can be used to bias the panels into the folded/retracted
position. For example, spring-loaded hinges or a gas or mechanical
tension spring located between the door and panel(s) can be used
instead of a cable assembly to bias the panels into the retracted
position. Likewise, the spring mechanism can be integrated
externally or internally in the muscle(s) so that the arrangement
is free of separate return mechanisms (for example, a leaf spring
or spring loaded hinge at the fold location 730 of the muscle).
Also, while a spring-loaded reel assembly is used in this
embodiment, it is expressly contemplated that an alternate power
source can be employed to bias the return mechanism of this or
other embodiments (e.g., an electric rotary motor, an electric
linear motor, a linear or rotary fluid actuator). In some
embodiments, the air bag can be designed with an inner chamber to
provide a pulling motion instead of a pushing motion. For example,
the air bag could pull a cable that is connected to a linkage.
Alternatively, the pushing motion could be used to retract the
aerodynamic structure, so that the air bag could be constrained to
the door (e.g., via cables, track). In such embodiments, when the
air bag expands, the air bag can pull a cable that is connected to
a linkage or panel.
[0063] As described above, the muscle(s) can be pressurized and
depressurized by a variety of control arrangements that can be
powered separately from, or integrated with, the vehicle's control
and pressure system(s). Reference is made to FIG. 11, which shows
an illustrative control and pressure arrangement 1100. In the
embodiment depicted in FIG. 11, the system is controlled by the
existing vehicle electronic control unit ("ECU") 1110 and responds
to a predetermined vehicle speed reported by the speed sensor 1112
to deploy or retract the panels--that is, when a predetermined
speed (e.g., 30-40 mph) is attained, the system deploys the panels
and when the speed drops below a threshold (e.g., 30-40 mph), the
panels are retracted. The deploy and retract speeds may be the
same. In certain embodiments, the speed at which the system deploys
may be set higher than the speed at which the system retracts to
avoid cycling the devices as speed varies about one or the other
set point. The automated feature also may have a time at speed
determination to avoid deploying the panels for short acceleration
or retracting the panels for short deceleration or traffic stops.
Illustratively, the system can require that the speed be maintained
for a certain time (e.g., one minute) before the configuration
changes between retracted to deployed. The ECU 1110 is powered by
the ABS system 1120 in this embodiment. An air pump provides
pressure to the bogey tank 1130 on the cargo body 130.
[0064] The system includes a conventional protection valve 1132,
moisture trap 1134 and electrically controlled valve 1136, actuated
selectively by the ECU 1110 to pressurize the muscles 200. Pressure
from the valve 1136 is routed to a dump valve 1140 that is also
operatively connected to the ECU 1110. The dump valve 1140 directs
fluid (e.g., air) to the muscles 200 during
pressurization/deployment and vents fluid in the muscles 200 to the
environment during depressurization/retraction. The dump valve 1140
also maintains the pressure within the system while the muscles are
extended and the panels 140, 150 are deployed. Note that this is
one technique for providing inflation pressure to the muscles. In
alternate embodiments described below, one or more electrically
operated (e.g., low-pressure, high-volume) inflators can fill
muscles and valves can be integrated with each muscle or with the
inflator itself.
[0065] As described above, an appropriate return mechanism (e.g.,
spring-loaded) 1150 biases the panel(s) 140, 150 into the retracted
position when the muscles 200 are depressurized by the dump valve
1140. The biasing force of the return mechanism 1150 can assist in
deflating the muscles as they fold under the force of the return.
The arrangement can also include a latch assembly (e.g., a
solenoid-operated pin) 1160 that selectively locks the panels in a
deployed and/or retracted position. Note that the latch 1160 can
interact with, for example, the panel hinge assembly, the return
mechanism 1150 (for example, locking a gas or mechanical spring) or
another member in the arrangement to secure the panels in a desired
position/configuration. It is also expressly contemplated that the
valves, latch and other structures in the system 1100 can be
adapted to secure the panels 140, 150 in intermediate positions
between a maximum deployed and a fully retracted position so that
the panels are provided with an adjustable taper. A position sensor
P interacts with the ECU to partially pressurize the muscles 200,
so as to achieve an intermediate deployment of the panels 140, 150.
