Note: Descriptions are shown in the official language in which they were submitted.
1
AERODYNAMIC REAR DRAG REDUCTION SYSTEM FOR A TRAILER
RELATED APPLICATIONS
[0001] This application is a continuation-in-part of U.S. Patent
Application No.
15/141,409, filed April 28, 2016 and titled AERODYNAMIC REAR DRAG REDUCTION
SYSTEM FOR A TRAILER, which claims the benefit of U.S. Provisional Patent
Application
No. 61/154,495, filed April 29, 2015 and titled AERODYNAMIC REAR DRAG
REDUCTION
SYSTEM FOR A TRAILER.
[0002] This application cross-references U.S. Patent No. 9,199,673, issued
Dec. 1, 2015
and titled AERODYNAMIC REAR DRAG REDUCTION SYSTEM FOR A TRAILER; U.S.
Patent Application No. 14/928,056, filed Oct. 30, 2015 and titled AERODYNAMIC
REAR
DRAG REDUCTION SYSTEM FOR A TRAILER; U.S. Patent Application No. 14/709,980,
filed May 12, 2015 and titled AERODYNAMIC REAR DRAG REDUCTION SYSTEM FOR A
TRAILER; U.S. Patent Application No. 14/407,674, filed Dec. 12, 2014 and
titled WAKE
CONVERGENCE DEVICE FOR A VEHICLE; and U.S. Patent Application No. 15/044,220,
filed Feb. 16, 2016 and titled AERODYNAMIC REAR DRAG REDUCTION SYSTEM FOR A
TRAILER, the entirety of each of which is incorporated by reference herein.
FIELD OF THE INVENTION
[0003] The present invention relates generally to an aerodynamic rear
fairing or drag
reduction system for reducing drag on a vehicle such as a van-type trailer or
truck body, for
example.
BACKGROUND
[0004] A typical storage container of a trailer terminates with a large,
rectangular rear
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surface. This shape causes an area of reduced pressure to be created behind
the trailer storage
container as it moves over the highway, thus generating a slowing force that
must be overcome
with additional engine power and thus additional fuel. In other words,
turbulent air flow passing
behind the vehicle imparts a drag force to the vehicle. Rear trailer fairings
are designed to
streamline the rear end of the trailer in order to control the flow of air at
the rear of the vehicle.
Such reduction on the drag of the ground vehicle may operate to conserve
fossil fuels as well as
other sources of vehicle drive power for hybrid vehicles, battery-operated
vehicles, and
alternative fuel-based vehicles, for example. However, many such fairings
which extend from
the rear end of the trailer also may cover the rear doors of the trailer which
must be opened and
closed by a user to load and unload the cargo within the storage area of the
trailer in such a way
that users may be required to dismount and mount, or otherwise manually
operate, the fairing(s)
each time a loading or unloading operation is to be performed.
SUMMARY
[0005] The present disclosure may comprise one or more of the following
features and
combinations thereof.
[0006] According to one embodiment of the present disclosure, an
aerodynamic rear drag
reduction system is provided. The drag reduction system is configured to be
coupled to a rear
frame assembly of a trailer including a rear frame and a rear swing door. The
drag reduction
system includes a top panel configured to be coupled to the rear swing door of
the trailer to
extend generally horizontally at least partially along a width of the trailer,
and a hinge configured
to couple the top panel to the rear swing door. The hinge includes a planar
bracket configured to
be coupled to the rear swing door, an L-shaped bracket configured to be
coupled to the top panel,
and a hinge joint configured to couple together the planar bracket and the L-
shaped bracket. The
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hinge joint is configured to rotate about a pivot axis to move the top panel
between a fully-
deployed position and a full-stowed position, and the pivot axis is
substantially parallel to a top
edge of the rear frame of the trailer when the top panel is coupled to the
rear swing door.
100071 According to another embodiment, an aerodynamic rear drag reduction
system is
provided. The drag reduction system is configured to be coupled to a rear
frame assembly of a
trailer including a rear frame and a rear swing door. The drag reduction
system includes a top
panel configured to be coupled to the rear swing door of the trailer to extend
generally
horizontally at least partially along a width of the trailer, and a hinge
configured to couple the top
panel to the rear swing door. The hinge includes a planar bracket configured
to be coupled to the
rear swing door, an L-shaped bracket configured to be coupled to the top
panel, and a hinge joint
configured to couple together the planar bracket and the L-shaped bracket. The
hinge joint is
configured to rotate about a pivot axis to move the top panel between a fully-
deployed position
and a full-stowed position. The pivot axis is located substantially below the
identification lights
of the trailer when the top panel is coupled to the rear swing door.
100081 According to yet another embodiment, an aerodynamic rear drag
reduction system
is provided. The drag system is configured to be coupled to a rear frame
assembly of a trailer
including a rear frame and a rear swing door. The drag system includes a side
panel configured
to be coupled to the rear swing door to extend generally vertically at least
partially along a height
of the trailer and a top panel configured to be coupled to the rear swing door
to extend generally
horizontally at least partially along a width of the trailer. The drag system
also includes a cable
system configured to connect the side panel and the top panel to prevent
upward movement of
the top panel beyond its generally horizontal position. The cable system
includes a first cable
with a first end coupled to an inner surface of the side panel, and a second
cable and a third cable
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each with a first end coupled to a bottom surface of the top panel. A second
end of each of the
first cable, the second cable, and the third cable is coupled together at a
juncture.
[0009] According to a further embodiment of the present disclosure, an
aerodynamic rear
drag reduction system is provided. The drag reduction system is configured to
be coupled to a
rear frame assembly of a trailer including a rear frame and a rear swing door.
The drag reduction
system includes a side panel configured to be coupled to the rear swing door
to extend generally
vertically at least partially along a height of the trailer and a top panel
configured to be coupled
to the rear swing door to extend generally horizontally at least partially
along a width of the
trailer. The drag system also includes a cable system configured to connect
the side panel and the
top panel to prevent upward movement of the top panel beyond its generally
horizontal position.
The cable system includes a first cable with a first end coupled to an inner
surface of the side
panel, and a second cable and a third cable each with a first end coupled to a
bottom surface of
the top panel. A second end of each of the first cable, the second cable, and
the third cable is
coupled together at a juncture.
[0010] According to another embodiment, an aerodynamic rear drag
reduction system is
provided. The drag reduction system is configured to be coupled to a rear
frame assembly of a
trailer including a rear frame and a rear swing door. The drag reduction
system includes a side
panel configured to be coupled to the rear swing door to extend generally
vertically at least
partially along a height of the trailer, a top panel configured to be coupled
to the rear swing door
to extend generally horizontally at least partially along a width of the
trailer, a first hinge coupled
at a first end to the rear swing door and at a second end to the top panel,
the first hinge pivoting
about a pivot axis, and a second hinge coupled at a first end to the rear
swing door and at a
second end to the top panel, the second hinge pivoting about the pivot axis,
the second hinge
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being spaced inwardly of the first hinge and the pivot axis angling downwardly
from the first
hinge to the second hinge.
[0011] According to yet another embodiment, an aerodynamic rear drag
reduction system
is provided. The drag reduction system is configured to be coupled to a rear
frame assembly of a
trailer including a rear frame and a rear swing door. The drag reduction
system includes a top
panel configured to be coupled to the rear swing door to extend generally
horizontally at least
partially along a width of the trailer, a first hinge coupled at a first end
to the rear swing door and
at a second end to the top panel, the first hinge pivoting about a pivot axis,
and a second hinge
coupled at a first end to the rear swing door and at a second end to the top
panel, the second
hinge pivoting about the pivot axis, the pivot axis angling downwardly from
the first hinge to the
second hinge.
[0012] These and other features of the present disclosure will become
more apparent
from the following description of the illustrative embodiments.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] FIG. 1 is a rear perspective view of a rear end portion of a
trailer showing a right
and left aerodynamic rear drag reduction system of the present disclosure each
in a fully-
deployed position.
[0014] FIG. 2A is a rear view of the drag reduction systems of FIG. 1,
each including a
side panel and a top panel coupled to the rear swing door of the trailer for
movement therewith.
[0015] FIG. 2B is an enlarged, rear view of the top panel and upper
portion of the side
panels of each drag reduction system shown in FIGS. 1 and 2A.
[0016] FIG. 3A is a side view of one of the drag reduction systems of
FIGS. 1, 2A, and
2B.
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[0017] FIG. 3B is an exploded, perspective view of a portion of the side
panel and
showing an upper portion of a folding mechanisms including side linkage
assemblies pivotably
coupling the side panel to a vertical deployment rod actuated via movement of
a door locking
mechanisms of the trailer.
[0018] FIG. 4 is a top view of the drag reduction systems of FIGS. I-3B
showing the top
panels each including an upper/outer portion, a diagonal step, and a lower/
inner portion, and
showing the side panels (in phantom) positioned below and supporting the
respective top panel
thereon.
[0019] FIGS. 5A-8 are rear perspective views of one of the drag reduction
systems of
FIGS. 1-4 moving from a fully-deployed position to a fully-stowed position by
rotational
movement of a lock-rod of the door locking mechanism of the trailer.
[0020] FIG. 5A shows the drag reduction system in the fully-deployed
position showing
both the top panel and the side panel in fully-deployed positions.
[0021] FIG. 5B is an enlarged, perspective view of the top panel and a
portion of the side
panel in the fully-deployed position, and showing the top panel supported on a
top edge of the
side panel as well as on a support arm including a roller at a distal end
thereof
100221 FIG. 6 shows the lock-rod of the door locking mechanism of the
trailer having
been rotated in the counterclockwise direction toward an unlocked position (in
order to allow a
user to unlock the rear swing doors of the trailer) to similarly cause
counterclockwise rotation of
the vertical deployment rod that is coupled via a linkage assembly to the lock-
rod in order to
rotate the upper support arm as well as two other side linkage assemblies
approximately 100
degrees from a first, rearwardly-extending, or deployed, position to a second,
stowed or out-of-
the-way position to move the side panel and the top panel to their fully-
stowed positions.
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[0023] FIG. 7 shows the side and top panels pivoting toward their fully-
stowed positions
as the support arm and side linkage assemblies continue to move toward their
second position
due to continued counterclockwise rotation of the lock-rod.
[0024] FIG. 8 shows the side and top panels in their fully-stowed
positions with the side
panel adjacent the rear swing door and the top panel folded over the side
panel.
[0025] FIGS. 9-13 are rear and side perspective views of the drag
reduction system of
FIGS. 1-8 showing the top and side panels in their fully-stowed positions
against the rear swing
door, and showing movement of the rear swing door toward its fully-opened
position adjacent
the sidewall of the trailer.
[0026] FIG. 9 is a rear perspective view of the trailer showing the drag
reduction system
in the fully-stowed position and showing the rear swing door of the trailer
being moved toward a
fully-opened position.
[0027] FIG. 10 is a rear perspective view of the trailer similar to FIG. 9
showing the rear
swing door moved further toward the fully-opened position.
[0028] FIG. 11 is a rear perspective view of the trailer similar to FIGS.
9 and 10 showing
the rear swing door moved still further toward the fully-opened position.
