Abstract:
A method of reducing drag on the underside and rear wheels of a commercial vehicle which is a drag reduction system including an airfoil designed to mount on the underside or slider assembly of a commercial vehicle that would reduce the air drag forces and improve fuel economy for the vehicle, a hydraulic system that operates to adjust the angle of the airfoil, and at least two sets of controllers, one controller that operates automatically in conjunction with the speed of the vehicle and a second controller that allows the operator to manually adjust the angle of the airfoil from within the driver&#39;s compartment. The purpose of drag reduction system is to provide a more fuel efficient design for commercial vehicle application, resulting in fuel cost savings for the vehicle operation.

Description:
[0001]      
         [0000]    
       
         
               
             
               
               
               
               
             
           
               
                   
               
               
                 Cross-Reference to Related Applications 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                   
                 6,079,769 
                 March, 1999 
                 Fannin et al. 
               
               
                   
                 2010/0066123 
                 September 2009 
                 Ortega et al. 
               
               
                   
                 2011/0042999 
                 November, 2009 
                 Dayton 
               
               
                   
                 2011/0042998 
                 July, 2010 
                 Rinehart et al. 
               
               
                   
                 2011/006805 
                 September, 2010 
                 Domo et al. 
               
               
                   
                 2011/0272964 
                 Jun. 1, 2010 
                 Henderson et al. 
               
               
                   
                 5,280,990 
                 January, 1994 
                 Rinard 
               
               
                   
                 6,079,769 
                 June, 2000 
                 Fannin, et al. 
               
               
                   
                   
               
             
          
         
       