This position sensor P can also provide information to the ECU
indicating whether the panels are fully deployed or fully
retracted.
[0066] Note that the illustrative ECU 1110 and/or its functions can
be substituted with an alternate vehicle control system or a
purpose built control circuit/processor. Also, the vehicle cab can
be provided with various indicators, displays and control
interfaces (UI) that allow the driver to manually deploy or retract
the panels and monitor their current status. Also, as described
above, it is expressly contemplated that the system 1100
operatively interconnects to the opposing door panel arrangement
1170 (shown as a functional block, in phantom) in a similar manner
to perform a similar function. While not required, both sides are
typically deployed and retracted concurrently by the system
1100.
[0067] Reference is now made to FIGS. 12-15, which show an
alternate arrangement 1200 for a deployable aerodynamic structure
on the rear doors 1220, 1222 of a cargo body 1226. In the
embodiment shown in FIGS. 12-15, the top and side panels 1240 and
1250 are hingedly mounted to the door 1220 similarly to how panels
140, 150 are mounted to the door 120 described above. In this
embodiment, as described in the above-incorporated patent
applications, a swingarm assembly 1260 includes a frame 1262 that
is hingedly mounted or otherwise attached at one end to the door
(with hinge axis HA generally vertical). The opposing (far) end
1268 of the frame 1262 includes two extension rods 1264 and 1266
that pivotally attach, respectively, to associated reinforcing bars
1274 and 1276 on each panel 1240 and 1250, respectively. The ends
of the extension rod 1264, 1266 are pivotally attached to the
respective bars 1274, 1276. The opposing attachment points for the
rods 1264, 1266 can define ball joints so as to allow rotation in
multiple degrees of freedom. Alternatively, a gimbal system can be
used at one or both ends. The swingarm assembly 1260, thus
coordinates concurrent deployment (unfolding) and retraction
(folding) of the panels 1240, 1250. In a retracted position,
swingarm assembly 1260 folds into the above-described space between
the door and stacked panels. In certain embodiments, the swingarm
assembly 1260 may be replaced by a linkage coupling the door and
the top panel such that the movement of the linkage causes the top
panel to move between the retracted and deployed positions. The
fact that the top panel is coupled to the side panel further causes
the side panel to move between the retracted and deployed
positions. Alternatively, the linkage may be coupled between the
door and the side panel to the same effect. In still other
embodiments, the linkage may be between the outer top panel and the
side panel.
[0068] A single muscle 1270 of appropriate size and shape can be
pivotally mounted between the door 1220 and far end 1268 of the
swingarm frame 1262 at an angle that allows the swingarm to rotate
the frame 1260 outwardly (away from the door 1220) upon
pressurization. The swingarm folds inwardly toward the door when
the muscle 1270 is depressurized. An appropriate return mechanism
(e.g. a gas spring, compression spring, spring-loaded hinges, cable
reel, etc.) can be attached to either the swingarm assembly, the
panel(s) or both to retract the arrangement when the muscle 1270 is
depressurized. Control of the muscle (on each door panel
arrangement) can be implemented in the manner described in FIG. 11
above.
[0069] With reference again to FIG. 1, the placement of pressure
lines, valves and other system components is variable and such
components can be mounted on the body or integrated into its
components. Lines can be routed optionally through the rigid panels
of the arrangement or the cargo body to which they are attached,
and connected optionally through quick-disconnect or permanently
adhered connections to the muscles 200. The lines are typically,
but not required to be, appropriate for low-pressure,
high-flow-rate airflow regimes (e.g., sufficient diameter to allow
a simple fan to inflate the system). Tubing is generally used,
although a similar function could be accomplished in other ways
such as by having each muscle inflated with its own inflator
system, in which case an electrical lead is provided from the
controller to operate each muscle's inflator. As shown in FIG. 1, a
pressure unit (e.g., a main valve block and/or inflator 190 is
located under the body 130), and is joined to pressure lines 192
that can also include electrical leads to valves (e.g., dump
valves) 194 on each muscle 200.