[0029] FIG. 12 is a side perspective view of the rear portion of the
trailer of FIGS. 9-11
showing the side panel and top panel moving with the rear swing door toward
its fully-opened
position.
[0030] FIG. 13 is a side perspective view of the rear portion of the
trailer of FIGS. 9-12
showing the rear swing door in the fully-opened position and the rear drag
reduction system in its
fully-stowed position located between the rear swing door and the sidewall of
the trailer.
[0031] FIG. 14 is a perspective view of the horizontal, linkage assembly
coupling the
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deployment rod to the lock-rod and showing a manual release mechanism of the
linkage
assembly.
[0032] FIG. 15 is an exploded, perspective view of the horizontal linkage
assembly of
FIG. 14.
[0033] FIGS. 16-18 are perspective, sectional views of the deployment rod,
lock-rod, and
the horizontal linkage assembly of FIGS. 14 and 15 showing operation of the
manual release
mechanism to permit relative movement between a first and second link of the
linkage assembly.
[0034] FIG. 16 is a perspective view showing a pull-tab of the manual
release mechanism
having been removed from within a slot of the second link.
[0035] FIG. 17 is a perspective view showing the second link moving to the
right relative
to the first link to rotate the deployment rod.
[0036] FIG. 18 is a perspective view showing the second link having moved
all the way
to the right relative to the first link in order to rotate the deployment rod
and lower the top panel
without having to rotate, or otherwise operate, the vertical lock-rod of the
door locking
mechanism.
[0037] FIG. 19A is an exploded, perspective view of the upper, outer
corner of the side
panel showing a lock assembly coupled thereto.
[0038] FIG. 19B is a perspective view of the lock assembly.
[0039] FIGS. 20-23 are perspective and top views of another aerodynamic
rear drag
reduction system of the present disclosure each in a fully-deployed position.
[0040] FIG. 20 is a rear perspective view of a rear end portion of a
trailer showing a right
and left aerodynamic rear drag reduction system of the present disclosure each
in a fully-
deployed position.
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[0041] FIG. 21 is a top view of the drag reduction system of FIG. 20
showing the top
panels each including an upper/outer portion, a diagonal step, and a lower/
inner portion.
[0042] FIG. 22 is an enlarged, bottom perspective view of the top panel
and a portion of
the side panel, of the drag reduction system of FIG. 20, in the fully-deployed
position.
[0043] FIG. 23 is an enlarged, bottom perspective view of the top panel
and a portion of
the side panel of the drag reduction system of FIG. 20, and a lock-rod of a
door locking
mechanism of the trailer.
DETAILED DESCRIPTION
[0044] Before any embodiments of the invention are explained in detail,
it is to be
understood that the invention is not limited in its application to the details
of construction and the
arrangement of components set forth in the following description or
illustrated in the following
drawings. The invention is capable of other embodiments and of being practiced
or of being
carried out in various ways. Also, it is to be understood that the phraseology
and terminology
used herein is for the purpose of description and should not be regarded as
limiting. The use of
"including," "comprising," or "having" and variations thereof herein is meant
to encompass the
items listed thereafter and equivalents thereof as well as additional items.
Unless specified or
limited otherwise, the terms "mounted," "connected," "supported," and
"coupled" and variations
thereof are used broadly and encompass both direct and indirect mountings,
connections,
supports, and couplings. Further, "connected" and "coupled" are not restricted
to physical or
mechanical connections or couplings.
[0045] The following discussion is presented to enable a person skilled
in the art to make
and use embodiments of the invention. Various modifications to the illustrated
embodiments will
be readily apparent to those skilled in the art, and the generic principles
herein can be applied to
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other embodiments and applications without departing from embodiments of the
invention. Thus,
embodiments of the invention are not intended to be limited to embodiments
shown, but are to be
accorded the widest scope consistent with the principles and features
disclosed herein. The
following detailed description is to be read with reference to the figures, in
which like elements
in different figures have like reference numerals. The figures, which are not
necessarily to scale,
depict selected embodiments and are not intended to limit the scope of
embodiments of the
invention. Skilled artisans will recognize the examples provided herein have
many useful
alternatives and fall within the scope of embodiments of the invention.
[0046] For the purposes of promoting an understanding of the principles
of the invention,
reference will now be made to a number of illustrative embodiments shown in
the attached
drawings and specific language will be used to describe the same. While the
concepts of this
disclosure are described in relation to a trailer for a tractor, it will be
understood that that they are
equally applicable to other trailers generally, and more specifically to pup
trailers, conventional
flat-bed and/or box or van type trailers, examples of which include, but
should not be limited to,
straight truck bodies, small personal and/or commercial trailers and the like.
[0047] Looking first to FIG. 1, a trailer 10 includes an aerodynamic rear
drag reduction
system 12 coupled to the rear frame assembly (including a rear frame 13 and
rear doors 14
coupled to the rear frame 13) of the trailer 10. Illustratively, the drag
reduction system 12
operates to improve the aerodynamic efficiency of the trailer 10 by reducing
drag and turbulent
wind flow behind the rear end of the trailer 10. In particular, the drag
reduction system 12
operates to reduce turbulent airflow immediately behind the trailer 10 as the
trailer 10 is
traveling down the road. The turbulent airflow immediately behind the rear end
of the trailer 10
is reduced because the drag reduction system 12 channels and controls the flow
of air from the
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sides and top of the trailer 10 over the rear end of the trailer 10. This
reduction of turbulent
airflow behind the trailer 10 may increase the fuel efficiency, or the
efficiency of any other
source of vehicle drive power, of the tractor/trailer combination.
[0048] Illustratively, the drag reduction system 12 extends behind the
rear frame 13 and
rear doors 14 of the trailer 10. As is further discussed in additional detail
below, the drag
reduction system 12 is movable relative to the rear doors 14 of the trailer 10
between a fully-
deployed, or use, position (shown in FIG. 1), and a fully-closed, or stowed
position (shown in
FIGS. 8 and 9-13). The drag reduction system 12 is also movable with the rear
swing doors 14 of
the trailer 10 when in the fully-stowed position as the doors 14 are moved to
their fully-opened
position shown in FIG. 13. As shown in FIG. 1, the trailer 10 includes a
storage container 15
configured to carry cargo therein. The storage container 15 includes sidewalls
11, a front end
wall (not shown), the rear frame assembly (including the rear frame 13 and
doors 14), a roof (not
shown), and a floor assembly 24 which all cooperate together to define an
inside storage portion
of the container 15 that is able to store various articles or goods therein.
The front end of the
trailer 10 is configured to be coupled to a tractor (not shown) for towing the
trailer 10 thereon,
thus providing a tractor-trailer assembly. It should be understood that while
the aerodynamic
drag reduction system 12 is shown for use with a trailer 10, the drag
reduction system 12 may be
coupled to any vehicle or storage container to reduce the drag thereon.
[0049] Illustratively, the trailer 10 includes two drag reduction systems
12, as shown in
FIG. 1. In particular, one system 12 is coupled to one rear swing door 14 of
the trailer 10, while
the other system 12 is coupled to the other rear swing door 14 of the trailer
10. For the purposes
of the description herein, however, only the left drag reduction system 12
will be described
herein. However, it should be understood that the two drag reduction systems
12 of the trailer 10
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are identical in configuration and function.
[0050] As shown in FIGS. 1-13, the drag reduction system 12 includes a
side panel 30
and a top panel 32. As shown in FIG. 1 and discussed in greater detail below,
the side panel 30 is
generally vertically-oriented and is hingedly coupled to the left rear swing
door 14. The top panel
32 is generally horizontally-oriented and is hingedly coupled to a top portion
of the left rear
swing door 14. As is discussed in greater detail below, the top panel 32 is
engaged with, and at
least partially supported by, a top edge 54 of the side panel 30 when the rear
drag reduction
system 12 is in the fully-deployed position shown in FIG. 1. As is discussed
in greater detail
below, the drag reduction system 12 is configured to automatically move from
the fully-deployed
position shown in FIG. 1 to the fully-stowed position shown in FIGS. 8 and 9-
13 when a user
unlocks a door locking mechanism 200 of the trailer 10. Once the drag
reduction system 12 is in
the fully-stowed positioned, a user may open the rear swing door 14 to its
fully-opened position
(shown in FIG. 13) adjacent the side wall 11 of the trailer 10. Further, the
drag reduction system
12 is configured to automatically move from the fully-stowed position shown in
FIG. 8 to the
fully-deployed position shown in FIG. 1 (when the rear swing door 14 of the
trailer 10 is in the
closed position) when the user engages, or locks, the door locking mechanism
200 associated
with the trailer 10. As is further discussed herein, the rear drag reduction
system 12 includes a
manual override mechanism 139 which allows a user to manually move the rear
drag reduction
system 12 from its fully-deployed position to its fully-stowed position
without unlocking or
otherwise manipulating the door locking mechanism 200 of the trailer 10.
[0051] As shown in FIG. 3A, the side panel 30 extends along a height of
the trailer 10.
Illustratively, a height of the side panel 30 is substantially the same as a
height of the rear frame
13 of the trailer 10. It should be understood, however, that the side panel 30
may be any suitable
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height greater than, equal to, or less than a height of the rear frame 13 and
may be located at any
position along a height of the rear frame 13 of the trailer 10.
Illustratively, an overall height 27 of
the side panel 30 is approximately 111 inches while an overall width 21 of the
side panel 30 is
approximately 24 inches. Illustratively, the height 27 of the side panel 30 is
measured a vertical
distance between a highest point of the side panel 30 and a lowest potion of
the side panel as
shown in FIG. 3A. The width 21 is measured as the greatest horizontal distance
between the
forward edge 52 and the rearward edge 50 of the side panel.
[0052] The side panel 30 includes a rearward edge 50, a forward edge 52,
a top edge 54,
and a bottom edge 56. Illustratively, both the forward edge 52 and the
rearward edge 50 are
located rearward of the rear end 60 of the trailer 10 when the rear drag
reduction device 12 is in
the fully-deployed position. As such, the entire side panel 30 is positioned
rearward of the rear
end 60 of the trailer 10 when the side panel 30 is in the fully-deployed
position.
100531 Illustratively, the forward and rearward edges 52, 50 are
generally vertical (and
thus parallel to each other) while the top and bottom edges 54, 56 are angled
relative to each
other. The top edge 54 is angled downwardly from the forward edge 52 to the
rear edge 50 while
the bottom edge 56 is angled upwardly from the forward edge 52 to the rearward
edge 50, as
shown in FIG. 3A. The top angle is approximately 12 degrees to coincide with
the downward
angle 89 of the top panel 32 as is discussed in greater detail below. The top
panel 32 is supported
at least in part by the upper edge 54 of the side panel 30; as such, the upper
edge 54 of the side
panel 30 and the top panel 32 are configured to be similarly angled
downwardly. The bottom
edge 56 of the side panel 30 is illustratively angled upwardly from the
forward edge 52 to the
rearward edge 50. Such an upward angle may assist in providing increased
visibility for the
bumper lights 99 of the trailer 10 to illuminate upwardly.
