Abstract:
Aerodynamic skirt systems are used to reduce air drag of a vehicle. The present aerodynamic skirt system comprises a skirt panel, a plurality of struts, each strut comprising an upper portion for securing an upper portion of the skirt panel to the trailer, a strut member connected, at a first end thereof, to the upper portion of the strut, a lower portion for securing a lower portion of the skirt panel, the lower portion being connected to the strut member at a second end thereof, the strut member including a concave portion adapted to sustain a force applied by air routing on the aerodynamic skirt in an aerodynamic configuration thereof, the strut member being adapted to buckle and bend when a force exceeding a buckling threshold is applied on the aerodynamic skirt to move the aerodynamic skirt in an object avoidance configuration. A kit and a method of use thereof is also presented.

Description:
CROSS-REFERENCE 
       [0001]    The present application relates to and is a non-provisional application claiming priority under 35 U.S.C. §119(e) from U.S. Provisional Patent Application No. 62/215,129, filed Sep. 7, 2015 under 35 U.S.C. §111, entitled SUPPORT SYSTEM FOR AERODYNAMIC SKIRT ASSEMBLY AND METHOD OF INSTALLATION THEREOF and also relates to and is a non-provisional application claiming priority under 35 U.S.C. §119(e) from U.S. Provisional Patent Application No. 62/314,082, filed Mar. 28, 2016 under 35 U.S.C. §111, entitled SELF-REPOSITIONING STRUT PORTION FOR AERODYNAMIC SKIRT, which are both incorporated herein by reference in its entirety. 
     
