Side skirt for a pulled vehicle

The present invention relates to flow conductors for minimizing the resulting aerodynamic drag when tractors, trailers, rigid trucks, lorries and other vehicles are moving in the air. Specifically, the present invention relates to a plate-shaped flow conductor for use as a side skirt having a front end, a lower end, a rear end, and an upper end. The flow conductor can be mounted along the upper end of the towed vehicle at a position approximately perpendicular to the outer lower end of the body portion of the towed vehicle in the vehicle connection by at least two swivelly connected vehicles. Once installed, the flow conductor extends at least partially below the vehicle body portion in the longitudinal direction of the towed vehicle. The flow conductor as a side skirt reduces aerodynamic drag and also reduces rainwater spray and noise from the wheels.

Drag coefficient C for the outer shape of the vehicle and its operation through the medium_DIt is a well-known fact that it can be defined by a predetermined dimensionless quantity called. The drag coefficient in a low speed body depends mainly on the aerodynamic shape of the body and the Reynolds number. The Reynolds number is a measure of the ratio of inertial force to viscous force in a flow. The drag coefficient and the corresponding aerodynamic force are directly related to the square of the drive speed and fuel consumption of the corresponding vehicle, and thus to the driving economy.

Large haul vehicles can be characterized as bluff shapes in the aerodynamic sense. This means that the aerodynamic properties of these vehicles are strongly influenced by the flow separation. Flow separation is a sufficiently large reverse pressure gradient where the boundary layer that fills the velocity difference between the moving vehicle and the low air velocity is due to abrupt geometric changes inside the body, such as the rear of a bluff vehicle. Occurs when encountering.

The term bluff most commonly refers to a body that has a front edge flow separation, as most vehicles do at large side wind angles. The flow in contact with the front side of the vehicle travels, for example, along the side surface of the trailer to the rear side of the trailer. Behind this trailer, the flow cannot follow the 270 degree corners, including the sides and back, which are the square edges found, for example, in most corners of commercial road bulk carriers and rail freight carriers. The effect of these flow separations is most pronounced at their high aerodynamic drag levels, where the pressure resistance component is due to the flow separation and due to surface friction as in the case of airfoil. Many times higher than resistance. The aerodynamic drag of the bluff shape is mainly due to the pressure difference between the front and back of the main body with respect to the environmental pressure, and the contribution of surface friction is only secondary.

Fuel economy of heavy-duty vehicles and related fuel costs are crucial issues in the operating costs of domestic and international carriers. To date, road goods transportation has been one of the most efficient and flexible methods in the freight transportation sector. Large amounts of engine power are required to overcome the aerodynamic forces acting on road vehicles due to the vehicle moving in the air. In addition to reducing aerodynamic drag with specially designed devices or aerodynamically well streamlined bodies, for example, introducing vehicle weight reduction through lightweight construction design, reducing tire friction. Other measures, such as improving the tire friction coefficient and improving the mechanical efficiency of mechanical parts such as the engine, gearbox and drive shaft, may also have a positive effect on vehicle fuel efficiency. Improving vehicle aerodynamic behavior, in addition to improving fuel economy, not only reduces non-environmentally friendly exhaust emissions, but also results in more conservative traffic conditions by reducing tire wear.

Due to aerodynamic instability in and around the wake behind the vehicle, the vehicle slowly rattles on the road, which is tire wear and possibly tire rupture, and thus dangerous traffic conditions. Bring.

As the road vehicle travels along its path, the volume of air near the front of the vehicle effectively acts as a frontal obstacle, causing stagnation drag and thus loss of fuel economy. The field of aerodynamic design for tractor and truck cabins has generally already made significant progress, generally with rounded cabin corners, side and roof deflectors, aerodynamic mirrors and closing the gap between the cabin and trailer. Side fenders are used. Several aerodynamic devices for the back of the vehicle, such as boat tails, splitter plates, guide vanes, air deflectors and pneumatic systems, have also been developed to significantly reduce the total drag of road vehicles. This region is characterized by highly turbulent and isolated flows, as trailer chassis typically include lateral chassis beams, pallet boxes, axles, support legs, equipment storage volumes and other indefinite elements.

The present invention relates to vehicles having significant turbulence regions as a result of flow interruptions at the swivel connection positions between at least two parts of the overall vehicle connection. Such turbulent regions typically occur, for example, at the swivel connection between the trailer and the tractor, or at the connection between one or more lorry tow rods and the rigid track. Another example of rolling stock connection is a railroad train with a locomotive and some freight cars. Locomotives and freight cars are all swivelly connected to each other. At each connection, there is a region where there is a large difference in pressure. At these positions, the flow along the vehicle is interrupted, adversely affecting the aerodynamic behavior of the overall vehicle connection.

U.S. Pat. No. 6,974,178 granted to Ortega and Salari has been adapted to align upstream of the wheel assembly to deflect airflow from the wheel assembly and reduce incident pressure on the wheel assembly. Shows a baffle assembly. A first embodiment of the device of US Pat. No. 6,974,178 refers to a wedge-shaped side skirt device. The skirt device is mounted underneath the vehicle body portion, in front of the rear wheel assembly, using fasteners of the type known in the art or other mounting hardware. The skirt device has left and right panels that extend downward from the underside of the body portion and are angled to deflect airflow from the rear wheel assembly. It will be appreciated that the left and right panels are part of an integral structure and their tips may be integrally connected at an angle or in either a curved or other continuous shape. .. The straight panel itself may also have a concave or convex curved shape.