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[0054] It should be understood that while the top and bottom edges 54, 56
of the side
panel 30 are both shown to be angled approximately 12 degrees, each of the top
and bottom
edges 54, 56 may be angled the same as or differently from one another and may
be angled any
suitable degree including an angle of zero degrees from a horizontal axis. It
should also be
understood that the top and bottom edges 54, 56 of the side panel 30 may have
curved, rather
than angled, profiles. For example, the side panel 30 may include a top edge
54 that is angled
downward, as described above and shown for example in FIGS. 3A and 22, and a
curved bottom
edge 56, as shown in FIG. 20. The bottom edge 56 is illustratively curved
upwardly from the
forward edge 52 to the rearward edge 50. The curve may take the form of an s-
shape (as shown),
an arc, or another shape. The curved bottom edge 56 still enables a side panel
30 with
aerodynamic properties, but allows for a shorter side panel profile to provide
increased visibility
of the bumper lights 99 and to accommodate access to, for example, a handle
204 of a second
door locking mechanism 200 on the rear swing door 14 when the side panel 30 is
in the fully-
closed position. Thus, the side panel 30 may be dimensioned so that the
rearward edge 50 is
positioned above the second handle 204 while the forward edge 52 is positioned
above, even
with, or below the second handle 204 when in the fully-closed position.
[00551 Illustratively, the side panel 30 is angled inwardly by
approximately 11 degrees
from a plane parallel to the sidewall 11 of the trailer, as shown by the angle
91 in FIG. 4. As
such, the side panel 30 is positioned inward of the outer edge 74 of the top
panel 32 to allow the
top panel 32 to rest on the upper edge 54 of the side panel 30 while a portion
of the top panel 32
is positioned outwardly from a plane defined by the outer surface 67 of the
side panel 30.
However, it should be understood that the side panel 30 may be generally
parallel to the side wall
11 of the trailer, or may be angled by any suitable degree greater or lesser
than that which is
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shown in FIG. 4. Further illustratively, the side panel 30 is not positioned
to extend outwardly
beyond a plane defined generally by the side wall 11 of the trailer 10 when
the rear drag
reduction system 12 is in the fully-deployed position. In other words, the
side panel 30 is
positioned inwardly of any plane defined by the side wall 11 of the trailer
10. However, it is
within the scope of this disclosure to position the side panel 30, or any
portion thereof, outwardly
from the sidewall 11 when in the fully-deployed position as well.
[0056] As shown in FIGS. 1, 3A, and 3B the side panel 30 of the drag
reduction system
12 is coupled to the rear swing door 14 via hinges 40. Illustratively, three
sets of hinges 40 are
provided to couple the side panel 30 to the rear swing door 14; however, it
should be understood
that any suitable number of hinges may be provided. Each hinge 40 includes
first hinge plate 41
coupled to the outer surface of the rear door 14, a second hinge plate 44, and
a hinge joint 46
coupled to each of the first and second hinge plates 41, 44 to define a hinge
axis 48 about which
the side panel 30 is able to pivot when moving between the fully-deployed and
fully-stowed
positions. Illustratively, the first hinge plate 41 includes a portion 43
coupled directly to the door
14 via fasteners such as bolts, screws, rivets, and/or adhesive, for example,
and an offset portion
45 which extends beyond an outer vertical edge of the door 14 to position the
hinge joint 46
generally adjacent to the vertical member of the rear frame 13.
[0057] Further illustratively, the forward edge 52 of the side panel 30
includes notches 53
formed therein. Illustratively five notches 53 are formed in the forward edge
52 to accommodate
the hinges 61 of the door assembly which couple the rear swing door 14 to the
rear frame 13 for
pivoting movement about the frame 13 from the fully-closed position to a fully-
opened position,
such as that shown in FIG. 13 for example. Thus, each notch 53 of the side
panel 30 corresponds
to and is positioned adjacent a respective hinge 61 of the door assembly of
the trailer 10.
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Illustratively, the hinge axis defined by the hinges 61 of the door 14 and the
hinge axis 48 of the
hinges 40 of connecting the side panel 30 to the door 14 are parallel to and
spaced-apart from
each other. In particular, the hinge axis 48 is positioned inwardly and
forwardly from the hinge
axis of the door hinges 61 to position the hinge axis 48 closer to the outer
edge and outer surface
39 of the door 14.
[0058] Illustratively, as shown in FIG. 3B, the rearward edge 50 of the
side panel 30 is
folded, or hemmed, in order to stiffen the panel 30 and reduce any potential
flapping or wobbling
of the side panel 30 as the trailer 10 travels down the highway.
Illustratively, this hemmed
portion of the side panel 30 further defines a bend along a vertical axis
thereof resulting in two
different planar surfaces 23, 25 as shown in FIGS. 3B and 4. Illustratively,
the second planar
surface 25 is angled inwardly approximately 20 degrees from the first planar
surface 23 in order
to further direct the flow of air around and behind the trailer 10. As shown
in FIG. 4, the side
panel 30 is positioned inwardly of the outer edge 74 of the top panel 32 such
that an outer
portion of the top panel 32 (located inside the outer edge 74 of the top panel
32) is positioned on
and engaged with the top edge 54 of the side panel 30. In particular, the top
edge 54 of the side
panel 30 is positioned inwardly from, and spaced-apart from, the outer edge 74
of the top panel
32. It should be understood that while the illustrative side panel 30 includes
the two planar
surfaces 23, 25 angled approximately 20 degrees from each other, it is within
the scope of this
disclosure to provide a side panel having only a single planar surface as well
as a side panel
having two or more angled surfaces which are each positioned at any suitable
angle relative to
each other.
[0059] Looking now to FIGS. 1, 2B, and 4, the top panel 32 of the rear
drag reduction
system 12 extends generally horizontally along an upper, rear edge 19 of the
rear frame 13. In
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particular, the top panel 32 extends along and above the horizontal top edge
of the rear swing
door 14 of the trailer 10. The top panel 32 is generally rectangular in shape
and includes a
forward edge 70, a rearward edge 72, an outer edge 74, and an inner edge 76 as
shown in FIG. 4.
Illustratively, the outer edge 74 is longer than the inner edge 76, and the
forward edge 70 is
longer than the rearward edge 72. Further illustratively, the inner and outer
edges 74, 76 are not
parallel to each other while the forward and rearward edges 70, 72 are also
not parallel to each
other.
[0060]
As shown in FIG. 4, the forward edge 70 generally extends horizontally and is
parallel to the upper edge 19 of the rear frame 13, but may angle rearwardly
slightly from the
outside edge 74 toward the inside edge 76. The rearward edge 72 angles
forwardly from the
outside edge 74 toward the inside edge 76. As such, the inside edge 76 is
shorter in length than
the outside edge 74. The angled rearward edge 72 may provide a desired
aerodynamic effect of
the system 12 while reducing an overall weight of the top panel 30 and moving
a center of
gravity of the top panel 30 forward, permitting use of a less stiff material
for the top panel 30.
Illustratively, the outside edge 74 angles slightly inwardly from the forward
edge 70 to the
rearward edge 72. Similarly, the inside edge 76 also angles slightly inwardly
from the forward
edge 70 to the rearward edge 72. Illustratively, the rearward edge 72 is
angled approximately 7
degrees from a plane parallel to the rear swing door 14; the outer edge 74 is
angled
approximately 5 degrees and the inside edge 76 is angled approximately 3
degrees from a plane
perpendicular to the rear swing door 14 and parallel to the sidewall 11. As
shown in FIG. 4, the
rearward edge 72 of the top panel 32 is positioned farther rearwardly than the
rearward edge 50
of the side panel 30 when the rear drag reduction device is in its fully-
deployed position.
Illustratively, the top panel 32 extends approximately 35 inches rearwardly
while the side panel
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30 extends approximately 23 inches rearwardly when measured horizontally from
the top
member of the rear frame 13 of the trailer 10. While the particular locations,
lengths, and angles
of the edges 70, 72, 74, 76 of the top panel 32 are shown and described
herein, it should be
understood that the edges 70, 72, 74, 76 may be oriented in any suitable
manner and length to
define the top panel 32.
[0061] As shown in FIGS. 1, 2A, and 2B, the top panel 32 includes an
upper planar
portion 80, a step 82, and a lower, or stepped-down, planar portion 84. The
upper portion 80
defines a plane that is positioned above a plane defined by the lower portion
84 of the top panel
32. As shown in a plan view in FIG. 4, the step 82 extends somewhat diagonally
at an angle
across a width of the top portion 32 to define the upper generally triangular
portion 80 and the
lower generally quadrilateral portion 84. In particular, the step 82 angles
outwardly from the
forward edge 70 to the rearward edge 72, such that the upper portion 80 also
defines an outer
portion of the top panel 32 and the lower portion 84 also defines an inner
portion of the top panel
32. Illustratively, the step 82 does not define a vertical plane, but is
angled as shown in FIGS. 1
and 4.
[0062] As shown best in FIG. 4, the forward edge 70 of the lower portion
84 defines a
curved cut-out 69. The curved cut-out 69 provides clearance for the upper
portions of the door
locking mechanism 200. It should be understood that while the illustrative top
panel 32 of FIG. 4
includes a single curved cut-out 69, it is within the scope of this disclosure
to provide multiple
curved cut-outs 69 or cut-outs of different sizes or shapes to provide
clearance for the door
locking mechanism 200 and/or additional locking mechanisms 200. For example,
as shown in
FIG. 21, the forward edge 70 of the top panel 32 is substantially straight
across (rather than
angled outward from the outer edge 74 to the inner edge 76) and parallel to
the upper rear edge
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19 of the rear frame 13. This parallel configuration helps to reduce space
between the forward
edge 70 and the upper rear edge 19, which may improve aerodynamic performance
of the drag
reduction system 12 when in the fully-deployed position (compared to systems
with large gaps
between the top panel 32 and the upper rear edge 19). As a result of the
substantially straight and
parallel forward edge 70, the curved cut-out 69 can be larger than the curved
cut-out 69 shown in
FIG. 4 to ensure proper clearance for the upper portions of the door locking
mechanism 200.
Additionally, as shown in FIG. 21, the forward edge 70 defines a second curved
cut-out 69. This
second curved cut-out 69 provides clearance for the upper portions of a second
door locking
mechanism 200. Thus, the top panels 32 of FIG. 21 may accommodate and provide
clearance for
four door locking mechanisms 200 (i.e., two door locking mechanisms 200 on
each rear swing
door 14). However, it is also contemplated that the top panels of FIG. 21 may
be used with rear
swing doors 14 having two (or any other suitable number of) door locking
mechanisms 200.
10063]
An angle 86 between the step 82 and the forward edge 70 of the lower portion
84
of the top panel 32 is approximately 135 degrees. As shown in FIG. 211, the
stepped-down
portion 84 of the top panel 30 is positioned above the top edge of the rear
swing door 14 and
below the upper, center identification lights 88 of the trailer 10. As such, a
driver traveling
behind the trailer 10 of the present disclosure is able to see the
identification lights 88 of the
trailer 10 and the light emanated therefrom. Illustratively, the particular
dimensions of the top
panel 32 provide that a driver traveling behind the trailer 10 is able to see
the identification lights
88 from a line of site approximately 10 degrees angled downwardly from the
center,
identification lights 88 and 45 degrees to the left and right of the lights
88. While such a driver
may be unable to see the center, top identification lights 88 at close
distances between the driver
and the rear end of the trailer 10, the driver may then able to see the corner
clearance lights 87
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(shown in FIG. 5B) located at the upper corners of the rear frame 13 of the
trailer 10 when the
rear drag reduction system 12 is in the fully-deployed position. These upper
corner lights 87 are
positioned below the forward edge 70 of the upper portion 80 when the top
panel 32 is in the
fully-deployed position. As such, the two lower portions 84 of the adjacent
top panels 32 create a
viewable center ID light zone 85 defined by the angled steps 82 and the
forward and rearward
edges 70, 72 of the step-down portions 84 while also providing a top panel 32
having outer
portions 80 with a forward edge 70 generally aligned with a top, rear edge 19
of the trailer 20 to
maximize the aerodynamic effects of the top panel 32 on the trailer 10.