     
       STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMEN 
       [0002]    Not Applicable 
       REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISC 
       [0003]    Not Applicable 
       FIELD OF THE INVENTION 
       [0004]    A drag reduction system to reduce the drag on a commercial vehicle that is located on the underside of a commercial vehicle, in the area of the rear wheels. As a commercial vehicle moves wind rushes under the vehicle, toward the rear wheels, and the force of the wind that collides with the rear wheels impedes the forward movement of the commercial vehicle and causes the commercial vehicle to burn more fuel. The drag reduction system diverts this wind down from the underside of the commercial vehicle, out from the center of the commercial vehicle to the outside and around the rear wheels of the commercial vehicle and by doing so increases fuel efficiency. In addition, the drag reduction system is adjustable, automatically as the commercial vehicle is moving, or the automatic system can be manually overridden. 
       BACKGROUND OF THE INVENTION 
       [0005]    This application is a continuation in part of U.S. patent application Ser. No. 13/958,811 filed Aug. 5, 2013. The benefit of the earlier filing date of the aforementioned U.S. patent application Ser. No. 13/958,811 is hereby claimed. 
         [0006]    A drag reduction system that relates to the reduction of drag forces down and away from the rear wheels of commercial vehicles, thus increasing fuel efficiency. Several attempts have been made to develop a system to decrease drag around the rear wheels of vehicles including the installation of side paneling extending closer to the ground as well as airfoils attempting to angle the wind away from the rear wheels. 
         [0007]    In U.S. Pat. No. 6,079,769, Fannin et al., discloses a retractable air turbulence device attached to the lower side of a vehicle frame that can be raised and lowered to deflect air around the wheels, however, the present disclosure adjusts automatically. 
         [0008]    In U.S. Patent Application No. US 2010/0066123, Ortega et al., discloses trailer wheel fairings before and possibly after the rear wheels of a trailer to reduce aerodynamic drag from the wheel sets, affixed to the underside of the trailer, however the present discloser is an adjustable system. 
         [0009]    In U.S. Patent Application US 2011/0042999, Dayton discloses a system reducing aerodynamic drag on vehicles that includes a series of convex outward airfoils to deflect air around the rear wheels of a trailer, connected to the axle assembly ahead of the first and second tires, however, the present disclosure is a single airfoil and adjustable. 
         [0010]    In U.S. Patent Application No. US 2011/0042998, Rinehart et al., discloses an adjustable air-deflecting panel for a vehicle that includes an adjustable air-deflecting panel that is mounted on the sides of a vehicle, where the angle of deflection can be modified to increase or decrease deflection, whereas the present disclosure is designed to go on the underside of the vehicle. 
         [0011]    In U.S. Patent Application No. US 2011/006805, Domo et al. discloses an undercarriage fairing that includes an airstream deflector attached to the undercarriage of a trailer angled away from the bottom of the trailer to deflect air down and away from the rear wheels, whereas the present disclosure is adjustable. 
         [0012]    In U.S. Patent Application No. 2011/0272964, Henderson, et al., discloses devices and methods for reducing vehicle drag, including air stream deflecting devices positioned in front of the rear wheels, whereas the present disclosure is adjustable. 
         [0013]    In U.S. Pat. No. 5,280,990, Rinard, discloses devices and methods for reducing vehicle drag, including air stream deflecting devices positioned in front of the rear wheels, whereas the present disclosure is adjustable. 
         [0014]    In U.S. Pat. No. 6,079,769, Fannin, et al., discloses devices and methods for reducing vehicle drag, including air stream deflecting devices positioned in front of the rear wheels, whereas the present disclosure is adjustable. 
       SUMMARY OF THE INVENTION 
       [0015]    A drag reduction system to reduce the drag on a commercial vehicle that is located on the underside of a commercial vehicle, in the area of the rear wheels. As a commercial vehicle moves wind rushes under the vehicle, toward the rear wheels, and the force of the wind that collides with the rear wheels impedes the forward movement of the commercial vehicle and causes the commercial vehicle to burn more fuel. The drag reduction system diverts this wind down from the underside of the commercial vehicle, out from the center of the commercial vehicle to the outside and around the rear wheels of the commercial vehicle and by doing so increases fuel efficiency. The present disclosure reveals a drag reduction system comprising an airfoil and a hydraulic adjustment system for adjusting the height of the airfoil relative to the ground surface. 
