Patent Publication Number: US-2023143008-A1

Title: Integrated drag reduction system for a vehicle when trailering

Description:
INTRODUCTION 
     The subject disclosure relates to the art of vehicles and, more particularly, to a vehicle having an integrated drag reduction system when trailering. 
     Vehicles are often used to tow trailers, boats, recreational vehicles (RV), and the like. Tow vehicles typically include a hitch of some form that supports a ball. The ball is received in a trailer coupler supported on a towed vehicle. In many cases, particularly with RV&#39;s and larger trailers, drag can become a concern. That is, the towed vehicle may project into an airstream moving over the towing vehicle. This projection into the airstream impacts system aerodynamics that can have a negative impact on fuel efficiency and/or range and, in some cases, vehicle handling characteristics. 
     Certain tow vehicles, such as pickup trucks, may be affected more by airstream disturbances than other tow vehicles. That is, given the location and height of a pickup truck bed, towed vehicles are more likely to extend into the airstream. As such, many pickup truck owner employ a drag reduction device. However, it is not always desirable to travel with a drag reduction device. Removing a drag reduction device may be time consuming and could require dedicated storage. Accordingly, users would welcome a drag reduction system that is not always active and which does not need to be removed and stored. 
     SUMMARY 
     Disclosed, in accordance with a non-limiting example, is a pickup truck including a passenger compartment, a cargo bed operatively coupled to the passenger compartment, and a selectively deployable drag reduction system mounted at the cargo bed. The selectively deployable drag reduction system includes a deflector that is shiftable between a non-deployed configuration and a deployed configuration. In the deployed configuration the deflector is exposed to an airflow passing over the pickup truck. 
     In addition to one or more of the features described herein the cargo bed includes a cargo bed cover, the selectively deployable drag reduction system being integrated into the cargo bed cover. 
     In addition to one or more of the features described herein the deflector includes a first deflector and a second deflector arranged downstream of the first deflector. 
     In addition to one or more of the features described herein the first deflector extends a first distance from the cargo bed and the second deflector extends a second distance from the cargo bed, the second distance being greater than the first distance. 
     In addition to one or more of the features described herein the first deflector is arranged at a first angle relative to the cargo bed and the second deflector is arranged at a second angle relative to the cargo bed, the second angle being distinct from the first angle. 
     In addition to one or more of the features described herein the selectively deployable drag reduction system includes a first side member and a second side member spaced from the first side member, the deflector being mounted between the first side member and the second side member. 
     In addition to one or more of the features described herein the first side member and the second side member are selectively rotatable relative to the cargo bed. 
     In addition to one or more of the features described herein a cargo support extends between the first side member and the second side member. 
     In addition to one or more of the features described herein the deflector comprises a selectively pivoting deflector that forms part of a cargo bed cover extending across the cargo bed. 
     In addition to one or more of the features described herein an actuation system is operatively connected to the selectively deployable drag reduction system, the actuation system controls deployment of the deflector. 
     Also disclosed, in accordance with a non-limiting example, is a selectively deployable drag reduction system mountable to a cargo bed of a pickup truck. The selectively deployable drag reduction system includes a deflector shiftable between a non-deployed configuration and a deployed configuration. In the deployed configuration the deflector is exposed to an airflow passing over the pickup truck. 
     In addition to one or more of the features described herein the selectively deployable drag reduction system is integrated into a cargo bed cover. 
     In addition to one or more of the features described herein the deflector includes a first deflector and a second deflector arranged downstream of the first deflector. 
     In addition to one or more of the features described herein the first deflector is configured to extend a first distance from the cargo bed and the second deflector is configured to extend a second distance from the cargo bed, the second distance being greater than the first distance. 
     In addition to one or more of the features described herein the first deflector is arranged at a first angle and the second deflector is arranged at a second angle that is distinct from the first angle. 
     In addition to one or more of the features described herein the selectively deployable drag reduction system includes a first side member and a second side member spaced from the first side member, the deflector being mounted between the first side member and the second side member. 
     In addition to one or more of the features described herein the first side member and the second side member are selectively rotatable. 
     In addition to one or more of the features described herein a cargo support extends between the first side member and the second side member. 
     In addition to one or more of the features described herein the deflector comprises a selectively pivotal deflector that forms part of a cargo bed cover configured to extend across the cargo bed. 
     In addition to one or more of the features described herein an actuation system is operatively connected to the selectively deployable drag reduction system, the actuation system controls deployment of the deflector member. 