[0064]
As shown best in FIGS. 1 and 3A, the entire top panel 32, including the upper
portion 80, the step 82, and the lower portion 84, is angled downwardly from
the forward edge
70 of the panel 32 to the rearward edge 72 of the panel 32. The forward edge
70 of the panel 32
is approximately located at the same height as the rear edge 19 top of the
rear frame 13 of the
trailer 10 while the rearward edge 72 of the top panel 32 is positioned at a
location generally
below the top edge 19 of the rear frame 13 of the trailer 10. Illustratively,
the top panel 32 is
angled downwardly approximately 12 degrees to define an acute angle 89 (shown
in FIG. 3A)
between the top panel 32 and the rear frame 13 of the trailer 10. As discussed
above, the top edge
54 of the side panel 30 is angled substantially the same 12 degrees to allow
the top panel 32 to
rest thereon. The upper portion 80 of the top panel 32 illustratively rests on
the top edge 54 of the
side panel as shown in FIG. 4. Illustratively, both the upper portion 80 and
the lower portion 84
of the top panel 32 are angled downwardly approximately the same 12 degrees.
As such, the
upper portion 80 and the lower portion 84 are generally parallel to each
other. It should be
understood, however, that the top panel 32 as well as the top edge 54 of the
side panel, may
define any suitable angle relative to the rear frame 13 of the trailer 10.
Further, the upper and
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lower panels 80, 84 may be angled relative to (and not parallel to) each other
to define different
angles relative to the vertical plane of the trailer 10.
[0065] As shown in FIGS. 5A and 5B, the top panel 32 is pivotably coupled
to the rear
swing door 14 for movement relative to the rear swing door 14 between fully-
deployed and
fully-stowed positions. First and second hinges 90, 92 of the rear drag
reduction system 12 are
coupled to the top panel 32 and the rear swing door 14 to allow the top panel
32 to pivot relative
to the rear swing door 14. As shown in FIG. 5B, the first, outer hinge 90
includes an L-shaped
hinge plate 93 having a vertically-extending portion 95 that is coupled to the
outer surface 39 of
the rear swing door 14 adjacent a top edge thereof, and a rearwardly-extending
portion 97
coupled to a top end of the vertical portion 95 and extending generally
perpendicularly to the
portion 95. The hinge 90 further includes a hinge joint 96 coupled to the
distal end of the
rearwardly-extending portion 97 of the L-shaped hinge plate 93, and a hinge
plate 94 coupled to
both the hinge joint 96 and the bottom surface 31 of the upper portion 80 of
the top panel 32. As
shown in FIGS. 4 and 5B, the hinge joint 96 defines a pivot axis 98
therethrough. As is discussed
below, the pivot axis 98 is not parallel to the upper rear edge 19 of the rear
frame 13 when
viewed from above (such as the view in FIG. 4), but is offset (or angled)
relatively thereto in
order to allow for more compact folding of the rear drag reduction system 12
when in the fully-
stowed position.
[0066] In particular, when the rear swing door 14 of the trailer 10 is in
its fully-opened
position adjacent the sidewall 11 of the trailer 10, the rear swing door 14 is
not parallel to the
sidewall 11 of the trailer 10. Rather, a generally "pie-shaped" space (when
viewed from above) is
created between the door 14 and the sidewall 11. It is in this pie-shaped
space that the rear drag
reduction system 12 is located when in its fully-stowed position. However,
because the top panel
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32 must fold over the side panel 30 and the lock-rods 202 of the door locking
mechanism 200,
the offset, or angled, hinge axis 98 operates to accommodate this structure to
allow the rear drag
reduction system 12 to be positioned within the pie-shaped space between the
sidewall 11 of the
trailer 10 and the rear swing door 14 in the fully-stowed position.
[0067] Similar to the first, outer hinge 90, the second, inner hinge 92
includes the hinge
plate 94 coupled to the bottom surface 31 of the upper portion 80 of the top
panel 32, the hinge
joint 96, and an L-shaped hinge plate 103 including the vertical portion 95
and a larger
rearwardly-extending (or horizontal) portion 107. Because the hinge joint 96
of each hinge 90,
92 is coupled to a rearward end of the respective horizontal portions 97, 107
of each L-shaped
hinge plate 93, 103, and because the horizontal portion 107 of the second
hinge 92 is larger (and
extends farther rearwardly) than the horizontal portion 97 of the first hinge
90, the hinge joint 96
of the second hinge 92 is positioned farther rearwardly from the rear frame 13
of the trailer 10
than the hinge joint 96 of the first hinge 90. Similar to the first hinge 90,
the second hinge 92 is
positioned at a slight angle so that the hinge joints 96 of the first and
second hinges 90, 92 are
aligned to define the angled hinge axis 98. As shown best in FIG. 4, the hinge
axis 98 defined by
the first and second hinges 90, 92 is angled outwardly approximately 5 degrees
from the rear
frame 13 of the trailer 10 as measured from the outer edge 74 of the top panel
32 to the inner
edge 76 of the top panel 32.
[0068] It should also be noted that the vertical portion 95 of each L-
shaped hinge plate of
the hinges 90, 92 extends upwardly above the top edge of the swing door 14 in
order to generally
align the forward edge 70 of the upper portion 80 of the top panel 32 with the
top rear edge 19 of
the rear frame 13 of the trailer 10. As such, both the forward edge 70 of the
upper and lower
portions 80, 84 of the top panel 32 is positioned above the rear swing door 14
when the top panel
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32 is in the fully-deployed position. Further, the forward edge 70 of the top
panel 32 is
positioned above the rear swing door 14 when the top panel 32 is in the fully-
stowed position.
[0069] FIG. 22 illustrates alternate first and second hinges 500, 502.
Similar to the first
and second hinges 90, 92 described above, the first and second hinges 500, 502
may be coupled
to the top panel 32 and the rear swing door 14 to allow the top panel 32 to
pivot relative to the
rear swing door 14. As shown in FIG. 22, the first, outer hinge 500 includes a
planar bracket 504,
a hinge joint 506, and an L-shaped bracket 508. These components can be
coupled to each other,
to the rear swing door 14, and to the top panel 32 via fasteners such as
bolts, screws, rivets,
and/or adhesive, for example.
[0070] The planar bracket 504 is coupled to the outer surface 39 of the
rear swing door
14 adjacent a top edge thereof. The planar bracket 504 may be substantially
flat and vertically
oriented, or may have an s-shape with a lower portion 510 and an upper portion
512 connected
by a curved portion 514, as shown in FIG. 22. The lower portion 510 may be
substantially flat,
vertically oriented, and coupled to the outer surface 39. The upper portion
512 may also be
substantially flat and vertically oriented, and can extend above the rear
swing door 14.
[0071] The hinge 500 further includes the hinge joint 506 coupled to the
upper surface
512 of the planar bracket 504, and the L-shaped hinge plate 508 coupled to
both the hinge joint
506 and the bottom surface 31 of the upper portion 80 of the top panel 32.
More specifically, the
L-shaped hinge plate 508 includes a vertically extending portion 516 that is
coupled to the hinge
joint 506 and a rearwardly extending portion 518 coupled to a top end of the
vertically extending
portion 516 and extending generally perpendicularly to the vertically
extending portion 516. The
rearwardly extending portion 518 is further coupled to the bottom surface 31
of the upper
portion 80 of the top panel 32. In this configuration, the top panel 32 may
pivot about a pivot
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axis 520 defined by the hinge joint 506. As further described below, unlike
the rearwardly angled
pivot axis 98 of the hinge 90, the pivot axis 520 of the hinge joint 506 is
substantially parallel to
the upper rear edge 19 of the rear frame 13 when viewed from above (such as
the view shown in
FIG. 21). Also, when viewed from the rear, (such as the view shown in FIGS. 2A-
2B), the pivot
axis 98 of the hinge 90 angled upward from the outer edge 74 toward the inner
edge 76, whereas
the pivot axis 520 of the hinge joint 506 is angled downward.
[0072] Similar to the first, outer hinge 500, the second, inner hinge 502
includes an L-
shaped hinge plate 508 coupled to the bottom surface 31 of the upper portion
80 of the top panel
32, a planar bracket 504 coupled to the outer surface 39 of the rear swing
door 14, and a hinge
joint 506 coupled to the L-shaped hinge plate 508 and the planar bracket 504
and defining a
pivot axis 520 that is substantially parallel to the upper rear edge 19 of the
rear frame 13 and the
forward edge 70 of the top panel 32 when viewed from above. Furthermore, as
discussed above,
the pivot axis 520 is angled downward from the outer hinge 500 toward the
inner hinge 502
when viewed from the rear. Thus, as shown in FIG. 22, the L-shaped hinge plate
508 may
include a longer vertically extending portion 516 and the planar bracket 504
may include a
shorter upper portion 512 (compared to the outer hinge 500). Alternatively,
the inner hinge 502
can include the same L-shaped hinge plate and planar bracket 508, 504, but the
hinge joint 506 is
coupled to the L-shaped hinge plate 508 and the planar bracket 504 at a
location that is below the
hinge joint 506 of the first hinge 500. While the hinges 500, 502 are shown
and described herein
as having a three-piece configuration, it is within the scope of this
disclosure to provide hinge
configurations with one, two, or more pieces.
[0073] As discussed above, the pivot axis 520 of the hinge joints 506 is
substantially
parallel to the upper rear edge 19 of the rear frame 13 when viewed from
above. Additionally,
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unlike the pivot axis 98 of the hinge 90, the pivot axis 520 is positioned
below the center
identification lights 88, allowing better viewing of the center identification
lights 88 from behind
the trailer 10. More specifically, the upper portion 512 of the planar
brackets 504 and/or the
vertical portion 516 of the L-shaped hinge plates 508 of the hinges 500, 502
extend upwardly
above the top edge of the swing door 14 in order to generally align the
forward edge 70 of the
upper portion 80 of the top panel 32 with the top rear edge 19 of the rear
frame 13 of the trailer
10. As such, the forward edge 70 of both the upper portion 80 and the lower
portion 84 is
positioned above the rear swing door 14 when the top panel 32 is in the fully-
deployed position.