A second embodiment of U.S. Pat. No. 6,974,178 is a wedge-shaped skirt similar to the first embodiment but having shorter left and right panels and a third forward panel connected to the anterior position of the wedge portion. The part is shown. The third forward panel is centered on the longitudinal central axis of the trailer.

A third embodiment comprises a pair of side skirts that are mounted parallel to or near the opposite side of the body vehicle in the transverse direction. Specifically, these side skirts may be attached directly to the underside of the body portion and extend downward there, or may be attached to the side surface of the body portion and extend down to a level below the body portion. These side skirts are located near the lower ends of the left and right sides and block the airflow that enters and traverses the underside of the trailer.

<p> The first problem with the first and second embodiments of U.S. Pat. No. 6,974,178 is that units such as battery boxes, pallet boxes, storage volumes and other required parts that reside on standard trailers Due to the presence of the side skirt, it cannot be attached anywhere. Another problem with the three embodiments of U.S. Pat. No. 6,974,178 is the inability to access the underside of the body of the vehicle, even if necessary for certain tasks such as maintenance or storage of parts and the like. It is in the fact. A further problem with the three embodiments of US Pat. No. 6,974,178 is that it has high levels of turbulence generated by the emitted flow and sensed by the passing flow, adversely affecting the aerodynamic behavior of the vehicle. The realm is still in existence. Especially when the vehicle receives a horizontally inclined flow, the flow has vortices and significant irregularities.</p>