    
     FIELD OF THE INVENTION 
       [0002]    This invention generally relates to a strut for aerodynamic skirt. More precisely, the invention relates to a self-repositioning strut for securing an aerodynamic skirt to a vehicle to improve the aerodynamic efficiency of the vehicle. 
       BACKGROUND OF THE INVENTION 
       [0003]    Road tractors are used to pull semi-trailers on roads to transport cargo. Aerodynamic apparatuses are installed on the road tractor and/or on the semi-trailer in order to reduce the aerodynamic air drag and improve fuel efficiency. 
         [0004]    Trailer skirts made of rigid materials are installed on both lateral sides of a road trailer to help manage the flow of air around and underneath the trailer. Brackets, also made of rigid material, are affixed to the trailer to secure the skirts positioned thereto. These aerodynamic skirts are secured to the bottom portion of the trailer, or to the sides of the trailer&#39;s floor, to ensure proper positioning when the vehicle is moving. 
         [0005]    People who are familiar with the trucking industry know that trailers are built in various configurations. Frame assembly of trailer can use members and beams of different dimensions. For example, an I-beam, that is commonly used in trailer manufacturing, also known as H-beam, W-beam (for “wide flange”), Universal Beam (UB), Rolled Steel Joist (RSJ), or double-T, is a beam with an I or H-shaped cross-section. The horizontal elements of the “I” are known as flanges, while the vertical element is termed the “web”. I-beams are usually made of structural steel, or aluminum, and are used in construction and civil engineering. The web resists shear forces, while the flanges resist most of the bending moment experienced by the beam. Beam theory shows that the I-shaped section is a very efficient form for carrying both bending and shear loads in the plane of the web. An adaptable securing mechanism is hence desirable to adapt to a range of I-beam dimensions. 
         [0006]    The skirts, because of their position under the trailer&#39;s floor and their proximity with the road, are significantly vulnerable and might easily enter in contact with surrounding obstacles. Portions of the securing mechanism holding the skirts, when put under significant stress, plastically bend and/or break to effect the skirts&#39; position in respect to the road trailer thus reducing the efficiency of the skirts. Additionally, the assembly can be crooked or not precisely aligned, which is causing additional challenges to secure the aerodynamic skirt assembly to the vehicle. 
         [0007]    Aerodynamic skirt assemblies in the art are complex to install given the many adjustments required to match the precise configuration of each trailer. The number of parts required to secure the strut to the trailer is generally significant and time consuming to assemble. Also, the weight of the skirt assembly is important to prevent unduly adding weight to the trailer and hence increase its fuel consumption. 
         [0008]    Skirt supporting struts in the art have a linear deflection rate that is proportional to the force applied thereto. The struts need to be rigid enough to remain in their operating position and channel efficiently air around the trailer. This required rigidity is significant and is detrimental to proper flexing of the skirt assembly when contacting a foreign object. 
         [0009]    Therefore, there exists a need in the art for an improved aerodynamic skirt assembly over the existing art. There is a need in the art for an improved skirt-securing strut adapted to recover its original shape after contacting a foreign object. There is also a need for a skirt-securing strut that can flex, can be economically manufactured and easily installed. 
       SUMMARY OF THE INVENTION 
       [0010]    It is one aspect of the present invention to alleviate one or more of the drawbacks of the background art by addressing one or more of the existing needs in the art. 
         [0011]    Accordingly, embodiments of this invention provide an improved trailer aerodynamic skirt assembly over the prior art. 
         [0012]    An aspect of one or more embodiments of the invention provides a shock-resistant skirt assembly adapted to be installed on a semi-trailer to reduce the aerodynamic drag produced by the movement of the trailer when pulled by a tractor. 
         [0013]    An aspect of one or more embodiments of the invention provides a concave strut for an aerodynamic skirt support mechanism to resiliently secure an aerodynamic skirt panel on a trailer. 
         [0014]    An aspect of one or more embodiments of the invention provides a self-repositioning strut that is adapted to bend when it contacts a foreign object and recovers its original position and shape thereafter. 
         [0015]    An aspect of one or more embodiments of the invention provides a strut adapted to bend/flex with significant displacement without breaking, when the skirt assembly contacts a foreign object, and that is self-recovering its original position and shape thereafter. 
         [0016]    An aspect of one or more embodiments of the invention provides a one-part integrated strut fixedly securing an upper portion and resiliently securing a lower portion of a skirt panel. 
         [0017]    An aspect of one or more embodiments of the invention provides a strut portion having a height sized and designed to flex when the skirt assembly contacts a foreign object and returns to equilibrium upon removal of the contact with the foreign object. 
         [0018]    An aspect of one or more embodiments of the invention provides a strut including a flex portion adapted to keep an aerodynamic configuration when under a predetermined mechanical load and adapted to buckle in an object avoidance configuration when a load exceeding the predetermined mechanical load is applied thereto. 
         [0019]    An aspect of one or more embodiments of the invention provides a strut including a flex portion with a concave portion. 
         [0020]    An aspect of one or more embodiments of the invention provides a strut portion including a semi-circular shape having a concave side facing the skirt panel. 
         [0021]    An aspect of one or more embodiments of the invention provides a strut portion including a semi-circular shape having a convex side facing the skirt panel. 
         [0022]    An aspect of one or more embodiments of the invention provides a strut portion including openings therein for receiving therein a connector portion therethrough for securing the strut portion to a trailer. 
         [0023]    An aspect of one or more embodiments of the invention provides a strut portion including a stabilizer for transferring mechanical loads to a trailer when the strut sustains a mechanical load. 
         [0024]    An aspect of one or more embodiments of the invention provides a strut portion including alignment guides for locating the strut portion to a trailer. 
