EP4709636A1 - Panneaux et ensembles aérodynamiques réglables et procédés de fabrication, d'intégration, et d'utilisation de ceux-ci - Google Patents

Panneaux et ensembles aérodynamiques réglables et procédés de fabrication, d'intégration, et d'utilisation de ceux-ci

Info

Publication number
EP4709636A1
EP4709636A1 EP24735391.5A EP24735391A EP4709636A1 EP 4709636 A1 EP4709636 A1 EP 4709636A1 EP 24735391 A EP24735391 A EP 24735391A EP 4709636 A1 EP4709636 A1 EP 4709636A1
Authority
EP
European Patent Office
Prior art keywords
slot
pin
panel
stop
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24735391.5A
Other languages
German (de)
English (en)
Inventor
Braden Behan
Joshua HANCOCK
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler Trucks North America LLC
Original Assignee
Daimler Trucks North America LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Trucks North America LLC filed Critical Daimler Trucks North America LLC
Publication of EP4709636A1 publication Critical patent/EP4709636A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/001—For commercial vehicles or tractor-trailer combinations, e.g. caravans

Definitions

  • traction devices may be installed on wheels of a vehicle to help maintain traction in changing road conditions. These traction devices for practical purposes may need to be installed in proximity to certain aerodynamic structures of a vehicle. This can at times result in interference between the adjacent structures.
  • this disclosure describes, among other things, adjustable aerodynamic panels, adjustable assemblies that include aerodynamic panels and mounting brackets, and methods of manufacturing, integrating, and using the same, e.g., in connection with different types of vehicles.
  • the panels and assemblies described herein can impart aerodynamic properties to a vehicle while also being adjustable into different positions and/or configurations to accommodate different operating circumstances.
  • an adjustable fairing assembly includes an aerodynamic panel that can be adjusted from a first position (e.g., a retracted position/configuration) to a second position (e.g., an extended position/configuration).
  • This adjustability allows the aerodynamic panel to be positioned for greater clearance from one or more adjacent structures of the vehicle, e.g., wheels or wheel assemblies.
  • this adjustability can be used to increase clearance for a tire- traction device installed on an adjacent wheel or wheel assembly, and/or to increase clearance from other structures installed, re-positioned, and/or used in connection with a vehicle.
  • This adjustability can help reduce, limit, and/or inhibit interference between the aerodynamic panel and the adjacent structures in certain operating circumstances.
  • an adjustable fairing assembly includes an aerodynamic panel and a mounting bracket.
  • the assembly allows the aerodynamic panel to be attached to a vehicle, e.g., to a longitudinally-extending frame thereof.
  • the mounting bracket attaches the panel to a lateral side of the longitudinally-extending frame.
  • the mounting bracket can include a first member that couples to the panel and a second member that couples, directly or indirectly, to the longitudinally-extending frame.
  • the first member and the second member can be connected through a movable coupling that allows the first member and the second member to shift relative to each other (e.g., adjust between a retracted position/configuration and an extended position/configuration). This adjustability helps accommodate different operating circumstances.
  • the first position can be used when a tire-traction device is not installed on an adjacent wheel or wheel assembly, e.g., such that a smaller clearance between the panel and the wheel is suitable
  • the second positon can be used when a tire-traction device is installed on an adjacent wheel or wheel assembly, e.g., such that a larger clearance between the panel and the wheel is suitable.
  • mounting brackets can be used to attach an aerodynamic panel to a vehicle in movable fashion.
  • the mounting brackets can include multiple components, e.g., including those that are fixed and/or movable relative to each other.
  • a mounting bracket can include members that are slidable relative to each other, e.g., translatable along a linear axis.
  • a mounting bracket can include members that are rotatable/pivotal relative to each other, e.g., being rotatable about at least one axis.
  • a mounting bracket can include members that are both slidable and rotatable/pivotal relative to each other, e.g., allowing for multi-axis translation/rotation. These different types of adjustments can be provided through use of sliding and/or pivoting mechanical connections.
  • a mounting bracket can also include one or more locking features operable to lock or fix the relative position of the movable members.
  • Locking features without limitation can include fasteners, e.g., pins, including cotter pins, bolts, screws, rivets, and the like, as well as clips, hook-and-loop attachments, frictionally-based attachments (e.g., that can be adjusted to increase or decrease frictional engagement between adjacent structures), male-female attachments (e.g., structures that are insertable and removable relative to each other), or other mechanical locking features, assemblies, or mechanisms in accordance with different embodiments herein.
  • a movable coupling that allows the members of a mounting bracket to adjust can also be configured for reversibly locking/fixing the members of the mounting bracket in different relative positions.
  • a movable coupling that includes a pin, a slot, and stop-surfaces located at opposite ends of the slot can be used for reversibly locking/fixing components in different positions without requiring the structures to be de-coupled or disassembled, e.g., using tools.
  • a mounting bracket is configured such that one of first and second members of the mounting bracket has a slot and the other of the first and second members of the mounting bracket has a pin that engages with and slides along the slot, thereby allowing for movement of the first and second members relative to each other.
  • the slot includes a curved and/or arcuate portion that can support the pin, thereby allowing an attached panel to be held in a fixed position without additional locking structures or manual support.
  • a biasing member e.g., a coil spring or a leaf spring, may be used to bias the mounting bracket and by association the panel towards a particular position (e.g., a retracted position). In such embodiments, the biasing member can be used to help hold, support, or retain the panel in desired positions.
  • the embodiments herein can help limit, reduce, and/or inhibit interference between panels and adjacent vehicle structures under different operating circumstances. These embodiments can also help reduce noise and degradation of components, and thus can help increase the operational life of components. These embodiments can also help increase the efficiency, speed, and ease of re-configuring a vehicle aerodynamic assembly for different operating circumstances, among other benefits.
