Patent Publication Number: US-2022219767-A1

Title: Aerodynamic trucking systems

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
     The present application is a continuation of U.S. Nonprovisional patent application Ser. No. 16/741,886 filed Jan. 14, 2020, entitled “AERODYNAMIC TRUCKING SYSTEMS”, which is a continuation of U.S. Nonprovisional patent application Ser. No. 15/958,342 filed Apr. 20, 2018, now U.S. Pat. No. 10,583,873 entitled “AERODYNAMIC TRUCKING SYSTEMS”, which is a continuation of U.S. Nonprovisional patent application Ser. No. 15/277,172 filed Sep. 27, 2016, now U.S. Pat. No. 9,975,583 entitled “AERODYNAMIC TRUCKING SYSTEMS”, which is a continuation of U.S. Nonprovisional patent application Ser. No. 14/935,647 filed Nov. 9, 2015, no U.S. Pat. No. 9,751,573 entitled “AERODYNAMIC TRUCKING SYSTEMS”, which is a continuation of U.S. Nonprovisional patent application Ser. No. 14/247,504, filed Apr. 8, 2014, now U.S. Pat. No. 9,211,919 entitled “AERODYNAMIC TRUCKING SYSTEMS”, which is a continuation of U.S. Nonprovisional patent application Ser. No. 13/633,013 filed Oct. 1, 2012, now U.S. Pat. No. 8,727,425 entitled, “AERODYNAMIC TRUCKING SYSTEMS”, which claims the benefit of U.S. Provisional Application Ser. No. 61/639,830, filed Apr. 27, 2012, entitled “AERODYNAMIC TRUCKING SYSTEMS”; which is a continuation-in-part of U.S. Nonprovisional patent application Ser. No. 13/117,891 filed May 27, 2011, now U.S. Pat. No. 8,303,025 entitled “AERODYNAMIC TRUCKING SYSTEMS”, which claims the benefit of U.S. Provisional Application Ser. No. 61/349,183, filed May 27, 2010, entitled “AERODYNAMIC TRUCKING SYSTEMS”; and, which claims the benefit of U.S. Provisional Application Ser. No. 61/374,572, filed Aug. 17, 2010, entitled “AERODYNAMIC TRUCKING SYSTEMS”; and incorporates the disclosure of each application by reference. To the extent that the present disclosure conflicts with any referenced application, however, the present disclosure is to be given priority. 
    
    
     BACKGROUND OF THE INVENTION 
     This technology relates to aerodynamic trucking systems. More particularly, this technology relates to providing a system of aerodynamic apparatus configured to minimize aerodynamic drag and maintain smoother air flow over highway-operated vehicles, particularly long-haul tractor-trailer vehicles. 
     Most large long-haul cargo trailers exhibit less than optimal aerodynamic p during highway operation. At highway speeds, conventional trailers develop a substantial amount of turbulent airflow in the region between the axles below the trailer box. This turbulence results in significant aerodynamic drag, increasing both fuel consumption and Nitrogen Oxide (NOx) emissions at the motorized towing vehicle. Additionally, temporarily sustained vibration of external vehicle surfaces due to transient wind-force loading is often associated with premature wear, noise, and early failures within such aerodynamic vehicle structures. A system and method to improve the aerodynamic performance of long-haul transport vehicles in the above-noted areas is described below. 
     SUMMARY OF THE PRESENT TECHNOLOGY 
     In accordance with an embodiment of the present technology a cargo trailer system relating to supporting at least one air-flow director from at least one cargo-supporting platform configured to support cargo during wheeled transport, comprising: at least one support, attachable to the cargo-supporting platform, structured and arranged to support the at least one air-flow director; wherein such at least one support comprises at least one position-adjuster structured and arranged to positionally adjust the at least one air-flow director, with respect to the at least one cargo-supporting platform, when the at least one cargo-supporting platform and the at least one air-flow director are attached with such at least one support; wherein such at least one position-adjuster comprises multiple-adjuster types structured and arranged to provide multiple positional adjustments of the at least one air-flow director with respect to the at least one cargo-supporting platform; and wherein the multiple positional adjustments comprise at least four different positional-adjustment types. 
     Moreover, the present technology provides such a cargo trailer system wherein at least one of such multiple-adjuster types comprises: at least one platform attacher structured and arranged to attach such at least one support with the at least one cargo-supporting platform; and at least one support-position translator structured and arranged to assist positional translation of such at least one support with respect to the at least one cargo-supporting platform; wherein such at least one support-position translator comprises at least one freedom of movement generally parallel to the at least one cargo-supporting platform. Additionally, it provides such a cargo trailer system wherein at least one of such multiple-adjuster types comprises: at least one platform attacher structured and arranged to attach such at least one support with the at least one cargo-supporting platform; and at least one first support rotator structured and arranged to assist rotation of such at least one support with respect to such at least one platform attacher; wherein such at least one first support rotator comprises at least one rotational axis perpendicular to the at least one cargo-supporting platform. 
     Also, the present technology provides such a cargo trailer system wherein at least one of such multiple-adjuster types comprises: at least one platform attacher structured and arranged to attach such at least one support with the at least one cargo-supporting platform; at least one second support rotator structured and arranged to rotate such at least one support, with respect to such at least one platform attacher; and at least one spring biaser structured and arranged to spring bias such at least one support to place the at least one air-flow director in the at least one useful aerodynamic rest-position relative to the at least one cargo-supporting platform; wherein such at least one second support rotator comprises at least one rotational axis parallel to the at least one cargo-supporting platform; and wherein such at least one second support rotator is structured and arranged to permit at least one rotation of such at least one support away from the at least one useful aerodynamic rest-position, in response to at least one force above a selected force level applied to the at least one air-flow director. 
     In addition, the present technology provides such a cargo trailer system wherein at least one of such multiple-adjuster types comprises at least one support rotator adjuster structured and arranged to assist rotational adjustment of such at least one support, about the at least one rotational axis generally parallel to the at least one cargo-supporting platform, to such at least one useful aerodynamic rest-position. 
     The present technology provides such a cargo trailer system further comprising: at least one support-position translator structured and arranged to assist positional translation of such at least one support with respect to the at least one cargo-supporting platform; wherein such at least one support-position translator comprises at least one freedom of movement generally parallel to the at least one cargo-supporting platform. Further, the present technology provides such a cargo trailer system further comprising: at least one first support rotator structured and arranged to assist rotation of such at least one support with respect to such at least one platform attacher; wherein such at least one first support rotator comprises at least one rotational axis perpendicular to the at least one cargo-supporting platform. Even further, the present technology provides such a cargo trailer system wherein such at least one platform attacher comprises at least one clamping assembly structured and arranged to assist adjustable clamping of such at least one platform attacher to at least one structural member of the at least one cargo-supporting platform. Moreover, the present technology provides such a cargo trailer system wherein such at least one clamping assembly comprises at least one first clamping member and at least one second clamping member, each one structured and arranged to form at least one clamped engagement with at least one flanged portion of the at least one structural member. 