However, the forward edge 70 of the lower portion 84 is positioned below the
center
identification lights 88, so that the center identification lights 88 are
viewable above the top
panel 32 from behind the trailer 10. Further, because the pivot axis 520 is
below the center
identification lights 88 and angled downward when viewed from the rear, the
forward edge 70 of
both the upper portion 80 and the lower portion 84 is positioned above the
rear swing door 14
when the top panel 32 is in the fully-stowed position, yet the center
identification lights 88 are
still viewable above the top panel 32 (and more specifically, above the
forward edge 70 of the
lower portion 84) from behind the trailer 10. In contrast, with respect to the
top panel 32 of
FIGS. 1-13, because the pivot axis 98 of the hinge 90 is angled upward (and
rearward so that the
pivot axis 98 is not parallel with the forward edge 70), the forward edge 70
may extend above
the rear edge 19 of the rear frame 13 when the top panel 32 is in the fully-
stowed position,
covering the center identification lights 88 so that they are not viewable
from behind the trailer
10.
[0074]
Accordingly, using the hinges 500, 502, the center identification lights 88
can be
seen from behind the trailer 10 when the drag reduction system 12 is in the
fully-open position as
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well as the fully-stowed position. This pivot axis configuration may permit
easier viewing of the
center identification lights 88 from behind the trailer 10 when in the fully-
open position and the
fully-stowed position compared to the pivot axis configuration of FIGS. 5A and
5B.
Additionally, the downward-angled hinge axis 520 still allows the rear drag
reduction system 12,
including the top panel 32, to be positioned within the pie-shaped space
between the sidewall 11
and the rear swing door 14 when in the fully-stowed position. Also, to enable
proper stowing, as
shown in Fig. 21, the outer edge 74 may be angled, curved, or cut inward to
prevent the outer
edge 74 from extending outward past the sidewall 11 when stowed (e.g., rotated
downward
toward the door 14) and interfering with the door hinges 40 and/or the
sidewall 11 when the
doors 14 are opened. More specifically, as shown in Fig. 4, an angle between
the outer edge 74
and the leading edge 70 is about 90 degrees, whereas in Fig. 21, the angle may
be less than 90
degrees. Similarly, as shown in Fig. 21, the inner edge 76 may be angled to
prevent the inner
edges 76 of each top panel 30 from contacting each other when stowed. For
example, as shown
in Fig. 4, an angle between the inner edge 76 and the leading edge 70 is about
90 degrees,
whereas in Fig. 21, the angle may be less than 90 degrees.
[0075]
In order to move side panel 30 and the top panel 32 between the fully-deployed
and fully-stowed positions, the rear drag reduction system 12 includes a
folding mechanism 100
coupled to the side panel 30, the top panel 32, and the rear swing door 14.
The folding
mechanism 100 operates to move the side and top panels 30, 32 from the
deployed position
extending away from the trailer 10 (as shown in FIGS. 5A and 5B) to a
collapsed, or folded and
stowed, position generally adjacent to the rear surface 39 of the rear swing
door 14 (as shown in
FIG. 8). The folding mechanism 100 is coupled to a door locking mechanism 200
of the trailer
to move therewith. As is discussed in greater detail below, the folding
mechanism 100
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operates to automatically move the side and top panels 30, 32 to the fully-
stowed position when
a user moves the door locking mechanism 200 to an unlocked position in
preparation for opening
the rear swing door 14, for example.
100761 Looking again to FIG. 5A, the folding mechanism 100 includes a
vertically-
extending deployment rod 102 coupled to the rear swing door 14 of the trailer
10 via brackets
104, and a first lever arm or bracket 106 (shown best in FIGS. 16-18) coupled
at one end to the
deployment rod 102 for rotational movement with the deployment rod 102 about a
vertical axis
defined by the deployment rod 102. A horizontally-extending linkage assembly
108 is pivotably
coupled at a first end to the distal end of the lever arm 106 for rotation
about a vertical pivot axis
107, and is pivotably coupled at a second end to a vertical lock-rod 202 of
the door locking
mechanism 200 via a bracket 111 defining a vertical pivot axis 109 at a distal
end thereof.
100771 The folding mechanism 100 further includes a support arm 112
coupled to a top
end of the deployment rod 102 for rotational movement therewith. The support
arm 112 extends
rearwardly away from the rear frame 13 of the trailer 10 when the rear drag
reduction system 12
is in the fully-deployed position. A roller 113 of the support arm 112 is
coupled to a distal end of
the arm 112 to engage the bottom surface 31 of the lower portion 84 of the top
panel 32. As such,
the roller 113 of the support arm 112 is engaged with and supports the bottom
surface 31 of the
bottom portion 84 of the top panel 32 when the system 12 is in the fully-
deployed position. As
noted above, the bottom surface 31 of the upper portion 80 of the top panel 32
is engaged with
and supported on the top edge 54 of the side panel 30, as shown in FIG. 5A,
when the rear drag
reduction device 12 is in the fully-deployed position. As is discussed in
greater detail below,
rotation of the deployment rod 102 during operation of the folding mechanism
100 causes the
support arm 112 and side panel 30 to rotate therewith to a position where the
top panel 32 is not
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supported on either the side panel 30 or the support arm 112 and is caused to
pivot downwardly
about the axis 98 of the hinges 90, 92 (or the axis 520 of the hinges 500,
502) to its stowed
position. While the illustrative support arm 112 and roller 113 are shown and
described herein, it
should be understood that any similar arm, fin, or other structure may be
coupled to the
deployment rod 102 to rotate with the deployment rod 102 and aide in
supporting the top panel
32 thereon when the top panel 32 is in the fully-deployed position.
[0078] Looking now to FIGS. 14 and 15, the horizontally-extending linkage
assembly
108 includes a first link 120 including two identical plates 122 spaced-apart
from each other via
three threaded pins 124 and accompanying nuts 125. The pins 124 are received
through aligned
apertures 127 of the plates 122. Each plate 122 includes a linear portion 126
and a curved, or
hooked, portion 128 defining a curve 130. The pin 124 received through and
coupled to the end
of the curved portion 128 of each plate 122 is also coupled to the mounting
bracket 111 rigidly
attached to the lock-rod 202 of the door locking mechanism 200. This pin 124
operates to define
the vertical pivot axis 109.
[0079] The linkage assembly 108 further includes a second link 132
coupled to and
positioned between the upper and lower plates 122 of the first link 120. The
second link 132 is
generally U-shaped in cross-section and includes generally identical upper and
lower plates 134
and a back plate 136 coupled to and positioned between each of the upper and
lower plates 134
to define a channel 137 therein. Each of the upper and lower plates 134 of the
second link 132
includes an elongated slot 138 and an aperture 140. Two of the pins 124
located through the
linear portions 126 of the plates 122 of the first link 120 are received
through the aligned,
elongated slots 138 of the upper and lower plates 134 of the second link 132
in order to allow the
second link 132 to slide laterally back and forth relative to the first link
120 along an axis defined
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by the slots 138 that is generally perpendicular to the vertical pivot axis
109. A fourth pin 124 is
received through the apertures 140 of the second link 132 in order to couple
the second link 132
to the lever arm 106 of the folding mechanism 100. As noted above, the lever
arm 106 is rigidly
coupled to the deployment rod 102 for rotational movement therewith. The
fourth pin 124
pivotably coupling the lever arm 106 with the second link 132 defines the
vertical pivot axis 107.
[0080] A manual release mechanism 139 is coupled to both the first link
120, the second
link 132, and the two pins 124 received through the linear portion 126 of the
plates 122 of the
first link 120. The manual release mechanism 139 is positioned within the
channel 137 of the
second link 132. As is discussed in greater detail below, the manual release
mechanism 139
allows a user to functionally disengage the folding mechanism 100 from the
door locking
mechanism 200 of the trailer 10 to allow the user to manually fold the top and
side panels 30 and
32 to their fully-stowed positions without unlocking the door locking
mechanism 200. The
manual release mechanism 139 includes a manual release lever 141 and a coil
spring 150. An
aperture 142 at one end of the manual release lever 141 receives one pin 124
therethrough while
a slot 144 at the other end of the manual release lever 141 receives the other
pin 124
therethrough. The slot 144 defines an axis perpendicular to the elongated
slots 138 of the second
link 132. The coil spring 150 is coupled at one end to the second link 132 and
at the other end to
a spring mount aperture 152 of the manual release lever 141.
[0081] The manual release lever 141 further includes a detent 154
normally received
through a slot 156 formed in the back wall 136 of the second link 132. The
coil spring 150
operates to bias the detent 154 to a locked position within the slot 156. The
manual release lever
141 further includes a pull-tab 158 configured to be grasped by a user in
order to pull the detent
154 rearwardly against the bias of the spring 150 out of the slot 156 to an
unlocked position
29
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allowing the second link 132 to move relative to the first link 120. The coil
spring 150 is aligned
with the aperture 142 of the manual release lever 141 such that the
corresponding pin 124 is
received therethrough. This pin 124 defines a pivot axis 129 about which the
manual release
mechanism 139 pivots.
100821 While the illustrative spring 150 is a coil spring, it should be
understood that any
biasing mechanism may be used in order to normally bias the manual release
lever 141 to a
locked position with the detent 154 received within the slot 156. As is
discussed in greater detail
below, the first and second links 120, 132 are normally in a locked position
and do not move, or
slide, laterally relative to each other. Rather, the links 120, 132 operate as
a single unit during
operation of the folding mechanism 100 to allow a user to manipulate the
handle 204 of the door
locking assembly 200 in order to automatically move the side and top panels
30, 32 between
fully-deployed and fully-stowed positions. However, the manual release
mechanism 139 is
provided to allow a user to move the first and second links 120, 132 laterally
relative to each
other to rotate the deployment rod 102 and the lock-rod 202 relative to each
other to move the
side and top panels 30, 32 from the fully-deployed position to the fully-
folded position while
maintaining the rear swing door 14 in a locked position.
[0083] Looking now to FIGS. 2A, 3B, and 5A, the folding mechanism 100
further
includes three illustrative linkage assemblies 37, 42 coupled to the
deployment rod 102 for
movement therewith and coupled to the inside surface 65 of the side panel 30.
As is discussed in
greater detail below, the linkage assemblies 37, 42 operate to move the side
panel 30 from its
fully-deployed position to its fully-stowed position via operation of the
folding mechanism 100
coupled to the door locking assembly 200. Illustratively, as shown in FIG. 6,
the folding
mechanism 100 includes the top linkage assembly 37 (which, as is discussed
below, includes the
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support arm 112), a middle linkage assembly 42, and a bottom linkage assembly
42. Each of the
two middle and bottom linkage assemblies 42 includes a first link 44 rigidly
coupled to the
deployment rod 102 for rotational movement with the deployment rod 102 about a
vertical axis
defined by the deployment rod 102. As shown in FIG. 5A, the first links 44
extend generally
rearwardly away from the rear door 14 of the trailer 10 when the rear drag
reduction mechanism
12 is in the fully-deployed position.