<p> An object of the present invention is to provide an alternative that at least partially overcomes at least one of the above drawbacks and / or can be used. Specifically, an object of the present invention is to provide an improved streamlined vehicle with a flow conductor that guides the flow correctly if the vehicle tends to receive a horizontally inclined flow and a straight forward flow. To do. This object is achieved by the flow conductor according to claim 1. A feature of the flow conductor according to the present invention is that the flow conductor has a locally thick portion having a streamlined outer surface shape in a cross section in the transverse direction with respect to the front end in relation to the front end. In some vertically mounted flow conductors, the inner and outer surfaces may be defined. The inner surface is aligned inward with respect to a towed vehicle such as a trailer, lorry or freight car. Effectively, according to the present invention, the air flow at the front end of the flow conductor is stably guided as an air flow along the inner and outer surfaces of the flow conductor. The front end has a streamlined outer surface shape that guides the air flow along the surface of the flow conductor, significantly reducing the risk of air flow separation at the front end. According to the present invention, airflow turbulence in the peripheral region of the front end is significantly reduced, which has a positive effect on the aerodynamic performance of the perfect vehicle connection. The improved aerodynamic performance has a clear effect on the fuel economy of the vehicle connection. Through some tests, it has been determined that the flow conductors according to the invention may achieve fuel economy savings of about 5% and more.</p><p> Along with this, the present invention provides a device for reducing the aerodynamic drag of a wheeled vehicle in an air flow. This vehicle may be represented as a tractor-trailer connection where the trailer has several wheel assemblies that support the body of the vehicle. Preferably, the aerodynamic device as a drag reduction device for the trailer comprises two panels with a nearly mirror-symmetrical shape and an inward bend at the vertical front end. These panels are mounted longitudinally on the trailer below the outer lower edge. The panel is a side skirt that extends adjacent to the ground along the sides of the trailer. In certain alternative embodiments, the present invention provides a flow conductor in a device for reducing aerodynamic drag in the airflow of an alternative wheeled vehicle. The vehicle can be described as a rigid truck with lorries and tow rods, in which case the lorries have several wheel assemblies that support the vehicle body. This type of trailer drag reduction device comprises two equal panels with a bend inside the vertical front edge. These panels are mounted in the longitudinal direction of the lorry.</p><p> In a preferred embodiment of the flow conductor according to the invention, the outer surface shape of the thick portion of the cross section comprises a bend with an airfoil portion associated with the front end. The airfoil section is aligned with the front end of the flow conductor and guides the approaching airflow along the inside and outside of the flow conductor. Effectively, an airfoil-like airfoil shape is optimal for guiding airflow, reducing turbulence and preventing flow separation in the region around the front end.</p><p> In an alternative embodiment of the flow conductor according to the invention, the outer surface shape comprises a bend having a circular portion having a radius of at least 100 mm in relation to the front end. In a further alternative embodiment according to the invention, the outer surface shape comprises a bend having an elliptical portion associated with the front end. These embodiments are effective because the manufacture of these flow conductors is relatively cost effective and the reduction of turbulence is significant.</p><p> In order to achieve proper turbulence reduction, it is important that the thick part has the proper dimensions. In certain embodiments, this thick portion has a height dimension of at least 50 mm perpendicular to the outer surface of the flow conductor. Preferably, this height dimension is 100 mm, especially 200 mm.</p><p> In one embodiment of the invention, the thick portion of the flow conductor extends at a distance of 100 mm via a virtual plane parallel to the outer surface of the flow conductor. Preferably, the shape of the front edge is smooth, avoiding sharp edges and preventing the generation of swirls in the guided airflow. It is important that the air flow continues to follow the surface of the flow conductor. The continuous flow in the flow conductor must not be interrupted by a sudden change in the shape of the flow conductor. This also depends on the velocity of the airflow if the change in shape results in the interruption of the continuous airflow. The minimum dimension of the thick portion of the flow conductor is related to the higher velocity of the airflow generated during travel in one particular embodiment of the invention. The shape of the thick portion of the flow conductor may preferably not change abruptly and may have a minimum dimension. According to the present invention, it has been determined that it is effective to gradually guide the airfoil at a thick portion arranged in the minimum dimension in the direction perpendicular to the outer surface of the plate-shaped flow conductor. This minimum dimension is defined as the vertical distance between the outer surface of the flow conductor and the virtual plane aligned in parallel. In one preferred embodiment, it has been determined that it is preferable if the virtual plane is parallel to the outer surface of the flow conductor at a distance of 200 mm.</p><p> In one embodiment of the invention, the mountable plate-shaped flow conductor comprises an inner surface and an outer surface. When this flow conductor is attached to a vehicle, the inner surface is located inside the towed vehicle. Effectively, the thick portion is aligned with the inner surface of the flow conductor. The outer surface is flat and has no thick parts. This significantly reduces turbulence in the peripheral region of the front end.</p><p> In one embodiment of the invention, the flow conductor comprises a front and / or rear chamfer between the front and bottom ends. These chamfers improve airflow and thus further improve aerodynamic performance.</p><p> In certain embodiments, the front and / or rear chamfers have a dimension of at least 100 mm in the anterior end direction. Better performance is established from this minimum dimension.</p><p> In one particular embodiment of the flow conductor according to the invention, the flow conductor is made of dicyclopentadiene, also known as Telene. This material has high impact resistance and is effective in reducing damage caused by pavement gravel. Dicyclopentadiene is even more effective as it may reduce the total weight of the flow conductor. Further, the dicyclopentadiene material makes it possible to manufacture a large 3D shape into one piece, which is effective in integrating a thick portion into the plate-like portion of the flow conductor according to the present invention. Further, the present invention relates to an aerodynamic device comprising a set of two flow conductors having corresponding mirror-symmetrical shapes.</p><p> In one embodiment of the invention, the flow conductor extends over the entire length of the vehicle and guides airflow from the front of the vehicle to the rear of the vehicle along the underside of the body portion. Effectively, the turbulence zone along the entire length of the vehicle is reduced. Components that can interfere with airflow, such as pillars and storage containers, are located behind the flow conductor and thus no longer adversely affect the guided airflow.</p><p> It is effective to support the flow path behind the main body. This also reduces the aerodynamic drag behind the vehicle. Guided air behind the vehicle reduces the pressure drop behind the vehicle, which has a positive effect on the aerodynamic performance of the overall vehicle connection.</p><p> A further embodiment of the invention includes a longitudinal flow conductor that can be flipped up along the longitudinal axis of the vehicle to ensure accessibility to the underside of the vehicle. Preferably, accessibility to the underside of the vehicle body portion is ensured by a leaf mechanism as a hinge to which the flow conductor is connected. This also makes it convenient to attach essential parts to the underside of the body of the same vehicle.</p><p> Furthermore, the present invention relates to an effective trailer equipped with a flow conductor according to the present invention. In one particular embodiment of the trailer according to the invention, the flow conductor covers at least one wheel of the wheel assembly. Preferably, a cooling gap is provided close to the flow conductor's wheel assembly to provide an air passage for cooling the trailer's tires and brake system. This reduces the risk of tire overheating.</p><p> Further, the present invention relates to a vehicle capable of being towed within a vehicle connection, such as a lorry or freight car equipped with a flow conductor according to the present invention. In one embodiment of the invention, the front end of the flow conductor is substantially in line with the front surface of the main body of the lorry or freight car. This is preferable because the turbulent region is reduced in this embodiment.</p><p> Further preferred embodiments are defined in additional dependent claims.</p>