     Additionally, the present technology provides such a cargo trailer system wherein such at least one first support rotator comprises: at least one first threaded tensioner structured and arranged to threadably tension such at least one first clamping member to at least one clamped engagement with the at least one flanged portion of the at least one structural member; at least one second threaded tensioner structured and arranged to threadably tension such at least one second clamping member to at least one other clamped engagement with the at least one flanged portion of the at least one structural member; wherein such at least one first threaded tensioner occupies at least one hinge position with respect to such at least one second threaded tensioner; wherein such at least one second threaded tensioner occupies at least one pivot position with respect to such at least one hinge position; wherein positioning of such first threaded tensioner and such at least one second threaded tensioner assists rotation of such at least one support about the at least one rotational axis perpendicular to the at least one cargo-supporting platform; and wherein such rotation permits positioning of the air-flow director longitudinally angled with respect to the at least one cargo-supporting platform. Also, the present technology provides such a cargo trailer system wherein such at least one support-position translator comprises such at least one clamping assembly. 
     Further, the present technology provides such a cargo trailer system wherein such at least one support rotator adjuster comprises: at least one threaded member threadably engaged within such at least one rigid channel; wherein such at least one threaded member comprises at least one proximal end and at least one distal end wherein such at least one distal end engages such at least one platform attacher when such at least one rigid channel is biased toward at least one position orienting the at least one air-flow director in the at least one useful aerodynamic rest-position; wherein a rotation of such at least one threaded member produces at least one rotational adjustment of such at least one rigid channel, about the at least one rotational axis generally parallel to the at least one cargo-supporting platform; and wherein such at least one rotational adjustment of such at least one rigid channel assists in optimizing placement of such at least one air-flow director in the at least one useful aerodynamic rest-position by angular adjustment of such at least one air-flow director relative to the at least one cargo-supporting platform. Even further, the present technology provides such a cargo trailer system further comprising such at least one air-flow director. Moreover, the present technology provides such a cargo trailer system wherein such at least one air-flow director comprises at least one planar panel structured and arranged to direct away from an under portion of the at least one cargo-supporting platform, a flow of air passing adjacent the at least one cargo-supporting platform. 
     Additionally, the present technology provides such a cargo trailer system wherein such at least one air-flow director comprises: at least three planar panels each one structured and arranged to be supported from the cargo-supporting platform by at least two of such at least one supports; wherein such at least three planar panels, when supported in series from the cargo-supporting platform, direct away from an under portion of the at least one cargo-supporting platform, a flow of air passing adjacent the at least one cargo-supporting platform. Also, the present technology provides such a cargo trailer system further comprising: at least one resilient deflection member structured and arranged to resiliently deflect under force loading; wherein such at least one resilient deflection member extends generally continuously along a bottom portion of such at least one planar panel. In addition, the present technology provides such a cargo trailer system wherein such at least one resilient deflection member further comprises at least one synthetic rubber comprising at least one air-smoothing projection structure and arranged to assist in smoothing airflow along the surface of such at least one resilient deflection member. 
     In accordance with another embodiment hereof, the present technology provides a cargo trailer system, relating to supporting at least one air-flow director from at least one cargo-supporting platform configured to support cargo during wheeled transport, comprising: at least one support, attachable to the cargo-supporting platform, structured and arranged to support the at least one air-flow director; wherein such at least one support comprises at least one position-adjuster structured and arranged to positionally adjust the at least one air-flow director, with respect to the at least one cargo-supporting platform, when the at least one cargo-supporting platform and the at least one air-flow director are attached with such at least one support; wherein such at least one position-adjuster comprises at least one platform attacher structured and arranged to attach such at least one support means with the at least one cargo-supporting platform, and at least one first support rotator structured and arranged to assist rotation of such at least one support with respect to such at least one platform attacher; wherein such at least one first support rotator comprises at least one rotational axis perpendicular to the at least one cargo-supporting platform; and wherein the multiple positional adjustments comprise at least four different positional-adjustment types. 
     In accordance with another embodiment hereof, the present technology provides a cargo trailer system, relating to supporting at least one air-flow director from at least one cargo-supporting platform configured to support cargo during wheeled transport, comprising: support means, attachable to the cargo-supporting platform, for supporting the at least one air-flow director; wherein such support means comprises position-adjuster means for positional adjustment of the at least one air-flow director, with respect to the at least one cargo-supporting platform, when the at least one cargo-supporting platform and the at least one air-flow director are attached with such support means; wherein such position-adjuster means comprises multiple-adjuster type means for multiple positional adjustments of the at least one air-flow director with respect to the at least one cargo-supporting platform; and wherein the multiple positional adjustments comprise at least four different positional-adjustment types. 
     And, the present technology provides such a cargo trailer system wherein at least one such multiple-adjuster type means comprises: platform attacher means for attaching such support means with the at least one cargo-supporting platform; and support-position translator means for assisting positional translation of such support means with respect to the at least one cargo-supporting platform; wherein such support-position translator means comprises at least one freedom of movement generally parallel to the at least one cargo-supporting platform. Further, the present technology provides such a cargo trailer system wherein at least one such multiple-adjuster type means comprises: platform attacher means for attaching such support means with the at least one cargo-supporting platform; and first support rotator means for rotating such support means with respect to such platform attacher means; wherein such first support rotator means comprises at least one rotational axis perpendicular to the at least one cargo-supporting platform. 
     Even further, the present technology provides such a cargo trailer system wherein at least one such multiple-adjuster type means comprises: platform attacher means for attaching such support means with the at least one cargo-supporting platform; and second support rotator means for rotating such support means, with respect to such platform attacher means; wherein such second support rotator means comprises at least one rotational axis parallel to the at least one cargo-supporting platform, and spring biaser means for spring biasing such support means toward at least one ideal aerodynamic rest-position relative to the at least one cargo-supporting platform. Even further, it provides such a cargo trailer system wherein at least one such multiple-adjuster type means comprises support rotator adjuster means for assisting rotational adjustment of such support means, about the at least one rotational axis generally parallel to the at least one cargo-supporting platform, to such at least one ideal aerodynamic rest-position. In accordance with various embodiments, the present technology provides each and every novel feature, element, combination, step and/or method disclosed or suggested by this patent application. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A more complete understanding of the present invention may be derived by referring to the detailed description and claims when considered in connection with the following illustrative figures. In the following figures, like reference numbers refer to similar elements and steps throughout the figures. 
