Abstract:
The present invention discloses an improved spray suppression device for vehicles. One embodiment of the present invention comprises a front panel having generally opposed first and second main surfaces and being configured to have a plurality of first through openings laterally and longitudinally spaced apart from each other, each forming a flow path through the front panel and a plurality of protrusions each having a cap and at least one post, connected to said front panel and positioned to project from the first main surface for substantially facing their leading wheel of the vehicle. Each cap is positioned substantially above at least one said first opening in said front panel and forming a second opening between the first main surface and the cap. The present invention provides a mud flap which allows air to pass through its opening without clogging with mud, rocks, and road debris.

Description:
BACKGROUND OF INVENTION 
     This invention relates generally to spray suppression devices, such as mud flaps, adapted for use on wheeled vehicles such as trucks. More particularly, the invention relates to an integrally-formed spray suppression device having openings adapted to allow air and water to pass therethrough. Each opening has a cover thereover to deflect substantially all of the incident water without clogging with roadway debris it encounters. 
     The term “spray” in the present application includes spray, splash or both. Splash and spray produced by large trucks in wet weather generally creates poor visibility for trailing and passing drivers. The terms “splash and spray” are commonly used together to describe the adverse effects on visibility caused by vehicles traveling on wet roads. “Splash” consists of very large liquid droplets that hit the pavement. Occasionally, splash may strike adjacent vehicles&#39; windshields if there is puddling or uneven wetting of the roadway surface in front of the truck (or other vehicle). This condition can obscure vision for a brief period. “Spray” consists of very small liquid droplets that remain airborne for a long time in the form of a fog cloud before falling to the ground. Spray is formed when three elements are present: (1) water, (2) a hard or smooth surface struck by the water, and (3) turbulent air flow to pick up and carry the water after it strikes the surface. The interaction of the three elements produces small droplets of water which remain airborn for a time, in the form of a “fog” cloud projecting from the surface which they struck last. Because the “fog” can linger as long as the cloud&#39;s water is replenished, spray can surprise and confuse a driver who is not able to orient himself and his vehicle because of the inability to see through the cloud of airborne water droplets. The cumulative consequences of splash and spray are primarily depositing dirt on surfaces critical to visibility—windshields and windows, mirrors, signs, and vehicle bodies—influencing what drivers can see and how well they can see. Visibility and driver vision issues related to splash and spray can also play a significant role in terms of pedestrian safety. Splash can be a problem for drivers of following vehicles attempting to pass (or driving in adjacent lanes) and oncoming vehicles, with the concern being a potential loss of control. 
     While conventional solid mud flaps, which have no through openings, are somewhat effective in deflecting water and roadway debris, they suffer from several disadvantages. First, the solid surface design of the conventional mud flap prevents air from passing through it, thereby increasing the drag created by the mud flap and decreasing fuel economy. Also, the lower portion of a solid mud flap may be displaced rearwardly when the vehicle is moving at high rates of speed, thereby reducing the amount of water and debris the mud flap deflects. Further, the conventional solid mud flap increases the temperature in the area of the tire of the vehicle because air is not permitted to flow through the mud flap. Increased temperature in the area of the tire increases the risk of tire failure. In addition, the solid design of the typical mud flap prevents any water or other roadway debris encountered by the mud flap from passing through the mud flap. As a result, a large proportion of the water and other roadway debris encountered by a conventional solid mud flap is projected off the sides of the mud flap and into the paths of other vehicles. 
     An example of the common prior art on heavy trucks to help reduce wheel spray is the traditional mud flap that is enhanced with surface materials ranging in nature from Astroturf® or grass-like material to grooved surface treatments. The basic intent of a grass-like substance is to absorb and dissipate the energy of the water spray, temporarily trapping water within its texture prior to draining it on to the road surface behind the tire(s). However, the grass-like spray suppressions can become clogged with mud, rocks, and other road debris. 