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings. These drawings show practical embodiments of the present invention, but should not be considered limiting. The accompanying drawings are as follows and are included in and part of the disclosure.<figref num="1">It is a perspective view which saw one of the vehicles called a tractor-trailer connection which can attach the flow conductor by this invention from the front side.</figref><figref num="2">It is a perspective view which looked at the 1st Embodiment of the flow conductor by this invention attached to the lower side of the trailer of a tractor-trailer connection from the lower side.</figref><figref num="3">It is a side view of the tractor-trailer of FIG. 1 with a flow conductor.</figref><figref num="4A">It is a bottom view of the trailer shown in FIG. 3 as a towed vehicle.</figref><figref num="4B">It is a detailed bottom view of the flow conductor shown in FIG. 4A, paying attention to the shape of the adjacent region at the front end of the flow conductor.</figref><figref num="5">It is a perspective view from the front side of one of the vehicles called a rigid truck having a tow rod and a lorry to which a flow conductor according to the present invention can be attached.</figref><figref num="6">It is a perspective view which looked at the 1st Embodiment of the flow conductor of this invention attached under the lorry of the rigid truck which has a traction rod and lorry from the lower side.</figref><figref num="7">It is a side view of the device of FIG.</figref><figref num="8">It is a bottom view of the device of FIG.</figref><figref num="9">It is a perspective view which looked at the 2nd Embodiment of the apparatus by this invention attached under the trailer of a tractor-trailer connection from the lower side.</figref><figref num="10">It is a bottom view of the device of FIG.</figref><figref num="11">It is a perspective view which looked at the 3rd Embodiment of the apparatus by this invention attached under the trailer of a tractor-trailer connection from the lower side.</figref><figref num="12">It is a bottom view of the device of FIG.</figref><figref num="13">It is a perspective view which looked at the 4th Embodiment of the apparatus by this invention attached under the trailer of a tractor-trailer connection from the lower side.</figref><figref num="14">It is a bottom view of the device of FIG.</figref><figref num="15">FIG. 5 is a perspective view of a fifth embodiment of the device according to the invention mounted under the trailer of the tractor-trailer connection as viewed from below.</figref><figref num="16">It is a side view of the device of FIG.</figref><figref num="17">FIG. 6 is a perspective view of a sixth embodiment of the device according to the invention mounted under the trailer of the tractor-trailer connection as viewed from below.</figref><figref num="18">It is a side view of the device of FIG.</figref>

At the end of this detailed description, an legend is provided that represents the name of the component indicated by the corresponding reference digit.

The present invention is an aerodynamic drag reduction device that should generally be used by a type of wheeled vehicle having a vehicle body portion, wherein the vehicle body portion is exposed to an air flow that contributes to the total drag of the vehicle. Supported by one or more wheel assemblies located underneath. The proposed aerodynamic device, referred to as a longitudinal flow conductor, is positioned below, or said, a body portion of a vehicle, train, aircraft, or vehicle exposed to an air flow that causes aerodynamic drag. It can be attached to different haul vehicles, including any other vehicle with one or more wheel assemblies that extend underneath.

In Figure 1-Figure 18 and the following discussion of the drawings, a conventional trailer with a tractor-trailer connection and a rigid track with a tow rod and lorry exemplify aerodynamic drag and are provided by various embodiments of the invention. It has been selected as a typical wheeled vehicle to set an example of the solutions to be made.

With reference to FIG. 1, a typical tractor-trailer connection 1, generally referred to as a tractor 2 and a trailer 3, is shown in a perspective view observed from an elevated position to the front left of the vehicle connection. The tractor 2 is a well-known object that is not special and will not be described in detail. The trailer 3 moves on one or more wheel assemblies 26 in such a vehicle, the front end of which is swivelly supported by the rear portion of the tractor via a kingpin 29. To describe the trailer 3 within the tractor-trailer connection, the trailer 3 is set as a structure that generally surrounds a rectangular body volume 4. This volume is the front surface 5, the left side surface 6, the right side surface 9, the top surface 7, the rear surface 10, the bottom surface 8, the support chassis 30, and other equipment, especially the individual, generally shown as the left and right support legs. It has pillars 23 and 24, a pallet box 25 and possibly left and right storage volumes 27 and 28. As used in this detailed description and claims, the wheel assembly is positioned under the body part as a wheel, (single or double) tire, axle, differential and integral group, or body part. Includes any combination of other wheel-related structures such as struts, shocks, springs (or air bellows), control arms, brakes, etc. that extend underneath. The position and number of wheel assemblies are not predetermined and are therefore arbitrary. The presence and location of both the pallet box 25 and the storage volumes 27 and 28 are not mandatory and are not specified.

Referring to FIG. 5, a rigid truck 51 with a tow rod and a lorry, generally designated as a lorry 53 with a rigid truck 52 and a tow rod 74, is shown in a perspective view observed from an elevated position to the front left of the vehicle connection. Has been done. The rigid truck 52 comprises a driver's cab 92, a body volume 93, a plurality of wheel assemblies 94, and possibly a storage volume 95 for, for example, a fuel or electrical unit. The lorry 53 moves on one or more wheel assemblies 73 in such a vehicle, the front traction rod 74 being swiveled by the rear portion of the rigid truck 52 via the kingpin of the same rigid truck 52. Be connected.

To describe the lorry 53 within a rigid track structure 51 having a traction rod and lorry, the lorry is set as a structure that generally surrounds a rectangular body volume 54. This volume is probably for the front 55, the left 56, the right 59, the top 57, the back 60, the bottom 58, the support chassis 75 and other equipment, especially generally for example electrical units. It has left and right storage volumes 76 and 77. As used in this detailed description and claims, the wheel assembly is positioned under the body part as a wheel, (single or double) tire, axle, differential and integral group, or body part. Includes any combination of other wheel-related structures such as struts, shocks, springs (or air bellows), control arms, brakes, etc. that extend underneath. The position and number of wheel assemblies are not predetermined and are therefore optional.

