Aerodynamic rear drag reduction system for a trailer.

(54) Title: AERODYNAMIC SYSTEM FOR REDUCING REAR RESISTANCE FOR A TRAILER.

(54) Title: AERODYNAMIC REAR DRAG REDUCTION SYSTEM FOR A TRAILER.

(57) Summary

A rear aerodynamic drag reduction system of the present disclosure is configured to mate with a trailer rear frame assembly that includes a rear frame and a rear swing door. The aerodynamic drag reduction system includes a side panel configured to engage the rear swing door to extend generally vertically at least partially along a height of the trailer, and a flexing mechanism coupled to the side panel. The flexing mechanism moves the side panel between (i) a fully deployed position where the side panel is configured to extend generally rearward away from the rear end of the trailer and (i) a fully stowed position where an interior surface of at minus a portion of the side panel is configured to lie generally adjacent to the rear overhead door. The flex mechanism is configured to engage a trailer door lock mechanism for movement of the trailer.

(57) Abstract

An aerodynamic rear drag reduction system of the present disclosure is configured to be coupled to a rear trame assembly of a trailer including a rear trame and a rear swing door. The drag reduction system includes a side panel configured to be coupled to the rear swing door to extend generally vertically at least partially along a height of the trailer; and a folding mechanism coupled to the side panel. The folding mechanism moves the side panel between (i) a fullydeployed position where the side panel is configured to extend generally rearwardly away from the rear end of the trailer and (¡i) a fully-stowed position where an inner surface of at least a portion of the side panel is configured to lie generally adjacent the rear swing door. The folding mechanism is configured to be coupled to a door locking mechanism of the trailer for movement therefrom.

AERODYNAMIC REAR RESISTANCE REDUCTION SYSTEM FOR A TRAILER

DESCRIPTION OF THE INVENTION

The present invention generally relates to a rear fairing or aerodynamic drag reduction system to reduce drag on a vehicle such as a box trailer or truck body, for example.

To reduce wind flow resistance and aerodynamic drag on a trailer, truck, semi-trailer, or other vehicle, side skirts extending downward from a bottom of the trailer and / or chassis toward the road have been used to partially enclose the assembly of floor and lower frame of trailer, fairings and other structures. Many structures associated with the rear of the trailer are also provided to reduce drag on the trailer.

A typical trailer storage container ends with a large rectangular rear surface. This shape causes a reduced pressure area to be created behind the trailer storage container when moving on the highway, thereby generating a deceleration force to be overcome with additional engine power and thus additional fuel. In other words, the turbulent air flow passing behind the vehicle imparts an aerodynamic drag force to the vehicle. The rear trailer fairings are designed to streamline the rear end of the trailer to control air flow in the rear of the vehicle. Such reduction in ground vehicle aerodynamic drag can operate to conserve fossil fuels as well as other vehicle transmission power sources for hybrid vehicles, battery operated vehicles, and vehicles operated with alternative fuels, for example. However, many fairings that extend from the rear end of the trailer can also cover the rear doors of the trailer which must be opened and closed by a user to load and unload cargo within the trailer storage area in such a way that it can Users are required to disassemble and assemble, or otherwise manually operate the fairings each time a loading and unloading operation is to be performed.

The present invention may comprise one or more of the features recited in the appended claims, and / or one or more of the following features and combinations thereof.

In accordance with one aspect of the present disclosure, a rear aerodynamic drag reduction system will be coupled to a trailer rear frame assembly including a rear frame and the rear swing door. The rear aerodynamic drag reduction system includes a side panel configured to engage the rear swing door to generally extend vertically at least partially along a height of the trailer, and a flexing mechanism coupled to the side panel to move the side panel between (i) a fully deployed position where the side panel is configured to extend generally backwards away from the rear end of the trailer and (ii) a fully stowed position where an interior surface of at least a portion of the side panel is configured to lie generally adjacent to the rear swing door. The flex mechanism is configured to engage a trailer door lock mechanism for movement therewith.

In an illustrative embodiment, the flexing mechanism can be automatically actuated as a result of movement of the door lock mechanism.

In another illustrative embodiment, movement of a door lock mechanism handle from locked to an unlocked position automatically the side panel from one position can move the fully deployed position to the fully stowed position.

In yet another illustrative embodiment, the flexing mechanism can be configured to engage a locking rod of the door locking mechanism. Also illustratively, the rotational movement of the locking rod can automatically drive the flexing mechanism.

In another illustrative embodiment, the flexing mechanism may include (i) a first connection assembly configured to engage a vertical locking rod of a door locking mechanism, (ii) a vertically extending deployment rod coupled to the first connection assembly, and (iii) a second connection assembly coupled at one end to the vertically extending deployment rod and at the other end to the side panel. Illustratively, the second connection assembly may include (i) a first connecting rod coupled to the deployment rod for rotational movement therewith, and (ii) a second connecting rod pivotably coupled at a first end to the first connecting rod and pivotally coupled at a second end to the side panel.

In yet another alternative embodiment, the rear aerodynamic drag reduction system may also include a top panel configured to engage a top portion of the trailer rear swing door to extend generally and horizontally at least partially along a portion. top of the trailer rear frame assembly. Illustratively, the top panel may be movable between (i) a fully deployed position where the top panel is configured to extend generally rearward from the rear end of the trailer and an upper edge of the side panel is separated inward from one edge exterior of the top panel and (ii) a fully stowed position where the top panel is configured to lie generally adjacent to an exterior surface of the side panel. Also, illustratively, the flexing mechanism may include a support arm coupled with a bottom surface of the top panel when the top panel is in the fully deployed position. Also, the top panel can be placed on top of the side panel and the bottom surface of the top panel can engage the outer surface of the side panel when the panels

<td>top and side each</td><td>I know</td><td>find</td><td>in positions</td>

<td>fully stowed.</td><td></td><td></td><td></td>

<td>In accordance with</td><td>other</td><td>appearance</td><td>of the present</td>

<td>description, a system</td><td>of</td><td>reduction</td><td>resistance</td>

Rear aerodynamics configured to couple to a trailer rear frame assembly that includes a rear frame and a rear swing door includes a top panel, a side panel, and a flex mechanism. The top panel is configured to engage the trailer's rear swing door to extend generally and horizontally at least partially across the width of the trailer. The side panel is configured to engage the rear swing door to extend generally and vertically at least partially along the height of the trailer. The flex mechanism engages directly with the top panel and side panel and is configured to move the top and side panels between a fully deployed position where the top and side panels are configured to extend generally backward away from the rear end of the trailer. and a fully stowed position where the top and side panels are configured to lie generally adjacent to the rear swing door. Illustratively, the top panel is supported by both the side panel and the flexing mechanism when the top panel is in the fully unfolded position, and an outer surface of the side panel separates inward from an outer edge of the top panel. when the top panel is in the fully deployed position.

In an illustrative embodiment, a flex arm support arm can move along a bottom surface of the top panel as the top panel moves between the fully deployed and fully stowed positions.

In another illustrative embodiment, the flexing mechanism may include (i) a vertical deployment rod, configured to engage a vertical locking rod of a trailer door locking mechanism for rotational movement with the locking rod, and ( ii) a connection assembly coupled to the deployment rod and side panel to move the side panel between fully deployed and fully stowed positions. Illustratively, the connection assembly may include (i) a first connecting rod rigidly coupled at one end to the deployment rod for rotational movement therewith, and (ii) a second connecting rod pivotably coupled at a first end to the distant end of the first connecting rod and pivotally coupled at a second end to the side panel. Furthermore, the first connecting rod can generally extend rearward and the second connecting rod generally extends horizontally when the side panel is in the fully deployed position. Illustratively, the second connecting rod can be configured to push against the side panel when the locking rod is rotated counterclockwise. The connection assembly can also be configured to support the top panel therein when the top panel is in the fully deployed position. Illustratively, rotation of the locking rod can cause rotation of the vertical deployment rod, and rotation of the vertical deployment rod urges the connection assembly to move the side panel between fully stowed and fully deployed positions.

In another illustrative embodiment, the rear aerodynamic drag reduction system may also include a limit strap attached at one end to the side panel and configured to engage at the other end to the trailer rear frame assembly. Illustratively, the limit strap can prevent the side panel from moving beyond a predetermined location when in the fully deployed position.

In yet another illustrative embodiment, the rear aerodynamic drag reduction system may also include a bumper attached to the side panel and configured to engage the connection assembly when the side panel is in the fully stowed position. Illustratively, the bumper can be configured to maintain a minimum angle between the side panel and the connection assembly when the side panel is in the fully stowed position.

In accordance with yet another aspect of the present disclosure, A method of operating a rear aerodynamic drag reduction system configured to engage a trailer rear frame assembly that includes a rear frame and a rear swing door includes automatically moving a top panel of the rear aerodynamic drag reduction system and a side panel of the rear aerodynamic drag reduction system from a fully deployed position where the top panels and Side panels are configured to extend generally rearward away from the rear end of the trailer to a fully stowed position where the top and side panels are configured to lie generally adjacent to the rear portion of the trailer with the movement of a trailer door locking mechanism from a locked position to an unlocked position.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGURE 1 is a rear perspective view of a rear end portion of a trailer showing a left and right rear aerodynamic drag reduction system of the present disclosure, each in a fully deployed position.