     Several modifications have been made to the conventional solid mud flap to address the disadvantages identified above. For example, non-grass options were being looked at to reduce/eliminate clogging of the flap. Further, mud flaps have been provided with openings to permit some air, water and other debris to pass through the mud flap. Typically, the openings are defined, at least in part, by rearwardly and downwardly extending louvers or flaps. For example, U.S. Pat. No. 3,350,114 to Salisbury describes a mud flap having a plurality of flexible flaps adapted to be opened by a stream of water and capable of deflecting said stream downwardly. Absent a stream of water, however, the flexible hinged flaps remain substantially closed over the aperture with which each is associated. As a result, the flexible flaps do little to reduce the drag created by the mud flap, the weight of the mud flap, the rearward displacement of the bottom of the mud flap at high speeds, or the increased temperature in the area of the tire. 
     Several patents describe mud flaps having openings defined by louvers. See, e.g. U.S. Pat. Nos. 3,088,751; 4,660,846; and 4,921,276. U.S. Pat. No. 5,366,247 to Fischer describes a vehicle splashguard having louvers adapted to deflect water and other debris downwardly rather than sidewardly or rearwardly into the path of following traffic. The louvers extend generally horizontally across substantially the entire width of the splashguard. Similarly, U.S. Pat. No. 5,564,750 to Bajorek et al. describes a mud flap having louvers that extend horizontally across substantially the entire width of the mud flap. In addition, the mud flap of Bajorek includes a vertical rib member midway between the ends of each louver to provide vertical support to the louvers. 
     U.S. Pat. No. 5,582,430 to Bauer, et al. describes a spray protection device having an inlet layer and a spacer layer which creates a void therebetween. EP 899,185 to Turpeinen, et al. discloses a method of forming openings and spray-guiding members in a splash panel to be affixed to the mudguard and/or the mud-flap of a vehicle or the like for collecting and guiding spray of surface water from the wheels. 
     The prior art spray suppression devices that utilize 3-dimensional protrusions (i.e. plastic grass, studs, etc.) or other materials with small holes (i.e. mesh netting, fabrics, etc.) are all easily clogged with mud, rocks, and road debris. Cleaning these devices can be difficult, time consuming, and expensive. Several examples of three dimensional thermoplastic spray suppression devices consisting of vanes, ribs, channels, perforations, holes, and injection molded surfaces exist in the prior art and have tried to solve this problem of clogging while still meeting minimum spray suppression requirements. Many of these devices have portions of their surface which are flat and devoid of spray suppression potential. 
     It would be desirable, therefore, if a mud flap could be provided which reduces the amount of splash and spray that is projected off the sides and tread portion of the wheels (including the tires). It would also be desirable if a mud flap could be provided which allows air to pass through its opening without clogging with mud, rocks, and road debris. 
     Further objectives and advantages of the present invention will become apparent from a careful reading of a detailed description provided hereinbelow, with appropriate reference to accompanying drawings. 
     SUMMARY OF INVENTION 
     The spray suppressant mud flaps are mounted on the inner surface of existing mud guard fenders, or separately as conventional mud flaps mounted vertically behind individual or tandem wheel sets. One embodiment of the present invention has the benefit of a plurality of inclined or curvilinear surfaces over a substantial portion of the forward facing area of the spray suppression surface. As the spray impacts the inclined surfaces it is deflected around and then behind the caps having the curved forward surfaces which in turn serve to trap and collect rebounding spray. The spray then moves through the holes into the gap between the opposed first and second main surfaces of the flap panels. Subsequent spray then avoids hitting the draining water which could induce additional spray. 
     The present invention discloses an improved spray suppression device for vehicles. One embodiment of the present invention comprises a first or front panel having generally opposed first and second main surfaces and being configured to have a plurality of first through openings laterally and longitudinally spaced apart from each other, each forming a flow path through the front panel and a plurality of protrusions each having a cap and at least one post, connected to said front panel and positioned to project from the first main surface for substantially facing their leading wheel of the vehicle. A cavity is formed inside the trailing portion of the cap. The cavity is closed at the distal end of the cap and opened at the proximal end of the cap from the first main surface. Two adjacent protrusions can be configured to share one post connecting each cap to the front panel. Each protrusion is positioned substantially above at least one said first opening in said front panel and forming a second opening between the first main surface and a portion of the protrusion. The flow paths are defined by the trailing edge of each cap and the side edges of each post and the front panel. 
     A further embodiment of the present invention comprises a back panel spaced apart from the second main surface of the front panel defining a flow path therebetween. The back panel is connected to the front panel. The bottom edges of both the front panel and the back panel are configured to define a fluid flow discharge. 