         [0025]    An aspect of one or more embodiments of the invention provides a strut for securing an aerodynamic skirt panel to a trailer, the strut comprising an upper portion for securing an upper portion of the aerodynamic skirt to the trailer, a strut member connected, at a first end thereof, to the upper portion of the strut, a lower portion for securing a lower portion of the aerodynamic skirt, the lower portion being connected to the strut member at a second end thereof, the strut member including a concave portion adapted to sustain a force applied by air routing on the aerodynamic skirt in an aerodynamic configuration thereof, the strut member being adapted to buckle and bend when a force exceeding a buckling threshold is applied on the aerodynamic skirt to move the aerodynamic skirt in an object avoidance configuration. 
         [0026]    An aspect of one or more embodiments of the invention provides an aerodynamic skirt system comprising a skirt panel, a plurality of struts, each strut comprising an upper portion for securing an upper portion of the skirt panel to the trailer, a strut member connected, at a first end thereof, to the upper portion of the strut, a lower portion for securing a lower portion of the skirt panel, the lower portion being connected to the strut member at a second end thereof, the strut member including a concave portion adapted to sustain a force applied by air routing on the aerodynamic skirt in an aerodynamic configuration thereof, the strut member being adapted to buckle and bend when a force exceeding a buckling threshold is applied on the aerodynamic skirt to move the aerodynamic skirt in an object avoidance configuration. 
         [0027]    Accordingly, embodiments of this invention provide an improved resilient trailer aerodynamic skirt assembly over the prior art. 
         [0028]    Other embodiments and further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description. 
         [0029]    Additional and/or alternative advantages and salient features of the invention will become apparent from the following detailed description, which, taken in conjunction with the annexed drawings, disclose preferred embodiments of the invention. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0030]    Referring now to the drawings which form a part of this original disclosure: 
           [0031]      FIG. 1  is a side elevation view of a vehicle with a trailer in accordance with at least one embodiment of the invention; 
           [0032]      FIG. 2  is a side elevation view of a portion of a trailer in accordance with at least one embodiment of the invention; 
           [0033]      FIG. 3  is an isometric exploded view of an aerodynamic skirt in accordance with at least one embodiment of the invention; 
           [0034]      FIG. 4  is an isometric view of a strut in accordance with at least one embodiment of the invention; 
           [0035]      FIG. 5  is a front elevation view of a strut in accordance with at least one embodiment of the invention; 
           [0036]      FIG. 6  is a back elevation view of a strut in accordance with at least one embodiment of the invention; 
           [0037]      FIG. 7  is a side elevation view of a strut in accordance with at least one embodiment of the invention; 
           [0038]      FIG. 8  is a top plan view of a strut in accordance with at least one embodiment of the invention; 
           [0039]      FIG. 9  is an isometric view of a securing mechanism in accordance with at least one embodiment of the invention; 
           [0040]      FIG. 10  is an isometric view of a securing mechanism in accordance with at least one embodiment of the invention; 
           [0041]      FIG. 11  is a side elevation view of a securing mechanism in accordance with at least one embodiment of the invention 
           [0042]      FIG. 12  is an isometric view of a portion of a securing mechanism in accordance with at least one embodiment of the invention; 
           [0043]      FIG. 13  is a front elevation view of a portion of a securing mechanism in accordance with at least one embodiment of the invention; 
           [0044]      FIG. 14  is a side elevation view of a securing mechanism in accordance with at least one embodiment of the invention 
           [0045]      FIG. 15  is an isometric view of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0046]      FIG. 16  is a front elevation view of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0047]      FIG. 17  is a side elevation view of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0048]      FIG. 18  is a top plan view of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0049]      FIG. 19  is a front elevation view of a portion of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0050]      FIG. 20  is a front elevation view of a portion of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0051]      FIG. 21  is an isometric view of a portion of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0052]      FIG. 22  is a perspective view of a portion of a securing mechanism in accordance with at least one embodiment of the invention; 
           [0053]      FIG. 23  is an isometric view of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0054]      FIG. 24  is a top plan view a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0055]      FIG. 25  is an isometric view of a strut in accordance with at least one embodiment of the invention; 
           [0056]      FIG. 26  is a front elevation view of a strut attached to a trailer&#39;s floor beam in accordance with at least one embodiment of the invention; 
           [0057]      FIG. 27  is a back elevation view of a two struts attached to a trailer&#39;s floor beam having two different heights in accordance with at least one embodiment of the invention; 
           [0058]      FIG. 28  is a back elevation view of a strut in accordance with at least one embodiment of the invention; 
           [0059]      FIG. 29  is a side elevation view of a strut in accordance with at least one embodiment of the invention; 
           [0060]      FIG. 30  is a top plan view of a strut in accordance with at least one embodiment of the invention; 
           [0061]      FIG. 31  is a perspective view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0062]      FIG. 32  is a perspective view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0063]      FIG. 33  is a perspective view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0064]      FIG. 34  is a perspective view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0065]      FIG. 35  is a perspective view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0066]      FIG. 36  is a perspective view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0067]      FIG. 37  is a top plan section view of a portion of a strut in accordance with at least one embodiment of the invention; 
           [0068]      FIG. 38  is a side elevation view of a strut in accordance with at least one embodiment of the invention; 
           [0069]      FIG. 39  is a graph illustrating a load vs displacement of a strut in accordance with at least one embodiment of the invention; 
           [0070]      FIG. 40  is a perspective view of a strut in accordance with at least one embodiment of the invention; and 
           [0071]      FIG. 41  is a perspective view of a strut in accordance with at least one embodiment of the invention. 
       