FIGURE 2A is a rear view of the aerodynamic drag reduction systems of FIGURE 1, each including a side panel and a top panel coupled to the rear swinging door of the trailer for movement therewith.

FIGURE 2B is an enlarged, rear view of the top panel and the top portion of the side panels of each aerodynamic drag reduction system shown in FIGURES 1 and 2A.

FIGURE 3A is a side view of one of the reduction systems of FIGURES 1, 2A and 2B.

FIGURE 3B is an exploded perspective view of a portion of the side panel and showing an upper portion of a flexing mechanism that includes side connection assemblies that pivotally couple the side panel to a motion actuated vertical deployment rod. of a trailer door locking mechanism.

FIGURE 4 is a top view of the aerodynamic drag reduction systems of FIGURES 1-3B showing the top panels each including an upper / outer portion, a diagonal stirrup, and a lower / inner portion, and showing the side panels (imaginary) placed below and supporting the respective top panel on them.

FIGURES 5A-8 are rear perspective views of one of the aerodynamic drag reduction systems of FIGURES 1-4 that is fully deployed to stowed by the locking movement of the locking mechanism.

FIGURE 5A shows aerodynamic drag in unfolded showing the panel move from one position a fully rotated position of a trailer door rod.

the fully upper position reduction system and the side panel in fully deployed positions.

FIGURE 5B is an enlarged perspective view of the top panel and a portion of the side panel in the fully unfolded position, and showing the top panel supported on a top edge of the side panel as well as a support arm including a roller in a distant end of it.

FIGURE 6 shows the trailer door lock mechanism lock rod that has been rotated counterclockwise to an unlocked position (to allow a user to unlock the trailer's rear swing doors) to similarly cause counterclockwise rotation of a vertical deployment rod that is coupled by a connecting assembly to the locking rod in order to rotate the upper support arm as well as two other side connection assemblies approximately 100 degrees from a first position, which extends back or unfolded to a second position stacked or away to move the side panel and panel superior to their fully stowed positions.

FIGURE 7 shows the side and rear panels that pivot into their fully stowed positions as the support arm and side connection assemblies continue to move to their second position due to counterclockwise rotation of the locking rod.

FIGURE 8 shows the side and top panels in their fully stowed positions with the side panel adjacent to the rear swing door and the top panel folded over the side panel.

FIGURES 9-13 are rear and side perspective views of the aerodynamic drag reduction system of FIGURES 1-8 showing the top and side panels in their fully stowed positions against the rear swing door, and showing door movement rear swingarm to its fully open position adjacent to the side wall of the trailer.

FIGURE 9 is a rear perspective view of the trailer showing the aerodynamic drag reduction system in the fully stowed position and showing the rear swing door of the trailer moving to a fully open position.

FIGURE 10 is a rear perspective view of the trailer similar to FIGURE 9 showing the rear overhead door moved further to the fully open position.

FIGURE 11 is a rear perspective view of the trailer similar to FIGURES 9 and 10 showing the rear swing door moved further to the fully open position.

FIGURE 12 is a side perspective view of the rear portion of the trailer of FIGURES 9-11 showing the side panel and top panel moving with the rear swing door to its fully open position.

FIGURE 13 is a side perspective view of the rear portion of the trailer of FIGURES 9-12 showing the rear overhead door in the fully open position and the rear aerodynamic drag reduction system in its fully stowed position located between the door rear swingarm and trailer side wall.

FIGURE 14 is a perspective view of the horizontal connection assembly coupling the deployment rod to the locking rod and showing a manual release mechanism of the connection assembly.

FIGURE 15 is an exploded perspective view of the horizontal connection assembly of FIGURE 14.

FIGURES 16-18 are perspective sectional views of the deployment rod, locking rod, and horizontal connection assembly of FIGURES 14 and 15 showing operation of the manual release mechanism to allow relative movement between the first and second connecting rod connecting rods.

FIGURE 16 is a perspective view showing a pull tab of the manual release mechanism that has been removed from within a slot in the second connecting rod.

FIGURE 17 is a perspective view showing the second connecting rod moving to the right with respect to the first connecting rod to rotate the deployment rod.

FIGURE 18 is a perspective view showing the second connecting rod that has been fully moved to the right with respect to the first connecting rod to rotate the deployment rod and lower the top panel without having to rotate, or otherwise operate, the vertical locking rod of the door locking mechanism.

FIGURE 19A is an exploded perspective view of the upper outer corner of the side panel showing a locking assembly attached thereto.

FIGURE 19B is a perspective view of the locking assembly.

For purposes of promoting an understanding of the principles of the invention,. The illustrative modalities shown in the attached drawings will now be referred to and specific language will be used to describe them. Although the concepts of this description are described with respect to a truck trailer, it will be understood that they can equally be applied to other vehicles generally, and more specifically to conventional platform and / or box or box-type trailers, of which Examples include, but should not be limited to, straight truck bodies, small personal and / or commercial trailers, and the like. Accordingly, those of skill in the art will appreciate that the present invention may be implemented in different embodiments and modalities and not specifically as applied herein.

Considering first the includes a rear reduction system 12 coupled to the includes a frame 13 a number of limited modalities

FIGURE 1, a resistance assembly of particular rear trailer 10 aerodynamic rear doors 14 coupled to the illustrative, aerodynamic of the trailer frame 13 the system works to by reducing the improvement of the trailer 10. In a way that reduces drag aerodynamic efficiency aerodynamic drag and turbulent wind flow behind the rear end of trailer 10.

In particular, the aerodynamic reduction system 12 functions to reduce the flow of immediately behind the trailer 10 when the turbulent air resists the trailer 10 traveling on the road. Turbulent air flow immediately behind the rear end of trailer 10 is reduced because the upper duct system 12 of and controls the trailer's airflow reduction on the aerodynamic drag of the sides and rear end of trailer 10. This reduction of turbulent air flow behind trailer 10 can increase the fuel efficiency, or the efficiency of any other vehicle transmission power source, of the tractor / trailer combination.

Illustratively, the drag reduction system 12 extends behind the rear frame 13 and the rear doors 14 of the trailer 10. As discussed further in greater detail below, the drag reduction system 12 can be moved relative to the rear doors 14 of the trailer 10 between a fully deployed position, or in use (shown in FIGURE 1), and a fully closed, or stowed position (shown in FIGURES 8 and 9-13). The aerodynamic drag reduction system 12 can also be moved with the rear swing doors 14 of the trailer 10 when it is in the fully stowed position as the doors 14 move to their fully open position shown in FIGURE 13. As shown in FIG. shown in FIGURE 1, trailer 10 includes a storage container 15 configured to carry cargo therein. Storage container 15 includes side walls 11, a front end wall (not shown), the rear rack assembly (which includes the rear rack 13 and the doors 14), a roof (not shown), and a 24-rack assembly. floor which all cooperate together to define an interior storage portion of container 15 that is capable of storing various items or merchandise therein. The front end of trailer 10 is configured to couple to a tractor (not shown) to tow trailer 10 therein, thereby providing a tractor-trailer assembly. It should be understood that although the aerodynamic drag reduction system 12 is shown for use with a trailer 10, the aerodynamic drag reduction system 12 can be attached to any vehicle or storage container to reduce the aerodynamic drag thereof.

Illustratively, trailer 10 includes two aerodynamic drag reduction systems 12, as shown in FIGURE 1. In particular, one system 12 is coupled to a rear swing door 14 of trailer 10, while the other system 12 is coupled to the other rear swing door 14 of the trailer 10. For purposes of description herein, however, only a left aerodynamic drag reduction system 12 will be described herein. However, it should be understood that the two aerodynamic drag reduction systems 12 of the trailer 10 are identical in configuration and function.

As shown in FIGURES 1-13, the aerodynamic drag reduction system 12 includes a side panel 30 and a top panel 32. As shown in FIGURE 1 and discussed in greater detail below, the side panel 30 is generally vertically oriented and hingedly coupled to the left rear swing door 14.

The upper panel 32 is generally oriented horizontally and hingedly engages an upper portion of the left rear swing door. As discussed in greater detail below, the top panel 13 engages with, and is at least partially supported by, a trailing edge 54 of the side panel 30 when the rear aerodynamic drag reduction system 12 is in the fully deployed position shown in FIGURE

1.

As discussed in greater detail below, the aerodynamic drag reduction system is configured to automatically move from the fully deployed position shown in FIGURE to the fully stowed position shown in

FIGURES 8 and 9-13 when a user unlocks a mechanism

200 trailer door lock

10. Once the aerodynamic drag reduction system is in the fully user position it can open the rear swing door 14 to its fully open position (FIGURE 13) adjacent to the side wall 11 of the trailer 10.

