Patent Publication Number: US-2017369107-A1

Title: Device for reducing vehicle aerodynamic resistance

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of, and claims the priority of, U.S. patent application Ser. No. 14/448,248, filed Jul. 31, 2014, and entitled “DEVICE FOR REDUCING VEHICLE AERODYNAMIC RESISTANCE.” which claims the benefit of U.S. Provisional Patent application Ser. No. 61/860,692 entitled “DEVICE FOR REDUCING VEHICLE AERODYNAMIC RESISTANCE” filed on Jul. 31, 2013. The entirety of the above-noted applications are incorporated by reference herein. 
    
    
     ORIGIN 
     The innovation disclosed herein relates to a device that reduces the aerodynamic resistance of a moving vehicle and more particularly to a system of foldable (or collapsible) panels (or airfoils) attached to a rear of the vehicle that reduces the aerodynamic resistance acting on the vehicle. 
     BACKGROUND 
     With today&#39;s focus on being “green” and enhancing fuel efficiencies, there has been growing emphasis on increasing vehicle and particular long-haul truck aerodynamics. In accordance therewith, manufacturers and third-parties have designed and developed a wide variety of aerodynamic solutions that reduce wind drag upon tractors and trailers including fairings, skirts, under-body devices and the like. 
     One particular line of products used to address aerodynamics of a long-haul truck is the trailer skirt. A trailer skirt is essentially a downward extension of the trailer sides, particularly between the landing gear and the rear wheels that prevent accumulation of air beneath the trailer. Thus, aerodynamics and fuel efficiency can be enhanced by directing air down the side of the trailer decreasing air drag on the trailer. 
     To enhance effectiveness of trailer skirts, recently, efforts have turned toward development of effective solutions in the field of trailer tails or rear fairings. These devices, mounted upon the rear of a long-haul trailer, can improve management of the air flow thereby enhancing aerodynamics while at the same time reducing wind drag and fuel consumption. Unfortunately, many existing products are heavy, cumbersome to operate, difficult to install and expensive to manufacture, thereby detracting from their viability as an effective and cost efficient mechanism to enhance vehicle aerodynamics. 
     SUMMARY 
     The following presents a simplified summary in order to provide a basic understanding of some aspects of the innovation. This summary is not an extensive overview of the innovation. It is not intended to identify key/critical elements or to delineate the scope of the innovation. Its sole purpose is to present some concepts of the innovation in a simplified form as a prelude to the more detailed description that is presented later. 
     In an aspect of the innovation an aerodynamic resistance reduction system is disclosed that includes a pair of vertical panels pivotally attached to a rear end adjacent to rear vertical edges of a vehicle and a first horizontal panel assembly pivotally attached to a top end to each of the pair of vertical panels and pivotally attached to the rear end adjacent to a top horizontal edge of the vehicle, the first horizontal panel assembly having separate overlapping panels. The first horizontal panel assembly includes a plurality of panels that pivot with respect to each other to facilitate the folding and unfolding of the system. 
     In another aspect of the innovation an aerodynamic resistance reduction system configured to attach to a rear end of a tractor trailer is disclosed that includes a first vertical panel pivotally attached to a first rear swinging door adjacent to one rear vertical corner of the tractor trailer, a second vertical panel pivotally attached to a second rear swinging door adjacent to an opposite rear vertical corner of the tractor trailer, a first horizontal panel assembly pivotally attached to a top end of the first vertical panel and to a top end of the second vertical panel and pivotally attached to the first rear swinging door and the second rear swinging door. The first horizontal panel assembly includes a plurality of panels that pivot with respect to each other to facilitate the folding and unfolding of the system. 
