Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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CHASSIS FAIRING MOUNTING SYSTEM FOR HEAVY DUTY VEHICLES
FIELD OF THE INVENTION
The present invention generally relates to vehicle fairings and, more
specifically, to a chassis fairing mounting system for heavy duty vehicles.
BACKGROUND OF THE INVENTION
Fairings are installed on vehicles for a number of reasons, including
increasing aerodynamic efficiency, reducing noise, and improving the overall
appearance of the vehicle. To achieve these goals, it is important that the
fairings
are properly located during installation. Improperly located fairings increase
drag and
noise. Further, mislocated fairings result in inconsistent gaps between
adjacent
fairings, leading to an unpleasing appearance. Accordingly, a mounting system
that
ensures proper fairing location is important to both the performance and the
appearance of the vehicle.
Some heavy duty vehicles have a chassis fairing assembly that
attaches to the vehicle frame rails and spans at least a part of the distance
between
the front and rear wheels. The chassis fairing assembly is made from several
smaller
fairing assemblies, including a forward fairing assembly, a center fairing
assembly,
and a rear fairing assembly. The forward, center, and rear fairing assemblies
are
each independently mounted to the chassis. As a result, the fairing assemblies
must
be adjusted to ensure that the fairings are properly located relative to each
other. If
the fairings are not properly located relative to each other, they are
adjusted to
ensure that certain installation requirements, such as minimum and maximum
gaps
between the fairing assemblies, are met. In addition to added labour, the
adjustment
process often requires special tools and mechanics with a certain level of
training and
experience.
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SUMMARY OF THE INVENTION
According to the present invention, there is provided a fairing assembly
demountably coupled to a vehicle, the fairing assembly comprising: (a) a first
support
structure secured to the vehicle; (b) second support structure secured to the
vehicle;
(c) a fairing skin; (d) a first support member, a first end of the first
support member
being coupled to the first support structure, a second end the first support
member
being coupled to the second support structure, wherein the first support
member
comprises an elongate tube secured to an upper portion of the fairing skin;
(e) a first
elastic compression member disposed between the first end of the first support
member and the first support structure; and (f) a second elastic compression
member
disposed between the second end of the first support member and the second
support structure, wherein the first and second compression members impart
opposing forces on the first support member to position the first support
member
relative to the first and second support structures.
According to another aspect of the present invention, there is provided
a fairing assembly capable of being demountably coupled to a first and second
support structure, the fairing assembly comprising: (a) a fairing skin; (b) a
first support
member having a first end and a second end, the first end being capable of
coupling
to the first support structure, the second end being capable of coupling to
the second
support structure, wherein the first support member comprises an elongate tube
secured to an upper portion of the fairing skin; (c) a first elastic
compression member
associated with the first end of the first support member such that the first
elastic
compression member is disposed between the first support member and the first
support structure when the first support member is coupled to the first
support
structure; and (d) a second elastic compression member associated with the
second
end of the first support member such that the second elastic compression
member is
disposed between the first support member and the second support structure
when
the first support member is coupled to the second support structure, wherein
the first
and second compression members are adapted to impart opposing forces on the
first
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support member to position the first support member relative to the first and
second
support structures when the first support member is coupled to the first and
second
support structures.
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The center fairing assembly comprises a center fairing skin attached to a
plurality
of structural ribs and supported by horizontal upper and lower support tubes.
The forward
and rear ends of the upper support tube are attached to the vehicle via
retainer fittings
coupled to the chassis support structure and the rear fairing support,
respectively. The
retainer fittings prevent the upper support tube from moving in a vertical or
inboard/outboard direction. Compression members disposed within the ends of
the upper
support tube bear against the retainer fittings to restrain the upper support
tube in the
forward/rear direction. When the center fairing panel is installed, the
compression
members are subjected to compressive forces that vary with the location of the
center
fairing. The compression members compress and decompress, thereby adjusting
the
center fairing position, until the compressive forces in the compression
members are
equalized. When the compressive forces in the compression members are
equalized, the
center fairing assembly is properly located.
The lower support tube is supported at the forward and rear end by vertical
slotted
holes located in the chassis support structure and the rear fairing support,
respectively.
The slotted holes restrain the lower support tube in the inboard/outboard
direction, while
still allowing for freedom of movement in the vertical and forward/rear
directions.
BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing aspects and many of the attendant advantages of this invention
will
become more readily appreciated as the same become better understood by
reference to
the following detailed description, when taken in conjunction with the
accompanying
drawings, wherein:
FIGURE 1 is an outboard isometric view of a representative chassis fairing
assembly constructed in accordance with one embodiment of the present
disclosure;
FIGURE 2 is an inboard isometric view of the chassis fairing assembly shown in
FIGURE 1;
FIGURE 3 is an inboard isometric view of the center fairing assembly of the
chassis fairing assembly shown in FIGURE 1;
FIGURE 4 is an inboard view of the chassis fairing assembly shown in FIGURE 1;
FIGURE 5 is an outboard isometric view of the chassis fairing assembly shown
in
FIGURE 1 with the rear fairing skin removed;
FIGURE 6 is an inboard isometric view of Attachment A, shown in FIGURE 4;
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FIGURE 7 is an outboard isometric view of Attachment A, shown in FIGURE 4;
FIGURE 8 is an inboard cross-sectional view of Attachment A, shown in
FIGURE 4;
FIGURE 9 is an inboard isometric view of Attachment B, shown in FIGURE 4;
FIGURE 10 is an outboard isometric view of Attachment B, shown in FIGURE 4;
FIGURE 11 is an inboard isometric view of Attachment B, shown in FIGURE 4;
FIGURE 12 is an inboard, isometric cutaway view of Attachment B, shown in
FIGURE 4;
FIGURE 13 is an inboard cross-sectional view of Attachment B, shown in
FIGURE 4;
FIGURE 14 is an inboard isometric view of Attachment C, shown in FIGURE 4;
FIGURE 15 is an inboard isometric view of Attachment C, shown in FIGURE 4;
FIGURE 16 is an inboard isometric view of Attachment D, shown in FIGURE 4;
FIGURE 17 is an inboard view of the chassis fairing assembly shown in
FIGURE 1;
FIGURE 18 is an inboard view of the chassis fairing assembly shown in
FIGURE 1;
FIGURE 19 is an outboard isometric view of the chassis fairing assembly shown
in
FIGURE 1 with the forward fairing assembly and center fairing assembly
removed;
FIGURE 20 is an outboard isometric view of the chassis fairing assembly shown
in
FIGURE 1 with the forward fairing assembly removed and the center fairing skin
shown
as transparent; and
FIGURE 21 is an outboard isometric view of the chassis fairing assembly shown
in
FIGURE 1 with the forward fairing assembly removed.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to FIGURE 1, a chassis fairing assembly 100 is mounted to the lower
side of a heavy duty vehicle chassis and extends along the side of the chassis
in a generally
horizontal direction between the vehicle axles. The chassis fairing assembly
100
comprises a forward fairing assembly 110, a rear fairing assembly 130, and a
center
fairing assembly 120. As shown in FIGURE 2, the forward fairing assembly 110
is
located at the forward end of the chassis fairing assembly 100 and comprises a
forward
fairing skin 111 fixedly attached to a forward fairing support structure 112
The forward
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fairing assembly 110 is mounted by attaching the forward fairing support
structure 112 to
the chassis support structure 140. In the presently illustrated example, the
chassis support
structure 140 includes a battery box and step support.
The rear fairing assembly 120 is positioned at the rear end of the chassis
fairing
assembly 100 and includes a rear fairing skin 121 fixedly attached to a rear
fairing support
structure 122. The rear fairing assembly 120 is mounted by attaching the rear
fairing
support structure 122 to the chassis support structure 140.
Referring to FIGURES 2 and 3, the center fairing assembly 130 includes a
fairing
skin 132 with a plurality of structural ribs 134 attached to the inboard
surface thereof. A
substantially cylindrical upper support tube 136 is positioned adjacent to the
upper edge of
the fairing skin 132 and is coupled to the plurality of structural ribs 134 so
that upper
support tube 136 is restrained from moving forward and rearward relative to
the center
fairing assembly 130. The upper support tube 136 is generally horizontal and
extends
beyond the forward and rear edges of the fairing skin 132. A substantially
cylindrical
lower support tube 138 is positioned adjacent to the lower edge of the fairing
skin 132 and
is coupled to the plurality of structural ribs 134 so that lower support tube
138 is restrained
from moving in the forward and rearward relative to the center fairing
assembly 130. The
lower support tube 136 is generally horizontal and extends beyond the forward
and aft
edges of the fairing skin 132.