FIG. 2-FIG. 4A shows an exemplary first embodiment of the trailer 3 according to the invention with aerodynamic drag reduction devices such as straight longitudinal flow conductors 31 and 38. This aerodynamic device has a horizontal bottom 32, a vertical rear end 33, a horizontal top 34 and a vertical front end 35 for the longitudinal left flow conductor 31, and a horizontal for the longitudinal right flow conductor 38. It can be described as a connection by two thin wall plates with a straight lower end 39, a vertical rear end 40, a horizontal upper end 41 and a vertical front end 42. The starting points of the foremost ends 35 and 42 of both the longitudinal flow conductors 31 and 38 extend beyond the horizontal lower end 19 of the trailer 3 body volume 4. The rear ends 33 and 40 of both the longitudinal flow conductors 31 and 38 reach the lower rear end 20 of the trailer 3 body volume 4. The left and right flow conductors, designated as 31 and 38, respectively, are mounted vertically along their upper ends 34 and 41 to the horizontal outer lower ends 11 and 15 of the trailer 3 body volume 4. In this detailed description, the left and right longitudinal flow conductors 31 and 38 are both the same, and therefore, in this detailed description, only the left longitudinal flow conductor 31 will be considered. However, the left and right longitudinal flow conductors 31 and 38 can be configured differently from each other according to the user's requirements. The straight front end 35 of the device divides the flow coming from the side and rear surfaces of the tractor 2 into two different flows: the outer flow and the inner flow of the trailer 3. As Figure 4A shows, the flow outside the device is guided to the rear of trailer 3 along pillar 23, pallet box 25 (if present), wheel assembly 26 and storage volume 27 (if present). Inside the aerodynamic device anterior, as can be seen in Figure 4A, the flow arrives along the bend 36 and the sloping end 37, protecting the flow from separation. This reduces aerodynamic drag locally in the vehicle and is due to bend 36 Accelerates the flow inside the lever to create a pressurized state. This bend 36 can be defined as a quarter of an ellipse with a trailing end 37 that slopes gradually, as shown in FIG. 4A. This elliptical bend with a sloping trailing edge is referred to as the longitudinal elliptical flow conductor. The preferred pressure gradient of this contour decelerates the flow again and guides it to the rear of the vehicle, where the flow is inflated to the wake of the vehicle to reduce the pressurization in the wake and thus the air in the rear of trailer 3. Mechanical drag is reduced.

FIG. 4B shows a detailed view of the flow conductor of FIG. 4A. This detailed view focuses on the shape of the region adjacent to the front end 35 of the flow conductor 38. The flow conductor is plate-shaped with a thickness of at least 5 mm. The region adjacent to the front end 35 of the flow conductor is characterized by the fact that it is thick and has a bend 36 that defines an elliptical surface. The elliptical bend 36 is defined by two radii "c" and "b". Preferably, the ratio of "c" to "b" is between at least 1 and up to 3. More preferably, the ratio of "c" to "b" is up to 1.5. A ratio of about 1 defines a circular bend 36 in the transverse cross section of the flow conductor. The height dimension of the thick portion with respect to the front end is formed by dimension "b". Dimension "b" is perpendicular to the longitudinal direction of the flow conductor. Preferably, this dimension "b" is at least 50 mm, especially 100 mm, but a height dimension of 200 mm is even more preferred.

With a height dimension of at least 50 mm, the thick portion extends through a virtual plane 47 parallel to the outer surface 45 of the flow conductor. A nearly flat surface over almost the entire length of the outside of the flow conductor defines the outer surface 45. Most embodiments of the flow conductor include an inner surface parallel to the outer surface on the inside. However, in one particular embodiment of the invention, only thick portions may be provided inside or outside the flow conductor. The virtual plane 47 is aligned inside the flow conductor, parallel to the outer surface, at a distance "a" of at least 100 mm. The thick portion in FIG. 4B is in the cross section defined by the elliptical bend 36 and the reduced bend 37. Along the reduced bend 37, the thick portion is reduced to the thickness of the plate-like flow conductor. In FIG. 4B, the bend 36 includes at least two radii "d" and "e" that are at least 100 mm. This shape of the thick portion ensures stable guidance of the air flow in the longitudinal direction. In order to achieve a streamlined outer surface shape, the thick portion with the bend and damping portions preferably extends in the longitudinal direction of the flow conductor over a distance of at least 100 mm.

Figure 6-Figure 8 shows the lorry 53 of a device according to the invention having aerodynamic drag reducing devices such as straight longitudinal flow conductors 78 and 85 inside a vehicle 51 known as a rigid truck with a tow rod and lorry 53. The first embodiment of the above is shown. This aerodynamic device has a horizontal bottom end 79, a vertical rear end 80, a horizontal top edge 81 and a vertical front end 82 for the longitudinal left flow conductor 78, and a horizontal for the longitudinal right flow conductor 85. It can be described as a connection by two thin wall plates with a straight lower end 86, a vertical rear end 87, a horizontal upper end 88 and a vertical front end 89. The starting points of the foremost ends 82 and 89 of both the longitudinal flow conductors 78 and 85 are located at the horizontal lower end 69 of the body volume 54 of the lorry 53. The rear ends 80 and 87 of both the longitudinal flow conductors 78 and 85 reach the lower rear end 70 of the body volume 54 of the lorry 53. The left and right flow conductors, designated as 78 and 85, respectively, are mounted vertically along their upper ends 81 and 88 to the horizontal lower ends 61 and 65 of the body volume 54 of the lorry 53. In this detailed description, the left and right longitudinal flow conductors 78 and 85 are both the same, and therefore, in this detailed description, only the left longitudinal flow conductor 78 will be considered. However, the left and right longitudinal flow conductors 78 and 85 can be configured differently from each other according to the user's requirements.