         [0016]    There are two types of commercial vehicles for which this drag reduction system is designed. In commercial vehicle type 1, the rear wheel and axle system is attached to the underside of the commercial vehicle in a fixed location. In commercial vehicle type 2, the rear wheels and axle system of the commercial vehicle is attached to a slider, or adjustable commercial vehicle trailer axle and suspension assembly, and that slider is the attached to the underside of the commercial vehicle in such a fashion that the position of the slider can be adjusted relative to the rest of the trailer to allow for weight distribution. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         [0017]      FIG. 1  is a side view of a commercial vehicle with the drag reduction system; 
           [0018]      FIG. 2  is a view of the underside of a commercial vehicle with the drag reduction system, indicating the effect the drag reduction system has on airflow; 
           [0019]      FIG. 3A  is a side view of the drag reduction system for first type of commercial vehicle where the drag reduction system is attached to the underside of a commercial vehicle with the airfoil raised away from the ground; 
           [0020]      FIG. 3B  is a side view of the drag reduction system for first type of commercial vehicle where the drag reduction system is attached to the underside of a commercial vehicle with the airfoil fully extended toward the ground; 
           [0021]      FIG. 4  is an expansive view of the hydraulic system for the drag reduction system for the first type of commercial vehicle comprising a hydraulic tank, a plurality of hydraulic hoses, a hydraulic pump, a valve and a plurality of hydraulic cylinders, where each hydraulic cylinder comprises a hydraulic ram and an arm extending from the hydraulic ram through the hydraulic cylinder; 
           [0022]      FIG. 5A  is a side view of the drag reduction system for second type of commercial vehicle where the drag reduction system is attached to the slider of a commercial vehicle with the airfoil raised away from the ground; 
           [0023]      FIG. 5B  is a side view of the drag reduction system for the second type of commercial vehicle where the drag reduction system is attached to the slider of a commercial vehicle with the airfoil fully extended toward the ground; 
           [0024]      FIG. 6  is an expansive view of the hydraulic system for the drag reduction system for the second type of commercial vehicle comprising a hydraulic tank, a plurality of hydraulic hoses, a hydraulic pump, a valve and a plurality of hydraulic cylinders, where each hydraulic cylinder comprises a hydraulic ram and an arm extending from the hydraulic ram through the hydraulic cylinder; 
           [0025]      FIG. 7  is a side view of the first type of commercial vehicle where one end of each of the plurality of hydraulic cylinders is attached to the underside of the commercial vehicle between the plurality of hinges and the point directly above the trailing edge of the airfoil, while the end of each arm that extends from the hydraulic cylinders is attached to the airfoil in the area of the edge opposite the plurality of hinges; 
           [0026]      FIG. 8  is a side view of the first type of commercial vehicle where one end of each of the plurality of hydraulic cylinders is attached to the underside of the commercial vehicle between the point directly above the trailing edge of the airfoil and the rear wheels, while the end of each arm that extends from the hydraulic cylinders is attached to the airfoil in the area of the edge opposite the plurality of hinges; 
           [0027]      FIG. 9  is a side view of the first type of commercial vehicle where each of the plurality of hydraulic cylinders is attached to the underside of the commercial vehicle at the plurality of hinges and the plurality of hinges are replaced by hydraulicly adjustable hinges; 
           [0028]      FIG. 10  is a side view of the second type of commercial vehicle where one end of each of the plurality of hydraulic cylinders is attached to the slider of the commercial vehicle between the plurality of hinges and the point directly above the trailing edge of the airfoil, while the end of each arm that extends from the hydraulic cylinders is attached to the airfoil in the area of the edge opposite the plurality of hinges; 
           [0029]      FIG. 11  is a side view of the second type of commercial vehicle where one end of each of the plurality of hydraulic cylinders is attached to the slider of the commercial vehicle between the point directly above the trailing edge of the airfoil and the rear wheels, while the end of each arm that extends from the hydraulic cylinders is attached to the airfoil in the area of the edge opposite the plurality of hinges; 
           [0030]      FIG. 12  is a side view of the second type of commercial vehicle where each of the plurality of hydraulic cylinders is attached to the slider of the commercial vehicle at the plurality of hinges and the plurality of hinges are replaced by hydraulicly adjustable hinges; 
           [0031]      FIG. 13  is a theoretical image of the first embodiment for a commercial vehicle with the rear wheels in a fixed location, indicating the location of the first controller within the engine compartment of the commercial vehicle to refer to the first controller being connected to the speedometer, the location of the second controller within the cab of the commercial vehicle so that the operator can access and control the independent hydraulic system, and the third controller, located outside of the commercial vehicle in the area of the rear wheels; and 