The support tubes 136, 138 have sufficient strength to support the center
fairing
assembly 130 under operating conditions. While the disclosed embodiment has
two
support tubes 136, 138, with each support tube positioned along the length of
the center
fairing assembly 130 and extending beyond the forward and rear edges of the
center
fairing skin 132, it should be appreciated that various numbers and
configurations of
support tubes are within the scope of the disclosed subject matter. In one
alternate
embodiment, the center fairing assembly 130 has one or more additional support
tubes
located intermediate to the upper and lower support tubes 136, 138. In another
alternate
embodiment, the individual support tubes do not span the entire length of the
center fairing
assembly 130, but instead terminate at a location between the forward and rear
edges of
the fairing skin 132. Other alternate embodiments include support tubes 136,
138 that are
not substantially cylindrical, but instead have cross-sections that are oval,
square,
rectangular, or any other suitable configuration.
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Referring to FIGURE 4, the center fairing assembly 130 is supported between
the
forward fairing assembly 110 and the rear faring assembly 120 by the upper and
lower
support tubes 136, 138. More specifically, the upper and lower support tubes
136, 138 are
coupled to the chassis support structure 140 at the forward end of the center
fairing
assembly 130 and to the rear fairing support 122 at the rear end of the center
fairing
assembly 130. Attachment A is the interface of the rear end of the upper
support tube 136
with the rear fairing support 122. Attachment B is the interface of the
forward end of the
upper support tube 136 with the chassis support structure 140. Attachments C
is the
interface of the forward end of the lower support tube 138 with the chassis
support
structure 140. Attachment D is the interface of the rear end lower support
tube 138 with
the rear fairing supports 122, respectively. FIGURE 5 shows an outboard
isometric view
of the chassis fairing assembly 100 with the rear fairing skin 122 removed.
More
specifically, an outboard isometric view of Attachments A and D are
illustrated.
Referring to FIGURES 6-8, the rear end of the upper support tube 136 is
secured to
the rear fairing support 122 with a retainer fitting 150 at Attachment A. The
retainer
fitting 150 has a cylindrical body 152 and a cap 154 attached to the first end
thereof. One
or more first protrusions 166 protrude radially from the cylindrical body 152,
extending
from the first end of the cylindrical body 152 to a location intermediate to
the first and
second ends of the cylindrical body 152. One or more second protrusions 168
protrude
radially from the cylindrical body 152, extending from the second end of the
cylindrical
body 152 to a point intermediated to the second end of the cylindrical body
152 and the
first protrusions. The second end of the cylindrical body 152 has a
cylindrical
aperture 156 that is coaxial to the cylindrical body 152 and is sized to
receive the upper
support tube 136.
An aperture 160 to receive the retainer fitting 150 is located in the rear
fairing
support 122. The aperture 160 has one or more arcuate portions 162 and one or
more
recess portions 164 extending radially from the arcuate portions 162. The
arcuate
portions 162 have a radius larger than the radius of the cylindrical body 152
of the retainer
fitting 150, but small enough to prevent the first protrusions 166 of the
retainer fitting 150
from passing through the arcuate portion 162 of the aperture 160. The recess
portions 164
of the aperture 160 are sized and located to allow the first protrusions 166
of the retainer
fitting 150 to pass through the recess portion 164 of the aperture 160.
Accordingly, the
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y r .
retainer fitting 150 passes through the aperture 160 when the first
protrusions 166 are
aligned with the recess portions 164 of the aperture, but not when the first
protrusions 166
are aligned with the arcuate portions 162 of the aperture 160. Referring to
FIGURE 7, a
retaining bracket 124 is fixedly positioned on the rear side of the aperture
160.
The retainer fitting 150 is secured to the rear fairing support 122 by
positioning the
retainer fitting 150 forward of the aperture 160 with the first protrusions
166 adjacent to
and aligned with the recess portions 164 of the aperture 160. The retainer
fitting 150 is
moved rearward through the aperture 160 until the retainer fitting 150
contacts the retainer
bracket 124. With the retainer fitting 150 contacting the retainer bracket
124, the retainer
fitting 150 is rotated about its central axis so that the first protrusions
166 are aligned with
the arcuate portions 162 of the aperture and not the recess portions 164 of
the
aperture 160. When the retainer fitting is so positioned, the retainer bracket
124 bears
against the retainer fitting 150 to prevent the retainer fitting 150 from
moving in a
rearward direction. Further, the forward edges of the first protrusions 166 of
the retainer
fitting 150 bear against the rear fairing support 122 adjacent to the arcuate
portions 162 of
the aperture 160, preventing the retainer fitting 150 from moving in a forward
direction.
In addition, the arcuate portions 162 of the aperture 160 bear against the
sides of the
retainer fitting 150 to prevent the retainer fitting 150 from moving in a
vertical or
inboard/outboard direction.