[0084] Each linkage assembly 42 further includes a second link 46
pivotably coupled at a
first end 47 to a distal end 49 of the first link 44 and pivotably coupled at
a second end 73
pivotably coupled to the side panel 30 for pivotably movement relative to both
the first link 44
and the side panel 30. In particular, each linkage assembly 42 includes a
first L-shaped bracket
63 coupled to the distal end 49 of the first link 44 and including a slot 57
formed therethrough
defining a longitudinal axis generally parallel to the first link 44. A pivot
pin 58 defining a pivot
axis 60 is received through the slot 57 of the mounting bracket 63 and an
aperture 62 formed in
the first end 47 of the second link 46. As such, the second link 46 is
pivotable about the axis 60
relative to the first link 44 and is also movable along the longitudinal axis
of the slot 63 relative
to the first link 44. Another mounting bracket 63 is coupled to the inner
surface 65 of the side
panel 30, and a fastener 64 defining a pivot axis 66 is received through the
slot 57 of the
mounting bracket 63 (which extends generally perpendicular to the vertical,
longitudinal axis of
the side panel 30) and an aperture (not shown) through the second end 73 of
the second link 46.
As such, the second link 46 is pivotable about the axis 66 relative to the
side panel 30 and is also
movable along the longitudinal axis of the slot 57 relative to the side panel
30.
[0085] It should be understood that the slots 57 within the mounting
brackets 63 allow
for longitudinal movement of each end 47, 73 of the second link 46 relative to
the side panel 30
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and the first link 44. Such longitudinal movement may help accommodate
manufacturing
tolerances in order to allow for the components of the linkage assembly 42 to
be more easily
installed and/or to allow for the components to better move relative to each
other from the fully-
deployed position to the fully-stowed position in order to fold close against
the rear door 14 of
the trailer 10, for example. It should be understood that either a slot or
aperture may be provided
at within the mounting brackets 63. Further, it should be understood that the
second link 46 itself
may be provided with a slot, rather than an aperture, at each of the first and
second ends thereof
Further, while the slots 57 are shown and disclosed herein, it should be
understood that a resilient
grommet may also be used in order to accommodate such aforementioned
manufacturing
tolerances.
[0086] Looking now to FIG. 3B, the top linkage assembly 37 is similar to
the middle and
bottom linkage assemblies 42 described above. As such, like reference numerals
are used to
denote like components. In particular, the top linkage assembly 37 includes
the second link 46, a
mounting bracket 63 coupled to the inner surface 65 of the side panel 30 and
to the second end
55 of the second link 46, and another mounting bracket 63 coupled to the first
end 47 of the
second link 46. The linkage assembly 37 further includes the support arm 112
described above.
In general, the support arm 112 operates in the same manner as the first link
44 to connect the
second link 46 to the deployment rod 102. As shown in FIG. 3B, the mounting
bracket 63 is
coupled to the support arm 112 at a location between the roller 113 and the
proximal end of the
support arm 112 coupled to the deployment rod 102 for rotational movement
therewith.
[0087] As is described in greater detail below, the linkage assemblies
37, 42 couple the
folding mechanism 100 of the rear drag reduction device 12 to the side panel
30 in order to move
the side panel 30 between its fully-deployed and fully-stowed positions. As
noted above, the top
32
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panel 32, which is supported on the roller 113 of the support arm 112 and on
the top edge 54 of
the side panel 30, is also moved between the fully-deployed and fully-stowed
positions by
movement of the folding mechanism 100. That is, as the side panel 30 and
support arm 112 are
caused to rotate with the deployment rod 102 toward their stowed positions,
the top panel 32 is
no longer supported thereon and is, therefore, urged to pivot downwardly about
the axis 98 (or
the axis 520).
[0088] A
bumper 51, as shown in FIG. 3B, is coupled to an inner surface 65 of the side
panel 30 near the mounting brackets 63. The illustrative bumper 51 is made of
rubber, but may
be made of any suitable resilient, compressible, or pliable material. The
rubber bumper 51 is
generally cylindrical in shape and is provided to engage the second link 46
when the rear drag
reduction system 12 is in its fully-stowed position. The rubber bumper 51
provides some cushion
or dampening, as well as positioning of the components, when the side panel 30
is in the fully-
stowed position. For example, the rubber bumper 51 may aide in setting the
position and spacing
of the side panel 30 relative to the link 46 when the side panel 30 is in the
fully-stowed position.
In particular, when the side panel 30 is in the fully-stowed position, the
bumper 51 maintains a
minimum angle between the link 46 and the side panel 30 and prevents the link
and panel 46, 30
from folding any further beyond the minimum angle. The minimum angle ensures
that once
force is applied to the side panel 30 (via the linkage assemblies 37, 42) to
deploy the side panel
30 from its fully-stowed position to its fully-deployed position, the side
panel 30 deploys out
away from the rear swing door 14 rather than going over the center of the link
46 toward the rear
door 14. Further, the resilient nature of the bumper 51 allows the bumper to
compress slightly to
store energy which is returned to the link 46 during the first few degrees of
actuation allowing
the side panel 30 to deploy with less effort. Additionally, any suitable
number of bumpers 51
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may be coupled to the inner surface 65 of the side panel 30, such as one, two
three, or more. For
example, FIG. 5A illustrates the side panel 30 with three bumpers 51 (i.e., an
upper bumper 51, a
middle bumper 51, and a lower bumper 51). In another example, as shown in FIG.
23, the side
panel 30 only includes the upper bumper 51.
[0089] Looking now to FIGS. 2A, 2B, 3B, and 5A, the rear drag reduction
system 12
further includes a first cable 77 coupled at a first end to the bottom surface
31 of the lower
portion 84 of the top panel 32, and coupled at a second end to the bracket 63
of the middle
linkage mechanism 42 that is coupled to the inner surface 65 of the side panel
30. In particular, a
clip on the end of the cable 77 is coupled to a bracket on the bottom surface
31 of the top panel
32, and a clip on the other end of the cable 77 is coupled to the L-shaped
bracket 63. A second
cable 79 extends between, and is coupled to, the bottom surface 31 of the
lower portion 84 of the
top panel 32 via a clip and bracket and is coupled to the other mounting
bracket 63 of the middle
linkage mechanism 42 coupled to the first link 44 via a clip. Illustratively,
the cables 77, 79
operate to minimize or prevent any tendency for the top panel 32 to move
upwardly when the
rear drag reduction device 12 is in the fully-deployed position and the
trailer 10 is traveling down
the highway. In other words, the cables 77, 79 operate to stabilize the top
panel 32 when in the
fully-deployed position. However, the cables 77, 79 do not operate to support
the top panel 32 in
its fully-deployed position.
[0090] Another cable 78 of the rear drag reduction device 12 is provided.
As shown in
FIGS. 5A and 5B, the cable 78 is coupled at a first end to the mounting
bracket 63 of the top
linkage assembly 42 coupled to the inner surface 65 of the side panel 30. A
clip at the second end
of the cable 78 is coupled to the lower plate 95 of the hinge assembly 90.
Illustratively, the cable
78 operates to prevent the side panel 30 from pivoting outwardly about the
hinge axis 48 beyond
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its fully-deployed position when the side panel 30 is moved from its folded,
or fully-stowed,
position to its fully-deployed position. In other words, the cable 78 operates
as a limit strap to
prevent pivoting movement of the side panel 30 beyond its predetermined,
angled location
relative to the rear door 14 and the sidewall 11 of the trailer in its fully-
deployed position.
[0091] Alternatively, as shown in FIGS. 20 and 23, the rear drag
reduction system 12
may include a "Y-cable," or split-cable, system. More specifically, a first
cable 522 is coupled at
a first end to the bracket 63 of the middle linkage mechanism 42 that is
coupled to the inner
surface 65 of the side panel 30. In particular, a clip on the end of the first
cable 522 is coupled to
the L-shaped bracket 63. The cable 522 extends from the end at the L-shaped
bracket 63 to a
juncture 524, where it then splits into a second cable 526 and a third cable
528. For example, the
first, second, and third cables 522, 526, 528 may be separate cables coupled
together at the
juncture 524, or may be a single, integral cable.
[0092] The second cable 526 extends from one end at the juncture 524 to a
second end
coupled to a bracket (via a clip) on the bottom surface 31 of the lower
portion 84 of the top panel
32. Similarly, the third cable 528 extends from one end at the juncture 524 to
a second end
coupled to a bracket (via a clip) on the bottom surface 31 of the lower
portion 84 of the top panel
32. For example, as shown in FIG. 23, the second cable 526 can be coupled on
the bottom
surface 31 adjacent, but spaced apart from, the inner edge 76 and the third
cable 528 can be
coupled on the bottom surface 31 slightly rearwardly and outwardly from a
center of the top
panel 32 (e.g., toward the rearward edge 72 and/or the outer edge 74).
However, other coupling
locations of the cables 526, 528 on the top panel 32 are also contemplated.
Illustratively, the
cables 522, 526, 528 operate to minimize or prevent any tendency for the top
panel 32 to move
upwardly when the rear drag reduction device 12 is in the fully-deployed
position and the trailer
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is traveling down the highway. In other words, the cables 522, 526, 528
operate to stabilize
the top panel 32 when in the fully-deployed position. However, the cables 522,
526, 528 do not
operate to support the top panel 32 in its fully-deployed position.
[0093] Illustratively, the Y-cable configuration of FIGS. 20 and 23
provides three
attachment points: a single attachment point on the side panel 30 and two
attachment points on
the top panel 32, whereas the cable configuration of FIGS. 1-13 provides four
attachment points:
a single attachment point on the side panel 30, two attachment points on the
top panel 32, and an
additional attachment point at the first link 44. The Y-cable configuration
operates to provide a
less-cluttered stabilization mechanism for the top panel 32 compared to other
cable
configurations. More specifically, the Y-cable configuration, and its three
attachment points,
may minimize the chances of the cables 522, 526, 528 tangling or looping
around each other or
the middle linkage mechanism 42 when in the fully-stowed position (which could
prevent the
rear drag reduction device 12 from being able to transition to the fully-open
position).
[0094] In use, the rear drag reduction system 12 is automatically moved
from its fully-
deployed position to its fully-stowed position by the action of a user
unlocking the door locking
mechanism 200 of the rear swing door 14 of the trailer 10 as shown in FIGS. 5A-
8. FIGS. 9-13
further illustrate the ability of the rear swing door 14 (with the rear drag
reduction system 12
thereon) to be moved to its fully-opened position adjacent the sidewall 11 of
the trailer 10 when
the rear drag reduction system 12 is folded and in its fully-stowed position
against outer surface
39 of the rear swing door 14. In particular, the side and top panels 30, 32 of
the rear drag
reduction system 12 are automatically moved from their fully-deployed
positions to their fully-
stowed positions by action of a user unlocking the door locking mechanism 200
of the trailer 10
(as shown in FIGS. 5A-8); the fully-stowed side panel 30 and the fully-stowed
top panel 32 of
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the rear drag reduction system 12 are then automatically moved with the rear
swing door 14 by
action of a user opening the rear swing door 14 and pivoting the rear swing
door 14 about its
hinges 50 approximately 270 degrees to its fully-opened position adjacent the
sidewall 11 of the
trailer 10 (as shown in FIGS. 9-13). When the rear door 14 is in its fully-
opened position, the
rear drag reduction device 12 is positioned between the sidewall 11 and the
rear surface 39 of the
door 14.