  • FIG. 1 depicts a side-plan view of a vehicle with a movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 2 depicts a perspective view of a mid-panel movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 3 depicts a side-plan view of the mid-panel movable aerodynamic assembly of FIG. 2 with the assembly in a retracted position, in accordance with an embodiment of the present disclosure
  • FIG. 4 depicts an enlarged side-plan view similar to FIG. 3 with parts broken away to reveal details of the movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 5 depicts a side-plan view of the mid-panel movable aerodynamic assembly of FIG. 2 with the panel in transition from the retracted position to the extended position, in accordance with an embodiment of the present disclosure
  • FIG. 6 depicts an enlarged side-plan view similar to FIG. 5 with parts broken away to reveal details of the movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 7 depicts a side-plan view of the mid-panel movable aerodynamic assembly of FIG. 2 with the panel in its extended position, in accordance with an embodiment of the present disclosure
  • FIG. 8 depicts an enlarged plan view similar to FIG. 7 with parts broken away to reveal details of the movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 9 depicts a top perspective view of a member of a mounting bracket that attaches to a frame and that has positioning slots provided therein, in accordance with an embodiment of the present disclosure
  • FIG. 10 depicts a perspective view of an aft-panel movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 11 depicts a side-plan view of the aft-panel movable aerodynamic assembly of FIG. 10, with the assembly in a retracted position, in accordance with an embodiment of the present disclosure
  • FIG. 12 depicts an enlarged side-plan view similar to FIG. 11 with parts broken away to reveal details of the movable aerodynamic assembly, in accordance with an embodiment hereof;
  • FIG. 13 depicts a side -plan view of the aft-panel aerodynamic assembly of FIG. 10 with the panel in transition from the retracted position to the extended position, in accordance with an embodiment of the present disclosure;
  • FIG. 14 depicts an enlarged side-plan view similar to FIG. 13 with parts broken away to reveal details of the movable aerodynamic assembly, in accordance with an embodiment of the present disclosure
  • FIG. 15 depicts a side -plan view of the aft-panel aerodynamic assembly of FIG. 10 with the panel in its extended position, in accordance with an embodiment of the present disclosure
  • FIG. 16 depicts an enlarged plan view similar to FIG. 15 with parts broken away to reveal details of the assembly, in accordance with an embodiment of the present disclosure
  • FIG. 17 depicts a top perspective view of a member of a mounting bracket that is attached to an aft panel and that has positioning slots provided therein, in accordance with an embodiment of the present disclosure ;
  • FIG. 18 depicts a tire with a traction device attached thereto, in accordance with an embodiment of the present disclosure
  • FIG. 19 depicts a block diagram of a method of manufacturing a movable aerodynamic panel, in accordance with an embodiment of the present disclosure.
  • FIG. 20 depicts a block diagram of a method of integrating a movable aerodynamic panel into a vehicle, in accordance with an embodiment of the present disclosure.
  • adjustable aerodynamic panels In general, and at a high level, provided herein are adjustable aerodynamic panels, adjustable assemblies including fairing assemblies with adjustable aerodynamic panels, and methods of manufacturing, integrating, and using the same, among other things.
  • the aerodynamic panels and assemblies described herein can be used to impart aerodynamic properties to a vehicle while also being adjustable into different positions and/or configurations, thereby increasing the adaptability and benefit of such components.
  • the ability to adjust, re-position, and/or re-configure an aerodynamic panel using the assemblies described herein can help reduce interference between components, reduce noise, wear, and degradation of structures, and reduce the complexity of modifying a vehicle assembly for particular purposes, among other benefits.
  • one part of a freight truck that can impact aerodynamic performance is wheels and wheel assemblies, e.g., due to the gaps, openings, and non-contoured geometries often associated with these components and assemblies.
  • panels and/or fairings can be positioned in gaps located between wheels or wheel assemblies and/or adjacent to outer wheels or wheel assemblies to produce a more linear contour across these portions of the freight vehicle. These more linear contours help facilitate more laminar airflow, rather than turbulent airflow, in these areas.
  • a mid-panel or fairing can be positioned between two wheels (e.g., located on adjacent axles) forming a tandem wheel assembly, and/or an aft-panel or fairing can be positioned adjacent to a trailing wheel (e.g., located on a rear axle) to help provide a more linear contour or profile in these areas that facilitates more laminar airflow and thus increased aerodynamic efficiency in these areas.
  • traction devices In addition to increasing aerodynamic performance, freight transport often must be able to continue in all sorts of conditions, e.g., ice, snow, and other inclement weather. When traveling in these conditions, it can be helpful to install traction devices on the wheels of a freight truck. These traction devices can be chains, wires, or cables (e.g., that secure around a tire) or other forms of tire-wraps or tire-coverings that enhance traction between the tire and a road surface. These traction devices are installed externally on the tire, and thus extend outward some distance from the tire on which they are installed.
  • traction devices when used, they can create interference with structures that otherwise normally have clearance from the tire, e.g., such as panels or fairings installed adjacent to a wheel or wheel assembly that are intended to improve aerodynamic performance in these areas.
  • structures that otherwise normally have clearance from the tire, e.g., such as panels or fairings installed adjacent to a wheel or wheel assembly that are intended to improve aerodynamic performance in these areas.
  • a traction device that is installed on a wheel can impact the adjacent panels or fairings due to rotation of the traction device that may even further increase its rotational profile.
  • FIGS. 1-20 described further below illustrate nonlimiting embodiments that can provide such benefits, among others.
  • FIG. 1 a vehicle 10 is shown, in accordance with an embodiment of the present disclosure.
  • the vehicle 10 is a freight truck that includes multiple axles and multiple wheel assemblies.
  • many other types of vehicles are contemplated in connection with the embodiments described herein.
  • the vehicle 10 includes a cab 11, a frame 12, a front wheel assembly 14 attached to the frame 12, and a rear wheel assembly 16 attached to the frame 12.
  • the cab 11 also includes a hood 18, a cab fairing 19, and a bumper 20 each having, at least in part, an aerodynamic surface.
  • the frame 12 is longitudinally-extending, or rather extends in a lengthwise direction that is defined as the direction extending between the front wheel assembly 14 shown in FIG. 1 and the rear wheel assembly 16 shown in FIG. 1.