     The above features and advantages, and other features and advantages of the disclosure are readily apparent from the following detailed description when taken in connection with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Other features, advantages and details appear, by way of example only, in the following detailed description, the detailed description referring to the drawings in which: 
         FIG.  1    depicts a pickup truck including a selectively deployable drag reduction system in a non-deployed configuration, in accordance with a non-limiting example; 
         FIG.  2    depicts the pickup truck of  FIG.  1    with the selectively deployable drag reduction system in a deployed configuration, in accordance with a non-limiting example; 
         FIG.  3    depicts a rear view of the pickup truck of  FIG.  2   , in accordance with a non-limiting example; 
         FIG.  4    depicts a rear view of the pickup truck of  FIG.  2    showing the selectively deployable drag reduction system partially stowed in a cargo bed cover, in accordance with a non-limiting example; 
         FIG.  5    depicts an upper left view of a pickup truck including selectively deployable drag reduction system, in accordance with another non-limiting example; 
         FIG.  6    depicts a top view of the pickup truck of  FIG.  5    coupled to a towed vehicle, in accordance with a non-limiting example; 
         FIG.  7    depicts a pickup truck including a selectively deployable drag reduction system a deployed configuration, in accordance with yet another non-limiting example; and 
         FIG.  8    depicts a block diagram illustrating an actuation system associated with the selectively deployable drag reduction system, in accordance with a non-limiting example. 
     
    
    
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the term module refers to processing circuitry that may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. 
     A pickup truck, in accordance with a non-limiting example, is indicated generally at  10  in  FIG.  1   . Pickup truck  10  includes a body  12  supported on a frame (not shown) and a plurality of wheels, one of which is indicated at  18 . Body  12  defines a passenger compartment  22  and a cargo bed  28 . Cargo bed  28  is disposed aft of passenger compartment  22 . In a non-limiting example, pickup truck  10  includes a cargo bed cover  32 , such as a tonneau cover, and a selectively deployable drag reduction system  36 . In a non-limiting example, selectively deployable drag reduction system  36  is incorporated into and may project outwardly from cargo bed cover  32  as shown in  FIGS.  2 - 4   . In another non-limiting example, selectively deployable drag reduction system  30  may be mounted to a floor (not separately labeled) of cargo bed  28 . 
     Referring to  FIGS.  2 - 4    and with continued reference to  FIG.  1   , selectively deployable drag reduction system  36  includes a first deflector assembly  44  and a second deflector assembly  46 . Second deflector assembly  46  is disposed aft of first deflector assembly  44 . First deflector assembly  44  includes a first support  48  and a second support  49 . First and second supports  48  and  49  project outwardly from cargo bed cover  32 . Second deflector assembly  46  includes a first support member  54  and a second support member  56 . Supports  48 ,  49 ,  54 , and  56  may be secured to and selectively stowed within cargo bed cover  32  ( FIG.  4   ) or, in another non-limiting example, be secured to cargo bed  28  and simply extend through cargo bed cover  32 . 
     A first deflector  60  extends between first support  48  and second support  49 . A second deflector  62  extends between first support member  54  and second support member  56 . In a non-limiting example, first support  48  and second support  49  extend a first distance from cargo bed  28 . First support member  54  and second support member  56  extend a second distance from cargo bed  28  that is greater than the first distance. In this manner, second deflector  62  is positioned above first deflector  60 . In a non-limiting example, the first distance and the second distance may be adjustable so as to accommodate a wide range of towed vehicle heights. Height adjustments may be made manually or automatically by, for example, adjusting telescoping components. In a non-deployed configuration such as shown in  FIG.  4   , first deflector  60  and second deflector  62  are stowed within cargo bed cover  32 . 
     In a non-limiting example, the first deflector  60  may be disposed at a first angle relative to cargo bed  28  and second deflector  62  may be disposed at a second angle relative to cargo bed  28 . The first angle and the second angle may be similar or different depending upon a geometry of the towed vehicle. Likewise, the first angle and the second angle may be selectively adjustable to accommodate a wide range of towed vehicle heights. 
     In a non-limiting example, selectively deployable drag reduction system  36  may include a first side member  64  and a second side member  65 . First and second side members  64  and  65  form side deflectors that direct air outwardly of pickup truck  10 . In a non-limiting example, first side member  64  may be pivotally connected to a first side (not separately labeled) of cargo bed cover  32  and second side member  65  may be pivotally connected to a second side (also not separately labeled) of cargo bed cover  32 . First and second side members  64  and  65  may be selectively deployed to guide air currents outwardly of body  12 . 