           [0032]      FIG. 14  is a theoretical image of the second embodiment for a commercial vehicle with the rear wheels attached to a slider, indicating the location of the first controller within the engine compartment of the commercial vehicle to refer to the first controller being connected to the speedometer, the location of the second controller within the cab of the commercial vehicle so that the operator can access and control the independent hydraulic system, and the third controller, located outside of the commercial vehicle in the area of the rear wheels. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0033]    A drag reduction system  1  to reduce the drag on a commercial vehicle  2  that is located on the underside  3  of a commercial vehicle  2 , in the area of the rear wheels  4  so as to divert wind that originally is directed toward the rear wheels  4  down from the underside  3  of the commercial vehicle  2 , out from the center  5  of the commercial vehicle  2  to the outside  6  and around  7  the rear wheels  4  of the commercial vehicle  2 . The present disclosure reveals a drag reduction system  1  comprising an airfoil  8  and a hydraulic adjustment system  9  for adjusting the height  10  of the airfoil  8  relative to the ground  11 . 
         [0034]    The hydraulic adjustment system  9  as described can be applied to two different preferred embodiments of commercial vehicles  2 , commercial vehicle type one  15 , where the rear wheel and axle system  16  are attached to the underside  17  of the commercial vehicle in a fixed location, and commercial vehicle type two  18 , where the rear wheels and axle system  19  of the commercial vehicle are attached to a slider  20 , or adjustable commercial vehicle trailer axle and suspension assembly, and that slider  20  is attached to the underside  21  of the commercial vehicle  21  in such a fashion that the position of the slider  20  can be adjusted relative to the rest of the trailer  22  to allow for weight distribution. 
         [0035]    In commercial vehicle type one  15 , the drag reduction system  23  is attached to the underside of a commercial vehicle  24  just forward of the rear wheels  25 . In particular, the top edge  26  of the airfoil  27  is attached to a plurality of hinges  28  that are attached to the underside of the commercial vehicle  24  far enough in front of the rear wheels  25  so as not to interfere with the wheels  25  but close enough to the rear wheels  25  so as to minimize the amount of air that reaches the rear wheels  25  while the commercial vehicle  15  is in operation. The plurality of hinges  28  allow the angle  29  of the airfoil  27  to be adjusted, which causes the edge opposite  30  of the plurality of hinges  28  to be raised and lowered relative to the ground  11 , to protect the drag reduction system  23  from hazards or to increase efficiency. 
         [0036]    The first embodiment of the hydraulic adjustment system  32  for commercial vehicle type one  15  comprises a hydraulic containment means  33 , a plurality of hydraulic hoses  34 , a hydraulic pump  35 , a valve  36 , and a plurality of hydraulic cylinders  37 , where each hydraulic cylinder  37  comprises a cylinder casing  38 , a hydraulic ram  39  and an arm  40  extending from the hydraulic ram  39  through the end of the cylinder casing  38 , where, as the hydraulic ram is adjusted by the movement of the hydraulic fluid, the arm  40  is extended and retracted. In the hydraulic adjustment system  32 , the containment means  33 , hydraulic pump  35  and the valve  36  are attached to the underside  17  of commercial vehicle type one  15 . The plurality of hydraulic cylinders  37  facilitate the adjustment of the airfoil  27  when positioned in any one of three locations as described below. The plurality of hydraulic hoses  34  extend from the hydraulic containment means  33  to the hydraulic pump  35 , and from the hydraulic pump  35  to the valve  36 . From the valve  36 , the plurality of hydraulic hoses  34  extend to each end of the plurality of the hydraulic cylinders  37  such that in one operational mode hydraulic fluid flows from the valve  36  to the plurality of hydraulic cylinders  37  and the hydraulic fluid pushes the hydraulic ram  39  so that the arm  40  is extended from the cylinder casing  38 , while in a second operational mode hydraulic fluid flows from the valve  36  to the plurality of hydraulic cylinders  37  and the hydraulic fluid pushes the hydraulic ram  39  so that the arm is retracted into the cylinder casing  38 . The plurality of hydraulic hoses  34  also extends back to the hydraulic containment means  33  to allow hydraulic fluid to flow back to the hydraulic containment means  33 . 
         [0037]    In the first embodiment of the position of the plurality of hydraulic cylinders  37 , one end  41  of each of the plurality of hydraulic cylinders  37  is attached to the underside  17  of the commercial vehicle  15  between the plurality of hinges  28  and the point  42  directly above the edge opposite  30  the plurality of hinges  28  of the airfoil  27 , while the end of each arm  43  that extends from the cylinder casing  38  is attached to the airfoil  27  in the area of the edge opposite  30  the plurality of hinges  28 , where generally there are two hydraulic cylinders  37  and said hydraulic cylinders  37  are attached near the exterior edges  44  along the edge opposite  30  the plurality of hinges  28 , but where the quantity of hydraulic cylinders  37  may vary and location of the attachment of the hydraulic cylinders  37  may vary anywhere along the edge opposite  30  the plurality of hinges  28  or between the edge opposite  30  the plurality of hinges  28  and the plurality of hinges  28 . 