  • FIG. 1 thus looks along a lateral direction that is substantially perpendicular to the lengthwise, or longitudinally-extending, direction (the latter also being associated with the direction of a traditional drive-shaft).
  • the frame 12 includes at least two longitudinally-extending rails (one rail 17 being shown in FIG. 1). These rails can extend substantially in parallel along the lengthwise direction of the vehicle 10 and form part of a chassis thereof.
  • FIG. 1 shows the rear wheel assembly 16.
  • the rear wheel assembly 16 includes a pair of adjacent wheels 22, 24.
  • the wheels 22, 24 are mounted on a pair of adjacent axles 23, 25 attached to the frame 12. While not shown in FIG. 1, each wheel 22, 24 may actually be one of multiple wheels installed on a common axle 23, 25.
  • the wheel 22 is positioned forward of the wheel 24 (e.g., along the lengthwise direction of the frame 12 as referenced above).
  • the rear wheel assembly 16 includes an adjustable aerodynamic panel/fairing 26 (referred to herein as “panel 26”) and an adjustable aerodynamic panel/fairing 28 (referred to herein as “panel 28”) that each have an aerodynamic surface that is outward-facing and used to direct airflow.
  • aerodynamic surfaces can be flat or substantially flat, curved or substantially curved, and/or contoured or substantially contoured at least along a direction that airflow travels across the surface during operational use.
  • an aerodynamic surface can have a partially convex shape or convex shape.
  • an aerodynamic surface can be a partially smooth surface or smooth surface. The aforementioned aerodynamic surfaces can be shaped to reduce aerodynamic drag and help generate more laminar airflow across the surface as opposed to more turbulent airflow across the surface (as determined by the Reynolds number of the flow) during use.
  • the panel 26 is positioned between the wheel 22 and the wheel 24. In this position, during forward motion of the vehicle 10, the panel 26 helps direct airflow linearly across the wheels 22, 24 instead of inward between the wheels 22, 24 where the airflow can become more turbulent, and therefore increase aerodynamic drag, and reduce aerodynamic performance. While not shown in FIG. 1, it should be noted that a similar configuration of aerodynamic panels and adjacent wheels may be present on the opposite lateral side of the vehicle 10 (i.e., on the opposite side of the frame 12).
  • the panel 26 has an aerodynamic surface 30.
  • the surface 30 is shaped to help direct airflow across the wheels 22, 24.
  • the panel 28 is positioned adjacent to a trailing edge of the wheel 24.
  • the panel 28 has an aerodynamic surface 32.
  • the surface 32 helps direct airflow across the panel 28 and also helps direct airflow more linearly behind the vehicle 10. In this sense, the panel 28 can help reduce the airflow that might otherwise be diverted, e.g., due to pressure differentials and/or cross-flows, under a trailer pulled behind the vehicle 10.
  • This type of airflow diversion can have a turbulent quality that increases aerodynamic drag and thus reduces aerodynamic efficiency, and thus, inhibiting it through use of the panel 28 can help increase the overall aerodynamic efficiency of the vehicle 10.
  • a traction device e.g., the tire-traction device 35 shown in FIG. 18, can be installed on the wheels 22, 24 of the vehicle 10 to help increase traction with a road surface.
  • Traction devices as discussed herein can include tire-chains, tire-wires, tire-cables, tire- wraps, or other components that partially or fully circumscribe a wheel to help increase traction between a tire surface and a road surface.
  • traction devices installed on the wheels 22, 24 that increase their circumferential profile can potentially interfere with the panels 26, 28 when the vehicle 10 is in motion.
  • This interference can include brushing, scraping, impacting, and/or even dislodging the panels 26, 28.
  • the ability to shift the panels 26, 28 outward from the frame 12 in the lateral direction to increase clearance between the panels 26, 28 and the wheels 22, 24 can help reduce noise, reduce wear, and/or reduce degradation of components, among other benefits.
  • assemblies that can do so with limited additional hardware, equipment, or tools are especially beneficial due to the reduced complexity, cost, and time required for adjusting such assemblies, e.g., when the vehicle 10 is in use and/or in transit.
  • FIGS. 2-9 an assembly that allows the panel 26 shown in FIG. 1 to be adjusted into different positions, e.g., extended and retracted positions, is shown, in accordance with an embodiment of the present disclosure.
  • the mounting brackets described herein can be formed from multiple components that are assembled together such that the components are substantially fixed relative to each other (e.g., with fasteners, e.g., like the example fastener 44 shown in FIG. 3), and/or that are adjustable relative to each other, e.g., such that the components are movable into different positions relative to each other in a particular range of motion as shown for example in FIGS. 2-9.
  • the mounting bracket 34 shown in FIGS. 2-9 includes a member 36 that couples to the panel 26, e.g., in this instance using fasteners 38, and a member 40 that couples to the frame 12 shown in FIG. 1 .
  • the member 40 couples to the frame 12 through a connection mount 42.
  • the member 40 and/or connection mount 42 may couple to the frame 12 directly, or indirectly, e.g., through additional interposed components and/or structures.
  • the connection mount 42 can be attached to the frame 12 in different ways, e.g., using fasteners (e.g., bolts, screws, rivets, or other types of fasteners), welding, interlocking structures, and/or using other types of mechanical attachments.
  • the mounting bracket 34 includes a movable coupling 37 that connects the member 36 and the member 40.
  • the movable coupling 37 allows the members 36, 40 to shift into different positions relative to each other.
  • the movable coupling 37 is configured so that the member 36 and the member 40 can both slide and pivot/rotate relative to each other.
  • the member 36 includes a pin 46 coupled thereto and a pin 48 coupled thereto, and the member 40 includes a slot 50 formed therein and a slot 52 formed therein.
  • the pin 46 is positioned in the slot 50.
  • the pin 46 is slidable along the slot 50 and is also rotatable within the slot 50.
  • the pin 48 is positioned in the slot 52.
  • the pin 48 is slidable along the slot 52 and is also rotatable within the slot 52.