[0095] Looking first to FIGS. 5A-8, the door locking mechanism 200 of the
trailer 10
includes the lock-rod 202 extending generally the entire vertical length of
the rear frame 13 and
coupled to the rear swing door 14 for pivoting movement relative thereto. A
handle assembly of
the door locking mechanism 200 includes the handle 204 coupled to the lock-rod
202 and latch
206 is coupled to the rear door 14 to receive the handle 204 in a locked
position. When the
handle 204 is received within the latch 206, the lock-rod 202 is in a locked
position where top
and bottom ends of the lock-rod 202 are received within lock-rod keepers 208
coupled to the rear
frame 13 of the trailer 10 to prevent the door 14 from being opened. When the
handle 204 is
received within the latch 206, the support arm 112 is in an extended position
extending
rearwardly to aide in supporting the top panel 32 of the rear drag reduction
system 12 in the
fully-deployed position (as shown in FIGS. 5A and 58). The top panel 32 is
also supported by
the top edge 54 of the side panel 30. Further, when the handle 204 is received
within the latch
206, first links 44 (along with the support arm 112 operating as the first
links 44) are also in an
extended, or deployed, position extending rearwardly to position the linkage
assemblies 37, 42
(including the second links 46) in their deployed position to support the side
panel 30 in its fully-
deployed position.
[0096] As the handle 204 of the door locking mechanism 200 of the trailer
10 is removed
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from the latch 206 and rotated approximately 180 degrees, as shown by the
arrow 201 in FIG. 6,
the lock-rod 202 of the door locking mechanism 200 is also rotated
approximately 180 degrees in
a counterclockwise direction about the vertical axis defined by the lock-rod
202 itself. As noted
above, the deployment rod 102 is coupled to the lock-rod 202 via the lever arm
106 and the
horizontal linkage mechanism 108 for rotational movement with the lock-rod
202. In other
words, the deployment rod 102 is "slaved" to the lock-rod 202 such that as the
lock-rod 202 is
rotated via a user rotating the handle 204, the deployment rod 102 is
similarly rotated about the
vertical axis defined by the deployment rod 102 itself When the user rotates
the handle 204
approximately 180 degrees (as shown in FIGS. 5A-8), the lock-rod 202 rotates
approximately
180 degrees in a counterclockwise direction while the deployment rod 102 is
caused to rotate
approximately 100 degrees in the same counterclockwise direction.
100971
The support arm 112 and the first links 44 are each rigidly coupled to the
deployment rod 102. As such, the support arm 112 and the first links 44 each
rotate about the
pivot axis defined by the deployment rod 102 when the deployment rod 102 is
urged to rotate. As
shown in FIGS. 5A-8, as the deployment rod 102 rotates approximately 100
degrees, the support
arm 112 and first links 44 also rotate approximately 100 degrees between their
deployed and
stowed positions. Illustratively, therefore, the support arm 112 and the first
links 44 each pivot
approximately 100 degrees from their rearwardly-extending deployed positions
to an out-of-the-
way, or stowed, position wherein a distal, roller end 113 of the support arm
112 and the distal
end 49 of the first links 44 are each generally adjacent the rear swing door
14 of the trailer 10. As
shown in FIGS. 7 and 8, the second link 46 of the linkage assemblies 37, 42 is
urged to pivot
about both axes 60, 66 while urging the side panel 30 to pivot inwardly about
the pivot axis 45.
In moving to this this out-of-the-way position, the first links 44 and support
arm 112 pull the
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respective second links 42 therewith to urge the second panel 30 pivot in a
counter-clockwise
direction about the pivot axis 48 to lie generally adjacent to the rear
surface 39 of the door 14.
[0098] In particular, the second panel 30 is moved via the linkage
assemblies 37, 42 to
pivot about the axis 45 to position the inner surface 65 of the side panel 30
generally adjacent the
rear surface 39 of the door 14. Generally simultaneously, movement of the side
panel 30 to its
stowed position adjacent the rear swing door 14, and movement of the support
arm 112 to its out-
of-the-way position adjacent the rear swing door 14 allows the top panel 32 to
pivot downwardly
(via gravity) to its folded, fully-stowed position also generally adjacent to
the rear swing door 14
of the trailer 10. The roller 113 rolls along the bottom surface 31 of the top
panel 32 to its out-of-
the-way, or stowed, position while the top edge 54 of the side panel 30 also
moves along the
bottom surface 31 of the top panel 32 to its folded position due to rotational
movement of the
deployment rod 102 and respective linkage assemblies 37, 42 of the folding
mechanism 100 as
described above. As noted above, the top panel 32 is pivotably coupled to the
rear swing door 14
by hinges 90, 92 to allow the top panel 32 to pivot relative to the rear swing
door 14 about a
slightly angled axis 98. While the angled axis 98 is shown and described
herein, it should be
understood that the axis about which the top panel 32 pivots may be angled at
any suitable
degree, or may be horizontal such that the axis is generally parallel to the
rear edge 19 of the
trailer 10, as shown in FIG. 22.
[0099] As noted above, the side panel 30 and the top panel 32
automatically move to
their fully-stowed, folded positions when a user unlocks the door locking
mechanism 200 of the
trailer 10 by rotating the handle 204 of the door locking mechanism 200
approximately 180
degrees. Illustratively, as shown in FIGS. 5A-8, the side panel 30 folds to
position the inner
surface 65 of the side panel 30 adjacent the rear surface 39 of the rear swing
door 14 of the trailer
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10. During this time, the top panel 32 folds downwardly over the side panel 30
to position the
side panel 30 between the top panel 32 and the rear swing door 14 of the
trailer 10. Illustratively,
the bottom surface 31 of the top panel 32 is adjacent to and generally engaged
with an upper
portion of the outer surface 67 of the side panel 30 when the rear drag
reduction device 12 is in
the fully-stowed position.
[00100] Looking now to FIGS. 9-13, once the side and top panels 30, 32 are
moved to
their fully-stowed positions, the top and side panels 32, 30 may move together
with the rear
swing door 14 to its fully-opened position adjacent the sidewall 11 of the
trailer. In particular, as
the rear swing door 14 is opened and moved to its fully-opened position
generally adjacent the
sidewall 11 of the trailer 10 (whereby the rear swing door 14 is pivoted
approximately 270
degrees), the top and side panels 32, 30 remain in their fully-stowed
positions adjacent the outer
surface 39 of the rear swing door 14. In other words, when the rear swing door
14 is moved to its
fully-opened position, the rear drag reduction system 12 does not generally
move relative to the
rear swing door 14 and remains in its fully-stowed position against the rear
swing door 14.
[00101] When the rear swing door 14 is in the fully-opened position, the
top panel 32 of
the rear drag reduction system 12 is positioned between the sidewall 11 of the
trailer 10 and the
side panel 30, and the side panel 30 is positioned between the top panel 32
and the rear swing
door 14. Both the top and side panels 32, 30 of the rear drag reduction system
12 are located in
an out-of-the-way position between the sidewall 11 and the rear swing door 14
of the trailer 10
as shown in FIG. 13.
[00102] To move the rear drag reduction system 12 from the fully-stowed
position shown
in FIGS. 8 (when the door 14 is in its closed position) and 9-13 (when the
door 14 is moved to its
fully-opened position) to the fully-deployed position shown in FIG. 1, the
user simply moves the
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rear swing door 14 to its closed position and moves the handle 204 of the door
locking
mechanism 200 to the locked position within the latch 206. In other words,
when the user moves
the rear swing door 14 to its closed position and locks the handle 204 of the
door locking
mechanism 200, the rear drag reduction system 12 is automatically moved to its
fully-deployed
position. In particular, as the rear swing door 14 is moved to its fully-
closed position, the rear
drag reduction system 12 remains in its fully-stowed position adjacent the
rear surface 39 of the
door 14. Next, once the door 14 is fully-closed, as a user rotates the handle
204 of the door
locking mechanism 200 to a locked position in order to lock the rear swing
door 14 to the rear
frame 13, the deployment rod 102 is rotated in a clockwise direction to move
the support arm
112 and the first links 44 to their rearwardly-extended deployed positions. As
the support arm
112 moves from its stowed, out-of-the-way position adjacent the rear swing
door 14 to its
deployed position, the roller 113 of the support arm 112 moves along the
bottom surface 31 of
the top panel 32 to aide in raising the top panel 32 from its folded,
unsupported position to its
extended position supported at least in part on the roller 113 of the support
arm 112.
[00103]
Further, as the first links 44 move from their stowed, out-of-the-way
positions
adjacent the rear swing door 14 to their rearwardly-extended deployed
positions, the second links
46 are urged to pivot about the axes 60, 66 to urge the side panel 30 to pivot
about the axis 45 to
its fully-deployed position. As noted above, the cable 78 operates as a limit
strap to prevent
movement of the side panel 30 from the fully-stowed position to a position
beyond the
predetermined, angled fully-deployed position of the side panel 30. As the
side panel 30 pivots
about the axis 45 to its fully-deployed position, the top edge 54 moves
outwardly along the
bottom surface 31 of the top panel 32 to raise the top panel 32 from its
folded, unsupported
position to its extend position supported on the top edge 54 of the side panel
32 and on the roller
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113 of the support arm 112.
1001041 As noted above, the rear drag reduction system 12 also includes a
manual release
mechanism 139 which allows a user to move the side and top panels 30, 32 from
their fully-
deployed positions to their fully-stowed positions without moving the door
locking mechanism
200 itself to the unlocked position. For example, there may be occasions when
a user wants to
maintain the doors 14 of the trailer 10 in a locked position while also moving
the rear drag
reduction device 12 to the fully-stowed position in order to park the rear end
of the trailer 10 in
close proximity to another object, for example. As shown in FIGS. 14-18, the
folding mechanism
100 may be functionally disengaged from (though still coupled to) the door
locking mechanism
200 by moving the manual release lever 141 of the manual release mechanism 139
from its
normally locked position to an unlocked position.
1001051 As shown in FIG. 14, for example, the manual release lever 141 is
in its locked
position such that the detent 154 is received with in the slot 156 of the
second link 132 in order
to cause the first and second links 120, 132 to move laterally in unison with
each other as the
lock-rod 202 of the door locking mechanism 200 is rotated. However, by pulling
the tab 158 of
the manual release lever 141 against the bias of the spring 150 away from the
back wall 136 of
the second link 132, the manual release lever 141 is moved to an unlocked
position whereby the
detent 154 is removed from within the slot 156 of the second link 132 (as
shown in FIG. 16) to
allow the second link 132 to move laterally relative to the first link 120. As
shown in FIGS. 17
and 18, once the manual release lever 141 is moved to the unlocked position
shown in FIG. 16
and the detent 154 is removed from within the slot 156, a user may grab the
side panel 30 and
pivot the side panel 30 about the axis 45 toward the rear door 14 to move the
first link 44 (and
support arm 112) of the linkage assemblies 37, 42 and the deployment rod 102
approximately
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100 degrees to cause the second link 132 to slide laterally toward the lock-
rod 202 of the door
locking mechanism 200 without moving the first link 120 or rotating the lock-
rod 202.
Movement of the side panel 30 to the fully-stowed position including movement
of the support
arm 112 to its out-of-the-way position allows the top panel 32 to pivot
downwardly to its folded
and fully-stowed position. Thus, the side and top panels 30, 32 of the rear
drag reduction system
12 are moved to their fully-deployed positions without the use of the door
locking mechanism
200.