[0070] Additional/optional functional and structural considerations
with respect to the illustrative aerodynamic arrangement are now
described. In general, the muscles are desirably operated at low
pressure (e.g., approximately 5-30 psi) to avoid complications and
potential safety issues. The muscles can define any appropriate
shape and/or length required by the desired geometry of the folding
arrangement. In general, such muscles are approximately tubular and
several feet long in illustrative embodiments, with provisions at
the end to mount with a clevis pin (bolt) as a hinge to pivotally
attach between the arrangements rigid/semi-rigid panels and the
structure of the cargo body. Unlike prior systems using mechanical,
electrical, or passive air-flow systems to deploy rigid panels, and
which are often disadvantageous due to power requirements, expense,
complication, number of parts, and difficulty of controlling the
mechanism, the illustrative embodiments use low-pressure muscles
(bladders) that are straightforward and inexpensive to manufacture,
use inexpensive control systems, and avoid use of high power to
deploy or retract. These muscles do not require excessive amounts
of inflation air. Additionally, due to their surface area, the
muscles are not overly susceptible to leakage, which reduces
pressurization/depressurization time and required wall thickness,
and allows for easier and safer stowage when folded.
[0071] Illustratively, the arrangement can use one or more valves
that provide, for example, one way inflation, over-pressure release
during impact, release of pressure to intentionally close the
system, transfer of air to other muscles that provide some other
function such as stiffening or closure of the system, limit the
amount of air that a compressor provides (e.g. in the event of a
leak or the failure of a cutoff switch), and/or one-way inflation
of muscles for the closure of the system. The system does not
require such valves to operate, though they may be useful. Similar
functions can be accomplished by using the pump itself as a valve,
for example, in accordance with known pressure-handling
principles.
[0072] An inflation system for the muscles can be any type of
compressor, storage tank or fan. Illustratively, the inflator
operates at the vehicle battery/alternator voltage (e.g., 12 V) or
at an alternate voltage used by the vehicle (e.g., 24 V, 32 V) and
low amperage (e.g., 1A) so that it does not adversely affect the
vehicle electrical system and safety systems, In various
embodiments, a low-flow-rate/low-pressure inflation system can be
used. Moreover, the system can be adapted to scavenge air from the
free airflow around the vehicle, from vehicle tire inflation
systems, from the trailer air brake system, or from other parts of
the fluid-muscle-actuated aerodynamic system, to provide inflation
for the actuator muscles.
[0073] Generally, it is contemplated that the arrangement employs
an electronic control system that can operate the appropriate
valves and inflators to position the panels in the desired position
(i.e., retracted, fully deployed, partially deployed) according to
vehicle speed or position. For example, when the vehicle is
travelling at 35 mph and/or accelerating for a given time period,
an electrical signal from an appropriate sensor, or other
electronic system, causes the arrangement's ECU to open the fill
valves, turn on the inflator, and release any latches, causing the
panels to deploy. The reverse process can occur when the vehicle
decelerates below 35 mph (or other low-threshold speed) for a given
time duration, allowing the system to stow the panels at continuing
low speeds. This process can be accomplished digitally with a
microcontroller and associated analog-to-digital converters, or by
an analog electronic system using appropriate relays that should be
clear to those of ordinary skill in the art. Additionally, the
deployment/retraction of panels can illustratively function without
(free-of) any ECU by relying on physical signals and conditions
present while the vehicle is in motion or stopped. For example, the
free air flow around the vehicle can be used to inflate the muscles
via an air scoop on the body that is routed to the muscles, while
deceleration can release valves and allow the muscles to deflate
and fold under the assistance of momentum and gravity.
[0074] Optionally, latches controlled via mechanical, electronic,
and/or air-pressure mechanisms can hold the device stable when open
or closed (e.g., a low-air-pressure or electronic switch that is
released when the system begins to deploy). Such latches could also
keep the panels open. It is contemplated, however, that in various
embodiments the muscles themselves can accomplish this function.
The arrangement can also include devices that are sensitive to
physical external conditions, such as impact by a foreign object,
acceleration or deceleration, gravity, and wind speed.