  • the slot 50 has a linear portion 54, a curved and/or arcuate portion 56, and a stop-surface 58 located at an end of the curved and/or arcuate portion 56.
  • This configuration allows the pin 46 to travel along a nonlinear path in the slot 50.
  • the curved and/or arcuate portion 56 is shaped such that it turns at least partially back towards the linear portion 54 (this allows the pin 46 to be shifted against the stop-surface 58 as explained below).
  • the slot 52 is substantially linear in shape. This configuration allows the pin 48 to slide along a length of the slot 52.
  • pins 46, 48 The ability of the pins 46, 48 to move along their corresponding slots 50, 52 allows the members 36, 40 to change position relative to each other, and also allows the panel 26 to be shifted linearly and rotationally between a retracted position/configuration and an extended position/configuration. This configuration also allows the components to be shifted while the members 36, 40 remain movably connected. To state it differently, the configuration of the pins 46, 48 and the slots 50, 52 allows the panel 26 to be shifted without de-coupling, disassembling, and/or detaching the members 36, 40 from each other, e.g., through tool-based manipulation.
  • the components can be shifted without requiring that tools be used to unfasten or unfix the members 36, 40 from each other in order to render them movable.
  • the adjustment can thus be completed in a tool-less fashion. This helps reduce the time, complexity, and tooling required to complete an adjustment of the panel 26 and can be especially beneficial in circumstances where tools and the components themselves are not easily accessible, e.g. at a roadside.
  • biasing member 60 is shown.
  • the biasing member 60 can be integrated with the mounting bracket 34 to bias the panel 26 in a particular direction, e.g., towards the connection mount 42 and by association toward frame 12 of the vehicle 10 in accordance the configuration shown in FIG. 1.
  • the biasing member 60 can bias the panel 26 toward the retracted position, e.g., the position closer to the frame 12, e.g., associated with no tire-traction device being installed on an adjacent wheel.
  • the biasing member 60 can be a spring, e.g., a leaf spring or a coil spring as shown in FIGS.
  • FIGS. 2, 4, and 6 depict how an end 62 of the biasing member 60 is coupled to the pin 48 of the member 36, and how an end 64 of the biasing member 60 is coupled to a structure 66 (e.g., in this instance being a bolt assembly that extends through the member 40) on the member 40.
  • the biasing member 60 helps hold the panel 26 in its retracted position and also helps lock the panel in its extended position, e.g., in the outward, deployed configuration, as discussed below.
  • the biasing member 60 can be configured such that it remains under substantially constant tension in each of these positions, or, stated differently, the biasing member 60 can be configured such that it imparts a biasing force in each of these positions.
  • the biasing member 60 can be under a certain amount of tension when the panel 26 is in its retracted position, e.g., as shown in FIG. 3, and can be under a different amount of tension (e.g., a greater amount of tension) when the panel 26 is in its extended position, e.g., as shown in FIG. 8.
  • FIGS. 2-4 depict the panel 26 in the retracted position.
  • FIGS. 5 and 6 depict the panel 26 in the intermediate extended position, or rather, on its way to the extended position that provides increased clearance between the panel 26, or a portion thereof, and an adjacent vehicle wheel, e.g., wheel 22 and/or wheel 24 as shown in FIG. 1.
  • FIGS. 2-4 depict the panel 26 in the retracted position.
  • FIGS. 5 and 6 depict the panel 26 in the intermediate extended position, or rather, on its way to the extended position that provides increased clearance between the panel 26, or a portion thereof, and an adjacent vehicle wheel, e.g., wheel 22 and/or wheel 24 as shown in FIG. 1.
  • FIGS. 5 and 6 show how the panel 26 is operated, e.g., being pivoted and pulled outward from the frame 12 to allow it to shift from the retracted position to the extended position.
  • FIGS. 7 and 8 depict the panel 26 in its extended and reversibly locked or fixed position that is provided by the pin 46 being seated on the stop-surface 58 of the slot 50.
  • the panel 26 is shown in its retracted position that corresponds to the wheels 22, 24 of the vehicle 10 shown in FIG. 1 not having tire-traction devices installed thereon (or that corresponds to another structural configuration suitable for a smaller degree of clearance).
  • the pin 48 attached to the member 36 abuts against a stop-surface 68 located at an end of the slot 52, as shown in FIG. 4.
  • the pin 48 is biased into this position by the biasing member 60.
  • the biasing member 60 can be configured to remain under some tension in this position to help hold the panel 26 in this retracted position.
  • the pin 46 attached to the member 36 abuts against a stopsurface 70 located at an end of the slot 50, as shown in FIG. 4.
  • FIGS. 5 and 6 the transition from the retracted position of the panel 26 shown in FIGS. 2-4 to the extended position shown in FIG. 8 is depicted.
  • the panel 26 can be manually engaged at an edge 72 (e.g., a top edge) thereof and/or at an edge 74 (e.g., a bottom edge) thereof.
  • the panel 26 can then be pivoted such that the top edge 72 shifts towards the connection mount 42 and by association towards the frame 12, shown in FIG. 1, and the bottom edge 74 shifts away from the connection mount 42 and by association away from the frame 12, shown in FIG. 1.
  • the movable coupling 37 allows the panel 26 to be rotatably adjusted into an angled position relative to the frame 12 such that the top edge 72 is closer to the frame 12 than the bottom edge 74.
  • the panel 26 can then be shifted outward, e.g., away from, the connection mount 42 and by association the frame 12 shown in FIG. 1.
  • This shifting results in extension of the biasing member 60 as shown in FIG. 6.
  • the pin 48 in the slot 52 moves from the stop-surface 68 as shown in FIG. 4 which results in extension of the biasing member 60.
  • the pin 46 also moves within the slot 50 toward the curved and/or arcuate portion 56.
  • the pin 48 traveling in the slot 52 and the pin 46 traveling in the slot 50 results in a rotating and sliding motion of member 36 relative to the member 40.
  • the panel 26 is shown in its extended position, e.g., the deployed position that can provide additional clearance from a wheel with a tire-traction device installed thereon (or additional clearance from another vehicle structure).