     A further embodiment of the present invention comprises the caps which are in the shape of a substantial segment of a sphere, e.g., a hemisphere. Another embodiment of the spray suppression device comprises protrusions with a cap, each cap having a substantially conical outer surface. 
     In a further embodiment of the spray suppression device comprises the protrusions attached to each other laterally and/or longitudinally at adjacent tangent points. 
     Another embodiment of the spray suppression device comprises a substantially normally planar front panel having a plurality of through openings laterally and longitudinally spaced apart from each other. Each protrusion comprises a cap having a contour inclined backwardly and outwardly from their respective apex, for substantially facing their leading wheel of the vehicle. Further, each cap is positioned substantially in covering relationship to a respective opening in the front panel, and at least one flow path formed between an opening and the back edge of a respective cap. Each cap at its back edge has approximately the same transverse cross-sectional area and shape as the transverse cross-sectional area and shape of a respective opening. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  illustrates a view of an embodiment of the spray suppression device in accordance with the present invention. 
         FIG. 2  illustrates a fragmentary perspective view of a front panel and protrusions of the spray suppression device from bottom. A back panel and extended posts are redacted for clarity and brevity. 
         FIG. 3  illustrates a side view of the spray suppression device. 
         FIG. 4  illustrates a fragmentary side view of an opening and a protrusion of the spray suppression device. 
         FIG. 5  illustrates a perspective view of one embodiment of the spray suppression device. 
         FIG. 6A  illustrates a front view of one embodiment of the spray suppression device. 
         FIG. 6B  illustrates a fragmentary side view of one embodiment of the spray suppression device. 
         FIG. 7A  illustrates a front view of one embodiment of the spray suppression device. 
         FIG. 7B  illustrates a fragmentary side view of one embodiment of the spray suppression device. 
         FIG. 7C  illustrates an exploded side view of one embodiment of the spray suppression device. 
         FIG. 8  illustrates a view of another embodiment of the spray suppression device in accordance with the present invention. 
     
    
    
     It should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations and fragmentary views. In certain instances, details which are not necessary for an understanding of the present invention or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the invention is not necessarily limited to the particular embodiments illustrated herein. Like numbers utilized throughout the various Figures designate like or similar parts or construction. 
     DETAILED DESCRIPTION 
     Before describing the present invention, it will be understood that variations of the present invention may be applied in combination with spray suppression devices, and it is not limited to the specific examples described herein. 
     As illustrated in  FIGS. 1-4 , the spray suppression device  10  comprises a three-dimensional and preferably integrally molded structure which provides a surface for impinging water thrown from the vehicle wheels. The spray suppression device  10  comprises a front panel  20 . The front panel  20  includes a plurality of through holes or openings  24  extending between opposite main surfaces  22 ,  23  and the holes  24  are preferably arranged relatively close to each other as illustrated in  FIGS. 1 and 3 . The front panel  20  of this application means the panel  20  facing toward the front of the vehicle, which has through holes  24 . On the other hand, the back panel  26  of this application means the panel  26  facing toward the back of the vehicle and has opposed main surfaces  27 ,  28 . The holes  24  are laterally and longitudinally spaced apart from each other in an X-Y matrix or array, e.g. rows and columns or rows and staggered columns. The holes  24  can have different sizes, preferably in the range of 1.0 to 2.0 inch diameter when they are round. A preferred front panel  20  is generally rectangular in shape, but it is also contemplated within the scope of the invention that the panel may be any suitable shape for deflecting water and roadway debris propelled by the wheels of a motor vehicle (not shown). The description of the device  10  regarding the positions and orientations of the various parts are based on the device  10  being in a use orientation of generally vertical. 
     The spray suppression device  10  may be manufactured using any suitable material including metallic material (e.g., steel), heavy fabric, composites, fiberglass, plastic or any suitable elastomeric or polymeric material such as low or high density polyethylene or polypropylene. Reinforcing filler may be added if desired. It is also contemplated within the scope of the invention that the front panel  20  may be made from metal or a combination of a metallic material and an elastomeric or polymeric material. Preferably, the entire panel  20  is made of a thermoplastic material, but is not required to be. 