         FIG. 1  shows left-side perspective view, illustrating an advanced aerodynamic skirt fairing, mounted in an operable position adjacent a cargo trailer, according to an exemplary embodiment of the present technology; 
         FIG. 2  shows an elevational view, illustrating left-side components of the advanced aerodynamic skirt fairing, demounted from the cargo trailer, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 3  shows an exploded side view, illustrating left-side components of the advanced aerodynamic skirt fairing, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 4  shows a cross-sectional view through a panel-to-panel trim component of both the left-side components and right-side components of the advanced aerodynamic skirt fairing of  FIG. 1 ; 
         FIG. 5  shows a cross-sectional view through a terminating trim component of both the left-side components and the right-side components of the advanced aerodynamic skirt fairing of  FIG. 1 ; 
         FIG. 6  shows the sectional view  6 - 6  of  FIG. 2 , further illustrating the support assembly of the advanced aerodynamic skirt fairing, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 7  shows a top view, illustrating an adjustable mounting plate, of a panel support post of the support assembly of  FIG. 8 , according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 8  shows a partial bottom view, of skirt components of the left-side components and the right-side components of the advanced aerodynamic skirt fairing, mounted to the underside of the cargo trailer at a non-parallel angle, relative to the longitudinal axis of the cargo trailer, according to a exemplary embodiment of the present technology; 
         FIG. 9  shows a front view of the adjustable mounting plate and the panel support post of the advanced aerodynamic skirt fairing, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 10  shows a side view, of a subassembly of the adjustable mounting plate and panel support post of  FIG. 10 ; 
         FIG. 11  shows a top view, illustrating the adjustable mounting plate, adjusted to a non-parallel angle, relative to the longitudinal axis of the cargo trailer, according to an exemplary embodiment of the present technology; 
         FIG. 12  shows a partial side view, diagrammatically illustrating ranges of adjustment provided by the support assembly, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 13  shows a partial side view, diagrammatically illustrating a freedom of movement provided by the support assembly, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 14  is a cross-sectional view, through the panel support post of  FIG. 9 ; 
         FIG. 15  is a partial cross-sectional view, through a panel the advanced aerodynamic skirt fairing, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 16  is a cross-sectional view, through a resilient base member of the advanced aerodynamic skirt fairing, according to the exemplary embodiment of  FIG. 1 ; 
         FIG. 17  shows a front view, in partial cut-away section, of an alternate dampener-isolated panel support post of the advanced aerodynamic skirt fairing, according to another exemplary embodiment of the present technology; and 
         FIG. 18  shows a sectional view of the section  18 - 18  of  FIG. 17  showing a side view of the alternate dampener-isolated panel support post. 
     
    
    
     Elements and steps in the figures are illustrated for simplicity and clarity and have not necessarily been rendered according to any particular sequence. For example, steps that may be performed concurrently or in a different order are illustrated in the figures to help to improve understanding of embodiments of the present invention. 
     Appendix A shows an alternate structural support member providing positive dampening of periodic frequencies within the fairing structure during use. Such alternate structural support member utilizes an elastomeric-isolator configured to provide dampening of the fairing structures. 
     DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS 
     The present invention may be described in terms of functional block components and various processing steps. Such functional blocks may be realized by any number of components configured to perform the specified functions and achieve the various results. In addition, the present invention may be practiced in conjunction with any number of materials and methods of manufacture and the system described is merely one exemplary application for the invention. 
     Aerodynamic trucking system  100  may comprises a group of system embodiments configured to improve the aerodynamic performance of wheeled cargo haulers at speed, particularly large road-going trailers serving long-haul cargo transport operations. The fuel efficiency of a motor-driven vehicle is closely related to the aerodynamic configuration of the vehicle, particularly with respect to the amount of air turbulence generated during movement of the vehicle through the air. The greater the air turbulence created by the vehicle the greater the resistance, and the more fuel required to move the vehicle. 
     Exemplary embodiments of the aerodynamic trucking system  100  function to manage airflow around and under a semi-type cargo trailer, with the achieved goal of significantly reducing aerodynamic turbulence during operation. Testing of the system embodiments showed a significant reduction in turbulent airflow in and around the trailer, resulting in a corresponding reduction of aerodynamic drag, which produced both an increase in fuel economy and reduction of Nitrogen Oxide (NOx) emissions at the motorized tractor towing the trailer. 
     Referring to the drawings,  FIG. 1  shows left-side perspective view, illustrating left-side components  106  and a portion of the right-side components  108  of an advanced aerodynamic skirt fairing  102 , mounted in an operable position adjacent the underside of a van-type cargo trailer  104 , according to an embodiment of the present technology.  FIG. 2  shows an elevational view, illustrating the left-side components  106  of aerodynamic skirt fairing  102 , demounted from cargo trailer  104 , according to the exemplary embodiment of  FIG. 1 . It should be noted that the structures and arrangements of the depicted left-side components  106  are a mirror of the right-side components  108 ; therefore, only one set of aerodynamic skirt fairings will be described herein. It is noted that the drawings and descriptions of the left-side components  106  are equally applicable to the mountable embodiments at both sides of cargo trailer  104 . 
     As generally illustrated in  FIG. 1 , undercarriage  101  of a conventional cargo trailer is comprised of groupings of various drag-producing components, which generally reside below a cargo-supporting floor deck  116  (at least embodying herein at least one cargo-supporting platform), customarily having a rectangular shape, as shown. The drag-producing components of a semi-type cargo trailer undercarriage customarily include longitudinal and transverse structural support members  105  (see also  FIG. 8 ), rear axles  112 , brake components (not shown), mud flaps  107 , etc. Each aerodynamic skirt fairing  102  (at least embodying herein at least one air-flow director) may function to direct air away from the central regions of the trailer undercarriage  101 , which contain the majority of such drag-producing components. Such directional control of airflow during transport operations may reduce the drag-producing interactions between the air and the above-noted structures. More specifically, aerodynamic skirt fairings  102  of aerodynamic trucking system  100  may be configured to minimize aerodynamic drag by promoting laminar air flow along the sides and underneath cargo trailer  104 . 
     Despite a general conformity of van-type trailer designs within the trailer industry, variations exist between the offerings of the various trailer manufacturers. The aerodynamic trucking system  100  may be universally adaptable to most conventional semi-type cargo trailers. To accommodate specific aerodynamic variations within the various trailer configurations, each aerodynamic skirt fairing  102  may be configured to be adjustably mountable to the undercarriage  101  of cargo trailer  104 . The integration of an adjustment feature within the system allows an installer to optimize the aerodynamic performance of an installed aerodynamic skirt fairing  102  based on the unique aerodynamic requirements of a specific vehicle platform. 
     Each aerodynamic skirt fairing  102  may comprise a substantially planar external face  109  that is essentially solid (that is, impermeable to the passage of air). Each aerodynamic skirt fairing  102  may be mounted adjacent one of the two longitudinal lower side rails  110  of the trailer, as shown. The leading edge  111  of each aerodynamic skirt fairing  102  may be located in a position just aft of the forward landing gear  114 , as shown. Both aerodynamic skirt fairings  102  extend rearward, terminating at respective points just ahead of rear axles  112 , as shown. Such an arrangement was found to be effective in reducing drag by substantially “shading” the rear axles  112  from the airflow moving past cargo trailer  104 . 
     In general, the placements of aerodynamic skirt fairings  102  may be symmetrical and non-parallel with respect to longitudinal axis  113  of cargo-supporting floor deck  116 , as best illustrated in the underside view of  FIG. 8 . More specifically, the aerodynamic performance of most trailer installations is optimized by aligning the two aerodynamic skirt fairings  102  along a set of symmetrically opposing lines oriented to converge at a point on longitudinal axis  113  forward of the trailer. Each aerodynamic skirt fairings  102  may be adjusted to comprise an angle “A” of between about ½ and about 8 degrees with respect to longitudinal axis  113 . This arrangement “pinches” together the forward ends of two fairings, as shown, and was found in practice to improve the aerodynamic performance of most trailers when so arranged. Upon reading this specification, those with ordinary skill in the art will now appreciate that, under appropriate circumstances, considering such issues as cost, user preference, etc., other fairing arrangements such as, for example, providing fairings placed at greater angular orientations, providing fairings extending approximately a full length of a trailer, providing fairings having one or more non-planar portions, providing fairings having air passages, vents, or other air-permeable portions, etc., may suffice. 