  • the position of the panel 26 shown in FIGS. 7 and 8 results in the panel 26 being displaced laterally-outward from the frame 12 shown in FIG. 1, e.g., in a direction substantially perpendicular to the lengthwise direction of the frame 12 identified in connection with FIG. 1.
  • This extended position allows a traction device to be installed around either or both of the wheels 22, 24 and/or allows the traction device to operate (e.g., rotate with the wheel) with reduced interference between the traction device and the panel 26.
  • FIG. 7 also depicts the biasing member 60 in an extended position, or rather, being extended further compared to the retracted position of the panel 26 as shown in FIG. 4. The force imparted by the biasing member 60 helps bias the pin 46 against the stop-surface 58 thus helping to hold or fix the panel 26 in its extended position.
  • stop-surfaces 58, 70 located at opposite ends of the slot 50 are oriented to face generally in a same direction (e.g., direction 55 identified in FIG. 8).
  • the stop-surfaces 58, 70 are oriented so that a concave portion of each stop-surface 58, 70 faces generally in the same direction (e.g., direction 55 identified in FIG. 8).
  • This orientation of the stop-surfaces 58, 70 on the slot 50 allows the biasing member 60 to bias the pin 46 against either the stop-surface 58 (if the pin 46 is shifted to one end of the slot 50 as shown in FIG.
  • the configuration of the mounting bracket 34 and the movable coupling 37 allows for a substantially self-contained mechanical adjustment of the panel 26.
  • shifting and reversibly locking the panel 26 into the extended position can be performed with reduced or substantially no need for additional locking pins, bolts, or devices using the depicted configuration of the mounting bracket 34.
  • This can increase the efficiency and speed of adjusting the panel 26 into different positions, and reduce the incidence of inoperability due to missing parts required for securing the panel 26 in a particular position, among other benefits.
  • the process described above can be reversed.
  • the panel 26 can again be engaged at its edges 72 and/or 74, rotated, and pulled slightly outward to unseat the pin 46 from the stop-surface 58.
  • the pin 46 can then be translated back through the curved and/or arcuate portion 56 of the slot 50, and the biasing member 60 exerts a force on the pin 48 that pulls the panel 26 towards the frame 12 and back to its retracted position, e.g., as shown in FIGS. 3 and 4.
  • the panel 26 generally reaches its retracted position when the pin 46 reaches the other end of the slot 50 opposite to the stop-surface 58.
  • FIG. 9 shows the member 40 in isolation depicting the configuration of the slot 50 and the slot 52 in which the corresponding pins 46, 48 of the member 36 can slide to different positions to allow for adjustment of the member 36 relative to the member 40 to thereby allow for adjustment of the panel 26 into different positions.
  • the mounting bracket 78 includes a member 80 attached to the panel 28, e.g., in this instance using fasteners 82, and a member 84 that attaches to the frame 12 through a connection mount 86.
  • the member 84 and/or connection mount 86 may couple to the frame 12 directly, or indirectly, e.g., through additional interposed components and/or structures.
  • connection mount 86 can be attached to the frame 12 in different ways, e.g., using fasteners (e.g., bolts, screws, rivets, or other types of fasteners), welding, interlocking structures, and/or using other types of mechanical attachments.
  • fasteners e.g., bolts, screws, rivets, or other types of fasteners
  • welding e.g., welding, interlocking structures, and/or using other types of mechanical attachments.
  • the mounting bracket 78 includes a movable coupling 75 that connects the member 80 and the member 84.
  • the movable coupling 75 allows the members 80, 84 to shift into different positions relative to each other (similar to the movable coupling 37 described in connection with FIGS. 2-9).
  • the movable coupling 75 is configured so that the member 80 and the member 84 are slidable and rotatable relative to each other.
  • the mounting bracket 78 shown in FIGS. 10-17 is thus similar to the mounting bracket 34 described in connection with the panel 26 shown in FIGS. 2-9, except that the members 80, 84 generally corresponding to the members 36, 40 shown in FIGS. 2-9 have the slots and the pins reversed.
  • the member 80 mounted to the panel 28 has the slots and the member 84 attached to connection mount 86 that couples to the frame 12 has the pins.
  • connection mount 86 that couples to the frame 12 has the pins.
  • the member 80 has a slot 92 formed therein and a slot 94 formed therein.
  • the pin 88 is slidably positioned in the slot 92 and the pin 90 is slidably positioned in the slot 94.
  • the slot 92 has a substantially linear portion 96, a curved and/or arcuate portion 98, and a stop-surface 100 located at an end of the curved and/or arcuate portion 98. It can be seen from FIG. 12 that starting from the linear portion 96, the slot 92 initially inclines and then turns at least partially back towards the linear portion 96 proximate to the stop-surface 100 as shown in FIG. 12 (this shape enables reversibly fixing/locking the pin 88 at either end of the slot 92 as explained below).
  • the movement of the pins 88, 90 along their corresponding slots 92, 94 allows the members 80, 84 to change position relative to each other, and also allows the panel 28 to be shifted linearly and rotationally between a retracted position/configuration and an extended position/configuration. This configuration also allows the components to be shifted while the members 80, 84 remain movably connected.
  • the configuration of the pins 88, 90 and the slots 92, 94 allows the panel 28 to be shifted without de-coupling, disassembling, and/or detaching the members 80, 84 from each other, e.g., through tool-based manipulation.
  • the components can be shifted without requiring that tools be used to unfasten or unfix the members 80, 84 from each other in order to render them movable.
  • the adjustment can thus be completed in a tool-less fashion. This helps reduce the time, complexity, and tooling required to complete an adjustment of the panel 28 and can be especially beneficial in circumstances where tools and the components themselves are not easily accessible, e.g., at a roadside.
  • the slot 94 shown most clearly in FIG. 12 is generally linear in shape.
  • the pin 90 is slidably received in the slot 94 such that it can slide therein.
  • the pin 90 can also rotate within the slot 94 to allow rotation of the member 80 with respect to the member 84.