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
       [0072]    A preferred embodiment of the present invention is described below with reference to the drawings.  FIG. 1 ,  FIG. 2  and  FIG. 3  illustrate a road tractor  10  with a trailer  20  attached thereto equipped with a pair of skirt assemblies  30 , installed on each side of the trailer  20  along a longitudinal axis  34 , adapted to deflect and direct the airflow around the trailer  20 . Each aerodynamic skirt assembly  30  includes a skirt panel  38 , adapted to be disposed on the side of the trailer  20 , and a plurality of securing mechanisms  42  adapted to secure the skirt panel  38  to the trailer  20 . The securing mechanisms  42  are visible although not clearly illustrated in  FIG. 1 ,  FIG. 2  and  FIG. 3  and will be discussed in more details below. Once installed on the trailer  20 , the skirt assembly  30  helps channel the flow of air around the trailer  20  to reduce the air drag of the vehicle when the trailer  20  moves on the road, pulled by the road tractor  10 . One can appreciate from  FIG. 1  that the trailer  20  includes slider rail  24  used to adjust the location of the set of wheels  50  on the trailer  20 , thus interacting with the length of the skirt panel  38 . 
         [0073]    The skirt assembly  30  of the present embodiment is mostly located under the trailer  20 , between the wheels  46  of the road tractor  10  and the wheels  50  of the trailer  20 . The skirt panels  38  can alternatively extend forward up to the trailer supports  54 , also known as landing gears, and be secured thereto thus preventing complex skirt panel  38  arrangements through the securing mechanism  42 . The skirt panels  38  are substantially vertically positioned on each side of the trailer  20 , preferably located as a vertical continuity of the trailer&#39;s side/wall, with a clearance with the ground by illustratively about 15-25 centimeters (about 6 to 12 inches). The air management around the trailer  20  provided by the skirt assembly  30  reduces the air drag created by the trailer  20  by directing the flow of air around the trailer  20 . The flow of air would otherwise turbulently move around and below the trailer  20  to create substantial air drag. The airflow management around the trailer  20  provided by the skirt assembly  30  helps maintain laminar airflow around the trailer  20  that diminishes fuel consumption of the road tractor  10 . The skirt assembly  30  also improves the safety of the vehicle by providing a barrier that can substantially restrict objects to get under the trailer  20 . 
         [0074]    As illustrated, the skirt panel  38  is shaped with an optional progressive height  62  from a front portion  58  thereof. The skirt panels  38  can alternatively also be installed at an angle, in respect to the vertical (not illustrated), on the trailer  20  to change the airflow pattern around the trailer  20  and more precisely adjust the aerodynamics to a specific vehicle shape. 
         [0075]    It can be appreciated in  FIG. 2  that each skirt panel  38  is installed directly on the side of the trailer  20  and, when seen from above, the front portion  58  that optionally progressively proximally leans angle  66  toward the center  34  of the trailer  20 . The recessed front portion  58  of the skirt panel  38  improves the management of turbulent airflow generated by the road tractor  10  thus improving the aerodynamic efficiency of the skirt assembly  30 . Additional explanation about the shape of the skirt panel  38  will be provided in further details below. 
         [0076]      FIG. 4  throughout  FIG. 8  are illustrating a securing mechanism  42  including a connector portion  80  and a strut portion  84  both centered along vertical axis  44 . The strut portion  84  includes a strut member  90 , with a flex portion  104  thereof, securing the skirt panel  38  to a lower portion  94  thereof. In the illustrated embodiment, a planar section  98  includes holes  102  therein for securing the lower portion  94  of the skirt panel  38  with fasteners or rivets, for example. The strut portion  84  includes a securing portion  106  to which is connected the strut portion  84 . The securing portion  106  includes a stabilizer  110 , a trailer contacting portion  114 , a skirt panel contacting portion  118  and a pair of securing wings  120 . A stabilizer  110  is located proximal to the longitudinal axis  34  of the trailer  20  when installed on a trailer  20 , proximally extending from a projection  70  of the strut member  90  to create a lever that help sustains the loads applied on the strut portion  84  by the skirt panel  38 . The skirt panel contacting portion  118  includes a planar section  122  provided with a series of holes  126  therein for securing an upper portion  92  of the skirt panel  38  with fasteners or rivets, for example. Both planar section  98 ,  122  are preferably aligned along a unique vertical plane  74  for efficiently contacting the skirt panel  38 . The trailer contacting portion  114  includes openings  130  therein to receive therein the connector portion  80  for securing the strut portion  84  to the trailer  20 . 