     In still yet another aspect of the innovation, a method reducing aerodynamic resistance on a vehicle is disclosed and includes pivoting a plurality of panels about a plurality of axes including, pivoting a first vertical side panel about an axis such that the first vertical side panel extends vertically outward from a rear end of the vehicle, pivoting a second vertical side panel about an axis such that the second vertical side panel extends vertically outward from a rear end of the vehicle, pivoting a first upper outside horizontal panel about an axis defined between a top end of the first vertical side panel and an outside edge of the first upper outside horizontal panel such that the first upper outside horizontal panel extends horizontally outward from a rear end of the vehicle, pivoting a second upper outside horizontal panel about an axis defined between a top end of the second vertical side panel and an outside edge of the second upper outside horizontal panel such that the second upper outside horizontal panel extends horizontally outward from a rear end of the vehicle, pivoting a first upper center horizontal panel about an axis defined between an angled edge on the first upper outside horizontal panel and an angled edge on the first upper center horizontal panel such that the first upper center horizontal panel extends horizontally outward from a rear end of the vehicle, and pivoting a second upper center horizontal panel about an axis defined between an angled edge on the second upper outside horizontal panel and an angled edge on the second upper center horizontal panel such that the second upper center horizontal panel extends horizontally outward from a rear end of the vehicle. 
     To accomplish the foregoing and related ends, certain illustrative aspects of the innovation are described herein in connection with the following description and the annexed drawings. These aspects are indicative, however, of but a few of the various ways in which the principles of the innovation can be employed and the subject innovation is intended to include all such aspects and their equivalents. Other advantages and novel features of the innovation will become apparent from the following detailed description of the innovation when considered in conjunction with the drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a rear perspective view from a rear of a vehicle incorporating an innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 2  is a rear view from the rear of the vehicle incorporating the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 3  is a side view of the vehicle illustrating an airflow affects to the vehicle without the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 4  is a side view of the vehicle illustrating an airflow affects to the vehicle with the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 5  is a perspective view from a distal side of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 6  is a plan view from a proximal, side of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 7  is a plan view from the distal side of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIGS. 8 and 9  are left and right side views from an inside of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 10  is a top perspective view of the left side panel innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 11  is a side view of an alternative embodiment of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 12  is a perspective view from a top distal side of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 12A  is a perspective view from a top distal side of an alternate example embodiment of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 13  is a top view of a horizontal panel assembly in accordance with the innovation. 
         FIG. 14  is a bottom view of a horizontal panel assembly in accordance with the innovation. 
         FIG. 15  is a perspective view of an attachment hinge in accordance with the innovation. 
         FIGS. 16 and 17  are opposite side perspective views of mounting binges in accordance with the innovation. 
         FIG. 18  is a perspective view from the proximal side of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 19  is a perspective view of a center panel including a compressible actuator in accordance with the innovation. 
         FIG. 20  is a block diagram illustrating a method of collapsing the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 21  is a perspective view from a top proximal side of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIGS. 22 through 25  illustrate a sequence of opening a door on the vehicle and the collapsing of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 26  is a block diagram illustrating a method of reducing aerodynamic resistance on a vehicle using the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 27  is block diagram illustrating a method of forming an integrated hinge of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
         FIG. 28  is block diagram illustrating a method using an installation template to prepare the vehicle for installation of the innovative aerodynamic resistance reduction device in accordance with the innovation. 
     
    
    
     DETAILED DESCRIPTION 
     The innovation is now described with reference to the drawings, wherein like reference numerals are used to refer to like elements throughout. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the subject innovation. It may be evident, however, that the innovation can be practiced without these specific details. In other instances, well-known structures and devices are shown in block diagram form in order to facilitate describing the innovation. 
     While specific characteristics are described herein (e.g., thickness), it is to be understood that the features, functions and benefits of the innovation can employ characteristics that vary from those described herein. These alternatives are to be included within the scope of the innovation and claims appended hereto. 