  • the cooperation of the pin 88 with the slot 92 and the cooperation of the pin 90 with the slot 94 allows for the slidable and rotational movement of the member 80 with respect to the member 84 that also allows for adjusting the position of the panel 28 between the retracted position (e.g., associated with no tire-traction device being installed on an adjacent wheel where less clearance is suitable) and an extended position (e.g., associated with a tire-traction device being installed on an adjacent wheel where greater clearance is suitable to help limit or inhibit interference between the structures).
  • the mounting bracket 78 also includes a biasing member 102 integrated with the mounting bracket 78.
  • the biasing member 102 helps bias the panel 28 towards the connection mount 86 and by association the frame 12 of the vehicle 10 shown in FIG. 1. In the depicted configuration, the panel 28 is biased towards the retracted position, e.g., closer to the connection mount 86, by the biasing member 102.
  • the biasing member 102 can be any of the biasing members described herein, e.g., a spring, e.g., such as a leaf spring or a coil spring, or another biasing structure.
  • the biasing member 102 is coupled to the member 84 at a location 104 and at a location 106.
  • the biasing member 102 is deformable in the downward direction (e.g., relative to FIG. 14) and as it does so can exert an upward biasing force on an engaging surface 108 of the member 80 as shown in FIG. 14.
  • the biasing member 102 helps retain the panel 28 in its retracted position and also helps reversibly lock or secure the panel in its extended position.
  • the biasing member 102 may be positioned to continuously impart an upward biasing force on the surface 108 of the member 80.
  • the biasing member 102 may be under a certain amount of tension when the panel 28 is in its retracted position as shown in FIG. 11 and may be in a greater amount of tension when the panel 28 is in its extended position as shown in FIG. 16.
  • FIGS. 10-12 depict the panel 28 in its retracted position.
  • FIGS. 13 and 14 depict the panel during its deployment from the retracted position to the extended position. In particular, FIGS. 13 and 14 depict how the panel 28 can be pulled outward from the frame 12 of the vehicle 10 shown in FIG. 1 and rotated to facilitate lateral displacement.
  • FIGS. 15 and 16 depict the panel 28 in its extended and reversibly locked or fixed position, such that the pin 88 is seated on the stop-surface 100 of the slot 92.
  • the panel 28 is shown in its retracted position that corresponds to the wheels 22, 24 not having a traction device positioned thereon.
  • the pin 90 of the member 84 abuts against a stop-surface 110 in the slot 94 as shown in FIG. 12.
  • the biasing member 102 helps hold the pin 90 in this position.
  • the biasing member 102 exerts an upward force on the surface 108 of the member 80 to help hold the panel 28 in this retracted position as shown in FIG. 12.
  • the pin 88 of the member 84 also abuts against a stop surface 112 in the slot 92 in the retracted position as shown in FIG. 12.
  • the transition of the panel 28 from the retracted position (e.g., the normal operating position) to the extended position (e.g., the deployed position) is shown, in accordance with an embodiment of the present disclosure.
  • the panel 28 can be engaged at an edge 114 (e.g., a top edge) and at an edge 116 (e.g., a bottom edge).
  • the panel 28 can then be pivoted such that the edge 1 14 moves towards the connection mount 86 and by association the frame 12 of the vehicle 10 shown in FIG. 1 and the edge 116 moves away from the connection mount 86 and by association the frame 12 of the vehicle 10 shown in FIG. 1.
  • the panel 28 can then be shifted outward away from the connection mount 86 and by association the frame 12 of the vehicle 10 shown in FIG. 1. This shifting results in further deflection of the biasing member 102 as shown in FIG. 14.
  • the pin 90 in the slot 94 shifts from the stop-surface 110 which, through rotation of the panel 28, results in the deflection of the biasing member 102.
  • the pin 88 also moves within the slot 92 towards engagement with the curved and/or arcuate portion 98.
  • the translation of the pin 90 along the slot 94 and the translation of the pin 88 along the slot 92 results in a rotating and sliding motion of member 80 with respect to member 84 as shown in FIGS. 13 and 14.
  • the panel 28 is shown in the extended position, e.g., being extended outward from the connection mount 86 and by association the frame 12 of the vehicle 10 shown in FIG. 1, in accordance with an embodiment of the present disclosure.
  • the panels 26, 28 may each be extended laterally (e.g., displaced along a direction substantially perpendicular to the lengthwise direction defined in connection with FIG. 1) from the frame 12.
  • the panels 26, 28 can be configured to displace laterally anywhere from 1-30 centimeters.
  • at least a portion of the panels 26, 28 may extend outward laterally from the frame 12 a distance that is greater than a distance the wheels 22, 24 extend outward laterally from the frame 12.
  • This relative positioning of the panels 26, 28 can facilitate clearance for a traction device installed on the wheel 22 and/or wheel 24.
  • this differential can be anywhere from 1-20 centimeters.
  • the panels 26, 28 In the retracted position, the panels 26, 28 can extend outward laterally approximately an equal distance as the wheels 22, 24, a greater distance than the wheels 22, 24 (but less than the extended position), or a shorter distance than the wheels 22, 24 such that the wheels 22, 24 extend further outward laterally, in accordance with different embodiments.
  • the pin 88 In the extended position of the panel 28, e.g., as shown in FIGS. 15 and 16, the pin 88 has moved through the curved and/or arcuate portion 98 of the slot 92 and is abutted against the stop-surface 100 of the slot 92. This abutting results in the panel 28 being reversibly secured, fixed, or held in the extended position as shown in FIG. 16.
  • the pin 90 has also moved within the slot 94 to a position towards an end 118 of the slot 94.
  • the biasing member 102 is also exerting an upward force on the surface 108 of the member 80 to help hold the panel 28 in the extended position. The force from the biasing member 102 helps hold the pin 88 against the stop-surface 100 thereby helping to reversibly secure, fix, or hold the panel 28 in its extended position.