The straight front end 82 of the device divides the flow coming from the sides and rear of the rigid track 52 into two different streams, the outer and inner streams of the lorry 53. As shown in FIG. 8, the flow outside the device is guided to the rear of the lorry 53 along the wheel assembly 73 and the storage volume 76 (if any). Inside the aerodynamic device front, as can be seen in FIG. 8, the flow arrives along the bend 83 and the sloping end 84, protecting the flow from separation. This reduces the aerodynamic drag locally in the vehicle and accelerates this inner flow due to the bend 83, creating a pressurized state. This bend 83 can be defined as a quarter of an ellipse with a trailing end 84 that slopes gradually, as shown in FIG. This elliptical bend with a sloping trailing edge is referred to as the longitudinal elliptical flow conductor. The preferred pressure gradient of this contour slows the flow again and guides it to the rear of the vehicle, where the flow is inflated to the wake of the vehicle to reduce the pressurization in the wake and thus the air in the rear of the lorry 53. Mechanical drag is reduced.

Subsequent embodiments can preferably be utilized on both vehicles described above, known as trailers 3 and lorries 53 with tow rods 74. This detailed description further considers a vehicle setup called Trailer 3.

9 and 10 show an exemplary second embodiment of the invention having an aerodynamic drag reduction device, such as a longitudinal flow conductor generally indicated by reference numerals 102 and 109 and having a backstep. Has been done. The aerodynamic device comprises a connection by two thin wall plates having a horizontal lower end 103, a vertical rear end 104, a horizontal upper end 105 and a vertical front end 106 for the longitudinal left flow conductor 102 alone. The starting point of the foremost end 106 of the longitudinal flow conductor 102 extends beyond the horizontal lower end 19 of the trailer 3 body volume 4. The rear end 104 of the longitudinal flow conductor 102 reaches the lower rear end 20 of the trailer 3 body volume 4. A longitudinal flow conductor with a backstep designated as 102 is mounted vertically along its upper end 105 to the vertical lower end 11 of the trailer 3 body volume 4.

The straight front end 106 of the device divides the flow coming from the side and rear surfaces of the tractor 2 into two different flows: the outer flow and the inner flow of the trailer 3. As FIG. 10, the flow outside the device is guided along the pillar 23, the large pallet box 101, over the wheel assembly 26, along the storage volume 27 (if any) to the rear of the trailer 3. .. Inside the front of the aerodynamic device, as can be seen from FIG. 10, the flow arrives along the bend 107 and the backstep 108, which creates a place for the pallet box 101. This bend 107 can be defined as a quarter of an ellipse with a straight backstep 108, as shown in FIG. This bend with a backstep is referred to as a longitudinal flow conductor with a backstep.

11 and 12 show an exemplary third embodiment of the invention having an aerodynamic drag reduction device, such as a longitudinal flow conductor generally indicated by reference numerals 120 and 127 and having a circular bend. It is shown. The aerodynamic device comprises two thin wall plates with a horizontal bottom edge 121, a vertical rear end 122, a horizontal top edge 123 and a vertical front end 124 for the longitudinal left flow conductor 120 alone. The starting point of the foremost end 124 of the longitudinal flow conductor 120 extends beyond the horizontal lower end 19 of the trailer 3 body volume 4. The rear end 122 of the longitudinal flow conductor 120 reaches the lower rear end 20 of the trailer 3 body volume 4. The flow conductor, designated as 120, is mounted horizontally along its upper end 123 to the horizontal lower end 11 of the trailer 3 body volume 4.

The straight front end 124 of the device divides the flow coming from the side and rear surfaces of the tractor 2 into two different streams, the outer and inner streams of the trailer 3. As shown in FIG. 12, the flow outside the device is guided along the pillar 23, the large pallet box 25, onto the wheel assembly 26 and along the storage volume 27 (if any) to the rear of the trailer 3. Inside the aerodynamic device front, as can be seen in FIG. 12, the flow arrives along the bend 125 and the sloping end 126, protecting the flow from separation. This reduces aerodynamic drag locally in the vehicle and accelerates this inner flow due to the bend 125, creating a pressurized state. This bend 125 can be defined as a quarter of a circle with a trailing end 126 that slopes gradually, as shown in FIG. This circular bend is referred to as a circular longitudinal flow conductor. The preferred pressure gradient of this circular flow conductor slows the flow again and guides it to the rear of the vehicle, where the flow is inflated to the wake of the vehicle to reduce the pressure in the wake and thus the rear of the trailer 3. The aerodynamic resistance in is also reduced.