[0075] It is also expressly contemplated that, while the
illustrative embodiments show the use of fluid muscles (air
bladders that are extended with relatively low pressure) to deploy
a folding arrangement or rigid/semi-rigid panels, it is expressly
contemplated that one or more muscles and an appropriate control
system can be used for other vehicle systems that use movable
rigid/semi-rigid panels on portions of the vehicle body, typically
in conjunction with a hinge assembly between the body and the
panel. Thus, muscles can be used to deploy and/or adjust underbody
skirts. Retractable/adjustable skirts and/or aprons, spoilers on a
trailer or tractor, and other vehicle-mounted mechanisms requiring
deployment and retraction. In general, low-pressure bladders can
also be used to support aerodynamic surfaces that are mainly
static, and affixed to other areas of the trailer.
[0076] By way of further example, and with reference to FIGS.
16-18, an exemplary cargo body 1610 is shown, including an
aerodynamic skirt arrangement 1620 according to an embodiment. The
depicted embodiment details one side of the skirt arrangement for
clarity. It is contemplated that a similar, mirror image skirt
(shown in phantom as skirt 1622) is provided along the opposing
side of the body 1610 in an illustrative embodiment. In this
embodiment, the skirt 1620 is illustratively supported with a
bladder/fluid muscle system that provides an amount of compliance
and deformability that allows such skirts to survive impacts that
are common, yet rigidly support the surface so that it performs its
aerodynamic function. In this embodiment, the bladders 1630 are
air-filled by an (integral) inflation system as described above, or
by an external system in the manner of a permanently inflated tire.
Dump valves can be used to release air pressure in the event of a
large impact. In this embodiment, each skirt 1620 (and 1622) is
mounted to the bottom of the body 1610 by a hinge arrangement
(e.g., mechanical hinges, living hinges) of conventional or custom
design. The skirt is biased into the depicted deployed position by
two bladders 1630 in this example. In alternate embodiments, a
greater or smaller number of bladders can be employed. The bladders
are each pivotally mounted adjacent to a lower edge of the skirt
1620 (and 1622) and to a position along the underside 1640 of the
body 1610. This defines a truss arrangement that provides strength
and stability to the deployed skirt. In some embodiments, the skirt
can be arranged to deploy from a retracted position based upon
inflation of the bladders 1630 and an appropriate return (e.g.,
spring) mechanism.
[0077] It is expressly contemplated that the depicted skirt
arrangement can be adapted to other rigid panels on the vehicle
which can benefit from shock absorption, and optionally, from
retraction and deployment--for example, a top aerodynamic
spoiler.
[0078] FIG. 19 is a top view of an aerodynamic structure. The
aerodynamic structure 1700 includes at least one panel 1702, device
hinge 1710, active actuator 1712, passive actuator 1724, and
linkage 1720. Panel 1702 is coupled to the rear of a cargo body
using device hinge 1710. Panel 1702 has both a deployed position in
which panel 1702 is positioned away from the door 1706 of the cargo
body (i.e., the position depicted in FIG. 19 shows the door 1706
partially deployed) and a retracted position in which panel 1702 is
positioned closer to or against door 1706. Panel 1702 also can be
partially closed, which may occur if an active actuator is not able
to completely overcome a biasing force. The partially closed
position may provide a favorable crash position as compared to the
fully deployed position. That is, should the cargo body contact an
object in the rear, the aerodynamic structure is more likely to
collapse into a retracted position without damaging the panels or
an adjacent building wall or dock door while in a partially closed
position than in a fully deployed position.
[0079] Panel 1702 can be biased into the deployed position using
passive actuator (e.g., gas spring) 1724. At a first end, passive
actuator 1724 can be coupled to the rear of a cargo body using, for
example, ball joints or hinges at pivot points mounted directly to
door 1706 or above lock rods 1722. Mounting the passive actuator
above lock rods 1722 allows the trailer doors to be rotated around
to the sides of the trailers with little to no extra stack-up. At a
second end, passive actuator 1724 is coupled to linkage 1720. In
other embodiments, passive actuator 1724 is coupled directly to
panel 1702.
[0080] Linkage 1720 can couple passive actuator 1724 to one or more
panels, allowing for concurrent movement of panels. Linkage 1720
may further be attached to door 1706 (e.g., above lock rods 1722).