         [0038]    In the second embodiment of the position of the plurality of hydraulic cylinders  37 , one end  41  of each of the plurality of hydraulic cylinders  37  is attached to the underside  17  of the commercial vehicle  15  between the point  42  directly above the edge opposite  30  the plurality of hinges  28  of the airfoil  27  and the rear wheels  25 , while the end of each arm  40  that extends from the cylinder casing  38  is attached to the airfoil  27  in the area of the edge opposite  30  the plurality of hinges  28 , where generally there are two hydraulic cylinders  37  and said hydraulic cylinders  37  are attached near the exterior edges  44  along the edge opposite  30  the plurality of hinges  28 , but where the quantity of hydraulic cylinders  37  may vary and location of the attachment of the hydraulic cylinders  37  may vary anywhere along the edge opposite  30  the plurality of hinges  28  or between the edge opposite  30  the plurality of hinges  28  and the plurality of hinges  28 . 
         [0039]    In the third embodiment of the position of the plurality of hydraulic cylinders  37 , the plurality of hinges  28  is replaced by a plurality of hydraulically adjustable hinges  45 , which then adjust the angle  29  between the airfoil  27  and the underside  17  of the commercial vehicle  15 . 
         [0040]    The first embodiment of the drag reduction system  23  is operated either with a first controller  50  automatically, manually with a second controller  51  located in the driver&#39;s compartment  52  of the commercial vehicle  15 , or manually with a third controller  53  located on the exterior  54  of the commercial vehicle  15  in the area of the rear wheels  25 . The first controller  50  operates during regular operation of the commercial vehicle  15 , where the angle  29  of the airfoil  27  is automatically adjusted according to the speed of the commercial vehicle  15 . As speed increases, the angle  29  between the airfoil  27  and the underside  17  of the commercial vehicle  15  increases, adjusting the edge opposite  30  the plurality of hinges  28  of the airfoil  27  closer to the ground  11 , maximizing the amount of air diverted around the rear wheels  25 , thus increasing efficiency. As speed of the commercial vehicle  15  decreases, the angle  29  of the airfoil  27  decreases, decreasing efficiency but protecting the drag reduction system  23  from road hazards. The second controller  51  is a manual system that overrides the first controller  50  and allows the hydraulic adjustment system  32  to be manually adjusted by the operator from within the driver&#39;s compartment  52  of the commercial vehicle  15 . An additional embodiment involves a third controller  53  located on the exterior  54  of the commercial vehicle  15  in the area of the rear wheels  25 , said third controller  53  is a manual system that allows an operator to adjust the angle  29  between the airfoil  27  and the underside  17  of the commercial vehicle  15 , which then raises or lowers the edge opposite  30  the plurality of hinges  28 . 
         [0041]    In commercial vehicle type two  18 , the drag reduction system is attached to the slider  20 . To facilitate the attachment, a plurality of extensions  76  may need to be added to the front of the slider  20  and if so required, in each instance below items identified as being attached to the slider  20  could be attached to the slider  20  itself or the plurality of extensions  76 . In particular, the top edge  72  of the airfoil  73  is attached to a plurality of hinges  74  which are attached to the slider  20  of the commercial vehicle  18  far enough in front of the rear wheels  77  so as not to interfere with the wheels  77  but close enough to the rear wheels  77  so as to minimize the amount of air that reaches the rear wheels  77  while the commercial vehicle  18  is in operation. The plurality of hinges  74  allow the angle  71  of the airfoil  73  to be adjusted, which causes the edge opposite  75  of the plurality of hinges  74  to be raised and lowered relative to the ground  11 , to protect the drag reduction system  78  from hazards or to increase efficiency. 
         [0042]    The first embodiment of the hydraulic adjustment system  80  for commercial vehicle type two  18  comprises a hydraulic containment means  81 , a plurality of hydraulic hoses  82 , a hydraulic pump  83 , a valve  84 , and a plurality of hydraulic cylinders  85 , where each hydraulic cylinder  85  comprises a cylinder casing  86 , a hydraulic ram  87  and an arm  88  extending from the hydraulic ram  87  through the end of the cylinder casing  86 , where, as the hydraulic ram is adjusted by the movement of the hydraulic fluid, the arm  88  is extended and retracted. 