       FIG. 3  shows an exploded side view, illustrating left-side components  106  of aerodynamic skirt fairing  102 , according to the exemplary embodiment of  FIG. 1 . Both right-side components  108  and left-side components (each one at least embodying herein at least one air-flow director) may comprise an upper front panel  118 , at least one upper center panel(s)  120 , and an upper rear panel  122 , as shown. A continuous (single piece) flexible lower skirt  126  may span the length of the assembled upper panels of aerodynamic skirt fairing  102 , as shown. The flexible lower skirt  126  may be fixed firmly to the lower edge of each of the upper panels. The flexible lower skirt  126  may be configured for use within aerodynamic trucking system  100 , and was found to be instrumental in achieving the high levels of drag reduction exhibited by the system. In addition, flexible lower skirt  126  may function to improve impact resistance within the fairing by providing a region of resilient deflection at the base of the skirt. This arrangement protects the less flexible upper panels from perpendicular impact while allowing the base of the fairing to flex outwardly to release potentially damaging objects. 
     In one embodiment of the system, upper front panel  118 , upper center panel  120 , and upper rear panel  122  each comprise a vertical height “H” of about 24 inches. The upper front panel  118  comprises a preferred maximum length L 1  of about eight feet, upper center panel  120  comprises a preferred maximum length L 2  of about eight feet, and upper rear panel  122  comprises a preferred maximum length L 3  of about eight feet. Upon reading this specification, those with ordinary skill in the art will now appreciate that, under appropriate circumstances, considering such issues as trailer length, material preference, etc., other dimensional arrangements such as, for example, altering the length of one or more panel portions to accommodate alternate trailer configurations, etc., may suffice. 
     To augment aerodynamic performance of the overall fairing assembly, leading edge  111  of front panel  118  may be canted rearward at an inclination X 1  of about 68 degrees from horizontal, as shown. The trailing edge  121  of rear panel  122  may be formed as a convex curve that generally corresponds to the external shape of the tires  123  of rear axles  112 , as shown. The arcuate profile of trailing edge  121  allows the aft termination of the fairing assembly to be located in a position closely adjacent the forward outboard tires  123  of rear axles  112 , without the risk of contact interference. A curve having a slope of about 37 degrees was found to appropriately match trailing edge  121  to the outer diameter of a standard semi-trailer tire. Upon reading this specification, those with ordinary skill in the art will now appreciate that, under appropriate circumstances, considering such issues as cost, user preference, trailer configuration, etc., other termination arrangements such as, for example, alternate angles and/or slopes, non-radius terminations, etc., may suffice. 
     Each upper panel may be constructed from industry-standard materials selected to comprise a structural rigidity sufficient to support the required air deflection function, while offering a level of mechanical flexibility sufficient to deflect resiliently under small to moderate impact loads, thereby reducing the need for frequent panel repair or replacement due to permanent impact damage. Materials suitable for use in the construction of front panel  118 , center panel(s)  120 , and rear panel  122  may comprise polyester-coated steel laminated to a low density polyethylene (LPDE) core with a material thickness of about ⅛ inch. Upon reading this specification, those with ordinary skill in the art will now appreciate that, under appropriate circumstances, considering such issues as cost, user preference, etc., other material selections such as, for example, aluminum, molded polymer panels, polymer-based composite panels, fiber-reinforced polymer panels, etc., may suffice. 
     A panel-to-panel trim connector  128  may be provided to cover the gap between adjacent panel sections, as shown.  FIG. 5  shows a cross-sectional view through a H-shaped panel-to-panel trim connector  128  of both the left-side components  106  and right-side components  108 . Each panel-to-panel trim connector  128  may be constructed of a durable and lightweight material, such as aluminum. Panel-to-panel trim connector  128  may comprise a material thickness of about 1/32 inch, and may be powder coated to match the finish of external face  109 . In a similar manner, both the leading edge  111  of front panel  118  and trailing edge  121  of rear panel  122  may be finished with a ¼-inch “U”-shaped edge trim  125 , as generally illustrated in the cross-sectional depiction of  FIG. 6 . 
     The air-directing upper panels of aerodynamic skirt fairing  102  may be supported from the underside structures of cargo trailer  104  by a set of panel supports  130 , as shown (at least embodying herein at least one support, attachable to the cargo-supporting platform, structured and arranged to support the at least one air-flow director). Each panel support  130  may comprise a downwardly-projecting support member  103  pivotally coupled to an upper mount  132 . Each support member  103  comprise a rigid “hat-shaped” channel  141 , formed from at least one durable material, such as steel. To reduce both aerodynamic drag and visual exposure, the base of channel  141  is angled upwardly at about 45 degrees, as shown. A sectional profile of rigid channel  141  is shown in  FIG. 14 . 
       FIG. 6  shows the sectional view  6 - 6  of  FIG. 2 , illustrating a single example of panel support  130 , according to the embodiment of  FIG. 1 . Upper mount  132  may be configured to be adjustably mounted to a transverse structural support member  105  of cargo trailer  104 , as shown. Each articulated support member  103  may be configured to be adjustable along multiple linear and rotational axes to facilitate the above-noted optimized aerodynamic positioning of respective aerodynamic skirt fairings  102  within a specific tractor-trailer setup (at least embodying herein at least one position-adjuster structured and arranged to positionally adjust the at least one air-flow director, with respect to the at least one cargo-supporting platform, when the at least one cargo-supporting platform and the at least one air-flow director are attached with such at least one support; and at least embodying herein wherein such at least one position-adjuster comprises multiple-adjuster types structured and arranged to provide multiple positional adjustments of the at least one air-flow director with respect to the at least one cargo-supporting platform). Each articulated support member  103  may comprise at least four different positional-adjustment types, as further described below. 
       FIG. 7  shows a top view, illustrating clamping assembly  134  of upper mount  132 , according to the embodiment of  FIG. 1 . Specific reference is now made to  FIG. 7  with continued reference to the prior illustrations. Clamping assembly  134  may be configured to firmly clamp upper mount  132  to a lower horizontal flange  136  of structural support member  105 , as diagrammatically indicated by the dashed-line depiction of the accompanying illustrations (at least embodying herein at least one clamping assembly structured and arranged to assist adjustable clamping of such at least one platform attacher to at least one structural member of the at least one cargo-supporting platform). Clamping assembly  134  may comprise a pair of upper clamping members identified herein as first clamping member  137  and second clamping member  138 , as shown. First clamping member  137  and second clamping member  138  may be arranged to compressively engage the top of flange  136 , as shown. Clamping assembly  134  further comprises a clamping plate  140  arranged to engage the underside of flange  136 , as shown. Clamping plate  140  may be constructed from metallic plate, such as, for example, steel plate having a thickness of about one quarter inch. 