     While, for purposes of simplicity of explanation, the one or more methodologies shown herein, e.g., in the form of a flow chart, are shown and described as a series of acts, it is to be understood and appreciated that the subject innovation is not limited by the order of acts, as some acts may, in accordance with the innovation, occur in a different order and/or concurrently with other acts from that shown and described herein. For example, those skilled in the art will understand and appreciate that a methodology could alternatively be represented as a series of interrelated states or events, such as in a state diagram. Moreover, not all illustrated acts may be required to implement a methodology in accordance with the innovation. 
     With reference now to the figures,  FIGS. 1 and 2  are perspective and plan views of an example embodiment of an aerodynamic resistance reduction system  100  attached to a movable vehicle  102  in accordance with an aspect of the innovation. Specifically, the system  100  is configured to attach to a rear end  104  of the movable vehicle  102  that has a generally rectangular-flat rear end with a pair of swinging doors  106 ,  108 , such as but not limited to a tractor trailer, to reduce aerodynamic drag. For purposes of illustration, any reference to “curb side” indicates the side of the vehicle closet to the curb and any reference to “road side” indicates the side of the vehicle furthest from the curb. Thus, the pair of swinging doors  106 ,  108  will be designated as a first (roadside) door  106  and a second (curbside) door  108 . In addition, for purposes of illustration only, the roadside door  106  will be designated as the door that closes first. Thus, the example embodiment described herein is for illustrative purposes only and is not intended to limit the scope of the innovation. 
     As will be described below, the system  100  includes multiple interconnected panels (or airfoils) that pivot about an axis on the rear of the vehicle from a collapsed position to an extended position and vice versa to thereby redirect the wake airflow at the rear end of the vehicle to reduce aerodynamic drag. The panels may be made of flat sheets of pliable and resilient material capable of bending and automatically returning to an original shape. The panels are configured such that when the rear doors  106 ,  108  are opened the panels pivot into a collapsed state between the sides of the vehicle  102  and the doors  106 ,  108  allowing the doors  106 ,  108  to swing into an open position. 
     In addition, while aspects described herein describe the system as being mounted or disposed at or near the rear end of the vehicle such that the system does not extend beyond the sides or top of the vehicle, it is to be understood that the system may be offset so as to extend beyond the sides and top of the vehicle to enable air flow to be directed into the system and around the rear end. In operation, this air flow can be used to manage drag effect (e.g., control vortices), automatically deploy a tail device at speed through aerodynamic forces, enhance effect on drag, or the like. 
       FIG. 3  is an illustration of a vehicle  102  illustrating the airflow and vortex  110  created without implementation of the innovative system  100 . The vortex creates a drag on the vehicle thereby increasing resistance and decreasing fuel efficiency. The implementation of the system  100  having multiple panels, redirects the airflow to reduce the drag on the vehicle. For example,  FIG. 4  represents redirected airflow using a three panel assembly system. As illustrated, the vortex  110  is divided in two halves, which reduces drag. The innovation disclosed herein, however, includes a four panel assembly system that achieves similar if not better results. 
     Referring now to  FIGS. 5-7 , the system  100  includes a first side  112 , which will be designated as the side of the system  100  that attaches to (or is proximate to) the rear end  104  (more specifically, to the first and second doors  106 ,  108 ) of the vehicle  102 , and a second side  114  of the system  100 , which will be designated as the side away (distal side) from the rear end  104  of the vehicle  102 . As mentioned above, the system  100  includes multiple interconnecting-pivoting panels including a vertically disposed first (road) side panel  200 , a vertically disposed second (curb) side panel  300 , a first (upper) horizontal panel assembly  400 , a second (lower) horizontal panel assembly  500 , multiple mounting hinges  600  that attach the system  100  to the rear end of the trailer and multiple compressible actuators  700 . 