13 and 14 show an exemplary fourth embodiment of the invention having an aerodynamic drag reduction device, such as a longitudinal flow conductor generally indicated by reference numerals 140 and 146 and having an airfoil bend. It is shown. The aerodynamic device comprises two thin wall plates with a horizontal bottom edge 141, a vertical rear end 142, a horizontal top edge 143 and a vertical front end 144 for the longitudinal left flow conductor 140 alone. The starting point of the foremost end 144 of the longitudinal flow conductor 140 extends beyond the horizontal lower end 19 of the trailer 3 body volume 4. The rear end 142 of the longitudinal flow conductor 140 reaches the lower rear end 20 of the trailer 3 body volume 4. The flow conductor, designated as 140, is mounted vertically along its upper end 143 to the vertical lower end 11 of the trailer 3 body volume 4.

The straight front end 144 of the device divides the flow coming from the side and rear surfaces of the tractor 2 into two different flows: the outer flow and the inner flow of the trailer 3. As FIG. 14, the flow outside the device is guided along the pillar 23, the large pallet box 25, onto the wheel assembly 26 and along the storage volume 27 (if any) to the rear of the trailer 3. Inside the front of the aerodynamic device, as can be seen from FIG. 14, the flow arrives along the bend 145 and protects the flow from separation. This reduces the aerodynamic drag locally in the vehicle and accelerates this inner flow due to the bend 145, creating a pressurized state. The bend 145 can be defined as any type of airfoil, as shown in FIG. This airfoil-based bend is referred to as an airfoil-based longitudinal flow conductor. The preferred pressure gradient of this airfoil-based flow conductor decelerates the flow again and guides it to the rear of the vehicle, where the flow is inflated to the wake of the vehicle, reducing the pressurization in the wake. Thus, the aerodynamic drag at the rear of the trailer 3 is also reduced.

15 and 16 show an exemplary fifth embodiment of trailer 3 of a device of the invention having an aerodynamic drag reduction device such as longitudinal flow conductors 160 and 167. The aerodynamic device has a horizontal bottom edge 161 and a vertical rear end 162, a horizontal top edge 163 and a chamfered edge 164 between the bottom edge 161 and the vertical edge for only the longitudinal left flow conductor 160. It can be described as a connection by two thin wall plates. The starting point of the chamfered front end 164 of the longitudinal flow conductor 160 extends beyond the horizontal lower end 19 of the trailer 3 body volume 4. The vertical rear end 162 of the longitudinal flow conductor 160 reaches the lower rear end 20 of the trailer 3 body volume 4. The flow conductor, designated as 160, is mounted vertically along its upper end 163 to the vertical lower end 11 of the trailer 3 body volume 4.

The chamfered front end 164 of the device divides the flow coming from the side and rear surfaces of the tractor 2 into two different flows: the outer flow and the inner flow of the trailer 3. The flow outside the device is guided along the pillar 23, the pallet box 25 (if present) on the wheel assembly 26 and along the storage volume 27 (if present) to the rear of the trailer 3. Inside the aerodynamic device front, as can be seen in FIG. 15, the flow arrives along the bend 165 and the sloping end 166, protecting the flow from separation. This reduces the aerodynamic drag locally in the vehicle and accelerates this inner flow due to the bend 165, creating a pressurized state. The preferred pressure gradient of this contour slows the flow again and guides it to the rear of the vehicle, where the flow is inflated to the wake of the vehicle to reduce the pressurization in the wake and thus the air in the rear of the trailer 3. The mechanical resistance is also reduced. As shown in FIG. 16, the front end 164 of the longitudinal flow conductor is tilted at a predetermined angle with respect to the horizontal, resulting in increased efficiency in side wind conditions. This chamfered end 164, which can be assigned any angle or contour required by the user, is referred to as a longitudinal flow conductor with a chamfered front surface.

17 and 18 show an exemplary sixth embodiment of trailer 3 of a device of the invention having an aerodynamic drag reduction device such as longitudinal flow conductors 180 and 187. The aerodynamic device has a horizontal lower end 181, a chamfered rear end 182 between the lower end 181 and the vertical end, a horizontal upper end 183 and a vertical front end 184 for the longitudinal left flow conductor 180 only. It can be described as a connection by two thin wall plates. The starting point of the vertical front end 184 of the longitudinal flow conductor 160 extends beyond the horizontal lower end 19 of the trailer 3 body volume 4. The chamfered rear end 182 of the longitudinal flow conductor 180 reaches the lower rear end 20 of the trailer 3 body volume 4. The flow conductor, designated as 180, is mounted vertically along its upper end 183 to the vertical lower end 11 of the trailer 3 body volume 4.

The vertical front end 184 of the device divides the flow coming from the side and rear surfaces of the tractor 2 into two different flows, the outer flow and the inner flow of the trailer 3. Flow outside the device is guided to the rear of trailer 3 along pillar 23, pallet box 25 (if present), wheel assembly 26 and storage volume 27 (if present). Inside the aerodynamic device front, the flow arrives along the bend 185 and the sloping end 186, protecting the flow from separation. This reduces aerodynamic drag locally in the vehicle and accelerates this inner flow due to the bend 185, creating a pressurized state. The preferred pressure gradient of this contour slows the flow again and guides it to the rear of the vehicle, where the flow is inflated to the wake of the vehicle to reduce the pressurization in the wake and thus the air in the rear of the trailer 3. The mechanical resistance is also reduced.