  • the movable coupling 75 is configured so that the stopsurfaces 100, 112 on the slot 92 are oriented to face generally in the same direction (e.g., as indicated by arrow 85 in FIG. 16). This is similar to the configuration of the movable coupling 37 shown in FIGS. 4 and 8 but generally reversed in direction.
  • This alignment of the stopsurfaces 100, 112 helps facilitate reversibly holding, fixing, or locking the pin 88 against the stop-surface 100 at one end of the slot 92 or against the stop-surface 112 at the other end of the slot 92, and thus by association, helps facilitate reversibly holding, fixing, or locking the panel 28 in different positions (e.g., extended or retracted) as described herein.
  • the configuration of the mounting bracket 78 allows for a substantially self- contained mechanical adjustment of the mounting bracket 78. In other words, shifting and reversibly locking the panel 28 into the extended position can be performed with reduced or substantially no need for additional locking pins, bolts, or devices using the depicted configuration. This can increase the efficiency and speed of adjusting the panel 28 into different positions, and reduce the incidence of inoperability due to missing parts required for securing the panel 26 in a particular position, among other benefits.
  • the process described above can be reversed.
  • the panel 28 can again be engaged at its edge 114 and/or edge 116, pivoted, and then pulled slightly outward to unseat the pin 88 from the stop-surface 100.
  • the pin 88 can then be translated back through the curved and/or arcuate portion 98 of the slot 92, and eventually the biasing member 102 exerts a force on the surface 108 of the member 80 that helps pull the panel 26 towards the frame 12 and back to its retracted position, e.g., as shown in FIGS.11 and 12.
  • the panel 28 generally reaches its retracted position when the pin 88 reaches the other end of the slot 92 opposite to the stopsurface 100.
  • a mounting bracket or mounting structure may shift or translate substantially linearly in order to displace a panel, e.g., laterally between a retracted position and an extended position as discussed herein.
  • a mounting bracket or structure can have a track-supported sliding structure and/or can have telescoping components that allow an attached panel to displace linearly, e.g., laterally relative to a frame.
  • locking features can be used to support or fix the panel in certain displaced positions. For example, one or more bolts can he extended through alignable apertures in a track- supported or telescoping mounting bracket to help fix or hold the panel in a certain position.
  • FIG. 17 shows the member 80 in isolation depicting the configuration of the slot 92 and the slot 94 in which the corresponding pins 88, 90 of the member 84 can slide to different positions to allow for adjustment of the member 80 relative to the member 84 to thereby allow for adjustment of the panel 28 into different positions.
  • FIG. 19 a block diagram of a method 1900 of manufacturing an aerodynamic assembly for a vehicle is shown, in accordance with an embodiment of the present disclosure.
  • the method 1900 includes blocks 1902-1908, but is not limited to this selection of elements.
  • the method 1900 includes forming a panel, e.g., such as the panel 26 or 28 shown in FIG. 2.
  • the method 1900 includes forming a mounting bracket, e.g., such as the bracket 34 shown in FIG. 2 or the mounting bracket 78 shown in FIG. 11.
  • the method 1900 includes attaching the panel to the mounting bracket such that the panel is adjustable between at least a first position and a second position.
  • the method 1900 includes attaching the mounting bracket to a frame of a vehicle, e.g., the frame 12 of the vehicle 10 shown in FIG. 1, adjacent one or more wheels, e.g., the wheels 22, 24 shown in FIG. 1 , of the vehicle.
  • the mounting bracket can attach the panel to the frame such that the panel is adjustable between a retracted position, closer to the frame, and an extended position, e.g., further from the frame to increase clearance for a traction device installed on one or more adjacent wheels of the vehicle, or to increase clearance for another structure or to provide additional room for access, cleaning, repair, maintenance, or other adjustment, modification, or reconfiguration.
  • a method 2000 of integrating an adjustable aerodynamic panel into a vehicle e.g., such as the vehicle 10 shown in FIG. 1, is shown, in accordance with an embodiment of the present disclosure.
  • the method 2000 includes blocks 2002-2004, but is not limited to this selection of elements.
  • the method 2000 includes decoupling a first aerodynamic panel from a frame of a vehicle, e.g., such as the frame 12 of the vehicle 10 shown in FIG. 1.
  • the method 2000 includes coupling a second aerodynamic panel, e.g., such as the panel 26 or 28 shown in FIG. 1, to the frame of the vehicle in place of the first aerodynamic panel, e.g., using a mounting bracket.
  • the panel can be coupled to the frame with a mounting bracket, e.g., such as the mounting bracket 34 or 78 shown in FIGS. 2 and 11, to allow the panel to have adjustability relative to the frame, e.g., between an extended position and a retracted position.
  • the method can further include adjusting the panel to increase or decrease clearance from other vehicle structures, e.g., wheels (e.g., with traction devices), fuel tanks, batteries, and/or other components and assemblies.
  • the panels, brackets, and other structures of the assemblies described herein can be formed of different materials. These materials can include without limitation metals, metal alloys, polymers, polymer composites, and/or natural materials, or any combination of the same.
  • the panels, brackets, and other structures of the assemblies described herein can be manufactured using different processes. These processes can include without limitation casting, e.g., metal casting or polymer casting, and/or machining, e.g., electrical-discharge machining (“EDM”), rolling, extruding, and/or stamping, among other methods.
  • machining e.g., electrical-discharge machining (“EDM”), rolling, extruding, and/or stamping, among other methods.
  • EDM electrical-discharge machining
  • the panels, brackets, and other structures of the assemblies described herein can be assembled using different methods, e.g., through attachment with fasteners, and/or through attachment with welding, bonding, and/or adhesives, and/or through other attachments methods that establish a desired relationship between components (e.g., substantially fixed in relation to each other or substantially movable in relation to each other).
  • the aspects and embodiments described herein can be manufactured, integrated, and/or utilized in connection with different types of vehicles.
  • vehicles e.g., freight trucks
  • the aspects and embodiments described herein can be used in connection with other sizes, classes, and types of vehicles (e.g., passenger vehicles, light-duty trucks, medium-duty trucks, heavy-duty trucks, buses, trams, carts, industrial vehicles, trains, aircraft, or other types of vehicles and equipment).