     Referring also to  FIGS. 8-10 , the side panels  200 ,  300  are mirror images of each other and, thus, will be described simultaneously. The side panels  200 ,  300  are disposed on opposite ends of the system  100  and pivotally attach to the rear end  104  of the vehicle  102  adjacent to rear vehicle vertical edges  116 . The side panels  200 ,  300  include a first (top) end  202 ,  302 , a second (bottom) end  204 ,  304 , a first side (edge)  206 ,  306  proximate to the rear end  104  of the vehicle  102 , and a second side (edge)  208 ,  308  distal from the rear end  104  of the vehicle  102 . The side panels  200 ,  300  may be flat, contoured, curved, etc. When the vehicle is in motion and the system  100  is installed and deployed, the side panels  200 ,  300  are arranged such that an angle between an inside surface of each side panel  200 ,  300  and the rear doors is less than 90 degrees. 
     The first end  202 ,  302  of each side panel  200 ,  300  includes an integrated hinge  210 ,  310  having multiple knuckles  211 ,  311  that interacts with the first horizontal panel assembly  400 , as will be described further below. The second end  204 ,  304  may be angled in such a way that the first side  206 ,  306  is longer than the second end  208 ,  308 . The angled end enables the side panels  200 ,  300  to fold or pivot toward the rear end  104  of the vehicle  102  without interfering with bundles, locks, etc. on the rear end  104  of the vehicle  102 . 
     In alternate embodiments, the second end  204 ,  304  may have a different angle, may have a straight portion and an angled portion, may be curved, etc. For example,  FIG. 11  illustrates as alternate example embodiment of the angled second end  204 A. In addition,  FIG. 1  illustrates side panels  200 ,  300  having a curved second end  204 ,  304 . 
     The first side  206 ,  306  also includes an integrated hinge  212 ,  312  that facilitates the attachment of the side panel  200 ,  300  to the rear end  104  of the vehicle  102 , as will be described further below. The integrated hinge  212 ,  31 . 2  includes multiple knuckles  214 ,  314  and may be continuous and extend an entire length (or a portion thereof) of the first side  206 ,  306  or may be non-continuous and extend along multiple portions of the first side  206 ,  306 . The method of forming the integrated hinge for all the panels will be described further below. It is to be understood, that the integrated hinges described herein for various panels have similar features and functions and, thus, similar features and functions will not be repeated throughout. 
     Both side panels  200 ,  300  may include cutouts  219 ,  319  at various points along the first side  306  to account for objects (e.g., locks, handles, trailer hinges, etc.) on the vehicle. 
     The second side  208 ,  308  may include an integrated stiffening device  216 ,  316  that serves multiple functions. First the stiffening device  216 ,  316  provides rigidity for the side panels  200 ,  300  so they do not bow due to aero lift force. Second, the stiffening device  216 ,  316  provides durability and a rigid structure to facilitate manual opening and closing of the side panels  200 ,  300 . The stiffening device  216 ,  316  runs along all or a part of the second edge  208 ,  308  of each side panel  200 ,  300  and may have any shaped cross section to facilitate rigidness. For example, the cross section may be circular, triangular, L-shaped, V-shaped, etc. 
     In the embodiment illustrated in the figures and as best shown in  FIG. 10  (first side panel only for illustrative purposes), the cross section has a semi-circular shaped portion  217  with a lip portion  218  that is substantially parallel with the side panel  200 . In example embodiments, the lip portion  218  may or may not contact the side panel  200 . Thus, a gap may or may not exist between the lip portion  218  and the side panel  200 . The stiffening device is simply formed by heating the second edge  208  of the side panel  200  and forming the edge around a rod or other elongated shape. Once the side panel  200  is cooled the rod is removed from the side panel  200 . 
     Multiple attachment holes  220 ,  320  are defined in each side panel  200 ,  300  to facilitate the attachment of an attachment hinge. The attachment hinge is used to pivotally attach each side of the second horizontal panel assembly  500  to each side panel  200 ,  300 , as will be described further below. 