     A first threaded tensioner  142 , may comprise a threaded bolt and nut, which engages both first clamping member  137  and clamping plate  140 , as shown. First threaded tensioner  142  may be configured to threadably tension first clamping member  137  to at least one clamped engagement with flange  136  of structural support member  105 . A second threaded tensioner  144 , may comprise a threaded bolt and nut, which engages both second clamping member  138  and clamping plate  140 , as shown. Second threaded tensioner  144  may be configured to threadably tension second clamping member  138  to at least one clamped engagement with flange  136 . 
     When both first threaded tensioner  142  and second threaded tensioner  144  are loosened, panel support  130  is free to translate along structural support member  105  in a direction generally parallel to cargo-supporting floor deck  116  and transverse to longitudinal axis  113  (at least embodying herein at least one support-position translator structured and arranged to assist positional translation of such at least one support with respect to the at least one cargo-supporting platform; wherein such at least one support-position translator comprises at least one freedom of movement generally parallel to the at least one cargo-supporting platform). When panel support  130  reaches a selected location along structural support member  105 , by the generally horizontal translational adjustment, both first threaded tensioner  142  and second threaded tensioner  144  may be tightened to firmly clamp panel support  130  in place. The above-described translational adjustment, enabled by the operation of clamping assembly  134 , may comprise a first of the four different positional-adjustment types. 
     Panel support  130  may comprise an additional positional adjuster, identified herein as support rotator  131 , comprising the first of three rotational adjusters integrated within panel support  130 . Support rotator  131  may be structured and arranged to enable the rotation of panel support  130  about a rotational axis  156  oriented approximately perpendicular to planar surface  158  (see  FIG. 9 ) of cargo-supporting floor deck  116  (at least embodying herein at least one first support rotator structured and arranged to assist rotation of such at least one support with respect to such at least one platform attacher; wherein such at least one first support rotator comprises at least one rotational axis perpendicular to the at least one cargo-supporting platform). The ability to rotate panel support  130  about rotational axis  156  facilitates the non-orthogonal positioning of aerodynamic skirt fairing  102 , and may comprise a second of the four different positional-adjustment types. 
     As best illustrated in the illustrations of  FIG. 7  and  FIG. 11 , first threaded tensioner  142  may pass through a set of circular apertures  146  located within first clamping member  137  and one side of clamping plate  140 , as shown. Second threaded tensioner  144  passes through a circular aperture  148  located within second clamping member  138  and an arcuate slot  150  located within an opposing side of clamping plate  140 , as shown. This arrangement places first threaded tensioner  142  in a hinge position  152  with respect to second threaded tensioner  144 , with second threaded tensioner  144  occupying a pivot position  154  with respect to hinge position  152 . 
       FIG. 8  shows a partial bottom view, of left-side components  106  and right-side components  108  of the advanced aerodynamic skirt fairing  102 , mounted to trailer undercarriage  101  at non-parallel angles relative to longitudinal axis  113 , according to an optimized installation of the present technology. The functions provided by support rotator  131  may be enabled by the above-noted arrangements of first threaded tensioner  142 , second threaded tensioner  144 , and clamping plate  140 , which together enable the rotation of the full panel support  130  about rotational axis  156 . The rotational adjustability of panel support  130  about rotational axis  156  permits the non-orthogonal positioning of aerodynamic skirt fairing  102 , at multiple selected angles with respect to the transverse structural support members  105 , without applying undue stress to the connections between upper panels and their respective panel supports  130 . This greatly increases the in-service durability of the system, by eliminating the need for the upper panels to twist or flex at their support mountings. 
       FIG. 9  shows a front view of panel supports  130 , according to the embodiment of  FIG. 1 .  FIG. 10  shows a side view, of subassembly  160  of upper mounting assembly  132 . Each panel support  130  may comprise an additional set of rotational positioners, including support rotator  161  used to assist the upward rotation of articulated support member  103  with respect to upper mounting assembly  132 . More specifically, each articulated support member  103  may be structured and arranged to be rotatable about a generally horizontal rotational axis  162  that is oriented approximately parallel to planar surface  158  of cargo-supporting floor deck  116  (at least embodying herein at least one second support rotator structured and arranged to rotate such at least one support, with respect to such at least one platform attacher; wherein such at least one second support rotator comprises at least one rotational axis parallel to the at least one cargo-supporting platform). The ability to rotate articulated support member  103  about rotational axis  162  permits aerodynamic skirt fairing  102  to temporarily rotate up and away from physical obstructions impacting the panels, and comprises a third of the four different positional-adjustment types. 
     In one embodiment of the system, support rotator  161  comprises a cylindrical bar  164  on which articulated support member  103  (at least embodying herein at least one rigid channel) is pivotally engaged, as shown. Cylindrical bar  164  may be supported within opposing sidewalls  166  of a “U”-shaped frame  168 , which projects downwardly from the lower surface of clamping plate  140 , as shown. Frame  168  may be constructed from heavy-gauge sheet metal, such as, for example sheet steel having a thickness of about seven gauge. Frame  168  also comprises a rear wall  170  that is rigidly fixed to clamping plate  140  along with the opposing sidewalls  166 . The cylindrical bar  164  may be removably retained within the opposing sidewalls  166  by means of a fixed head  172  and removable cotter pin  174 , as shown. 
     Each articulated support member  103  may be “spring loaded” to bias aerodynamic skirt fairing  102  toward the useful aerodynamic rest-position  115  depicted in  FIG. 1 . In one embodiment of the system, each panel support  130  comprises an integral spring biaser  176  comprising a helical torsion-type spring  178  engaged over cylindrical bar  164 , as shown (at least embodying herein at least one spring biaser structured and arranged to spring bias such at least one support to place the at least one air-flow director in the at least one useful aerodynamic rest-position relative to the at least one cargo-supporting platform; wherein at least one pivot bar is fixed to such at least one platform attacher in an orientation coaxial with the rotational axis perpendicular to the at least one cargo-supporting platform; wherein such at least one rigid channel is pivotally engaged on such at least one pivot bar; and wherein such at least one spring biaser comprises at least one helical-type torsion spring structured and arranged to apply at least one spring force concurrently to such at least one platform attacher and such at least one rigid channel to bias such at least one rigid channel toward at least one position orienting the at least one air-flow director in the at least one useful aerodynamic rest-position). 
     Helical torsion-type spring  178  may comprise a double-spring design (two sets of coils wound in opposite directions around the same center axis and joined by a central connecting leg  180 ), as shown. Central connecting leg  180  may be engaged within slot  182  formed within rear wall  170 , as shown. Each end of helical torsion-type spring  178  comprises a projecting leg  184  that engages crossbar  186  of articulated support member  103 , as best shown in  FIG. 12 . 
     The torque force generated by helical torsion-type spring  178  may be applied concurrently to the underside of clamping plate  140  and crossbar  186  of articulated support member  103 , as shown. The lower face of clamping plate  140 , on which central connecting leg  180  is engaged, is located a vertical distance D 1  above the horizontal rotational axis  162  of both cylindrical bar  164  and helical torsion-type spring  178 , as shown. The center of crossbar  186  may be located a vertical distance D 2  below horizontal rotational axis  162  and may be shifted a horizontal distance D 3  forward of the horizontal rotational axis  162 . In one embodiment of the system, D 1  comprises a vertical distance of about one inch, D 2  comprises a vertical distance of about 1.3 inches, and D 3  comprises a horizontal distance of about one inch. 