In addition, the aerodynamic drag reduction system 12 is configured to automatically move from the fully stowed position shown in FIGURE 8 to the fully deployed position shown in FIGURE 1 (when the rear swing door 14 of trailer 10 is in the position closed) when the user engages or locks the door lock mechanism 200 associated with the trailer 10. As discussed further herein, the rear aerodynamic drag reduction system includes a manual override mechanism 139 that allows a user to manually move the rear aerodynamic drag reduction system 12 from its fully deployed position to its fully stowed position without unlocking or otherwise manipulating trailer door locking mechanism 200 10.

As shown in FIGURE 3Ά, the side panel 30 extends along a height of the trailer 10. Illustratively, a height of the side panel 30 is substantially the same as a height of the rear frame 13 of the trailer

10. It should be understood, however, that the side panel 30 may have any suitable height greater than, equal to, or less than a height of the rear frame 13 and may be placed in any position along a height of the rear frame 13 of the trailer 10 Illustratively, an overall height 27 of the side panel 30 is approximately 2.82 meters (111 inches) while an overall height 21 of the side panel 30 is approximately 60.96 cm (24 inches). Illustratively, the height 27 of the side panel 30 is measured at a vertical distance between a higher point of the side panel 30 and a lower portion of the side panel as shown in FIGURE 3A. Width 21 is measured as the greatest horizontal distance between the front edge 52 and the rear edge 50 of the side panel.

The side panel 30 includes a back edge 50, a front edge 52, a top edge 54, and a bottom edge 56. Illustratively, the front and rear edges 52, 50 are generally vertical (and thus parallel to each other) while the top and bottom edges 54, 56 are at an angle to each other. Top edge 54 is angled downward from leading edge 52 to trailing edge 50 while bottom edge 56 is angled upward from leading edge 52 to trailing edge 50, as shown in FIGURE 3A. The top angle is approximately 12 degrees to coincide with the downward angle 89 of the top panel 32 as discussed in greater detail below. The upper panel 32 is supported at least in part by the upper edge 54 of the side panel 30; As such, the top edge 54 of the side panel 30 and the top panel 32 are similarly angled downward. The lower edge 56 of the side panel 30 is illustratively angled upward from the front edge 52 to the rear edge 50. Such an upward angle can help provide increased visibility for trailer bumper lights 99 to illuminate upward. It should be understood that although the top and bottom edges 54, 56 of the side panel 30 both demonstrate to be at an angle of approximately 12 degrees, each of the top and bottom edges 54, 56 may be at an angle equal to or different from each other and can be found at any suitable degree angle including a zero degree angle from a horizontal axis. Illustratively, the leading edge 52 and the rear edge 50 are located rearward of the rear end 60 of the trailer 10 when the rear aerodynamic drag reduction device 12 is in the fully deployed position. As such, the entire side panel 30 is positioned to the rear of the rear edge 60 of the trailer 10 when the side panel 30 is in the fully deployed position.

Illustratively, the side panel 30 is angled inward by approximately 11 degrees from a parallel plane to the side wall 11 of the trailer, as shown by angle 91 in FIGURE 4. As such, the side panel 30 is positioned inward of the outer edge 74 of the top panel 32 to allow the top panel 32 to rest on the top edge 54 of the side panel 30 while a portion of the top panel 32 is positioned outward from a plane defined by the outer surface 67 of the side panel 30. However, it should be understood that the side panel 30 may be generally parallel to the side wall 11 of the trailer, or it may be angled by any suitable degree greater or less than that shown in FIGURE 4. Furthermore, illustratively, the side panel 30 is not positioned to extend outward beyond a plane generally defined by the side wall 11 of the trailer 10 when the rear aerodynamic drag reduction system 12 is in the fully deployed position. In other words, the side panel 30 is positioned inward of any plane defined by the trailer side wall 11

10. However, it is within the scope of this disclosure to position the side panel 30, or any portion thereof, out of the side wall 11 when it is in the fully deployed position as well.

As shown in FIGURES 1, 3A and 3B, the side panel 30 of the aerodynamic drag reduction system 12 is coupled to the rear swing door 14 by hinges 40. Illustratively, three sets of hinges 40 are provided to engage the panel 30 lateral to the rear tilting door 14; however, it should be understood that any suitable number of hinges can be provided. Each hinge 40 includes a first hinge plate 41 coupled to the outer surface of rear door 14, a second hinge plate 44, and a hinge joint 46 coupled to each of the first and second hinge plates 40, 41 for define a hinge axis 48 around which the side panel 30 is capable of pivoting when moved between the fully deployed and fully stowed positions. Illustratively, the first hinge plate 41 includes a portion 43 coupled directly to door 14 by fasteners such as bolts, screws, rivets, and / or adhesive, for example, and a displacement portion extending beyond a vertical outer edge of door 14 to the position of the articulation joint generally adjacent to the vertical member of the rear frame 13.

Also, illustratively, the front edge 52 of the side panel 30 includes notches 53 formed therein. Illustratively, five notches 53 are formed in the leading edge to accommodate the door assembly hinges 61 which couple the rear swing door 14 to the rear frame for pivoting movement around the frame from the fully closed position to a fully open position, such as that shown in

FIGURE 13, for example. In this way, each notch 53 of the side panel 30 corresponds to and is positioned adjacent to a respective hinge 61 of the trailer door assembly 10. Illustratively, the axis of articulation defined by the hinges 61 of door 14 and axle 48 of articulation of the hinges 40 to connect the side panel 30 to the door 14 are parallel and separate from each other. In particular, hinge axis 48 is positioned inward and forward from the hinge axis of door hinges 61 to position hinge axis 48 closer to the outer edge and outer surface 39 of door 14.

Illustratively, as shown in FIGURE 3B, the trailing edge 50 of the side panel 30 folds, or bends, in order to stiffen the panel 30 and reduce any potential flapping or wobbling of the side panel 30 as the trailer 10 travels by road, illustratively, this bent portion of the side panel 30 furthermore defines a curve along a vertical axis thereof giving rise to two surfaces 23, 25 distinct planes as shown in FIGURES 3B and 4. Illustratively, the second flat surface 25 is angled inward approximately 20 degrees from the first flat surface 23 in order to further direct air flow around and behind trailer 10. As shown in FIGURE 4, the side panel 30 is positioned inward of the outer edge 74 of the upper panel 32 such that an outer portion of the upper panel 32 (located within the outer edge 74 of the upper panel) is positioned at and mates with the top edge 54 of the side panel 30. In particular, the top edge 54 of the side panel 30 is positioned inward, and separated from the, outside edge 74 of the top panel 32. It should be understood that although the illustrative side panel 30 includes the two flat surfaces 23, 25 at an angle of approximately 20 degrees from each other, it is within the scope of this disclosure to provide a side panel having only a single flat surface, as well as a side panel having two or more angled surfaces each positioned at any suitable angle to one another.

Now looking at FIGURES 1, 2B and 4, the upper panel 32 of the rear aerodynamic drag reduction system 12 extends generally and horizontally along an upper, rear edge 19 of the rear frame 13. In particular, the top panel 32 extends along and above the horizontal top edge of the rear swing door 14 of the trailer 10. The upper panel 32 is generally rectangular in shape and includes a leading edge 70, a leading edge 72, an outer edge 74, and an inner edge 7 6 as shown in FIGURE 4 illustratively, the outer edge 74 is larger than inner edge 76, and leading edge 70 is larger than trailing edge 72. Furthermore, illustratively, the inner and outer edges 74, 76 are not parallel to each other while the front and rear edges 70, 72 are also not parallel to each other.

As shown in FIGURE 4, the leading edge 70 generally extends horizontally and is parallel to the upper edge 19 of the rear frame 13. The trailing edge 72 is angled forward from the outer edge 74 towards the inner edge 76. As such, the inner edge 76 has a shorter length than the outer edge 74.

Illustratively, the outer edge is angled slightly inward from the leading edge to the trailing edge 72. Similarly, the inner edge 7 6 is also angled slightly inward from the front edge 70 to the rear edge 72.

Illustratively, the rear edge 72 is at an angle of approximately 7 degrees from a plane parallel to the rear swing door 14; the outer edge 74 is at an angle of about 5 degrees and the inner edge 76 is at an angle of about 3 degrees with respect to a plane perpendicular to the rear tilting door 14 and parallel to the side wall 11. As shown in FIGURE 4, the rear edge 72 of the top panel 32 is positioned further back than the rear edge 50 of the side panel 30 when the rear aerodynamic drag reduction device is in its fully deployed position. Illustratively, the top panel 32 extends approximately 88.90 cm (35 inches) rearward while the side panel 30 extends approximately 58.42 cm (23 inches) rearward when measured horizontally from the upper member of the frame 13 rear of trailer 10. Although particular locations, lengths, and angles of the edges 70, 72, 74, 76 of the upper panel 32 are shown and described herein, it should be understood that the edges 70, 72, 74, 76 can be oriented in any suitable shape and length to define the upper panel 32.