     Referring now to  FIGS. 12 and 13 , the first horizontal panel assembly  400  is located near a top horizontal edge  118  of the rear end  104  of the vehicle  102  and includes a first outside (road side) panel  410 , a second outside (curb side) panel  430 , a first center (road side) panel  450 , and a second center (curb side) panel  470 . The first horizontal panel assembly  400  can be adjusted (e.g., yaw, angle, placement, etc.) as appropriate to maximize or attain a desired effect or performance. In one example, the horizontal panel can be adjusted based upon speed, weather, air density or the like. 
     The outside panels  410 ,  430  are triangular in shape and include a first edge  412 ,  432  having an integrated hinge  414 ,  434  with multiple knuckles  416 ,  436 , an angled second edge  418 ,  438  having an integrated hinge  420 ,  440  with multiple knuckles  422 ,  442 , and a third edge  424 ,  444  having a stiffener  426 ,  446 . The stiffener  426 ,  446  may have an L-shape and tapers as the stiffener  426 ,  446  extends from the second edge  418 ,  438  toward the first edge  412 ,  432 . 
     The integrated hinges  414 ,  434 ,  420 ,  440  may be continuous and extend an entire length (or a portion thereof) of the first edge  412 ,  432  and/or second edge  418 ,  438  respectively or may be non-continuous and extend along multiple portions of the first edge  412 ,  432  and/or second edge  418 ,  438  respectively. 
     The center panels  450 ,  470  are generally triangular in shape and include a first edge  452 ,  472 , an angled second edge  454 ,  474  having an integrated hinge  456 ,  476  with knuckles  458 ,  478 , a third edge  460 ,  480  having an integrated hinge  462 ,  482  with knuckles  464 ,  484 , and a fourth edge  466 ,  486 . Me integrated hinges  456 ,  476 ,  462 ,  482  may be continuous and extend an entire length (or a portion thereof) of the first edge  452 ,  472  and/or second edge  454 ,  474  respectively or may be non-continuous and extend along multiple portions of the first edge  452 ,  472  and/or second edge  454 ,  474  respectively. The third edge  460 ,  480  may include cutouts  468 ,  488  to account for handles, lock rods, hinges, etc. 
     It is to be understood that the innovation is not dependent on the shape of the outside panels  410 ,  430  or the center panels  450 ,  470 . For example,  FIG. 12A  illustrates an alternative embodiment of the system  100 A where the first horizontal panel assembly  400 A has center panels  450 A,  470 A that include a first edge  452 A,  472 A that extends past a first edge  424 A,  444 A of the outside panels  410 ,  430 . Thus, it is to be understood that the shape of all the panels disclosed herein and illustrated in the figures is for illustrative purposes only and is not intended to limit the scope of the innovation. 
     A width of one of the center panels located on the door that closes first is shorter than a width of the other center panel located on the door that closes second. This is to accommodate the closing of the vehicle doors without having any interference from either center panel. For example, assuming that the road side door closes first, a width (the distance from the second edge  454 ,  474  to the fourth edge  466 ,  486 ) of the first center panel  450  is less than a width of the second center panel  470 . As such, the first center panel  450  does not extend past an edge of the roadside vehicle door. On the other hand, the second center panel  470  does extend past an edge of the curb side vehicle door and overlaps the first center panel  450 . In this example, the road side vehicle door closes first and then the curb side vehicle door closes second. Thus, the curb side vehicle door is able to close without interference from the first center panel  450 . 
     The second center panel  470  includes a catch mechanism  489  disposed on the first edge  472 , best shown in  FIG. 19 . The catch mechanism may have any shape such as, but not limited to, a V-shape. The catch mechanism  489  receives the first edge  452  of the first center panel  450  to lock the two center panels  450 ,  470  together while in operation. This prevents the center panels  450 ,  470  from separating while in operation, which would reduce performance. 