       FIG. 12  shows a partial side view, diagrammatically illustrating the integration of spring biaser  176  within panel support  130  and the ranges of adjustment provided by the assembly.  FIG. 13  shows a partial side view, diagrammatically illustrating an upward freedom of movement of articulated support members  103 , according to the embodiment of  FIG. 1 . As articulated support member  103  pivots upwardly, the center of crossbar  186  sweeps along an arcuate path having a radius R 1  of about 1⅝ inches. Support rotator  131  may be configured to permit articulated support member  103  to rotate upwardly, from the selected aerodynamic rest-position  115 , with about a 40-degree range of free motion. As best illustrated in  FIG. 13 , opposing sidewalls  166  may be shaped to provide clearance for crossbar  186  during its upward swing. 
     The mechanical performance of helical torsion-type spring  178  may be selected to maintain aerodynamic skirt fairing  102  in the useful aerodynamic rest-position  115  during use, while permitting upward rotation of aerodynamic skirt fairing  102  (comprising the articulated support members  103 ), from the useful aerodynamic rest-position  115 , in response to the application of an impact force above a selected force level. By selecting the appropriate spring force applied by the helical torsion-type springs  178  of support rotator  161 , the level of wind loading (or impact loading) required to rotate aerodynamic skirt fairing  102  away from the useful aerodynamic rest-position  115  may be selected (at least embodying herein wherein said at least one second support rotator is structured and arranged to permit at least one rotation of said at least one support away from the at least one useful aerodynamic rest-position, in response to at least one force above a selected force level applied to the at least one air-flow director). 
     The forward offset distance D 3 , between horizontal rotational axis  162  and crossbar  186 , may provide about 27-degrees of initial angular displacement of the projecting legs  184 , as shown. This serves to pre-load helical torsion-type spring  178  when the fairing is located in generally vertical aerodynamic rest-position  115 , thereby reducing the occurrence of transient vibrations during operation. 
     In one embodiment, a spring providing not more than about 65 inch-pounds of torque resistance, and no less than about 25 inch-pounds of torque resistance may be used for installation. More particularly, a spring providing a torque of about 30 inch-pounds (as a measured average over about a 40-degree range of motion) was found to be optimal for most installations. This selection was based on the measured spring performance within the geometrical configuration of the embodiment of  FIG. 1 . Such geometrical configuration may comprise the use of four helical torsion-type springs  178  may be located within four panel supports  130  and a total fairing weight of not more than about  230  pounds. 
     A double helical spring providing the required spring force may comprise two coiled bodies, each one having at least three active coils, as shown, and a wire diameter of about ¼ inch. It was further determined that selection of a spring having an initial torque rating of about 45 inch-pounds eventually produced the 30 inch-pounds of torque resistance after a short period of dynamic operation. Thus, in practice, springs of the higher initial torque specification may be selected for integration within the various embodiments of the system. Upon reading this specification, those with ordinary skill in the art will now appreciate that, under appropriate circumstances, considering such issues as cost, user preference, etc., other spring arrangements such as, for example, “L”-shaped sections of spring steel structured and arranged to engage the articulated support member and mounting plate, rubber members, flexible bars, compression springs, tension springs, leaf springs, gas springs, etc., may suffice. 
     The fourth of the multiple-adjuster types may comprise a support rotator adjuster  188  configured to assist fine rotational adjustment of articulated support member  103  about horizontal rotational axis  162 . One support rotator adjuster  188  may be integrated within each panel support  130  to allow the vertical orientation of aerodynamic skirt fairing  102  to be adjusted to the most beneficial aerodynamic rest-position  115  (thereby addressing hysteresis variations within the springs as well as irregularities in the trailer structure). 
     Support rotator adjuster  188  may comprise threaded member  192  that is rotatably engaged within threaded socket  194  of channel  141 . Threaded member  192  may comprise a distal end  195  arranged to contact rear wall  170  of subassembly  160  (at least embodying herein at least one platform attacher), and a proximal end  196 , comprising a hexagonal head adapted to receive a wrench or similar tool used to set the depth of thread threaded member  192  within threaded socket  194  by rotational manipulation. A jamb nut  197  maintains the positioning of threaded member  192  within threaded socket  194  once the adjustment is complete. 
     Distal end  195  limits the outward pivotal rotation of support member  103  by contacting rear wall  170 , as shown. Rotation of threaded member  192  produces fine rotational adjustments in support member  103  about horizontal rotational axis  162  (at least embodying herein at least one rotational axis generally parallel to the at least one cargo-supporting platform) by lengthening or shortening the portion of threaded member  192  situate between rear wall  170  and rear wall  198  of channel  141 . This adjustability allows an installer to fine-tune the vertical orientation of the fairing to achieve an optimized aerodynamics, typically by placing the panels in an approximately perpendicular (vertical) position relative to cargo-supporting floor deck  116 . When properly adjusted, support member  103  may be arranged to orient aerodynamic skirt fairing  102  in the useful aerodynamic rest-position  115  (at least embodying herein wherein rotational adjustment of such at least one rigid channel assists in optimizing placement of such at least one air-flow director in the at least one useful aerodynamic rest-position by angular adjustment of such at least one air-flow director relative to the at least one cargo-supporting platform). 
     Thus, as diagrammatically illustrated by the directional arrows of  FIG. 12 , the above-described arrangements of aerodynamic skirt fairing  102  provide four different positional-adjustment types, comprising; the generally horizontal translational adjustment  201  enabled by clamping assembly  134 , a first rotational adjustment  202  enabled by support rotator  131  (providing the axial rotation of articulated support member  103  about the generally vertical rotational axis  156 ), a second rotational adjustment  203  enabled by support rotator  161  (providing the upward pivoting of articulated support member  103  illustrated in  FIG. 13 ), and a third rotational adjustment  204  used to fine-tune the orientation of the fairing by support rotator adjuster  188 . 
       FIG. 14  is a cross-sectional view, through the rigid channel  141  of articulated support member  103 . Channel  141  is configured to appropriately support the weight and dynamic force loads of the wind-deflecting panels of aerodynamic skirt fairing  102  during operation. Each channel  141  may comprise a set of mounting flanges  220  on which the upper panels of aerodynamic skirt fairing  102  are affixed. Channel  141  may be constructed from heavy-gauge sheet metal, such as, for example sheet steel having about a 14-gauge thickness. In one embodiment, the channel  141  comprises a member depth D 4  of about 3½ inches, an overall width W 1  of about 4⅜ inches, and a flange width W 2  of about one inch. 
     The upper panels of aerodynamic skirt fairing  102  are fixed to channel  141  by mechanical fasteners  216 , which are secured through the panels and mounting flanges  220 , as shown. In one embodiment of the system, mechanical fasteners  216  comprise rivets. 