As shown in FIGURES 1, 2A, and 2B, the top panel includes a flat top portion 80, a stirrup 82, and a flat bottom or undercut portion 84. The upper portion 80 defines a plane that is positioned above a plane defined by the lower portion 84 of the upper panel 32. As shown in a plan view in FIGURE 4, stirrup 82 extends slightly diagonally at an angle across a width of upper portion 32 to define generally triangular upper portion 80 and generally quadrilateral lower portion 84 . In particular, stirrup 82 is angled outward from leading edge 70 to trailing edge 72, such that upper portion 80 also defines an outer portion of upper panel 32 and lower portion 84 also defines an inner portion of the upper panel 32. Illustratively, bracket 82 does not define a vertical plane, but is at an angle as shown in FIGURES 1 and 4. As best shown in FIGURE 4, the leading edge 70 of the lower portion 84 defines a curved skewed cut 69. The curved bias cut 69 provides clearance for the upper portions of the door lock mechanism 200.

An angle 86 between bracket 82 and leading edge 70 of lower portions 84 of upper panel 32 is approximately 135 degrees. As shown in FIGURE 2B, the recessed portion 84 of the upper panel 30 is positioned above the upper edge of the rear swing door 14 and below the upper center identification lights 88 of the trailer 10. As such, a driver traveling behind the trailer 10 of the present disclosure is able to see the trailer identification lights 88 and the light emanating therefrom. Illustratively, the particular dimensions of the top panel 32 allow a driver traveling behind the trailer 10 to be able to see the identification lights 8 8 from a site line approximately 10 degrees angled down from the identification lights 88 central and 45 degrees left and right of lights 88. Although such a driver may be unable to see the center top identification lights 88 at close range between the driver and the rear end of trailer 10, the driver may then be able to see the corner marker lights 87 (shown in FIGURE 5B). ) located in the upper corners of the rear frame 13 of the trailer 10 when the rear aerodynamic drag reduction system 12 is in the fully deployed position. These upper corner lights 87 are positioned below the leading edge 72 of the upper portion 80 when the upper panel 32 is in the fully deployed position. As such, the two lower portions 84 of the adjacent upper panels 32 create a central visible ID light area 85 defined by the angled stirrups 82 and the front and rear edges 70, 72 of the recessed portions 84, although they also provide a panel 82

<td>higher</td><td>than</td><td colspan="2">has 80 outer portions with</td><td>a</td><td>edge 70</td>

<td>Forward</td><td colspan="2">generally aligned with</td><td>an edge</td><td> 19</td><td>later</td>

<td>higher</td><td>of the</td><td>trailer 20 for</td><td>maximize</td><td>the</td><td>effects</td>

<td colspan="2">aerodynamic</td><td>from upper panel 32 in</td><td>the trailer</td><td> 10.</td><td></td>

As best shown in FIGURES 1 and 3A, the entire upper panel 32, including the upper portion 80, the stirrup 82, and the lower portion 84, is angled downward from the front edge 70 of the panel 32 to edge 72 rear panel 32. The front edge 70 of the panel 32 is located at approximately the same height as the top of the rear edge 19 of the rear frame 13 of the trailer 10, while the rear edge 72 of the top panel 32 is positioned generally below the edge 19 top of rear frame 13 of trailer 10. Illustratively, the top panel 32 is angled downward by approximately 12 degrees to define an acute angle (shown in FIGURE 3A) between the top panel 32 and the rear frame 13 of the trailer 10. As discussed above , the top edge 54 of the side panel 30 is at an angle substantially equal to 12 degrees to allow the top panel 32 to rest thereon. The upper portion 80 of the upper panel 32 illustratively rests on the upper edge 54 of the side panel as shown in FIGURE 4. Illustratively, the upper portion 80 and the lower portion 84 of the upper panel 32 are angled toward down approximately equal to 12 degrees. As such, the upper portion 80 and the lower portion 84 are generally parallel to each other. It should be understood, however, that the top panel 32 as well as the top edge 54 of the side panel can define any suitable angle with respect to the rear frame 13 of the trailer 10. In addition, the top and bottom panels 80, 84 can be at an angle relative (and not parallel to) each other to define different angles with respect to the vertical plane of the trailer 10.

As shown in FIGURES 5A and 5B, the top panel 32 pivotably engages the rear swing door 14 for movement with respect to the rear swing door 14 between the fully deployed and fully stowed positions. The first and second hinges 90, 92 of the rear aerodynamic drag reduction system 12 engage the upper panel 32 and the rear swing door 14 to allow the upper panel 32 to pivot relative to the rear swing door 14. As shown in FIGURE 5B, the first outer hinge 90 includes an L-shaped hinge plate 93 having a vertically extending portion 95 that engages the outer surface 39 of the rear pivot door 14 adjacent an edge top thereof, and a rearwardly extending portion 97 coupled to an upper end of vertical portion 95 and generally extending perpendicular to portion 95. The hinge 90 further includes a hinge joint 96 coupled to the distal end of the portion 97 extending rearward of the L-shaped hinge plate 93, and a hinge plate 94 coupled to the hinge joint 96 and the surface 31 of the upper portion 80 of the upper panel 32. As shown in FIGURES 4 and 5B, hinge joint 96 defines a pivot axis 98 therethrough. As discussed below, pivot axis 98 is not parallel to upper rear edge 19 of rear frame 13, but is offset (or angled) relative to it in order to allow for more compact flexing of Rear aerodynamic drag reduction when fully stowed.

In particular, when the rear tilting door 14 of the trailer 10 is in its fully open position adjacent to the side wall 11 of the trailer 10, the rear tilting door 14 is not parallel to the side wall 11 of the trailer 10. Rather, it is it creates a generally pastel space (when viewed from above) between door 14 and side wall 11. It is in this pastel-shaped space that the rear aerodynamic drag reduction system 12 is located when it is in its fully stowed position. However, because the top panel 32 must fold over the side panel 30 and the locking rods 202 of the door locking mechanism 200, the offset or angled hinge axis 98 functions to accept this structure to allow the system Rear aerodynamic drag 12 is placed within the pastel-shaped space between the side wall 11 of the trailer 10 and the rear swing door 14 in the fully stowed position.

Similar to the first outer hinge 90, the second inner hinge 92 includes the hinge plate 94 coupled to the lower surface 31 of the upper portion 80 of the upper panel 32, the hinge joint 96, and a hinge plate 103 L including the vertical portion 95 and a larger backward (or horizontal) portion 107. Because the hinge joint 96 of each hinge 90, 92 is coupled to a rear end of the respective horizontal portions 97, 107 of each L-shaped hinge plate 93, 103, and because the horizontal portion 107 of the second hinge 92 is larger (and extends further back) than the horizontal portion 97 of the first hinge 90, the hinge joint 96 of the second hinge 92 is positioned further back from the rear frame 13 of the trailer 10 than the hinge joint 96 of the first hinge 90. Similar to the first hinge 90, the second hinge 92 is placed on a slight angle so that the articulation joints 96 of the first and second hinges 90, 92 are aligned to define the angle articulation axis 98. As best shown in FIGURE 4, hinge axis 98 defined by the first and second hinges 90, 92 is angled outward approximately 5 degrees from the rear frame 13 of the trailer 10, measured from the outer edge 74 of the upper panel 32 to inner edge 76 of upper panel 32.

It should also be noted that the vertical portion 90 of each L-shaped hinge plate of the hinges 90, 92 extends upwardly above the top edge of the swing door 14 in order to generally align the leading edge 70 of the portion 80 upper panel 32 upper with rear upper edge 19 of trailer frame 13 rear 10. As such, the leading edge 70 of the upper and lower portions 80, 84 of the upper panel 32 is positioned above the rear swing door 14 when the upper panel 32 is in the fully deployed position. In addition, the leading edge 70 of the top panel 32 is placed on top of the rear swing door 14 when the top panel 32 is in the fully stowed position.

In order to move the side panel 30 and the top panel 32 between the fully deployed and fully stowed positions, the rear aerodynamic drag reduction system 12 includes a flexing mechanism 100 coupled to the side panel 30, the top panel 32 and the rear swing door 14. The flexing mechanism 100 operates to move the side and top panels 30, 32 from the deployed position extending away from the trailer 10 (as shown in FIGURES 5A and 5B) to a collapsed or folded and stowed position generally adjacent to the rear surface 39 of the rear tilting door 14 (as shown in FIGURE 8). The flexing mechanism 100 couples to a trailer door locking mechanism 200 to move therewith. As discussed in greater detail below, the flex mechanism 100 functions to automatically move the side and top panels 30, 32 to the fully stowed position when a user moves the door lock mechanism 200 to an unlocked position in preparation for opening. the rear tilting door 14, for example.

Looking again at FIGURE 5A, the mechanism

100 Bending includes a vertically extending rod attached to

102 for deployment to the rear swinging door 14 of the trailer using supports 104 and a first arm or lever support 106 (best shown in FIGURES 16-18) coupled at one end to the deployment rod 102 for rotational movement with the rod Deployment 102 about a vertical axis defined by the deployment rod 102. A horizontally extending connection assembly 108 is pivotally coupled at a first end to the distal end of the lever arm 106 for rotation about a vertical pivot axis 107, and pivotally coupled at a second end to a rod

202 vertical locking mechanism of the door locking mechanism 200 by means of a support 111 defining a vertical pivot axis 109 at a distant end thereof.