         [0077]    The connector portion  80  is embodied as two opposed clamps  134  configured to be secured together with, for instance, two fasteners  138 . The two opposed clamps  134  are securing together the trailer contacting portion  114  of the strut portion  84  with a lower portion of an I-beam as illustrated in  FIG. 13  throughout  FIG. 18 . Each clamp  134  uses an inclined member  160  and two contacting portions  162 ,  166  for securing the connector portion  80  with the I-beam  142 . However, we will first describe in further details the connector portion  80  before discussing the interaction between the strut portion  84 , the connector portion  80  and the I-beam  142 . 
         [0078]    Moving now to  FIG. 10  throughout  FIG. 11 , a connector portion  80  is illustrated. The connector portion  80  is preferably made of two similar opposed clamps  134  to simplify the assembly and reduce the manufacturing cost. The clamps  134  are made of a strong material capable of withstanding significant mechanical loads and can be shaped with a punch and die process. Metal, or the like, can be used. A material resistant to corrosion, or a protective layer, is also desirable given the condition of use of the connector portion  80  to prevent rust to undesirably attack the connector portion  80 . 
         [0079]    Each clamp  134  is, in the present embodiment, made of bent sheet metal that is forming a collecting portion  146 , a securing portion  150  and a contacting portion  154 . The collecting portion  146  includes a collecting member  158  embodied as an inclined member  160  positioned at an angle a, that is about between 30 degree and about 45 degree, and more preferably about 34 degree in the illustrated embodiment, to collect therein sections of I-beams  142  having different dimensions and thicknesses. The collecting member  158  merges into a first contacting portion  162 , configured to laterally abut sides of an I-beam  142 , that merges into a second contacting portion  166  configured to vertically contact a surface of the connector portion  80 . A securing portion  170  is formed between a first protruding member  174  and a second protruding member  178 . Both members  174 ,  178  are extending about a similar distance to allow leveled abutment of the two clamps  134  when secured and pulled toward each other with an intervening I-beam  142  having optimal dimensions. The second protruding member  178  is also helpful to prevent premature rotation of the assembly when tightening the bolts  138  by its lever action and touching each other along a line to provide resistance to rotation to the assembly. Additional bents  182  are performed on the clamp  134  to increase the mechanical strength thereof. An elastic member  186 , embodied as an elastic band in the embodiment, is used to keep both clamps  134  together in clamping position prior to secure the clamps  134  to the I-beam  142 . Helical springs  188  can optionally be used to pretense the assembly as illustrated in  FIG. 10 . The pre-assembly of the two clamps  134  are allowing suspending the pre-assembly of the two clamps  134  to the I-beam  1  to connect the parts of the aerodynamic skirt assembly  30  in place before securing them in a final operating configuration. Distance  190  is preferably configured to be close to zero (0) when the two clamps are secured toward each other and two times distance  194  is preferably configured to be close to a thickness of a central member of the I-beam  142  when the clamps  134  are secured to a narrow I-beam  142 . Conversely, distance  190 . 1  and  190 . 2  is going to increase when the clamps  134  are secured to a wider I-beam. Holes  198  are made in the securing portion  170  to accommodate bolts  138  therein to secure both clamps  134  together. The interaction of the securing mechanism  42  with an I-beam  142  is depicted in  FIG. 15  throughout  FIG. 16 . 
         [0080]    It can be appreciated from  FIG. 13  throughout  FIG. 18 , the collecting portion  146 , with the inclined member  160 , is compressing together vertically (y) and laterally (x) the trailer-contacting portion  114  and a lower portion  202  of the I-beam  142 . The illustrated structure also has the capacity to adapt to a variety of I-beams  142 . The lower portion  202  (bottom flange) of the I-beam can be wider  206  and/or thicker  210  and still be captured and secured by the connection portion  90  of the securing mechanism  42 . Typically, the lower portion  202  of the I-beam  142  is illustratively varying from about 38 mm to about 80 mm width, and thickness of about 3 mm to about 13 mm. This is illustrated in  FIG. 19  and in  FIG. 20 . 
         [0081]    As identified in  FIG. 17 , the strut portion  84  is, for instance, sized and designed to buckle when a force F of about between 400 N to 600 N is applied along the longitudinal axis  308 . The buckling force F can alternatively be between about 450 N to 550 N. A narrower range of force F can alternatively be between about 470 N to 520 N without departing from the scope of the present invention. Corresponding force applied normal to the skirt panel can be inferred from the axial buckling force above. 