  • ICE internal combustion engine
  • EV electric vehicles
  • BEV battery electric vehicles
  • HEV hybrid electric vehicles
  • PHEV plug-in-hybrid electric vehicles
  • FCEV fuel-cell electric vehicles
  • An adjustable fairing assembly for a vehicle comprising an aerodynamic panel; and a mounting bracket for attaching the aerodynamic panel to the vehicle, the mounting bracket comprising: a first member that attaches to the aerodynamic panel, a second member that attaches to the vehicle, and a movable coupling that allows the first member and the second member to shift between a retracted position and an extended position while the first member and the second member remain movably connected to each other.
  • Clause 8 The adjustable fairing assembly of any of clauses 1-7, wherein the movable coupling further comprises: a second slot, and a second pin, wherein the second pin is slidably positioned in the second slot.
  • An adjustable fairing assembly for a vehicle comprising: an aerodynamic panel; and a mounting bracket for attaching the aerodynamic panel to the vehicle, the mounting bracket comprising a movable coupling that allows the aerodynamic panel to slidably and rotatably shift between a retracted position and an extended position.
  • a vehicle comprising: a chassis; and an adjustable fairing assembly, comprising: an aerodynamic panel, and a mounting bracket that attaches the aerodynamic panel to part of the chassis, the mounting bracket comprising: a first member coupled to the aerodynamic panel, a second member coupled to the part of the chassis, and a movable coupling that allows the first member and the second member to shift between a retracted position and an extended position while the first member and the second member remain movably connected to each other.
  • the movable coupling comprises a pin and a slot, wherein the pin is slidably positioned in the slot, such that the pin can shift between a first stop-surface in the slot associated with the retracted position and a second stopsurface in the slot associated with the extended position.
  • Clause 20 The vehicle of clause 18 or 19, wherein the slot comprises a linear portion and a curved portion, wherein the curved portion is shaped such that it curves at least partially back towards the linear portion.
  • An adjustable fairing assembly for a vehicle comprising: an aerodynamic panel; and a mounting bracket for movably coupling the aerodynamic panel to a chassis rail of the vehicle, the mounting bracket comprising: a movable coupling that enables the aerodynamic panel to be slidingly and rotatably shifted between a retracted configuration and an extended configuration without disassembling and reassembling any portion of the adjustable fairing assembly.
  • Clause 24 The adjustable fairing assembly of clause 23, wherein the extended position is a position for which chains coupled to one or more tires proximal to the adjustable fairing assembly do not contact any portion of the adjustable fairing assembly while the tire(s) are stationary or rotating.
  • Clause 28 The adjustable fairing assembly of any of clauses 23-27, wherein the aerodynamic panel is substantially perpendicular to the chassis rail in both the retracted configuration and the extended configuration; and wherein the aerodynamic panel adopts an angled position with respect to the chassis rail during a movement configuration when going from the retracted position to the extended position, and vice versa.
  • Clause 29 A method of manufacturing and/or assembling an aerodynamic assembly according to any of clauses 1-28.
  • Clause 30 A method of integrating an aerodynamic assembly according to any of clauses 1-28 into a vehicle.
  • this disclosure may include the language, for example, “at least one of [element A] and [element B].” This language may refer to one or more of the elements. For example, “at least one of A and B’’ may refer to “A,” “B,” or “A and B.” In other words, “at least one of A and B” may refer to “at least one of A and at least one of B,” or “at least either of A or B.” In some embodiments, this disclosure may include the language, for example, “[element A], [element B], and/or [element C].” This language may refer to either of the elements or any combination thereof.
  • A, B, and/or C may refer to “A,” “B,” “C,” “A and B,” “A and C,” “B and C,” or “A, B, and C.”
  • this disclosure may use the term “and/or” which may refer to any one or combination of the associated elements.
  • this disclosure may use the term “a” (element) or “the” (element). This language may refer to the referenced element in the singular or in the plural and is not intended to be limiting in this respect. [00110] The subject matter of this disclosure has been described in relation to particular embodiments, which are intended in all respects to be illustrative rather than restrictive.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne des panneaux aérodynamiques réglables, des ensembles dotés de panneaux aérodynamiques réglables, et des procédés de fabrication, d'intégration, et d'utilisation de ceux-ci. Dans des modes de réalisation, un ensemble aérodynamique pour un véhicule comprend un cadre, un panneau, et un support de montage. Le support de montage couple le panneau au cadre, par exemple, adjacent à une ou plusieurs roues du véhicule. Dans des modes de réalisation, le support de montage comprend un premier élément qui se couple au panneau et un second élément qui se couple (directement ou indirectement) au cadre, le premier élément et le second élément étant mobiles l'un par rapport à l'autre de telle sorte que le panneau peut être ajusté entre une première position, par exemple, une position rétractée qui est, par exemple, plus proche des roues et/ou du cadre, et une seconde position, par exemple, une position étendue, qui est plus éloignée des roues et/ou du cadre. Cette dernière position peut fournir un dégagement accru.
EP24735391.5A 2023-05-12 2024-05-10 Panneaux et ensembles aérodynamiques réglables et procédés de fabrication, d'intégration, et d'utilisation de ceux-ci Pending EP4709636A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US202363466117P 2023-05-12 2023-05-12
PCT/US2024/028833 WO2024238347A1 (fr) 2023-05-12 2024-05-10 Panneaux et ensembles aérodynamiques réglables et procédés de fabrication, d'intégration, et d'utilisation de ceux-ci

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EP4709636A1 true EP4709636A1 (fr) 2026-03-18

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EP24735391.5A Pending EP4709636A1 (fr) 2023-05-12 2024-05-10 Panneaux et ensembles aérodynamiques réglables et procédés de fabrication, d'intégration, et d'utilisation de ceux-ci

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WO (1) WO2024238347A1 (fr)

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4008610A3 (fr) * 2012-11-01 2022-07-13 Flowbelow Aero, Inc. Système aérodynamique et carénages réglables

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