     In an assembled state the integrated hinge  414 ,  434  of the first edge  412 ,  432  of the outside panels pivotally mate with the integrated hinge  210 ,  310  of the top end  202 ,  302  of each side panel  200 ,  300 . In addition, the integrated hinge  420 ,  440  of the angled second edge  418 ,  438  of the outside panels  450 ,  470  pivotally mate with the integrated hinge  456 ,  476  of the angled second edge  454 ,  474  of the center panels  450 ,  470 . Thus, while in operation and as previously mentioned, the center panels  450 ,  470  overlap and, thus, this arrangement forms the first horizontal panel assembly  400 . In addition, the integrated hinges  418 ,  438  of the angled second edge  416 ,  436  of the outside panels  450 ,  470  are offset from the integrated hinges  456 ,  476  of the angled second edge  454 ,  474  of the center panels  450 ,  470 . This arrangement facilitates the collapse or folding of the second horizontal panel assembly  400  when the vehicle is not in motion. 
     In a collapsed or folded position, the first horizontal panel assembly  400  folds such that the two center panels  450 ,  470  separate and fold, as will be described further below. 
     Referring now to  FIGS. 12 and 14 , the second horizontal panel assembly  500  is located between the first horizontal panel assembly  400  and a lower edge  120  of the rear end  104  of the vehicle  102 . In one example embodiment, the second horizontal panel assembly  500  is located near a midpoint of the rear end  104  of the vehicle  102 . In other example embodiments, the second horizontal panel assembly  500  may be located above, at, or below the midpoint of the rear end  104  of the vehicle  102 . In another embodiment, the second horizontal panel assembly  500  may extend out away from the rear end  104  of the vehicle.  102  a distance less than the first horizontal panel assembly  400 . This is to allow the second horizontal panel assembly  500  to hang down when collapsed without interfering with the vehicle handles, locks, etc. 
     In addition, the second horizontal panel assembly  500  can be adjusted (e.g., yaw, angle, placement, etc.) as appropriate to maximize or attain a desired effect or performance. In one example, the horizontal panel can be adjusted based upon speed, weather, air density or the like. 
     The second horizontal panel assembly  500  not only functions to reduce aerodynamic resistance, but also serves to provide support to each of the side panels  200 ,  300  near a central location of the side panels  200 ,  300 . Thus, in embodiments, the presence of the second horizontal panel assembly  500  reduces and may eliminate the need for additional support hardware to provide support and stability to the side panels  200 ,  300 , thereby increasing manufacturing and installation efficiency, which in turn reduces manufacturing and production costs. 
     The second horizontal panel assembly  500  includes a first outside (road side) panel  510 , a second outside (curb side) panel  530 , a first center (road side) panel  550 , a second center (curb side) panel  570 , and a pair (first and second) of attachment hinges  590 ,  592 . The outside panels  510 ,  530  are triangular in shape and include a first edge  512 ,  532  having an integrated hinge  514 ,  534  with knuckles  516 ,  536 , an angled second edge  518 ,  538  having an integrated hinge  520 ,  540  with multiple knuckles  522 ,  542 , and a third edge  524 ,  544  having a stiffener  526 ,  546 . The stiffener  526 ,  546  may have an shape and tapers as the stiffener  526 ,  546  extends from the angled second edge  518 ,  538  toward the first edge  512 ,  532 . 
     The center panels  550 ,  570  are generally triangular in shape and include a first edge  552 ,  572 , an angled second edge  554 ,  574  having an integrated hinge  556 ,  576  with knuckles  558 ,  578 , a third edge  560 ,  580  having an integrated hinge  562 ,  582  with knuckles  564 ,  584 , and a fourth edge  566 ,  586 . The integrated hinges  556 ,  576 ,  562 ,  582  may be continuous and extend an entire length (or a portion thereof) of the first edge  552 ,  572  and/or second edge  554 ,  574  respectively or may be non-continuous and extend along multiple portions of the first edge  552 ,  572  and/or second edge  554 ,  574  respectively. The third edge  560 ,  580  may include cutouts  588  to account for handles, lock rods, hinges, etc. 