         [0082]    One can appreciate the I-beam  142  is parallel with the central axis  144  of the I-beam  142  in  FIG. 15  throughout  FIG. 21  and in  FIG. 23  and  FIG. 24 . The securing mechanism  42  is constructed to keep the pair of clamps  134  aligned and allow misalignment of the strut portion  84  in respect with the I-beam  142  of the trailer  42 . The alignment between the clamps  134  can be made by contacting the contacting portions  154  together. However, in a case of a wider I-beam  142 , a spacer  220  can be required to space apart the contacting portions  154 . The spacer  220 , better seen in  FIG. 22  can be made of different material having suitable mechanical properties like steel, aluminum or plastic. The spacer  220  includes optional voids  224  and ribs  228  to lighten the spacer  220 , reduce curing time, eliminate sink marks and reinforce desirable areas thereof. The spacer further includes fastener-receiving portions  228  configured to receive fasteners  138  therein. A misalignment between the strut portion  84  and the I-beam  142  of the trailer  42  can occur if the trailer  20  has I-beams  142  that are not perfectly aligned and, depending of the installation configuration of the skirt panel  38  along the trailer  20 , the front portion  58  of the skirt panel  38  can proximally lean toward the center of the trailer  20  hence progressively curving or bending and be located at an angle with the I-beam  142  of the trailer  20  as illustrated in  FIG. 23  and  FIG. 24 . The size of the openings  130  is designed to accommodate a flexible installation of the pair of clamps  134  that can be located to accommodate position variation with, for instance, an angle β thereof. 
         [0083]    As mentioned above, the strut portion  84  is preferably located on the trailer  20  to have the exterior of the skirt panel  38  vertically aligned, flush with the side wall of the trailer  20 . The skirt panel  38  is hence used as a vertical continuity of the trailer&#39;s  20  side wall. The alignment of the strut portion  84  might be challenging to achieve. Alignment guides  250  are provided on the trailer-contacting portion  114  to assist the positioning and the installation of the strut portion  84  on the trailer  20 . The trailer-contacting portion  114  incorporates alignment guides  250 , embodied as protruding members, located at predetermined locations on the trailer-contacting portion  114  from the skirt panel contacting portion  118  used as reference plane for laterally locating the skirt panel  38 . The alignment guides  250  can be seen throughout the Figures using some different configurations of distance and shape. The alignment guides  250  can alternatively be embodies as extrusions molded in the strut portion  84 , one or many series of holes for receiving added pins, metallic or not, removable stems, clips or the like without departing from the scope of the present description. One way to facilitate the installation of the securing mechanism  42  is to assemble the connection portion  80  to the strut portion  84  prior to assemble the connection portion  80  with the I-beam  142 . Then the securing mechanism  42  can be transversally located along the I-beam  142  and the alignment guides  250  are contacting the interior side of the trailer  20  contour frame  254 . The predetermined distance  258  between the alignment guides  250  and the skirt-contacting portion  118 , in consideration of the thickness of the contour frame  254 . The predetermined distance  258  can be calculated as follows: T−t=d(T=thickness of the contour frame  254 ; t=thickness of skirt panel  38 ; d=predetermined distance  258  ). In some cases, the thickness of the contour frame  254  equals the thickness of skirt panel  38  and the alignment guides  250  will be aligned with the skirt-contacting portion  118  as illustrated in  FIG. 29 . In some other cases the thickness of the contour frame  254  is larger than the thickness of skirt panel  38  and the alignment guides  250  will be protrude beyond the skirt-contacting portion  118  as illustrated in  FIG. 34 . In some additional cases the thickness of the contour frame  254  is smaller than the thickness of skirt panel  38  and the alignment guides  250  will be aligned with the skirt-contacting portion  118 . The predetermined distance  258  is generally between about 7 mm and about 12 mm. The alignment guides  250  have, for instance, a height of between about 6 mm to about 25 mm. 
         [0084]    As best seen in  FIG. 26 , a plurality of sets of holes  126  are provided with a distance  262  variation to accommodate different height of I-beams  142 . The I-beam  142  height can be different depending of the trailer  20 . Tall I-beams  142 . 1 , as best seen in  FIG. 27 , can be used to increase the strength of the trailer  20  to maximize the cargo load. For example, the portion of the trailer  20  accommodating the slider rail  24  can require shorter I-beam  142 . 2  to clear the contour frame  254  of the trailer  20 . The higher set of holes  126 . 1  is going to be used in cooperation with a high I-beam  142 . 1  while the lower set of holes  126 . 2  is going to be used in cooperation with a low I-beam  142 . 2  as depicted in  FIG. 26 . 