The flexing mechanism 100 further includes an arm

112 of support coupled to an upper end of the deployment rod 102 for rotational movement therewith. The support arm 112 extends rearwardly away from the rear frame 13 of the trailer 10 when the rear aerodynamic drag reduction system 12 is in the fully deployed position. An arm roller 113

112 The support bracket engages a distal end of arm 112 to engage the bottom surface 31 of bottom portion 84 of top panel 32. As such, the roller 113 of the support arm 112 engages with and supports the lower surface 31 of the lower portion 84 of the upper panel 32 when the system 12 is in the fully deployed position. Illustratively, roller 13 engages lower surface 31 of lower portion 84 of upper panel 32. As indicated above, the lower surface 31 of the upper portion 80 of the upper panel 32 engages with and is supported by the upper edge 54 of the side panel 30, as shown in FIGURE 5A, when the reduction device Rear aerodynamic drag is in the fully deployed position. As discussed in greater detail below, rotation of deployment rod 102 during operation of flexing mechanism 100 causes support arm 112 and side panel 30 to rotate therewith to a position where top panel 32 does not it is supported on the side panel 30 or the support arm 112 and is pivoted down around the axis 98 of the hinges 90, 92 to their stowed position. Although illustrative support arm 112 and roller 113 are shown and described herein, it should be understood that any arm, flap, or other similar structure can be attached to deployment rod 102 to rotate with deployment rod 102 and assist to support the upper panel 32 thereon when the upper panel 32 is in the fully deployed position.

Now considering FIGURES 14 and 15, the horizontally extending connection assembly 108 includes a first connecting rod 120 that includes two identical plates 122 spaced apart from one another by three threaded pins 124 and accompanying nuts 125. Pins 124 are received through aligned openings 127 in plates 122. Each plate 122 includes a linear portion 126 and a curved or

<td>hook</td><td>which defines a</td><td>curve 130.</td><td>The</td><td>Barrette</td><td> 124</td><td>received to</td>

<td>through</td><td>of and coupled to</td><td>end of</td><td>the</td><td>portion</td><td> 128</td><td>curved</td>

<td colspan="2">each plate 122 also</td><td>is coupled</td><td>to the</td><td>support</td><td> 111</td><td>mounting</td>

rigidly attached to the locking rod 202 of the door locking mechanism 200. This pin 124 functions to define the vertical pivot axis 109.

The connection assembly 108 further includes a second connecting rod 132 coupled to and positioned between the upper and lower plates 122 of the first connecting rod 120. The second connecting rod 132 is generally U-shaped in cross section and generally includes identical upper and lower plates 134 and a support plate 136 coupled to and positioned between each of the top and bottom plates 134 to define a channel 137 therein. Each of the upper and lower plates 134 of the second connecting rod 132 includes an elongated slot 138 and an opening 140. Two of the pins 124, located through the linear portions 126 of the plates 122 of the first connecting rod 120 are received through the aligned, elongated grooves 138 of the upper and lower plates 134 of the second connecting rod 132 in order to allowing the second connecting rod 132 to slide laterally back and forth with respect to the first connecting rod 120 along an axis defined by the grooves 138 which is generally perpendicular to the vertical pivot axis 109. A fourth pin 124 is received through openings 140 of second connecting rod 132 in order to couple second connecting rod 132 to lever arm 106 of bending mechanism 100. As noted above, the lever arm 106 is rigidly coupled to the deployment rod 102 for rotational movement therewith. The fourth pin 124 pivotably engages the lever arm 106 with the second connecting rod 132 defines the vertical pivot axis 107.

A manual release mechanism 139 engages the first connecting rod 120, the second connecting rod 132, and the two pins 124 received through the linear portion 126 of the plates 122 of the first connecting rod 120. The manual release mechanism 139 is placed within channel 137 of second connecting rod 132. As discussed in greater detail below, the manual release mechanism 139 allows a user to functionally decouple the flex mechanism 100 from the trailer door lock mechanism 200 to allow the user to manually fold the side panels 30 and 32 and superior to their fully stowed positions without unlocking the door lock mechanism 200. The manual release mechanism 139 includes a manual release lever 141 and a coil spring 150. An opening 142 at one end of the manual release lever 141 receives a pin 124 therethrough while a slot 144 at the other end of the manual release lever 141 receives the other pin 124 therethrough. Groove 144 defines an axis perpendicular to the elongated grooves 138 of the second connecting rod 132. The coil spring 150 engages at one end to the second connecting rod 132 and at the other end to a spring mounting opening 152 of the manual release lever 141.

The manual release lever 141 further includes a retainer 154 normally received through a slot 156 formed in the supporting wall 136 of the second connecting rod 132. Coil spring 150 functions to push the retainer 154 into a locked position within the slot 156. The manual release lever 141 further includes a pull tab 158 configured to be grasped by a user to pull the retainer 154 back against the deviation of the spring 150 out of the slot 156 into an unlocked position allowing the second connecting rod 132 moves relative to the first connecting rod 120. Coil spring 150 aligns with opening 142 of manual release lever 141 so that corresponding pin 124 is received therethrough. This pin 124 defines a pivot shaft 129 around which the manual release mechanism 139 pivots.

While the illustrative spring 150 is a coil spring, it should be understood that any deviation mechanism can be used in order to normally deviate the manual release lever 141 to a locked position with the retainer 154 received within the slot 156. As discussed In greater detail below, the first and second connecting rods 120, 132 are normally in a locked position and do not move, or slide, laterally with respect to each other. Rather, connecting rods 120, 132 function as a single unit during operation of flexing mechanism 100 to allow a user to manipulate handle 204 of door lock assembly 200 in order to automatically move panels 30 and 32 laterally and top between fully unfolded and fully stowed positions. However, manual release mechanism 139 is provided to allow a user to move the first and second connecting rods 120, 132 laterally relative to one another to rotate the deployment rod 102 and the locking rod 202 relative to one another. the other to move the side and top panels 30 and 32 from the fully deployed position to the fully folded position while keeping the rear swing door 14 in a locked position.

Now considering FIGURES 2A, 3B, and 5A, the flexing mechanism 100 further includes three illustrative connecting assemblies 37, 42, coupled to the deployment rod 102 for movement therewith and coupled to the inner surface 65 of the side panel 30 . As discussed in greater detail below, the connection assemblies 37, 42 operate to move the side panel 30 from its fully deployed position to its fully stowed position by operation of the flexing mechanism 100 coupled to the door lock assembly 200. Illustratively, as shown in FIGURE 5A, the flexing mechanism 100 includes the upper connection assembly 37 (which, as discussed below, includes the support arm 112), an intermediate connection assembly 42, and a bottom connection assembly 42. Each of the two lower and intermediate connection assemblies 42 includes a first connecting rod 44 rigidly coupled to the deployment rod 102 for rotational movement with the deployment rod 102 about a vertical axis defined by the deployment rod 102. As shown in FIGURE 5A, the first connecting rods 44 extend generally rearwardly away from the rear door 14 of the trailer 10 when the rear aerodynamic drag reduction mechanism 12 is in the fully deployed position.

Each connection assembly 42 further includes a second connecting rod 46 pivotably coupled at a first end 47 to an end 49 distant from the first connecting rod 44 and pivotally coupled at a second end 73 pivotally coupled to the second panel 30 for movement pivoting with respect to the first connecting rod 44 and the second panel 30. In particular, each connection assembly 42 includes a first L-shaped bracket 63 coupled to the end 49 distant from the first connecting rod 44 and includes a groove 57 formed therethrough that defines a longitudinal axis generally parallel to the first connecting rod 44. A pivot pin 58 defining a pivot axis 60 is received through slot 57 of mounting bracket 63 and an opening 62 formed at first end 47 of second connecting rod 46. As such, the second connecting rod 46 is pivotable about axis 60 with respect to the first connecting rod 44 and is also movable along the longitudinal axis of the slot 63 with respect to the first connecting rod 44. Another mounting bracket 63 engages the interior surface 65 of the side panel 30, and a fastener 64 defining a pivot axis 66 is received through slot 57 of the mounting bracket 63 (which generally extends perpendicular to the axis vertical, longitudinal side panel 30) and an opening (not shown) through the second end 73 of the second connecting rod 46. As such, the second connecting rod 46 is pivotable about axis 66 with respect to side panel 30 and is also movable along the longitudinal axis of slot 57 with respect to side panel 30.

It should be understood that the grooves 57 within the mounting brackets 63 allow longitudinal movement of each end 47, 73 of the second connecting rod 46 with respect to the side panel 30 and the first connecting rod 44. Such longitudinal movement can help accept manufacturing tolerances to allow the components of the connection assembly 42 to be installed more easily and / or to allow the components to move better with respect to each other from the fully deployed position to the fully stowed position to fold closely against the rear wall 14 of the trailer 10, for example. It should be understood that any one of a slot or opening can be provided within mounting brackets 63. Furthermore, it should be understood that the second connecting rod 4 6 itself can be provided with a slot, rather than an opening, at each of the first and second ends thereof. Furthermore, although grooves 57 are shown and described herein, it should be understood that a spring washer can also be used in order to accept the aforementioned manufacturing tolerances.