For example, device linkage 1720 can be coupled to a side panel and
a top panel (e.g., using cables, pulleys), and, as a result, the
side panel and the top panel move concurrently. In another example,
device linkage 1720 can be coupled to a bottom panel and a top
panel, causing the bottom panel and the top panel to move
concurrently. In a further embodiment, a side panel can be coupled
to the bottom panel and/or the top panel so that the side panel and
top and/or bottom panels move in concert. The linkage 1720 should
be considered broadly to include a mechanical connection between
two objects capable of transmitting mechanical force in a
direction. Exemplary linkages may include simple tie rods or
cables. In some embodiments, the panels are coupled together to
further provide concurrent movement. Device linkage 1720 can
include one or more rotating hinges or ball joints 1718.
[0081] Panel 1702 can be moved from the deployed position to the
partially retracted or retracted position using active actuator
1712. At a first end, active actuator 1712 can be coupled to door
1706, and, at a second end, active actuator 1712 can be coupled to
a linkage 1720. In other embodiments, active actuator 1712 is
coupled directly to panel 1720. As with passive actuator 1724,
linkage 1720 can couple active actuator 1712 to one or more panels,
allowing for concurrent movement of panels.
[0082] To retract panel 1702, air can be forced into actuator 1712
via airline 1716. As actuator 1712 is retracted, any air in
actuator 1712 on the opposite side of the piston is forced into
reservoir 1714 (or alternatively exhausted to the atmosphere via a
valve, or compressed within the actuator). The air pressure pumped
into actuator 1712 would pull the rod and draw panel 1720 towards
the door overcoming the force of the passive actuator 1724.
Reservoir 1714 can be fully contained so that the system is not
exposed to debris and moisture. In other embodiments, reservoir
1714 can be in a vacuum state when panel 1702 is deployed and
assist in retraction when signaled. In a further alternative
embodiment, filtered fittings or valves could be used to exhaust
and draw ambient air into active actuator 1712. The active and
passive actuators could be reverses such that the passive actuator
1724 maintains the panel 1702 in a retracted position and air
pumped into active actuator 1712 would force the rod outward
pushing the panel 1702 into the deployed position overcoming the
force of the passive actuator.
[0083] Door 1706 of the cargo body can be secured in the depicted
closed position using lock rods 1722, and, when opened, the door,
including the panel assembly, can fold using door hinge 1708 nearly
270 degrees to lie against the side 1704 of the cargo body. Thus,
in some embodiments, panel 1702 is in contact or nearly in contact
with the side 1704 of the cargo body when door 1706 is swung open.
In such embodiments, a frame mounted pivot joint can be used to
allow air line 1716 to rotate with door 1706. In other embodiments,
air line 1716 can include an abrasion resistant cover.
[0084] In some embodiments, one or more intermediate linkages could
be included between the active actuator and a main linkage.
Additional linkages can provide flexibility in mounting locations
to avoid packaging constraints. Additionally, such intermediate
linkages could allow a lower force active actuator to be used to
move the main linkage. For example, an intermediate linkage could
include an active actuator mounted on the trailer door that is
configured to move in a direction perpendicular to the ground
(i.e., vertically). The moving end of the active actuator can be
coupled with the main linkage using a cable and pulley linkage. The
cable and pulley linkage can convert the travel of the active
actuator from a vertical direction into a direction with a
component that is perpendicular to the trailer door, which can be
used to deploy or retract the panels.
[0085] FIG. 20 is a bottom view of an aerodynamic structure, which
uses an actuator (or actuators) to deploy and/or retract the
panels. In FIG. 20, only an aerodynamic structure on the left side
of a rear of a cargo body is shown. A similar structure can be used
on the right side of the cargo body. The aerodynamic structure
shown in FIG. 20 includes bottom panel assembly 1732, side panel
1726, top panel assembly 1738, active actuator 1712, passive
actuator 1724, air line 1716, and device linkage 1720. Bottom panel
1732, top panel assembly 1738, and side panel 1726 are shown in a
deployed position.
[0086] Linkage 1720 is coupled to passive actuator 1724 and active
actuator 1712, as well as bottom panel 1732, top panel assembly
1738, and side panel 1726, allowing for concurrent deployment and
retraction of the panels. Linkage 1720 is coupled to an inner top
panel 1730 of top panel assembly 1738 via tie rod 1740 and cable
1736. Linkage 1720 is further coupled to side panel 1726 via cable
1734. Although not fully shown in this view, linkage 1720 can be
further coupled to bottom panel assembly 1732. In some embodiments,
an edge of outer top panel 1728 is attached along an edge of side
panel 1726, and, similarly, an outer bottom panel can be attached
along an edge to side panel 1726 to further assist the concurrent
deployment and retraction of the panels.