FIG. 18 shows the rear end 182 of the longitudinal flow conductor, which is tilted at a predetermined angle with respect to the horizontal, resulting in increased efficiency in side wind conditions. This chamfered end 182, which can be assigned any angle and contour required by the user, is referred to as a longitudinal flow conductor with a chamfered rear end.

An exemplary seventh embodiment of the trailer 3 of the present invention comprises an aerodynamic drag reduction device, such as a longitudinal flow conductor, that can be flipped up by a support structure. This support structure comprises four rods and forms a parallelogram with hinged corners that give the longitudinal flow conductor the desired degree of freedom of movement in the upward direction. The support structure is connected to the lower surface 8 of the body volume 4 in parallel to the lower end 11 in its longitudinal direction by a known technique of mechanical fixation. The longitudinal flow conductor must be equipped with several support structures to ensure the desired rigidity and flexibility.

Many modifications other than the embodiments shown in the present specification are possible, but these are also included in the scope of the present invention described in the scope of patent claims. As described above, the present invention provides a flow conductor having a streamlined outer surface shape at the front end. The present invention provides a flow conductor that can improve the aerodynamic performance of vehicle connections and, as a result, significantly save fuel economy.

1 Tractor-Trailer connection 2 tractor 3 trailer 4 Trailer body 5 Trailer body front 6 Trailer body left side 7 Trailer body top surface 8 Underside of trailer body 9 Trailer body right side 10 Trailer body rear surface 11 Trailer body left lower end 14 Trailer body left front end 15 Trailer body lower right 19 Trailer body lower front end 20 Lower rear end of trailer body 23 Trailer left support leg 24 Trailer right support leg 25 Trailer Pallet Box 26 Trailer wheel assembly 27 Trailer left storage volume 28 Trailer right storage volume 29 Trailer Kingpin 30 Support structure 31 Left flow conductor with an oval bend 32 Lower end of left flow conductor 33 Rear end of left flow conductor 34 Top of left flow conductor 35 Left flow conductor front end 36 Oval curved end of left flow conductor 37 Slope / damping edge of left flow conductor 38 Right flow conductor with oval bend 39 Right bottom of flow conductor 40 Right flow conductor rear end 41 Top of right flow conductor 42 Right flow conductor front end 45 exterior 46 Inside 47 Virtual plane 51 Rigid truck with tow rod and trailer 52 Rigid truck 53 Lori 54 Lori body 55 Front of Lori body 56 Lori body left side 57 Top of Lori body 58 Underside of Lori body 59 Lori body right side 60 Lori body rear surface 61 Lower left of Lori body 65 Lower right corner of Lori body 69 Lower front end of Lori body 70 Lower rear end of Lori body 73 Lori wheel assembly 74 Lori tow rod 75 Lori support structure 76 Lori left storage volume 77 Lori right storage volume 78 Lori's left flow conductor with an oval bend 79 Lower end of left flow conductor 80 Rear end of left flow conductor 81 Top left flow conductor 82 Left flow conductor front end 83 Elliptical curved end of left flow conductor 84 Left Flow Conductor Tilt / Attenuation Edge 85 Lori's right flow conductor with an oval bend 86 Right bottom of flow conductor 87 Right flow conductor rear end 88 Top of right flow conductor 89 Right flow conductor front end 92 Rigid truck cab 93 Rigid truck body volume 94 Rigid Truck Wheel Assembly 95 Rigid truck storage capacity 101 Large pallet box 102 Left flow conductor with backstep 103 Left bottom of flow conductor 104 Left flow conductor rear end 105 Top left flow conductor 106 Left flow conductor front end 107 Oval bend of left flow conductor 108 Left flow conductor backstep Right flow conductor with 109 backsteps 120 Left flow conductor with circular bend 121 Bottom of left flow conductor 122 Left flow conductor rear end 123 Top of left flow conductor 124 Left flow conductor front end 125 Circular bend of left flow conductor 126 Slope / damping edge of left flow conductor 127 Right flow conductor with a circular bend 140 Airfoil-based contoured left flow conductor 141 Lower end of left flow conductor 142 Rear end of left flow conductor 143 Top of left flow conductor 144 Left flow conductor front end 145 Left flow conductor airfoil-based bend 146 Right flow conductor with contour based on airfoil 160 Left flow conductor with chamfered front 161 Lower end of left flow conductor 162 Rear end of left flow conductor 163 Top of left flow conductor 164 Chamfered front edge of left flow conductor 165 Left flow conductor oval bend 166 Slope / damping edge of left flow conductor 167 Right flow conductor with chamfered front 180 Left flow conductor with chamfered rear 181 Lower end of left flow conductor 182 Chamfered rear end of left flow conductor 183 Top of left flow conductor 184 Left flow conductor front end 185 Left flow conductor oval bend 186 Left Flow Conductor Tilt / Damping Edge 187 Right flow conductor with chamfered rear