Now considering FIGURE 3B, the upper connection assembly 37 is similar to the intermediate and lower connection assemblies 42 described above. As such, similar reference numbers are used to indicate similar components. In particular, the top connection assembly 37 includes the second connecting rod 46, a mounting bracket 63 coupled to the inner surface 65 of the side panel 30 and to the second end 55 of the second connecting rod 46, and another mounting bracket 63 coupled to the first end 47 of second connecting rod 46. Connection assembly 37 further includes support arm 112 described above. In general, the support arm 112 works in the same way as the first connecting rod 44 to connect the second connecting rod 46 to the deployment rod 102. As shown in FIGURE 3B, mounting bracket 63 engages support arm 112 at a location between roller 113 and the proximal end of support arm 112 coupled to deployment rod 102 for rotational movement therewith. .

As described in greater detail below, the connection assemblies 37, 42 couple the flex mechanism 100 of the rear drag reduction device 12 to the side panel 30 to move the side panel 30 between its fully deployed and fully stowed positions. As indicated above, the top panel 32, which is supported by the roller 113 of the support arm 112 and on the top edge 54 of the side panel 30, also moves between the fully deployed and fully stowed positions by movement. of the flexing mechanism 100. That is, as the side panel 30 and the arm

112 Support brackets are rotated with the deployment rod 102 into their stowed position, the upper panel 32 is no longer supported thereon, and is therefore urged to pivot downward around the axis 98.

A bumper 51, as shown in FIGURE 3B, engages an interior surface 65 of the side panel 30 near the mounting brackets 63. Illustrative bumper 51 is made of rubber, but can be made of any suitable elastic, compressible, or flexible material. The rubber bumper 51 is generally cylindrical in shape and is provided to engage the second connecting rod 46 when the rear aerodynamic drag reduction system 12 is in its fully stowed position. The rubber damper 51 provides some protection or cushioning, as well as component placement, when the side panel 30 is in the fully stowed position. For example, the rubber bumper 51 can help establish the position and spacing of the side panel 30 from the connecting rod 46 when the side panel 30 is in the fully stowed position. In particular, when the side panel 30 is in the fully stowed position, the bumper 51 maintains a minimum angle between the connecting rod 46 and the side panel 30 and prevents the connecting rod and panel 46, 30 from folding any further than the minimum angle. The minimum angle ensures that once force is applied to the side panel 30 (via connection assemblies 37, 42) to deploy the side panel 30 from its fully stowed position to its fully deployed position, the side panel 30 is deployed out rear door 14 instead of passing over the center of connecting rod 46 toward rear door 14. Furthermore, the elastic nature of the bumper 51 allows the bumper to compress slightly to store energy which is returned to the connecting rod 46 during the first degrees of actuation allowing the side panel 30 to be deployed with less effort.

Now considering FIGURES 2A, 2B, 3B, and 5A, the rear aerodynamic drag reduction system 12 further includes a first cable 77 coupled at a first end to the lower surface 31 of the lower portion 84 of the upper panel 32, and coupled in a second end to the support 63 of the intermediate connection mechanism 42 which is coupled to the inner surface 65 of the side panel 30. In particular, a clip at the end of cable 77 attaches to a bracket on the bottom surface 31 of top panel 32, and a clip at the other end of cable 77 attaches to bracket L. A second cable 79 extends between, and engages, the lower surface 31 of the lower portion 84 of the upper panel 32 through a snap and bracket and engages the other mounting bracket 63 of the coupled intermediate connection mechanism 42 to the first connecting rod 44 by means of a clasp. Illustratively, cables 77, 79 function to minimize or avoid any tendency for the upper panel 32 to move upward when the rear aerodynamic drag reduction device 12 is in the fully deployed position and the trailer 10 travels the highway. In other words, cables 77, 79 function to stabilize top panel 32 when it is in the fully deployed position. However, cables 77, 7 9 do not function to support top panel 32 in their fully deployed position.

Another cable 78 of the rear aerodynamic drag reduction device 12 is provided. As shown in FIGURES 5A and 5B, cable 78 is coupled at a first end to mounting bracket 63 of top connection assembly 42 coupled to inner surface 65 of side panel 30. A snap at the second end of cable 78 engages the bottom plate 95 of hinge assembly 90. Illustratively, cable 78 functions to prevent the side panel 30 from pivoting outward around hinge axis 48 beyond its fully deployed position when the side panel 30 is moved from its folded position, or fully stowed into position.

<td>completely</td><td>unfolded,</td><td>in other words,</td><td>the</td><td>cable 78</td>

<td>works like</td><td>a belt</td><td>limit to avoid</td><td>the</td><td>movement</td>

<td>pivoting</td><td>panel 30</td><td>lateral beyond</td><td>its</td><td>Location</td>

predetermined, location at an angle to the rear door 14 and the side wall 11 of the trailer in its fully deployed position.

In use, the rear aerodynamic drag reduction system 12 automatically moves from its fully deployed position to its fully stowed position by the action of a user unlocking the mechanism 200 of the rear swing door 14 of the trailer 10, as shown in FIGURES 5A-8. FIGURES 9-13 further illustrate the ability of the rear swing door 14 (with the rear aerodynamic drag reduction system 12 thereon) to move to its fully open position adjacent to the side wall 11 of the trailer 10 when the rear aerodynamic drag reduction system 12 and in its fully stowed position against the outer surface 39 of the rear tilting door 14. In particular, the side and top panels 30, 32 of the rear aerodynamic drag reduction system 12 automatically move from their fully deployed positions to their fully stowed positions by the action of a user unlocking the door lock mechanism 200. trailer 10 (as shown in FIGURES 5A-8); the fully stowed side panel 30 and the fully stowed top panel 32 of the rear aerodynamic drag reduction system 12 then automatically move with the rear swing door 14 by action of a user opening the rear swing door 14 and pivoting the door 14 rear swingarm on its hinges 50 at approximately 27 0 degrees in its fully open position adjacent to the side wall 11 of the trailer 10 (as shown shown in FIGURES 9-13). When the rear door 14 is in its fully open position, the rear aerodynamic drag reduction device 12 is placed between the side wall 11 and the rear surface 39 of the door 14.

Considering first FIGURES 5A-8, the mechanism

200 Trailer door lock 10 includes lock rod 202 which generally extends the entire vertical length of rear frame 13 and engages rear swing door 14 for pivotal movement therewith. A handle assembly of door lock mechanism 200 includes handle 204 coupled to lock rod 202 and latch 206 engages rear door 14 to receive handle 204 in a locked position. When handle 204 is received within latch 206, locking rod 202 is in a locked position where the upper and lower ends of locking rod 202 are received within rod locking inserts 208 coupled to the rear frame 13 of the trailer 10 to prevent door 14 from opening.

When handle 204 is received within latch 206, support arm 112 is in an extended, rearwardly extending position to assist in supporting the upper panel 32 of the rear aerodynamic drag reduction system 12 in the fully deployed position ( as shown in FIGURES 5A and 5B). The upper panel 32 is also supported on the upper edge 54 of the side panel 30. Furthermore, when handle 204 is received within latch 206, the first connecting rods 44 (along with the support arm 112 that function as the first connecting rods 44) are also in an extended or deployed position that extends rearwardly to position the connecting assemblies 37, 42 (including second connecting rods 46) in their deployed position to support the side panel 30 in its fully deployed position.

As the handle 204 of the trailer door locking mechanism 200 is removed from the latch 206 and rotated approximately 180 degrees, as shown by arrow 201 in FIGURE 6, the mechanism locking rod 202 Door lock is also rotated approximately 180 degrees in a counterclockwise direction about the vertical axis defined by the lock rod 202 itself. As indicated above, deployment rod 102 is coupled to locking rod 202 through lever arm 106 and horizontal connection mechanism 108 for rotational movement with locking rod 202. In other words, deployment rod 102 is a slave to locking rod 202 such that, as locking rod 202 is rotated by a user rotating handle 204, deployment rod 102 is made similarly rotate about the vertical axis defined by deployment rod 102 itself. When the user rotates the handle 204 approximately 180 degrees (as shown in FIGURES 5A-8), the locking rod 202 rotates approximately 180 degrees in a counterclockwise direction while the deployment rod 102 it is rotated approximately 100 degrees in the same counterclockwise direction.

The support arm 112 and the first connecting rods 44 each rigidly engage the deployment rod 102. As such, the support arm 112 and the first connecting rods 44 rotate about the pivot axis defined by the deployment rod 102 when the deployment rod 102 is urged to rotate. As shown in FIGURES 5A-8, as the deployment rod 102 rotates approximately 100 degrees, the support arm 112 and the first connecting rods 44 also rotate approximately 100 degrees between their deployed and stowed positions. Illustratively, therefore, the support arm 112 and the first connecting rods 44 each pivot approximately 100 degrees from their deployed rearward extending positions to a remote or stowed position, where a roller end 113 distant from the support arm 112 and the end 49 remote from the first connecting rods each are generally adjacent to the rear swinging door 14 of the trailer 10. As shown in FIGURES 7 and 8, the second connecting rod 46 of the connection assemblies 37, 42 is urged to pivot about both axes 60, 66 while urging the side panel 30 to pivot internally about the pivot axis 45. In shifting to this remote position, the first connecting rods 44 and support arm 112 pull the respective second connecting rods 42 therewith to urge the second panel 30 to pivot counterclockwise around pivot axis 48 to lying generally adjacent to the rear surface 39 of door 14.