         [0043]    In the hydraulic adjustment system  80 , the containment means  81 , hydraulic pump  83  and the valve  84  are attached to the slider  20  of commercial vehicle type two  18 . The plurality of hydraulic cylinders  85  facilitates the adjustment of the airfoil  27  when positioned in any one of three locations as described below. The plurality of hydraulic hoses  82  extend from the hydraulic containment means  81  to the hydraulic pump  83 , and from the hydraulic pump  83  to the valve  84 . From the valve  84 , the plurality of hydraulic hoses  82  extend to each end of the plurality of the hydraulic cylinders  85  such that in one operational mode hydraulic fluid flows from the valve  84  to the plurality of hydraulic cylinders  85  and the hydraulic fluid pushes the hydraulic ram  87  so that the arm  88  is extended from the cylinder casing  86 , while in a second operational mode hydraulic fluid flows from the valve  84  to the plurality of hydraulic cylinders  85  and the hydraulic fluid pushes the hydraulic ram  87  so that the arm is retracted into the cylinder casing  86 . The plurality of hydraulic hoses  82  also extends back to the hydraulic containment means  81  to allow hydraulic fluid to flow back to the hydraulic containment means  81 . 
         [0044]    In the first embodiment of the position of the plurality of hydraulic cylinders  85 , one end  89  of each  89  of the plurality of hydraulic cylinders  85  is attached to the slider  20  of the commercial vehicle  18  between the plurality of hinges  74  and the point  90  directly above the edge opposite  75  the plurality of hinges  74  of the airfoil  73 , while the end of each arm  91  that extends from the cylinder casing  86  is attached to the airfoil  73  in the area of the edge opposite  75  the plurality of hinges  74 , where generally there are two hydraulic cylinders  85  and said hydraulic cylinders  85  are attached near the exterior edges  92  along the edge opposite  30  the plurality of hinges  74 , but where the quantity of hydraulic cylinders  85  may vary and location of the attachment of the hydraulic cylinders  85  may vary anywhere along the edge opposite  75  the plurality of hinges  74  or between the edge opposite  75  the plurality of hinges  74  and the plurality of hinges  74 . 
         [0045]    In the second embodiment of the position of the plurality of hydraulic cylinders  85 , one end  89  of each of the plurality of hydraulic cylinders  85  is attached to the Slider  20  of the commercial vehicle  18  between the point  90  directly above the edge opposite  75  the plurality of hinges  74  of the airfoil  73  and the rear wheels  77 , while the end of each arm  88  that extends from the cylinder casing  86  is attached to the airfoil  73  in the area of the edge opposite  75  the plurality of hinges  74 , where generally there are two hydraulic cylinders  85  and said hydraulic cylinders  85  are attached near the exterior edges  92  along the edge opposite  75  the plurality of hinges  74 , but where the quantity of hydraulic cylinders  85  may vary and location of the attachment of the hydraulic cylinders  85  may vary anywhere along the edge opposite  75  the plurality of hinges  74  or between the edge opposite  75  the plurality of hinges  74  and the plurality of hinges  74 . 
         [0046]    In the third embodiment of the position of the plurality of hydraulic cylinders  85 , the plurality of hinges  74  is replaced by a plurality of hydraulically adjustable hinges  93 , which then adjust the angle  71  between the airfoil  73  and the underside  21  of the commercial vehicle  18 . 
         [0047]    The second embodiment of the drag reduction system  78  is operated either with a first controller  100  automatically, manually with a second controller  101  located in the driver&#39;s compartment  102  of the commercial vehicle  18 , or manually with a third controller  103  located on the exterior  104  of the commercial vehicle  18  in the area of the rear wheels  77 . The first controller  100  operates during regular operation of the commercial vehicle  18 , where the angle  71  of the airfoil  73  is automatically adjusted according to the speed of the commercial vehicle  18 . As speed increases, the angle  71  between the airfoil  73  and the underside  21  of the commercial vehicle  18  increases, adjusting the edge opposite  75  the plurality of hinges  74  of the airfoil  73  closer to the ground  11 , maximizing the amount of air diverted around the rear wheels  77 , thus increasing efficiency. As speed of the commercial vehicle  18  decreases, the angle  71  of the airfoil  73  decreases, decreasing efficiency but protecting the drag reduction system  78  from road hazards. The second controller  101  is a manual system that overrides the first controller  100  and allows the hydraulic adjustment system  80  to be manually adjusted by the operator from within the driver&#39;s compartment  102  of the commercial vehicle  18 . An additional embodiment involves a third controller  103  located on the exterior  104  of the commercial vehicle  18  in the area of the rear wheels  77 , said third controller  103  is a manual system that allows an operator to adjust the angle  71  between the airfoil  73  and the underside  21  of the commercial vehicle  18 , which then raises or lowers the edge opposite  75  the plurality of hinges  74 .