     The spray suppression device  10  of this invention will generally comprise a plurality of upstanding protrusions  30  mounted to the front panel  20  and preferably having a forward facing rearwardly inclined impact surface, e.g., a curved leading surface  31 . Preferably the panel  20  and protrusions  30  are integrally formed by molding, such as injection molding. In one embodiment, the protrusions  30  have caps  33  which are in the shape of a substantial segment of a sphere, e.g., a hemisphere. Alternatively, the caps  33  can have a generally conically shaped surface  31 . Generally, various suitable geometries may be employed to achieve similar effect, including substantially conical, elliptic, or parabolic forms. The protrusions  30 , in a preferable embodiment, are integrally molded with the front panel  20 . Each protrusion  30  comprises a cap  33  and at least one support post  34  extending from rear edge  36  of the cap  33  to the front panel  20 . In a preferred embodiment, the cap  33  has a hollow or concave inner surface as shown in  FIG. 2 . A cavity  35  is formed inside the cap  33 . The cavity  35  is closed at the top or free end  32  of the cap  33  and open at the bottom or trailing edge  36  of the cap  33 . Some of the air flow, which has passed through a flow path  40  between the front panel  20  and the cap  33 , circulate in the cavity  35 . The forward or leading impact surface  31  is inclined preferably in a conical or curved fashion from end  32  to edge  36 . In one embodiment, adjacent caps  33  can be configured to share a support  34  as illustrated in  FIGS. 3 and 4 .  FIG. 1  illustrates the arrangement of the spray suppression device  10  relative to the wheel or tire of the vehicle. The main body of the spray suppression device  10  is so arranged that its protrusions  30  generally face their immediately leading tire of the vehicle. The water thrown up by the wheel of the vehicle splashes up diagonally (relative to horizontal) onto the surface of the protrusions  30  and is slowed down or broken up there so that the water loses kinetic energy. The intercepted and braked water is acted upon by the force of gravity on the one hand, and on the other, by forces created by the movement of the air around the wheels. The protrusions  30  are arranged in an array and are positioned relatively close to each other in rows and columns or offset rows and columns and cover a substantial portion of the face including holes  24  and surface  23  of the panel  20 . In one embodiment of the present invention, the protrusions  30  are attached to each other laterally at their support posts  34 . The construction of the protrusions  30  and the holes  24  can be seen in detail in  FIG. 4 . The protrusions  30  and the holes  24 , preferably, have approximately equal cross-sectional areas to help effect formation by molding. As shown, they are configured for ease of molding as by injection molding. 
     In the preferred embodiment, the caps  33  form an array of substantially parallelly disposed inclined surfaces attached to each other laterally at their common tangent points with centers approximately 1-2 inch, preferably about 1.4 inches (center-to-center), apart and a trailing edge  36  raised to a height in a range of about 0.1 and about 1.0 inch, preferably about 0.5 inch off the surface  23  by posts  34  connected at the same tangent points. In a further embodiment, the caps  33  can have approximately 0.5 to 3.0 inch diameter measured at its trailing edge  36 , preferably about 1.4 inch diameter. In another embodiment, as illustrated in  FIG. 8 , the caps  33  of the spray suppression device  10 ′ mounted on the front panel  20 ′ form an array of substantially parallelly disposed inclined surfaces attached to each other laterally and longitudinally at adjacent tangent points. 
     In one embodiment, each post  34  connects the front panel  20  to a pair of caps  33  and extends down to and beyond the surface  22  of the front panel  20  approximately 0.1 to 1.0 inch, preferably about 0.25 inch, for purposes of spacing and/or attaching the front panel  20  to the back panel  26  to form the flow patch or channel  29 . It is to be understood that the device  10  can be used in the form shown in  FIG. 2  without a back panel  26 . 
     In one embodiment, at least one flow path  40  is formed for each cap  33  between the panel  20  and the trailing edge  36  of a respective cap  33 . The caps  33  are positioned substantially above and in at least partially covering relationship to respective hole  24  in the front panel  20  and each cap  33  at its trailing edge  36  has approximately the same transverse cross-sectional area and shape as the cross-sectional area and shape of each hole  24 . 