         [0085]    The stabilizer  110  that can be seen in many Figures is an extension of the trailer-contacting portion  114  to extend the contact surface with the I-beam  142  to improve the strength of the upper portion  92  of the strut portion  84 . As best seen in  FIG. 29 , the transversal force  266 , and-or the axial force  268 , applied to the skirt panel  38  is transmitted to as a moment  270 , a normal reaction  274  and/or an axial reaction  278  to the upper portion  92  of the strut portion  84 . The stabilizer  110  function as a transfer lever element of the loads acting on the strut member  90  into the I-beam  142  on which the strut portion  84  is installed. In addition, the stress transferred towards the openings  130  locations due to deformation and flexing of the strut portion  84  is reduced by the stabilizer  110 . The radius  282  of sweep of the stabilizer  110 , illustrated in  FIG. 30  and  FIG. 31 , is following a generally constant radius as the radius of the strut member  90  to optimize its compatibility with the strut member  90 . The geometry of the strut member  90  is going to be discussed in further details below. Still referring to  FIG. 30 , the trailer-contacting portion  114  includes a plurality of reinforcement ribs  290  oriented in different directions, generally orthogonal to each other, to help minimize deformation of the strut portion  84 . The deformation in the Y direction is generally due to moment created by the weight of the skirt panel  38  and the stress applied to the strut portion  84  when contacting a foreign object. Ribs  290  in the X direction strengthen the skirt-contacting portion  118  from sagging due to the weight of the skirt panel  38  and the stress applied to the strut portion  84  when contacting a foreign object. The ribs  290  are preferably extending only from one surface, the upper surface or the lower surface, to facilitate the manufacturing process of the part. However, the surface of the stabilizer  110  that is in contact with the I-beam  142  has no ribs  290  to optimize its capacity to sustain significant pressure by spreading it over a larger contact surface and to avoid ribs  290  plastic deformation. 
         [0086]    It can be appreciated from  FIG. 17  and  FIG. 29  that the strut portion  84  is sized and designed to allow connector portion  80  access through an access portion  300  to access the fasteners  138  during installation of the securing mechanism  42 . One can appreciate from  FIG. 29  the angle θ between the plane  304  where the skirt panel  38  is going to be secured to the strut portion  84  and the axis  308  of the strut member  90 . The angle θ is between about 10 degree and about 30 degree. The angle θ is preferably between about 12 degree and about 18 degree. Most preferably, the angle θ is between about 15 degree and about 16 degree depending on the type of use and the type of trailer  20 . 
         [0087]    A skilled reader would have noticed the shape of the strut member  90  that includes a concave portion  320  (when seen from a side of the trailer  20  toward the trailer  20  ). The concave portion  320  of the strut portion  90  offers some advantages in the manner the strength of the strut portion  90  is applied to the skirt assembly  30  when an external force, that might be caused by contacting an external object, is applied to the strut portion  84 . In light of  FIG. 36  throughout  FIG. 39 , it can be noted that the side of the cavity of the concave portion  320  has an impact on the amount of force required to buckle and bend the strut member  90 . It can be appreciated the cavity of the concave portion  320  toward the skirt panel  38  provides more strength when a force is applied toward the trailer  20 . In case another behavior requiring a smaller force to bend the strut member  90  is desirable, the concave portion  320  could alternatively be inverted toward the center of the trailer without departing from the scope of the present description. In the present situation where the cavity of the concave portion  320  is located toward the skirt panel  38 , a stronger force directed toward the trailer is required to bend the member  90  than if the cavity of the concave portion  320  is in the opposite direction toward the center of the trailer  20 . The concave portion  320  is going to change progressively as illustrated in  FIG. 37  and the section of the concave portion  320  tends to straighten  346 , as illustrated by arrows  324 . The resistance of the strut member  90  will be strong until the strut member  90  buckles  330  and flexes more easily after it has buckled as illustrated in  FIG. 39 . This offers significant advantages by maintaining strongly the skirt panel  38  in an aerodynamically operating configuration  334  that could flex and provide some deflection  338  until a predetermined load is applied that overcome the buckling load threshold  330  of the strut member  90  design. In other words, the strut member  90  is going to be strong and maintain an efficient operating configuration despite the loads applied thereon when the loads are smaller than the buckling load threshold  330  and will become less resistant when buckling and more prone to flex and deflect significantly  342  when the load applied thereon is beyond the buckling load threshold  330 . Such a significant load is generally caused by an undesirable event, like a contact with an exterior object, to overcome the object without damaging the aerodynamic skirt assembly  30 . The operating configuration  334  position of the strut member  90  is automatically recovered when the load is significantly reduced, or removed. Table A below is in reference with  FIG. 37 . 
         [0000]    
       