       FIG. 15  is a partial cross-sectional view, through the upper peripheral edge  222  of an upper panel of aerodynamic skirt fairing  102 , according to the embodiment of  FIG. 1 . Upper front panel  118 , upper center panel  120 , and upper rear panel  122  each comprise angle member  224 , as shown. Angle member  224  functions to stiffen the upper panel assembly and further assists in supporting the upper panel from articulated support members  103 . Angle member  224  comprises a metallic angle, such as, for example, a 1 inch by 1 inch by ¼-inch thick aluminum angle, mechanically fastened and riveted to its respective upper panel by a ¼ inch by ¾-inch aluminum rivet. 
     Dynamic forces applied at the lower region of aerodynamic skirt fairing  102  tend to produce the greatest dynamic actions within the assembly. This is due in part to the geometry of the structure, wherein aerodynamic skirt fairing  102  is, from a force-application perspective, a hinged cantilevered support that must resist bending moments and shear forces resulting from lateral wind loading. Any reduction of turbulence-generated force loads at the base of the fairing (that is, the maximum moment-arm length of the cantilevered support) is highly beneficial in that the overall panel system may comprise lighter and more flexible materials, without exhibiting unstable behavior. Applicant was successful in reducing unwanted dynamic actions within the operating assembly, such as fluttering and similar flow-induced vibration arising out of non-laminar fluid-structure interactions, through the use of the lower skirt  126  described herein. 
       FIG. 16  is a cross-sectional view, through the resilient lower skirt  126  of aerodynamic skirt fairing  102 , according to the embodiment of  FIG. 1 . The lower skirt  126  may be configured to extend uninterrupted along the entire length of aerodynamic skirt fairing  102 . The seamless profile of lower skirt  126  was found to assists in reducing air turbulence along the lower region of aerodynamic skirt fairing  102 . The uninterrupted lower skirt  126  functions to tie the entire assembly together, so that fluctuating pressure forces acting against any one panel are distributed across the entire assembly. Furthermore, the resilient composition of lower skirt  126  functions as a vibration damper to attenuate vibrations and similar oscillations occurring within the assembly. This makes aerodynamic skirt fairing  102  more stable and thus, more aerodynamic. 
     A series of semicircular projecting ridges  225  may be formed along the upper outboard side of lower skirt  126 , as shown. More specifically, a set of six semicircular projecting ridges  225 , each having a diameter of about ⅛ inch, are formed within the upper two inches of lower skirt  126 . These projecting ridges  225  are substantially linear in conformation and extend longitudinally along the length of the member. Projecting ridges  225  function to protect lower skirt  126  from side impact and stiffen both the skirt and underlying panel assembly on which it is attached. 
     A series of ball-shaped projections  230  are formed near the base of lower skirt  126 , as shown. These ball-shaped projections  230  are substantially linear in conformation and extend longitudinally along the full length of the member. In one embodiment of the system, the lowest ball projection comprises a diameter of about ⅜ inches. A pair of upper ball projections, vertically spaced approximately ¾ inch apart, each comprising diameters of about 9/32. 
     Ball-shaped projections  230  may function to channel air, making the skirt more stable. More specifically, it is believed that integration of the ball-shaped projections  230  within lower skirt  126  effectively smoothes the flow of air across the lower surfaces of aerodynamic skirt fairing  102 , thereby reducing the tendency of the flow to separate from the surface of the skirt, which would otherwise give rise to vortex turbulence at one or either side of the member. Promoting laminar flow at the aerodynamic surfaces, by limiting the development of such vortex turbulence, reduces the magnitude of fluctuating pressure forces acting on the assembly, thus reducing the tendency of the fairing to exhibit fluttering or other vibrations during operation. In addition, ball-shaped projections  230  offer a further means for protecting the upper panel from impact when lower skirt  126  comes between a foreign object and the upper panels. 
     Lower skirt  126  may comprise an overall height of about 9½ inches and a thickness, excluding the above-noted projections, of about 5/32 inch. Lower skirt  126  may be provided in rolled form and is cut to length during installation. A continuous “cleat”  226  is molded on the rear face of the skirt, approximately 1½ inches below the upper peripheral edge of lower skirt  126 , as shown. Cleat  226  acts as a guide to ensure quick, straight installation of lower skirt  126  to the base of the upper panels. In addition, cleat  226  functions to further protect the upper panels from bottom-up impacts. 
     Lower skirt  126  is may be capable of operating within a broad temperature range, ranging between about −40-degrees Fahrenheit and about 300-degrees Fahrenheit. The resilient lower skirt  126  may be made of a flexible vulcanized plastic, such as a synthetic rubber like SANOPRENE® sold by the U.S.-based Monsanto Company. 
     To reduce NOx, greenhouse gases, and improve fuel efficiency, legacy fleets can be retrofitted with the advanced aerodynamic trailer skirt  102 . Alternately, the skirt assemblies can be provided as new equipment options. 
     Physical Testing 
     Physical testing of aerodynamic skirt fairing  102  demonstrated average fuel savings of greater than about seven percent, when compared to baseline test vehicles operated without aerodynamic skirt fairing  102 . Testing was undertaken by an independent agency in strict conformance with United States Environmental Protection Agency (EPA) testing guidelines. 
     The test utilized two new model-year  2011  Volvo tractors equipped with Cummins engines and Wabash “Duraplate” cargo trailers ( 104 ) having a length of 53 feet. The test provided a comparison between a cargo trailer fitted with aerodynamic skirt fairings  102  and one without. Aerodynamic skirt fairings  102  were located below the sides of the cargo trailer as illustrated in  FIG. 1 . Fuel consumption was measured by weighing an auxiliary fuel tank on each vehicle. 
     The test was run at the General Motors Proving Grounds in Yuma, AZ. The vehicles were driven on the inner lane of the three and one half mile circle track an elevation of about 509 feet above sea level. The inner lane of the track was a paved concrete surface and has comprised a grade change of about 0.78 degrees. Testing began with an hour warm-up at 2:15 AM on the 23rd day of April with all runs being completed the same day. Weather data was recorded on site and comprised a temperature of 53.2 degrees Fahrenheit, humidity of 72 percent, wind speed of about 3 miles per hour and wind gusts of about 4.2 miles per hour. 
     Both the baseline and test portions were carried out according to the Society of Automotive Engineers (SAE) J1321 and the EPA SmartWay modifications. Twelve laps were driven at a speed of 65 MPH for a total of 41.6 miles and a run time of around 39 minutes. Both trucks started and stopped in the same location off the track where the fuel was weighed. The scale was leveled and calibrated with two 50-pound calibrated weights before the fuel was weighed before each run. Run times for each vehicle were measured using approved timers. During each run real-time data for engine speed, vehicle speed, coolant temperature, oil pressure, oil temperature, voltage, outside air pressure, and outside temperature were recorded for each lap. A total of four runs were required for each test to achieve the required data. 
     For the baseline test, the first run, with a ratio of 0.986, was not used. For the test runs the third run, with a ratio of 0.984, was not used. The averages for the baseline runs and test runs were 1.013 and 0.945 respectively. By using the calculations outlined in the SAE J1321 specification, the percentage fuel savings between the two tests were measured at 6.68 percent after aerodynamic skirt fairings  102  were added which equates to a 7.15 percentage improvement in fuel economy. The various embodiments described herein were shown to significantly exceed the minimum requirements for EPA SMARTWAY certification required for a Class-8 sleeper-cab tractor/trailer combination. 