FIGURE 8 shows a cross-sectional view of the upper support tube 136 and the
rear
fairing support 122 at Attachment A. The upper support tube 136 has a hollow
portion at
the rear end, and a compression member 170 is disposed therein. A retainer 172
is
attached the forward end of the compression member 170. A thru-bolt 174 is
fastened to
the upper support tube 136 so that the thru-bolt 174 passes through the hollow
portion of
the upper support tube 136 forward of the retainer 172. The thru-bolt 174
bears against
the forward side of the retainer 172, preventing the retainer 172 and the
compression
member 170 from moving forward inside the upper support tube 136.
The cylindrical body 152 of the retainer fitting is sized to receive the rear
end of
the upper support tube 136. The cap 154 of the retainer fitting 150 has a
concave cross-
section that extends forward into the hollow portion of the upper support tube
136 and
contacts the rear end of the compression member 170. As a result, when the
upper support
tube 136 is inserted into the cylindrical aperture 156 of the retainer fitting
150, the
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compression member 170 is compressed between the cap 154 of the retainer
fitting 150
and the retainer 172 located in the upper support tube 136. The cap 154 has an
optional
hexagonal protrusion 158 located within the concave portion thereof to allow
the retainer
fitting 150 to be rotated with a standard socket fitting.
Referring to FIGURES 9-13, the forward end of the upper support tube 136 is
secured to the chassis support structure 140 at Attachment B. A support hook
180 is
fixedly attached to the chassis support structure 140 and has a generally C-
shaped profile
with a lateral opening 182 facing the outboard. The lateral opening 182 is
sized to receive
the upper support tube 136 when the upper support tube 136 is in a generally
forward/rear
orientation. The interior of the C-shaped profile has one or more arcuate
portions 184 and
one or more recess portions 186 similar to the aperture 160 in the rear
fairing support 122.
The arcuate portions 184 have a diameter larger than the diameter of the
cylindrical
body 152 of the retainer fitting 150, but small enough to interfere with the
first and second
protrusions 166, 168 of the retainer fitting 150. The recess portions 186 are
sized and
located so that the retainer fitting 150 passes through the interior of the C-
shaped profile in
an axial direction when the second protrusions 168 are aligned with the recess
portions 186.
The retainer fitting 150 is secured to the support hook 180 by aligning the
second
protrusions 168 of the retainer fitting 150 with the recess portions 186 and
the lateral
opening of the support hook 180. The second end of the retainer fitting 150 is
inserted
into the interior of the C-shaped of the support hook 180 from the forward
side of the
support hook 180 so that the second protrusions 168 of the retainer fitting
150 are aligned
with and pass through the recess portions 186 of the support hook 180. The
retainer
fitting 150 passes through the support hook 180 until the first protrusions
166 of the
retainer fitting 150 contact the circular portion 184 of the support hook 180.
With the first
protrusions 166 of the retainer fitting 150 contacting the circular portions
184 of the
support hook 180, the retainer fitting 150 is rotated about its central axis
until the second
protrusions 168 are no longer aligned with the recess portion 186s of the
support
hook 180. When secured as described, the first protrusions 166 bear against
the forward
side of the support hook 180, preventing the retainer fitting 150 from moving
in the
rearward direction. Similarly, the second protrusions 168 bear against the
rear side of the
support hook 180, preventing the retainer fitting from moving in the forward
direction.
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FIGURE 13 shows a cross-sectional view of the upper support tube 136 and the
support hook 180 at Attachment B. Similar to the rear end of the upper support
tube 136,
a compression member 170 is disposed within the hollow portion of the forward
end of the
upper support tube 136. A retainer 172 is attached to the rear end of the
compression
member 170. A thru-bolt 174 is secured to the upper support tube 136 so that
the
thru-bolt 174 passes through the hollow portion of the upper support tube 136
to the rear
of the compression member 170 and retainer 172. The thru-bolt 174 bears
against the
retainer 172 to prevent the retrainer 172 and the compression member 170 from
moving
rearward inside the upper support member 136.
To secure the upper support tube 136 to the chassis support structure 140 the
cylindrical aperture 156 of the retainer fitting 150 receives the forward end
of the upper
support tube 136. The cap 154 of the retainer fitting 150 extends rearward
into the hollow
portion of the upper support tube 136 and contacts the compression member 170.
As a
result, when the upper support tube 136 is inserted into the cylindrical
aperture 156 of the
retainer fitting 150, the compression member 170 is compressed between the cap
154 of
the retainer fitting 150 and the retainer 172 located in the upper support
tube 136.
When the forward end upper support member 136 is secured to the chassis
support
structure 140 and the rear end of the upper support member 136 is secured to
the rear
fairing support 122 in the above-described manner, both ends of the upper
support
tube 136 are retrained from lateral and vertical movement by the retainer
fittings 150.