[00106]
Alternatively, a user may position the top and side panels 32 in their fully-
folded
position with the door locking mechanism 200 in its locked position by first
rotating the handle
204 of the door locking mechanism 200 approximately 180 degrees in in order to
rotate the lock-
rod 202 of the door locking mechanism 200 approximately 180 degrees to fold
the side and top
panels 30, 32 to their fully-folded position (as is discussed in FIGS. 5A-8
above). If the user
wants to maintain the side and top panels 30, 32 in their fully-folded
positions while maintaining
the doors 14 of the trailer 10 in a locked position, the user may pull the
manual release lever 141
to the unlocked position whereby the detent 154 is removed from within the
slot 156 of the
second link 132 to allow the first and second links 120, 132 to move relative
to each other. With
the manual release lever 141 in the unlocked position, the user may then
manually rotate the
handle 204 back to its original, locked position in order to rotate the lock-
rod 202 approximately
180 degrees in a clockwise direction toward the locked position without moving
or otherwise
manipulating the deployment rod 102 and top or side panels 30, 32. In other
words, the handle
204 may be moved back to the locked position while maintaining the top and
side panels 30, 32
in their fully-folded positions. As such, the side and top panels 30, 32 are
positioned in their
fully-folded positions while the door locking mechanism 200 is in the locked
position.
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[00107] When the top and side panels 30, 32 are in their collapsed, of
fully-stowed,
positions and the manual release mechanism 139 is in the unlocked position
shown in FIG. 18
such that the second link 132 has been laterally moved toward the lock-rod 202
relative to the
first link 120 which remained generally stationary, the manual release
mechanism 139 will
automatically return to its locked position upon activation by the user of the
door locking
mechanism 200 to the unlocked position. That is, as the handle 204 and the
lock-rod 202 are
rotated counterclockwise approximately 180 degrees to an unlocked position,
the bracket 111 is
rotated therewith thus pulling the first link 120 (and the manual release
mechanism 139 coupled
thereto) laterally relative to the second link 132 until the detent 154 of the
manual release
mechanism 139 is aligned with the slot 156 of the second link 132 and biased
by the spring 150
to be received therein to once again position the manual release lever 141 in
its locked position
to prevent relative movement between the first and second links 120, 132.
Accordingly, when the
user next locks the door locking mechanism 200, as described in detail above,
the deployment
rod 102 of the folding mechanism 100 will be urged to rotate with the lock-rod
202 to move the
support arm 112 to its rearwardly-extending position thus moving the top and
side panels 30, 32
to their fully-deployed positions once again.
[00108] Looking now to FIGS. 19A and 19B, in order to prevent vertical
motion of the top
panel 32 relative to the side panel 30, a lock assembly 400 is provided. The
lock assembly 400
provides a mechanical interlock between the side panel 30 and the top panel 32
and may be used
in lieu of or in conjunction with the cables 77, 79 (or cables 522, 526, 528).
In particular the lock
assembly 400 includes a catch, or pin hook, 402 illustratively coupled to the
outside surface 67
of the side panel 30 via fasteners 404 received through apertures 406 formed
in an upper, outer
portion of the side panel 30 near a notch formed in the upper edge 54 and the
outer edge 50 of
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the side panel 30. Illustratively, the catch 402 is bent such that once
coupled to the outer surface
67 of the side panel 30, the head 408 of the catch 402 is generally aligned
with the upper edge 54
of the side panel 30. Illustratively, the catch 402 may alternatively be
coupled to the inside
surface 65 of the side panel 30 and similarly bent to align the head 408 of
the catch 402 with the
upper edge 54 of the side panel 30. As shown in FIG. 19B, the head 408 of the
catch 402 is also
not generally positioned higher than the top edge 54 of the side panel 30. The
lock assembly 400
also includes a keeper (not shown) coupled to the bottom surface 31 of the top
panel 32. The
keeper illustratively includes a portion spaced-apart from the bottom surface
31 of the top panel
32 and including a slot formed therein. In operation, as the side panel 30 and
top panel 32 are
moved from their fully-stowed positions to their fully-deployed positions, the
head 408 of the
catch 402 is slid into the slot of the keeper to position the head between the
bottom surface 31 of
the top panel 32 and the keeper to prevent upward movement of the top panel 32
relative to the
side panel 30.
[00109] Illustratively, as noted above, while securement cables 77, 79
(and cables 522,
526, 528) are shown and described herein, it should be understood that the
lock assembly 400
may be used with or without the cables 77, 79, 522, 526, 528. Illustratively,
while the particular
lock assembly 400 is described herein, it is within the scope of this
disclosure for the rear drag
reduction system 12 to include any suitable lock assembly to prevent upward
movement of the
top panel 32 relative to the side panel 30 when the panels 32, 30 are in their
fully-deployed
positions such as, but not limited to, the locking assemblies described and
disclosed within U.S.
Patent No. 14/709,980 filed May 12, 2015 and titled AERODYNAMIC REAR DRAG
REDUCTION SYSTEM FOR A TRAILER, the entirety of which is hereby incorporated
herein.
[00110] As noted above, when the drag reduction system 12 is in the
deployed position the
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swing doors 14 of the trailer 10 are closed. The top and side panels 32, 30 of
each of the two
drag reduction systems 12 extend outwardly from the rear frame 13 and rear
swing doors 14 in
order to direct and smooth air flow around the rear end of the trailer 10 as
the trailer 10 travels
down the highway, for example. When the trailer 10 is not traveling on the
road and it is
necessary for a user or operator to open the rear doors 14 of the trailer 10
in order to gain access
to the storage area of the storage container 15, the user need only unlock and
open the doors 14
in the usual or typical manner and the drag reduction system 12 coupled to
each door 14
automatically moves to its stowed position.
[00111] Further, in order to move the drag reduction system 12 to the
deployed position,
the user need only close and lock the rear doors 14 and the system 12 coupled
to each door 14
automatically moves to its deployed position upon movement of the door locking
mechanism
200 to the locked position. In other words, it is not necessary to perform an
extra step to move
the drag reduction system 12 to the closed position prior to opening the
trailer doors 14 or to
move the drag reduction system 12 to the opened position after closing the
doors 14. Rather, the
drag reduction system 12 automatically moves to the fully-stowed position upon
unlocking the
door 14 to which the drag reduction system 12 is attached, and automatically
moves to the fully-
deployed position upon locking the door 14 to which the drag reduction system
12 is attached. It
should be understood that the drag reduction systems 12 of the present
disclosure may be used
alone or in conjunction with other drag reduction systems such as, for
example, aerodynamic
side skirts such as those disclosed in U.S. Patent No. 8,177,286 and U.S.
Patent No. 8,783,758,
for example, the entirety of each of which is incorporated herein by
reference.
[00112] It should be understood that while the particular folding
mechanism 100 is shown
and described herein, alternative folding mechanisms such as those shown and
described in U.S.
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Patent Publication Number 2016/0236726 (Application Serial Number 15/044,220)
may be
provided as well. In fact, it should be understood that while the illustrative
folding mechanism
100 of the present disclosure is shown and described herein in order to
"slave" the actuation or
movement of the side and top panels 30, 32 disclosed herein to the movement of
the door locking
mechanism 200, it is within the scope of this disclosure to provide any
suitable configuration of
linkage type mechanisms between the lock-rod 202 and the side and top panels
30, 32 to
translate the rotational motion of the lock-rod 202 of the door locking
mechanism 200 to
movement of the side and top panels 30, 32 between fully-deployed and fully-
folded positions.
In other words, it should be understood that the rear drag reduction system 12
includes any
suitable folding mechanism coupled to the door locking mechanism 200 of the
trailer 10 to
automatically actuate and move the side and top panels 30, 32 of the rear drag
reduction system
12 between fully-deployed and fully-folded positions via movement of the lock-
rod 202 of the
door locking mechanism 200. It should also be understood that movement of the
top panel 32 of
the rear the rear drag reduction system 12 between the fully-deployed and
fully-stowed positions
may be accomplished solely via movement of the side panel 30 between its fully-
deployed and
fully-stowed positions or solely via movement of the support roller 113 on the
support arm 112.
In other words, only one of these supporting components upon which the top
panel 32 is
supported are necessary to move the top panel 32 between its fully-deployed
and fully-stowed
positions.
[00113]
Illustratively, each wall panel 30, 32 is made of a composite material. For
example, the composite material may include a plastic core and metal outer
skins coupled to the
plastic core. Such a composite material provides a rigid, but lightweight and
durable material.
Illustratively, for example, each wall panel 30, 32 may be made of a
DURAPLATER composite
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panel provided by Wabash National Corporation of Lafayette, Ind. DURAPLATEO
composite
panels are constructed of a high-density polyethylene plastic core bonded
between two high-
strength steel skins.
[00114] The inner and outer skins respectively may be formed of a metal or
metallic
composition, examples of which include, but should not be limited to aluminum,
galvanized
steel, full hardened steel, such as AISI Grade E steel, or the like. In one
illustrative embodiment,
for example, the outer skin is formed of ASTM G90 galvanized steel, and the
inner skin is
formed of ASTM G40 galvanized steel. In alternative embodiments, the inner
and/or outer skins
respective may be formed of other rigid, semi-rigid, metallic or non-metallic
materials.
Illustratively, the composite material (i.e., panels 30, 32) is approximately
between 0.08 inch and
0.20 inch thick, with a preferred thickness of approximately 0.10 inch thick.
While the
illustrative panels 30, 32 disclosed herein are each made of the particular
composite material
described above, it should be understood that other suitable composite
materials may be used as
well. For example, the panels 30, 32 may also be made from a plastic
pultrusion with fiber
reinforcements embedded inside the polymer material. The reinforcement fibers
may be made
from glass, carbon, and/or other suitable materials, for example.
[00115] It should be further understood that while the illustrative panels
30, 32 disclosed
herein are made from a composite, the panels 30, 32 may alternatively be
formed from a non-
composite material such as a sheet made from a metal, metal alloy, or plastic,
for example. The
panels 30, 32 may be made from ferrous or nonferrous materials including
plastics or composites
incorporating a combination of ferrous and/or nonferrous materials thereof. In
particular, an
alternative panel (not shown) may be made from galvanized steel. Of course, it
is within the
scope of this disclosure to include non-galvanized steel sheets, or other such
non-composite
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panels, of any suitable thickness as well.
1001161
While the invention has been illustrated and described in detail in the
foregoing
drawings and description, the same is to be considered as illustrative and not
restrictive in
character, it being understood that only illustrative embodiments thereof have
been shown and
described and that all changes and modifications that come within the spirit
of the invention are
desired to be protected. For example, any of the features or functions of any
of the embodiments
disclosed herein may be incorporated into any of the other embodiments
disclosed herein. It
should be understood that the while certain illustrative top panels are
disclosed herein, the rear
drag reduction system of the present disclosure may include any suitable top
and side panel
configured to move between a fully-deployed and a fully-folded position.
Further, the rear drag
reduction system of the present disclosure may include any suitable folding
mechanism coupled
to the door locking mechanism 200 of the trailer 10 to automatically move the
side and top
panels between the fully-deployed and fully-stowed positions. Finally, the
folding mechanism of
the present disclosure may include any suitable manual release mechanism to
functionally
uncouple the folding mechanism from the door locking mechanism of the trailer
10.
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