[0087] Passive actuator 1724 (e.g., gas spring mechanism) can be
attached to a door of the cargo body on one end and linkage 1720
via ball joints 1718 on the opposite end. Passive actuator 1724 can
bias the panels into the deployed position by pushing on linkage
1720. Active actuator 1712 (e.g., pneumatic actuator) can be
attached to the door of the cargo body on one end and linkage 1720
(e.g., via ball joints) on the opposite end. Active actuator 1712
can overcome the biasing force and move the panels to the retracted
position by pulling on linkage 1720. While a variety of mounting
locations for active actuator 1712 are available to retract the
panels, the one illustrated in FIG. 20 is particularly appealing
because active actuator 1712 rotates as it retracts in such a way
to avoid any interference with secondary lock rods that are present
on some cargo body doors. Active actuator 1712 can include
reservoir 1714 to collect the air compressed by active actuator
1712. An air line 1716 can be coupled to active actuator 1712.
[0088] FIG. 21 is a block diagram of a system for controlling a
plurality of actuators on a rear of a cargo body of a vehicle.
Truck/trailer power system 1802 provides power to electronic
control unit/speed sensor 1804, which can receive, detect, and
analyze information to determine whether the panels should be
retracted. Control unit/speed sensor 1804 can include various
sensors such as wheel speed sensors 1806 and proximity sensors
1808.
[0089] Control unit/speed sensor 1804 can determine vehicle speed
and proximity to other objects using various methods. For example,
control unit/speed sensor 1804 can include a built-in accelerometer
to analyze vehicle motion, and, in some embodiments, the electronic
control unit/speed sensor 1804 can use the vehicle's built-in
antilock brake system (ABS) wheel speed sensor to detect speed.
Control unit/speed sensor 1804 can be connected to two pressure
sensors, one at the rear of the trailer and the other in the air
stream, and calculate aerodynamic pressure drag at the rear of the
trailer. Control unit/speed sensor 1804 can be connected to an
optical reader that calculates vehicle motion by viewing
displacement of the ground relative to the vehicle. Control
unit/speed sensor 1804 can further include radar.
[0090] When control unit/speed sensor 1804 determines that the
panels should be retracted (e.g., speed is below a certain
threshold, vehicle is in reverse, an object in close proximity is
detected, driver manually indicates), a signal is sent to solenoid
controlled valve 1810 to actuate an active actuator to retract the
panels to a closed or partially closed position. Moving the panels
to a closed or partially close position puts the panels into a more
favorable crash position (i.e., less damage will be incurred by the
panels if the rear end of the cargo body contacts an object).
Alternatively, if the active actuator is holding the panel open
against the passive actuator force, the signal may de-active the
active actuator to allow the passive actuator to retract the
panel.
[0091] An air supply 1812 can be provided by the truck or trailer
or from ambient air. A regulator or pressure protection valve 1814
can control the pressure provided to the system and prevent total
loss of pressure to the tractor/trailer in the event of pressure
loss in the device's system. The pressure can be controlled by
closing the pressure protection valve at a preset pressure above
what is needed by the tractor/trailer. The system may include a
check valve or one-way valve 1816 to inhibit back flow of fluid,
which may cause contamination of the air supply. The check valve or
one-way valve 1816 also allows the device's air system to keep
pressure in event of system shut off or leak/drain at the supply
(tractor/trailer). The air can be passed through air filter 1818 to
remove debris and dried using air dryer/desiccant 1820 to remove
humidity. Cleaning and dehumidifying the air can increase the
reliability and durability of the system. Air enters into solenoid
controlled valve 1810 and, when the electronic control/speed sensor
1804 indicates, solenoid controlled valve 1810 allows air to flow
via path A to outlet 1822, where it passes through split valve 1828
to curb-side actuator 1830 and/or road-side actuator 1832 to
retract the panels. When curb-side actuator 1830 and/or road-side
actuator 1832 no longer needs to be activated, the signal to
solenoid controlled valve 1810 closes the flow path A from the
source to the actuator(s). The actuator side of the solenoid is
vented to the atmosphere or the pressure is otherwise bled to
de-active the active actuator(s). The pressure in the actuator side
of the solenoid controlled valve is vented through vent path B to
outlet 1824 through a one way valve 1826 and out the exhaust
system.