In particular, the second panel 30 is moved by the connection assemblies 37, 42 to pivot about the axis to position the inner surface 65 of the side panel 30 generally adjacent to the rear surface 39 of the door 14. Generally and simultaneously, movement of the side panel 30 to its remote position adjacent to the rear pivot door 14, and movement of the support arm 112 to its remote position adjacent to the rear pivot door 14 allows the upper panel 32 to pivot. down (by gravity) to its folded, fully stowed position also generally adjacent to the rear tilting door 14 of the trailer 10. The rollers 113 roll along the bottom surface 31 of the top panel 32 to their away or stowed position while the top edge 54 of the side panel 30 also moves along the bottom surface 31 of the top panel 32 into position. folded due to the rotational movement of the deployment rod 102 and the respective connection assemblies 37, 42 of the flexing mechanism 100 as described above. As indicated above, the upper panel 32 is pivotally coupled to the rear swing door 14 by hinges 90, 92 to allow the upper panel 32 to pivot relative to the rear swing door 14 about an axis 98 slightly in angle. Although the angled axis 98 is shown and described herein, it should be understood that the axis around which the upper panel 32 pivots may be angled to any suitable degree, or may be horizontal such that the axis is generally parallel to the edge 19 rear of trailer 10.

As indicated above, the side panel 30 and top panel 32 automatically move to their fully stowed, folded positions when a user unlocks trailer door lock mechanism 200 by rotating handle 204 of lock mechanism 200. door lock approximately 180 degrees. Illustratively, as shown in FIGURES 5A-8, the side panel 30 folds to position the interior surface 65 of the side panel 30 adjacent to the rear surface 39 of the rear swing door 14 of the trailer 10. During this time, the top panel 32 folds down onto the side panel 30 to position the side panel 30 between the top panel 32 and the rear swing door 14 of the trailer 10. Illustratively, the lower surface 31 of the upper panel 32 is adjacent to, and generally engaged with, an upper portion of the outer surface 67 of the side panel 30 when the rear aerodynamic drag reduction device 12 is in the fully stowed position .

Now considering FIGURES 9-13, once the side and top panels 30, 32 are moved to their fully stowed position, the top and side panels 32, 30 can be moved together with the rear swing door 14 to its adjacent fully open position to the side wall 11 of the trailer. In particular, as the rear swing door 14 opens and moves to its fully open position generally adjacent to the side wall 11 of the trailer 10 (whereby the rear swing door 14 is pivoted at approximately 270 degrees), the Top and side panels 32, 30 remain in their fully stowed position adjacent to the outer surface 39 of the rear swing door 14. In other words, when the rear tilting door 14 is moved to its fully open position, the rear aerodynamic drag reduction system 12 generally does not move relative to the rear tilting door 14 and remains in its fully stowed position against door 14 rear swingarm.

When the rear swing door 14 is in the fully open position, the upper panel 32 of the rear air drag reduction system 12 is placed between the side wall 11 of the trailer 10 and the side panel 30, and the side panel 30 is placed between the upper panel 32 and the rear tilting door 14. The top and side panels 32, 30 of the rear aerodynamic drag reduction system 12 are positioned at a remote position between the side wall 11 and the rear swing door 14 of the trailer 10 as shown in FIGURE 13.

To move the rear aerodynamic drag reduction system 12 from the fully stowed position shown in FIGURE 8 (when door 14 is in its closed position) and 9-13 (when door 14 is moved to its fully open position) to the fully unfolded position shown in FIGURE 1, the user simply moves the rear tilting door 14 to its closed position and moves the handle 204 of the door locking mechanism 200 to the locked position within the latch 206. In other words, when the user moves the rear tilting door 14 to its position closed and locks the handle 204 of the door lock mechanism 200, the rear air drag reduction system 12 automatically moves to its fully deployed position. In particular, as the rear swing door 14 moves to its fully closed position, the rear air drag reduction system 12 remains in its fully stowed position adjacent to the rear surface 39 of door 14. Next, once the door 14 is fully closed, as a user rotates the handle 204 of the door lock mechanism 200 to a locked position in order to lock the rear swing door 14 to the rear frame 13, the Deployment rod 102 is rotated clockwise to move the support arm 112 and the first connecting rods 44 into their deployed, rearward extended position. As the support arm 112 moves from its stowed, remote position adjacent to the rear swing door 14 to its deployed position, the roller 113 of the support arm 112 moves along the lower surface 31 of the upper panel 32 to assist in raising the upper panel 32 from its folded, unsupported position to its extended position, supported at least in part on the roller 113 of the support arm 112.

Furthermore, as the first connecting rods 44 are moved from their stowed, remote positions adjacent to the rear swing door 14 to their extended, rearward deployed positions, the second connecting rods 46 are urged to pivot about the axes 60, 66 to urge side panel 30 to pivot about axis 45 to its fully deployed position. As indicated above, cable 78 functions as a limit strap to prevent movement of the side panel 30 from the fully stowed position to a position beyond the predetermined fully deployed angle position of the side panel 30. As the side panel 30 pivots about axis 45 to its fully deployed position, the top edge 54 moves outward along the bottom surface 31 of the top panel 32 to raise the top panel 32 from its folded position, not supported to its extended position, supported on the upper edge 54 of the side panel 32 and on the roller 113 of the support arm 112.

As indicated above, the rear aerodynamic drag reduction system 12 also includes a manual release mechanism 139 that allows a user to move the side and top panels 30, 32 from their fully deployed position to their fully stowed position without moving the door locking mechanism 200 itself in the unlocked position. For example, there may be occasions when a user wishes to keep trailer doors 14 in a locked position, while also moving the rear drag reduction device 12 to the fully stowed position to bring the rear end of the trailer 10 in close proximity to another object, for example. As shown in FIGURES 14-18, the flexing mechanism 100 can be functionally disengaged (although still engaged) from the door lock mechanism 200 by moving the manual release lever 141 of the manual release mechanism 139 from its normally position. locked to an unlocked position.

As shown in FIGURE 14, for example, the manual release lever 141 is in its locked position such that retainer 154 is received in slot 156 of second connecting rod 132 in order to cause the first and Second connecting rods 120, 132 move laterally in unison with one another when the locking rod 202 of the door locking mechanism 200 is rotated. However, by pulling the tab 158 of the manual release lever 141 against the deflection of the spring 150 away from the rear wall 136 of the second connecting rod 132, the manual release lever 141 is moved to an unlocked position whereby the catch 154 is removed from within slot 156 of second connecting rod 132 (as shown in FIGURE 16) to allow second connecting rod 132 to move laterally with respect to first connecting rod 120. As shown in FIGURES 17 and 18, once the manual release lever 141 is moved to the unlocked position shown in FIGURE 16 and retainer 154 is removed from within slot 156, a user can hold the panel. 30 side and pivot side panel 30 about axis 45 toward rear door 14 to move first connecting rod 44 (and support arm 112) of assemblies 37, 42 connecting rod and deployment rod 102 at approximately 100 degrees to cause the second connecting rod 132 to slide laterally toward the locking rod 202 of the door locking mechanism 200 without moving the first connecting rod 120 or rotating the locking rod 202. Movement of the side panel 30 to the fully stowed position including movement of the support arm 112 to its remote position allows the upper panel 32 to pivot down to its folded and fully stowed position. In this way, the side and top panels 30, 32 of the rear aerodynamic drag reduction system 12 are moved to their fully deployed positions without the use of the mechanism.

200 door lock.

Alternatively, a folded top and side panel 32 with the user mechanism 200 can place them in their fully door lock position in their locked position first by rotating the handle 204 of the door lock mechanism 200 approximately 180 degrees in order of rotating the locking rod 202 of the door locking mechanism 200 approximately 180 degrees to fold the panels 30, 32 lateral and superior to its fully folded position (as discussed in FIGURES 5A-8 above). If the user wishes to keep the top and side panels 30, 32 in their fully folded positions while holding the trailer doors 14 in a locked position, the user can pull the manual release lever 141 to the unlocked position whereby the Retainer 154 is removed from within slot 156 of second connecting rod 132 to allow first and second connecting rods 120, 132 to move relative to each other. With the manual release lever 141 in the unlocked position, the user can then manually rotate the handle 204 back to its original locked position in order to rotate the locking rod 202 approximately 180 degrees clockwise into the locked position without moving or otherwise manipulating the deployment rod 102 and the side and top panels 30, 32. In other words, handle 204 can move back to the locked position while holding side and top panels 30, 32 in their fully folded position. As such, the side and top panels 30, 32 are placed in their fully folded position while the door lock mechanism 200 is in the locked position.