     In one embodiment, at least one post  34  which serves for the attachment of a respective pair of caps  33  to the front panel  20  extends outwardly from the front panel  20  to the trailing edge  36  of the cap  33 . In that case, the side edges of the post  34  and the trailing edges of the cap  33  defines a flow path  40 . 
     Holes  24  covered by the caps  33  will permit air to flow therethrough while substantially all water sprayed by the wheel of a vehicle and substantially all roadway debris encountered by the mud flap is deflected with water flowing through the holes  24  and channel  29 . 
     In one embodiment, as shown in  FIGS. 3 and 5 , the spray suppression device  10  comprises a back panel  26  with opposed surfaces  27 ,  28 . The back panel  26  has substantially the same perimeter dimensions as the front panel  20  having surface  22  spaced and is space apart about ¼-½ inch from the surface  27  of the back panel  26 . The back panel  26  can be connected to the front panel  20  at both side edges  50 . Alternatively, the posts  34  can extend beyond the surface  22  of the front panel  20  and be connected to the surface  27  of the back panel  26 . However, the bottom portions of both the front panel  20  and the back panel  26  at the edge  25  are spaced and configured to define air and water flow openings  25 . Unlike the front panel  20 , the back panel  26  is continuous and does not have through holes for air flow. Thus, air and water passed through the holes  24  of the front panel  20  are encountered by the surface of the back panel  26  and deflected thereby. Further, the energy of the fluid flow is further dissipated by the back panel  26 . The air and water deflected by the back panel  26  are then drained into the fluid path defined through the path  29  between the front panel  20  and the back panel  26 . The fluid is finally drained out through the opening  25 , formed at the bottom edge or the top edge of both panels  20 ,  26 . Thickness of both the front panel  20  and back panel  26  can be in a range of about 1/16 and about ¼ inch. 
     In one embodiment, as shown in  FIGS. 6A and 6B , the spray suppression device  10  further comprises side wings  61 ,  62  bent around to capture any splash or spray deflected towards the sides of the front panel  20 . The bent side wings  61 ,  62  are configured to be peripheral ridges running in both side edges of the front panel  20 , the length thereof running generally parallel with the longitudinal direction B of the front panel  20 . The side wings  61 ,  62  projects out forwardly from the front panel  20  in the direction towards their leading wheel of the vehicle. In further embodiment, the wings  61 ,  62  can have slope towards the center longitudinal line of the front panel  20 , so that a vertical axis running symmetrically between the wings is inclined at an angle A of from 5° to 90°. The side wings  61 ,  62  capture some splash or spray deflected or flown from the front panel  20  as well as the cap  33  towards the sides of the front panel  20 . 
     In one embodiment, as shown in  FIGS. 7A ,  7 B and  7 C, the spray suppression device  10  further comprises a bottom channel  70  to divert water to side of the front and back panel  20 ,  26 . The bottom channel  70  projects out forwardly from the back panel  26  in the direction towards their leading wheel of the vehicle and extends beyond the surface  22  of the front panel  20 . The front wall  72  of the bottom channel  70  projects up to form a channel which transfers the water to the side of the front panel  20 . The bottom channel  70  may be configured to be open upwardly and have a bottom wall  71  and the front wall  72  to transfer the water to the side of the front panel  20 , the length thereof running substantially parallel with the lateral direction C of the front panel  20 . The water drained from the front and back panel  20 ,  26  flows in the bottom channel  70  to side of the front and back panel  20 ,  26 . In a preferred embodiment, the bottom channel  70  may be configured to be inclined toward either side of the spray suppression device  10 , which facilitates the lateral water flow. 
     Thus, there has been shown and described several embodiments of a novel invention. As is evident from the foregoing description, certain aspects of the present invention are not limited by the particular details of the examples illustrated herein, and it is therefore contemplated that other modifications and applications, or equivalents thereof, will occur to those skilled in the art. The terms “having” and “including” and similar terms as used in the foregoing specification are used in the sense of “optional” or “may include” and not as “required”. Many changes, modifications, variations and other uses and applications of the present construction will, however, become apparent to those skilled in the art after considering the specification and the accompanying drawings. All such changes, modifications, variations and other uses and applications which do not depart from the spirit and scope of the invention are deemed to be covered by the invention which is limited only by the claims which follow.