[0092] The panels can be deployed using a passive actuator (e.g.,
gas spring). The gas spring may be internal to an active actuator
or a completely separate component. Additionally, the active
actuator can be manually back drivable when it is not energized,
allowing for full manual operation of the aerodynamic structure. As
mentioned elsewhere, the passive actuator and active actuator may
be reversed such that the passive actuator maintains the panel in a
closed position while the active actuator deploys the panels.
[0093] While the above embodiments are shown with a first actuator
that biases the panel in one position (the passive actuator) and a
second actuator that overcomes the bias to move the panel to the
other position (the active actuator), in certain embodiments, a
single actuator may both deploy and retract the panels. For
example, the active actuator 1712 described above may have air (or
other fluids) directed to opposing sides of a piston contained in
the active actuator. A three-way valve may direct the flow of air
towards a deploy side or a retract side of the piston. When air is
directed to the deploy side of the piston, the air forces the rod
out of the active actuator and pushes the panels to the deployed
position. When air is directed to the retract side of the piston,
the air pulls the rod into the active actuator, pulling the panels
to the retracted position.
[0094] It should be clear that the illustrative embodiments
advantageously provide a deployable rear aerodynamic structure with
rigid, flexible, or resilient panels that define the aerodynamic
shape and provide a durable, clean-appearing product. This
illustrative system, also avoids disadvantages of prior systems
that uses relatively low-pressure muscles to provide the final
shape (e.g. the aerodynamic surface is, itself, inflated). Such
systems exhibit several drawbacks, such as the use of a large
amount of material in construction of the structure; a high
potential for leakage-related structural failures; the need for a
large volume of air to deploy the structure; and difficulty in
stowing the structure in a clean and neat manner that avoids damage
during storage periods. Conversely, the illustrative system uses
relative compact and easy to stow/maintain/replace actuators (e.g.,
air bladders with a reliable and compact rigid/semi-rigid hinged
panel assembly).
[0095] The foregoing has been a detailed description of
illustrative embodiments of the invention. Various modifications
and additions can be made without departing from the spirit and
scope of this invention. Features of each of the various
embodiments described above may be combined with features of other
described embodiments as appropriate in order to provide a
multiplicity of feature combinations in associated new embodiments.
Furthermore, while the foregoing describes a number of separate
embodiments of the apparatus and method of the present technology,
what has been described herein is merely illustrative of the
application of the principles of the present technology. For
example, while the foregoing describes a number of separate
embodiments of the apparatus and method of the present technology,
what has been described herein is merely illustrative of the
application of the principles of the present technology. For
example, as used herein the terms "process" and/or "processor", as
used in the context of an electronic control system, should be
taken broadly to include a variety of electronic hardware and/or
software based functions and components (and can alternatively be
termed functional "modules" or "elements"). Moreover, a depicted
process or processor can be combined with other processes and/or
processors or divided into various sub-processes or processors.
Such sub-processes and/or sub-processors can be variously combined
according to embodiments herein. Likewise, it is expressly
contemplated that any function, process and/or processor herein can
be implemented using electronic hardware, software including of a
non-transitory, computer-readable medium of program instructions,
or a combination of hardware and software. Additionally, as used
herein various directional and dispositional terms such as
"vertical", "horizontal", "up", "down", "bottom", "top", "side",
"front", "rear", "left", "right", and the like, are used only as
relative conventions and not as absolute directions/dispositions
with respect to a fixed coordinate system, such as the acting
direction of gravity. Also, while one muscle is provided to each
panel in an embodiment herein, it is expressly contemplated that
one or more panels can be interconnected to a plurality of muscles
and that panels can be separately moved by muscles, free of
interconnections therebetween. Accordingly, this description is
meant to be taken only by way of example, and not to otherwise
limit the scope of the described technology.
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