     In a non-limiting example, pickup truck  10  may include cargo supports such as shown at  70  and  72 . Each cargo support may connect between side members  64  and  65  and include tie down points such as shown at  74  on cargo support  70 . Additional tie down points, such as shown at  76  and  78  may be provided on external surfaces of side members  64  and  65  respectively. Cargo supports  70  and  72  may be used to secure ladders, watercraft, or the like to pickup truck  10   
     At this point, it should be understood that while shown as including two deflectors, in other non-limiting examples, other configurations are contemplated. In  FIGS.  5  and  6   , a pickup truck  80  includes cargo bed  82  supporting a selectively deployable drag reduction system  84  having a single deflector assembly  88 . In a non-limiting example, deflector assembly  88  includes a first support  92  that extends from cargo bed  82  and a second support  94  that extends from cargo bed  82  and is spaced from first support  92 . A deflector  96  is operatively connected to and between first support  92  and second support  94 . Deflector assembly  88  also includes a first side member  98  and a second side member  100 . 
     In a non-limiting example, first and second supports  92  and  94  may be adjusted so as to position deflector  96  at a selected height so as to accommodate various towed vehicles. Height adjustments may be made manually, or automatically by, for example, adjusting telescoping components. Similarly, deflector  96  may be positioned at various angles so as to accommodate various towed vehicles. That is, the angle of deflector  96  may be adjusted to direct airflow over, and not into, a forward section of a towed vehicle. In a nonlimiting example, first side member  98  and second side member  100  may be adjusted to accommodate various widths of a towed vehicle such as shown at  102  in  FIG.  6   . Specifically, first and second side members may be inline with side portions (not separately labeled) of cargo bed  82  or pivoted outwardly to direct airflow to side portions and around towed vehicle  102 . 
     In a non-limiting example depicted in  FIG.  7   , a pickup truck  110  is shown to include a cargo bed  111  having a selectively deployable drag reduction system  112  in the form of a cargo bed cover  114 . In a non-limiting example, cargo bed cover  114  includes a first or stationary portion  115  and a second portion that forms a deflector  116 . Deflector  116  is pivotally connected to cargo bed  111  and may transition from a non-deployed configuration (not shown) in which cargo bed cover  114  extends across cargo bed  111  and a deployed configuration such as shown in  FIG.  7    in which deflector  116  is raised upwardly so as to guide airflow over a towed vehicle. 
     In a non-limiting example, deflector portion  116  may be deployed and locked into place manually such as through locking telescopic members, hydraulic pistons, and the like (not shown), or automatically such as through an actuator (not shown) in pickup truck  110 . In a non-limiting example, pickup truck  110  may include an actuation system  130  as shown in  FIG.  8   . Actuation system  130  includes a control module  133  that is operatively connected to an actuator  136  that may take the form of a button, toggle, soft switch, or the like in pickup truck  110 . 
     In a non-limiting example, control module  133  is also connected to deflector  116 . With this arrangement, an operator may deploy and set a selected deployment angle of deflector  116 . At this point, it should be understood that while shown in connection with pickup truck  110 , actuation system  130  may be integrated into pickup truck  10  and/or pickup truck  80  and may be employed to control angles of the side members  64  and/or  65  and/or deflector members  60  and/or  62  so as to accommodate various sized towed vehicles. 
     Further, in a non-limiting example, it should be understood that the location of actuator  136  may vary. That is, actuator  136  may be arranged in passenger compartment  22 , at cargo bed  28  or may be included in a computer App and thus be wirelessly connected to control module  133 . For example, an App based control can be incorporated where a user provides desired function (drag reduction or cargo management) characteristics of the towed vehicle (height and width) and based on experimental data, side members  64  and/or  65 , and/or deflector members  60  and/or  62 , and/or deflector portion  116  may be adjusted. That is, the App communicates with control module  133  to set a height and/or angle of side members  64  and/or  65 , and/or deflector members  60  and/or  62 , and/or deflector portion  116 . A manual override that accommodates user input position adjustment may also be included. 
     Further, in another non-limiting example, another App based control, that self-calibrates, may be used to reduce drag. In either non-limiting example, above App, shifts a height and/or angle of side members  64  and/or  65 , and/or deflector members  60  and/or  62 , and/or deflector portion  116  into a base position based on trailer or cargo mode selection and user input of towed vehicle characteristics. The user may then proceed to a suitable calibration location (e.g., flat ground where constant speed can be held). Once at the suitable calibration location, the App communicates with control module  133  to adjust a height and/or angle of side members  64  and/or  65 , and/or deflector members  60  and/or  62 , and/or deflector portion  116  to reduce propulsion power needed to maintain a set speed to as to increase range for a tow vehicle. 
     In a non-limiting example, control module  133  may be used to adjust a height and/or angle of side members  64  and/or  65 , and/or deflector members  60  and/or  62 , and/or deflector portion  116  to assist in braking if selected by a user. 
     While the above disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from its scope. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiments disclosed, but will include all embodiments falling within the scope thereof