       FIG. 17  shows a front view, in partial cut-away section, of alternate dampener-isolated panel support  302  of the advanced aerodynamic skirt fairing  102 , according to another embodiment of the present system.  FIG. 18  shows a sectional view of the section  18 - 18  of  FIG. 17  showing a sectional side view of the alternate dampener-isolated panel support  302 . Appendix A shows additional supporting information according to the arrangements of the alternate dampener-isolated panel support  302 . 
     Referring to  FIG. 17 ,  FIG. 18 , and the illustrations of Appendix A, dampener-isolated panel support  302  may comprise an alternately-configured articulated support member  103  providing the support and articulation features provided by the prior embodiments in addition to dampening of periodic frequencies within the fairing structure during use. 
     The upper mounting assembly  306  of dampener-isolated panel support  302  may be coupled to the lower panel support member  308  by at least one elastomeric-isolator  304 , as shown (at least embodying herein at least one elastomerically-isolated coupler). The elastomeric-isolator  304  may be configured to dampen and attenuate transient vibrations, dynamic loads, oscillating forces, etc. transmitted between the lower panel support member  308  of aerodynamic skirt fairing  102  (see  FIG. 1 ) and upper mounting assembly  306 . Elastomeric-isolator  304  is configured to comprise rotational axis  310  about which the lower member supporting aerodynamic skirt fairing  102  articulates. The elastomeric-isolator  304  may dissipate energy as aerodynamic skirt fairing  102  articulates about such axis. 
     The upper mounting assembly  306  of dampener-isolated panel support  302  may comprise a downwardly-projecting engagement member  312  rigidly joined to the underside of clamping plate  314 , as shown. Engagement member  312  may comprise a one-inch diameter steel rod having a projecting length of about three inches. Engagement member  312  may be thermally welded to clamping plate  314 , as shown. In one embodiment, there is no steel to steel connection between the upper mounting assembly  306  of dampener-isolated panel support  302  and lower panel support member  308 . 
     The elastomeric-isolator  304  may comprise a rigid peripheral frame  316  having metallic outer walls defining an internal region structured and arranged to receive engagement member  312 , as shown. Peripheral frame  316  may be rigidly mounted to the outside of channel  318  that forms the lower panel support member  308 , as shown. Peripheral frame  316  may be rigidly mounted to the outside of channel  318  by an opposing pair of side gusset plates  317 , as shown, and is located about one and one-half inches below the bottom of clamping plate  314 . 
     Elastomeric-isolator  304  may comprise a pivot point for enabling at least one first freedom of movement about rotational axis  310  (a first pivot axis). Elastomeric-isolator  304  may comprise dampener means  322  for damping the movement of lower panel support member  308  (and the fairing assembly) about rotational axis  310 . Such dampener means  322  may comprise an elastomeric material coupling engagement member  312  and peripheral frame  316 . Elastomeric-isolator  304  further comprises restrainer means  324  for restraining movement of the lower panel support member  308  along a second freedom of movement generally perpendicular to such at least one first freedom of movement. Elastomeric-isolator  304  comprises elastomeric limiters  326  to limit the rotation of the lower panel support member  308  about rotational axis  310 . 
     Engagement member  312  may be engaged within the bore of a metallic sleeve  328  and is removably captured therein by at least one removable retainer  330 . The selected elastomeric material may be molded or otherwise coupled to the outer surfaces of metallic sleeve  328  and inner walls of peripheral frame  316 , as shown. The mechanical properties of the selected elastomeric material may be matched to the performance requirements of the application. The elastomeric material may comprise a synthetic material having a Shore A (Durometer) hardness of between about 50 and about  95 . The selected elastomer may be shaped to provide a controlled rotational axis  310  and means for restraining rotation transversely to rotational axis  310  (identified herein as restrainer means  324 ). More specifically, the selected elastomer is shaped to form a pair of transverse bridge members extending between opposing sides of metallic sleeve  328  and inner walls of peripheral frame  316 , as shown. The bridges are configured to enable dampened resilient movement about rotational axis  310  and relatively restrained movement in the direction transverse to rotational axis  310 . Elastomeric limiters  326  may comprise an opposing set of ramp-shaped elastomeric blocks placed within the peripheral frame  316 , as shown, and function to resiliently limit pivoting of lower panel support member  308  by impingement of the sleeve on the ramp-shaped limiters. 
     Dampener-isolated panel support  302  may function to reduce the capacity of the system to respond to excitations generated by wind loads and other dynamic force loads during use. Dampener-isolated panel support  302  may assist in controlling resonance, which generally arise as frequencies matching the natural frequency of the overall fairing system coincide with external vibration frequencies imposed by the vehicle and surrounding environment. The clamping plate  314  may be further modified to comprise at least one upwardly-projecting restraint wall  332  structured and arranged to restrain rotation of first clamping member  137  about first threaded tensioner  142 . Furthermore, clamping plate  314  is modified to comprise a set of aperture-containing fastener tabs  336  allowing a fastener (a screw or bolt) to pass through fastener tab  336  to further secure clamping plate  314  to the underside flange  136  of structural support member  105 . 
     The present technology has been described with reference to specific exemplary embodiments. Various modifications and changes, however, may be made without departing from the scope of the present technology. The description and figures are to be regarded in an illustrative manner, rather than a restrictive one and all such modifications are intended to be included within the scope of the present technology. Accordingly, the scope of the present technology should be determined by the generic embodiments described and their legal equivalents rather than by merely the specific examples described above. For example, the steps recited in any method or process embodiment may be executed in any order, unless otherwise expressly specified, and are not limited to the explicit order presented in the specific examples. Additionally, the components and/or elements recited in any apparatus embodiment may be assembled or otherwise operationally configured in a variety of permutations to produce substantially the same result as the present technology and are accordingly not limited to the specific configuration recited in the specific examples. 
     Benefits, other advantages and solutions to problems have been described above with regard to particular embodiments; however, any benefit, advantage, solution to problems or any element that may cause any particular benefit, advantage or solution to occur or to become more pronounced are not to be construed as critical, required or essential features or components. 
     As used herein, the terms “comprises”, “comprising”, or any variation thereof, are intended to reference a non-exclusive inclusion, such that a process, method, article, composition or apparatus that comprises a list of elements does not include only those elements recited, but may also include other elements not expressly listed or inherent to such process, method, article, composition or apparatus. Other combinations and/or modifications of the above-described structures, arrangements, applications, proportions, elements, materials or components used in the practice of the present technology, in addition to those not specifically recited, may be varied or otherwise particularly adapted to specific environments, manufacturing specifications, design parameters or other operating requirements without departing from the general principles of the same. 
     The present technology has been described above with reference to a preferred embodiment. However, changes and modifications may be made to the preferred embodiment without departing from the scope of the present invention. These and other changes or modifications are intended to be included within the scope of the present invention, as expressed in the following claims.