         
               
               
               
               
             
           
               
                   
                 TABLE A 
               
               
                   
                   
               
               
                   
                 Strut member&#39;s 
                 Minimum 
                 Maximum 
               
               
                   
                   
               
             
             
               
                   
                 Depth A 
                  5 mm 
                  25 mm 
               
               
                   
                 Depth B 
                  6 mm 
                  20 mm 
               
               
                   
                 Depth C 
                  7 mm 
                  15 mm 
               
               
                   
                 Depth D 
                  8 mm 
                  12 mm 
               
               
                   
                 Width A 
                 50 mm 
                 180 mm 
               
               
                   
                 Width B 
                 60 mm 
                 160 mm 
               
               
                   
                 Width C 
                 70 mm 
                 140 mm 
               
               
                   
                 Width D 
                 80 mm 
                 120 mm 
               
               
                   
                 Thickness A 
                  2 mm 
                  10 mm 
               
               
                   
                 Thickness B 
                  3 mm 
                  8 mm 
               
               
                   
                 Thickness C 
                  4 mm 
                  7 mm 
               
               
                   
                 Thickness D 
                 4.5 mm  
                  6 mm 
               
               
                   
                   
               
             
          
         
       
     
         [0088]    To achieve that, the strut portion  84  can be built from a variety of polymers that are flexible and resilient enough to perform the required flex. Materials such as, but not limited to, polypropylene, nylon, nylon co-polymer, thermoplastic poly olefin, polyethylene, polycarbonate and thermosets, charged with fibers or not, could be used. Alternatively, other material such as metal that are designed to remain in their elastic domain can also be suitable to bend, buckle and automatically recover its original shape. Manufacturing processes including, but not limited to, injection molding, machining, thermoforming and RTM could be used in consideration of the selected material and other constraints. 
         [0089]    An additional embodiment is illustrated in  FIG. 40  and  FIG. 41 . In this embodiment, the strut member  90  includes two concave portions  320 . 1 ,  320 . 2  directed toward opposite directions. A transition portion  350  where the two concave portions  320 . 1 ,  320 . 2  are merging is illustratively located around the middle portion of the strut member  90 . The transition portion  350  delimits a portion of the strut member  90  where the flex behavior of the strut member  90  is not within the desired load-supporting range of either of the two concave portions  320 . 1 ,  320 . 2 . For instance, the transition portion  350  includes the portion of the strut member  90  that is not concave and offers much less resistance to buckling and bending. The size of the transition portion  350  can vary depending of the particular design of the strut member  90 . An advantage of the embodiment illustrated in  FIG. 40  and  FIG. 41  would be to provide a comparable resistance when the skirt panel  38  sustains a force in the direction of the trailer  20  and a force in the direction opposed to the trailer  20 , taking advantages of the location and the direction of the cavities  320 . 1 ,  320 . 2  to allow resiliency behaviors in both directions.  FIG. 40  illustrates a rather flat transition portion  350  while  FIG. 41  illustrates an alternate design including a transition portion with an offset portion  354  to ensure one edge of each of the two concave portions  320 . 1 ,  320 . 2  are co-linear to help standardizing the behavior of both sides of the strut member  90 . 
         [0090]    The transition portion  350  can alternatively include reinforcing ribs to prevent bending. Ribs (not illustrated) can be added on each edges of the strut member  90  over the length of the transition portion  350 . Additional ribs can be localized over the surface of the transition portion  350 . Alternatively, a pair of clamp members (not illustrated) can be added to sandwich the transition portion  350  and secured together with fasteners, for example. The pair of clamp members prevents bending in the region of the strut member  90  that is covered by the pair of clamp members. The design, shape, length and location of the pair of clamp members can be used to modify, adjust and optimize the behavior of the strut portion  84 . 
         [0091]    While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments and elements, but, to the contrary, is intended to cover various modifications, combinations of features, equivalent arrangements, and equivalent elements included within the spirit and scope of the appended claims. Furthermore, the dimensions of features of various components that may appear on the drawings are not meant to be limiting, and the size of the components therein can vary from the size that may be portrayed in the figures herein. Thus, it is intended that the present invention covers the modifications and variations of the invention, provided they come within the scope of the appended claims and their equivalents.