Further, the upper support tube 136 is restrained from moving in the forward
and rear
directions by the engagement of the compression members 170 with the caps 154
of the
forward and rear retainer fittings 150.
The compression members 170 are preferably made from a polymer, such as
urethane, having elastic properties such that they are slightly deformed with
hand pressure.
When installed, both compression members 170 are subject to an axial
compression load.
As a result, the upper support tube 136 translates in the forward or aft
direction until the
loads on the compression members 170 are equalized. The compression members
170 are
sized and located so that when the load on the compression members 170 is
equal, the
upper support tube 136, and therefore the center fairing assembly 130, is
properly located
relative to the forward fairing assembly 110 and the rear fairing assembly
120. As a
result, once installed, the center fairing assembly 130 does not require
adjustment because
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the upper support tube 136 moves forward or rearward to equalize the
compressive
stresses, thereby locating the center fairing assembly 130.
FIGURE 14 shows Attachment C, wherein the forward end of the lower support
tube 138 is secured to the chassis support structure 140. A slotted hole 114
is located in
the chassis support structure 140, and the forward end of the lower support
tube 138
passes through the slotted hole 114. As shown in FIGURE 15, the slotted hole
114 is
sized and positioned so that it limits movement of the forward end of the
lower support
tube 138 in the lateral direction, by not in the vertical direction or the
forward/rearward
direction. Further, the lower support tube 138 is not prevented from pivoting
about
Attachment C. An optional grommet 116 is attached to the edge of the slotted
hole 114 to
reduce wear of the lower support tube 138 and the chassis support structure
140.
FIGURE 16 shows Attachment D, in the rear end of the lower support tube 138 is
secured to the rear fairing support 122. A slotted hole 126 is located in the
rear fairing
support 122 and supports the rear end of the lower support tube 138 in a
manner similar to
Attachment C. Similar to the slotted hole 114 of Attachment C, the edge of
slotted
hole 126 in the rear fairing support 122 is optionally lined with a grommet
128 to prevent
wear of the lower support tube 138 and the rear fairing support 122.
The above-described Attachments A-D support the center fairing panel
assembly 130 while allowing a certain degree of flexibility at the individual
joints. The
forward and rear compression members 150 flex slightly under normal operating
loads,
allowing the upper support tube 136 to translate in the forward and rear
directions and also
to rotate relative to the forward and rear fairing assemblies 110, 120 as
shown in
FIGURES 17. Because lower support tube 138 is supported at each end by a
vertical
slotted hole, the lower support tube 138 is free to move vertically or forward
and aft at
Attachments C and D. The lower support tube 138 is also free to rotate
relative to the
forward and rear fairing assemblies 110, 120. Because of the flexibility and
degrees of
freedom afforded by Attachments A-D, the center fairing assembly 130 can move
relative
to the forward and rear fairing assemblies 110, 120 when dynamic conditions
occur during
vehicle operation. FIGURE 18 shows the forward, center, and rear fairing
assemblies 110,
130, 120 rotated relative to each other when dynamic conditions, such as the
vehicle
running over a pothole or a curb, temporarily twist the frame of the vehicle.
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FIGURES 19-21 illustrate the installation of the chassis fairing assembly 100.
Referring to FIGURE 19, the rear fairing assembly 120 is attached to the
chassis support
structure 140 by attaching the rear fairing support 122 to the chassis support
structure 140.
As shown in FIGURE 20, the rear end of the upper support tube 136 slides into
a first
retainer fitting 150, which is secured in the aperture 160 of the rear fairing
support 122 as
previously described. At the same time, the rear end of the lower support tube
138 slides
into the slotted hole 126 of the rear fairing support 122. The forward end of
the lower
support tube 138 is inserted into the slotted hole 114 in the chassis support
structure 140,
and the forward end of the upper support tube 136 is placed in the C-shaped
portion of the
support hook 180. A second retainer fitting 150 is inserted into the forward
side of the
support hook 180 so that it captures the forward end of the upper support tube
136. The
second retainer fitting 150 is locked in place by rotating it so that the
first and second
protrusions 166, 168 engage the forward and rear sides, respectively, of the
support
hook 180. The compressive stresses in the compression members 170 equalize by
translating the upper support member 136 forward or rearward, thereby ensuring
that the
center fairing assembly 130 is properly located.
While the preferred embodiment of the invention has been illustrated and
described, it should be appreciated that various changes can be made therein
without
departing from the spirit and scope of the disclosure.
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