When the side and top panels 30, 32 are in their collapsed or fully stowed positions and the manual release mechanism 139 is in the unlocked position shown in FIGURE 18 so that the second connecting rod 132 has moved laterally toward the rod 202 locking with respect to the first connecting rod 120 that remained generally stationary, the manual release mechanism 139 will automatically return to its locked position upon user activation of the door lock mechanism 200 to the unlocked position. That is, when handle 204 and locking rod 202 are rotated counterclockwise approximately 180 degrees in an unlocked position, bracket 111 is rotated therewith by pulling first link 120 (and manual release mechanism 139 coupled thereto) laterally with respect to second link 132 until retainer 154 of manual release mechanism 139 is it aligns with the groove 156 of the second connecting rod 132 and is diverted by the spring 150 to be received in it again to place the lever

141 manual release in its locked position to prevent relative movement between the first and second connecting rods

120,

132. Accordingly, when the user subsequently locks the door lock mechanism 200, as described in detail above, the deployment rod 102 of the flex mechanism 100 will be urged to rotate with the lock rod 202 to move the support arm 112 into its rearwardly extending position thereby moving the side and top panels 30, 32 to their fully deployed positions once again.

Now looking at FIGURES 19A and 19B, in order to prevent vertical movement of the top panel 32 with respect to the side panel 30, a locking assembly 400 is provided. The lockout assembly 400 provides a mechanical interlock between the side panel 30 and the top panel 32 and can be used in place of or in conjunction with cables 77, 79. In particular, the lockout assembly 400 includes a latch or pin hook 402 illustratively coupled to the outer surface 67 of the side panel 30 by fasteners 404 received through openings 406 formed in an upper, outer portion of the side panel 30 near a notch formed in the upper edge 54 and the outer edge 50 of the side panel 30. Illustratively, latch 402 is folded such that once attached to the outer surface 67 of side panel 30, head 408 of latch 402 generally aligns with the top edge 54 of side panel 30. Illustratively, latch 402 may alternatively engage the interior surface 65 of side panel 30 and similarly bend to align head 408 of latch 402 with top edge 54 of side panel 30. As shown in FIGURE 19B, head 408 of latch 402 is also generally not positioned higher than top edge 54 of side panel 30. Locking assembly 400 also includes a padlock (not shown) coupled to bottom surface 31 of top panel 32. The padlock illustratively includes a portion separated from the bottom surface 31 of the top panel 32 and includes a slot formed therein. In operation, as the side panel 30 and top panel 32 move from their fully stowed positions to their fully deployed positions, head 408 of latch 402 slides into the slot of the padlock to position the head between surface 31 bottom of top panel 32 and padlock to prevent upward movement of top panel 32 relative to side panel 30.

Illustratively, as indicated above, although safety cables 77, 79 are shown and described herein, it should be understood that lockout assembly 400 can be used with or without cables 77, 79. Illustratively, although the particular locking assembly 400 is described herein, it is within the scope of this disclosure that the rear aerodynamic drag reduction system 12 includes any suitable locking assembly to prevent upward movement of the panel 32 upper than the side panel 30 when the panels

32, 30 are in their fully deployed positions such as, but not limited to, the locking assemblies described and narrated in United States Patent No. 14 / 709,980 filed May 12, 2015 and titled STRENGTH REDUCTION SYSTEM REAR AERODYNAMICS FOR A TRAILER, of which its entirety is hereby incorporated herein.

As noted above, when the aerodynamic drag reduction system 12 is in the deployed position, the swinging doors 14 of the trailer 10 are closed. The top and side panels 32, 30 of each of the two aerodynamic drag reduction systems 12 extend outward from the rear frame 13 and rear swing doors 14 to direct uniform air flow around the rear end of trailer 10 when trailer 10 travels by road, for example. When the trailer 10 is not traveling on the road and a user or operator is required to open the rear doors 14 of the trailer 10 to gain access to the storage area of ​​the storage container 15, the user need only remove the lock and open the doors 14 in the usual or typical manner and the aerodynamic drag reduction system 12 coupled to each door 14 automatically moves to its stowed position.

Furthermore, to move the aerodynamic drag reduction system 12 to the deployed position, the user only needs to close and lock the rear doors 14 and the system 12 coupled to each door 14 automatically moves to its deployed position with the movement of the mechanism 200 door lock to locked position. In other words, it is not necessary to perform an extra step to move the aerodynamic drag reduction system to the closed position before opening the trailer doors 14 or to move the aerodynamic drag reduction system 12 to the open position after closing the doors 14. Rather, the aerodynamic drag reduction system 12 automatically moves to the fully stowed position upon unlocking the door 14 to which the aerodynamic drag reduction system 12 is connected, and automatically moves to the fully deployed position upon unlocking the door 14 to which the aerodynamic drag reduction system 12 is attached. It should be understood that the aerodynamic drag reduction system 12 of the present disclosure can be used alone or in conjunction with other aerodynamic drag reduction systems such as, for example, aerodynamic side skirts such as those described in the US Patent

United

8,177,286 and Patent of

United States No.

8,783,758, for example, of which the entirety is incorporated herein by reference.

It should be understood that although the particular flexing mechanism 100 is shown and described herein, alternative flexing mechanisms may also be provided, such as those shown and described in US Patent Application Serial Number 15 / 044,220. Indeed, it should be understood that although the illustrative flexing mechanism 100 of the present disclosure is shown and described herein for the purpose of enslaving the actuation or movement of the side and top panels 30, 32 described herein for movement of the door locking mechanism 200, it is within the scope of this description to provide any suitable configuration of connection type mechanisms between locking rod 202 and panels 30, 32 side and top to translate the rotational movement of the locking rod 202 of the door locking mechanism 200 into movement of the side and top panels 30, 32 between the fully deployed and fully folded positions. In other words, it should be understood that the rear aerodynamic drag reduction system 12 includes any suitable flexing mechanism coupled to the trailer door locking mechanism 200 to automatically drive and move the panels 30, 32 side and top of the rear aerodynamic drag reduction system 12 between the fully deployed and fully folded positions by movement of the locking rod 202 of the door locking mechanism 200. It should also be understood that movement of the upper panel 32 from the rear of the rear air drag reduction system 12 between the fully deployed and fully stowed positions can only be achieved by movement of the side panel 30 between its fully deployed and fully stowed positions or solely by movement of the support roller 113 on the support arm 112. In other words, only one of these support components on which the top panel 32 is supported is necessary to move the top panel 32 between its fully unfolded and fully stowed positions.

Illustratively, each wall panel 30, 32 is made of a composite material. For example, the composite material may include a plastic core and metal outer liners attached to the plastic core. Such a composite material provides a rigid but lightweight and durable material. Illustratively, for example, each wall panel 30, 32 may be made of a DURAPLATE® compound provided by Wabash National Corporation of Lafayette, Ind., DURAPLATE® compound panels are constructed of a high-quality polyethylene plastic core Density bonded between two high-strength steel linings.

The inner and outer linings respectively can be formed of a metal or metallic composition, examples of which include, but are not limited to, aluminum, galvanized steel, fully hardened steel, such as Grade E AISI steel, or the like. In an illustrative embodiment, for example, the outer liner is formed from ASTM G90 galvanized steel, and the inner liner is formed from ASTM G40 galvanized steel. In alternative embodiments, the respective inner and / or outer linings may be formed of other rigid, semi-rigid, metallic, or non-metallic materials. Illustratively, the composite material (i.e., panels 30, 32) is approximately between 0.2 cm and 0.51 cm (0.08 and 0.20 inches) thick, with a preferred thickness of approximately 0.15 cm (0.10 inches) thick. Although the illustrative panels 30, 32 described herein are each made from the particular composite material described above, it should be understood that other suitable composite materials may also be used. For example, panels 30, 32 can also be made of a plastic extrusion with fiber reinforcements embedded within the polymer material. The reinforcing fibers can be made of glass, carbon, and / or other suitable materials, for example.

It should be further understood that although the illustrative panels 30, 32 described herein are made of a composite, the panels 30, 32 may alternatively be formed of a non-composite material such as a sheet made of a metal, metal alloy, or plastic, for example. Panels 30, 32 can be made of ferrous or non-ferrous materials including plastics or composites that incorporate a combination of ferrous and / or non-ferrous materials thereof. In particular, an alternative panel (not shown) can be made of galvanized steel. Of course, it is within the scope of this disclosure to include non-galvanized steel sheets, or other non-composite panels, of any suitable thickness as well.

Although the invention has been illustrated and described in detail in the previous drawings and the description, it will be considered as illustrative and not as restrictive in character, it being understood that only the illustrative modalities thereof have been shown and described and that it is desired to protect all changes and modifications that fall within the spirit of the invention.

In particular, it should be understood that although certain illustrative top panels are described herein, the rear aerodynamic drag reduction system of the present disclosure may include any suitable top and side panels configured to move between a fully deployed position and a fully folded position. . Furthermore, the rear aerodynamic drag reduction system of the present disclosure may include any suitable flexing mechanism coupled to trailer door locking mechanism 200 to automatically move the side and top panels between fully deployed and fully stowed positions.

Finally, the flexing mechanism of the present disclosure may include any suitable manual release mechanism to functionally decouple the flexing mechanism of the trailer door lock mechanism 10.