     A width of one of the center panels located on the door that closes first is shorter than a width of the other center panel located on the door that closes second. This is to accommodate the closing of the vehicle doors without having any interference from either center panel. For example, assuming that the road side door closes first, a width (the distance from the second edge  554 ,  574  to the fourth edge  566 ,  586 ) of the first center panel  550  is shorter that a width of the second center panel  570 . As such, the first center panel  550  does not extend past an edge of the roadside vehicle door. On the other hand, the second center panel  570  does extend past an edge of the curb side vehicle door and overlaps the first center panel  550 . In this example, the road side vehicle door closes first and then the curb side vehicle door closes second. Thus, the curb side vehicle door is able to close without interference from the first center panel  550 . 
     The second center panel  570  includes a catch mechanism  589  disposed on the first edge  572 , best shown in  FIG. 19 . The catch mechanism may have any shape such as, but not limited to, a V-shape. The catch mechanism  589  receives the first edge  552  of the first center panel  550  to lock the two center panels  550 ,  570  together while in operation. This prevents the center panels  550 ,  570  from separating while in operation, which would reduce performance. 
     Referring to  FIG. 15 , the attachment hinges  590 ,  592  include multiple knuckles  594  and mounting holes  596  defined in a mounting portion  598 . The attachment hinges  590 ,  592  attach to an inside surface of each side panel such that the mounting holes  596  align with the attachment holes  220 ,  320  defined in each side panel  200 ,  300 . It is to be appreciated that the attachment hinges can be an integrated portion of each side panel  200 ,  300 . Thus, the second horizontal panel assembly  500  can attach to each side panel  200 ,  300  without the need for an additional hinge. 
     In an assembled state the integrated hinge  514 ,  534  of the first edge  512 ,  532  of the outside panels  550 ,  570  pivotally mate with the attachment hinges  590 ,  592 . In addition, the integrated hinge  518 ,  538  of the angled second edge  516 ,  536  of the outside panels  550 ,  570  pivotally mate with the integrated hinge  556 ,  576  of the angled second edge  554 ,  574  of the center panels  550 ,  570 . Thus, while in operation and as previously mentioned, the center panels  550 ,  570  overlap and, thus, this arrangement forms the second horizontal panel assembly  500 . In addition, the integrated hinges  518 ,  538  of the angled second edge  516 ,  536  of the outside panels  550 ,  570  are offset from the integrated hinges  556 ,  576  of the angled second edge  554 ,  574  of the center panels  550 ,  570 . This arrangement facilitates the collapse or folding of the second horizontal panel assembly  500  when the vehicle  102  is not in motion. 
     As mentioned above, it is to be understood that the innovation is not, dependent on the shape of the outside panels  510 ,  530  or the center panels  550 ,  570 . For example, referring back to the alternative embodiment of the system  100 A in  FIG. 12A , the second horizontal panel assembly  500 A that has outside panels  510 A,  530 A that includes an angled third edge  524 A,  544 A with respect to the first edge  552 A,  572 A of the center panels  550 A,  570 A. The third edge  524 A,  544 A extends from the first edge  552 A,  572 A of the center panels  550 A,  570 A to the second (distal) edge  208 A,  308 A of each side panel  200 ,  300 . This arrangement increases the stability and performance of the system  100 . In addition, the shorter distance of the first and second center panels  550 A,  570 A allow for clearance from objects on the rear end  104  of the vehicle  102  when the system  100  is in a collapsed position. Thus, it is to be understood that the shape of all the panels disclosed herein and illustrated in the figures is for illustrative purposes only and is not intended to limit the scope of the innovation. 
     In one example embodiment, a distal end of each side panel  200 ,  300  extends away from the rear end  104  of the vehicle  102  further than a distal end of the panels in both the first and second horizontal panel assemblies  400 ,  500 . This arrangement protects the system  100  in the event that the vehicle backs into an object or structure (e.g., a building, pole, etc.). In other words, if the vehicle  102  backs into an object, the distal side  208 ,  308  of each side panel  200 ,  300  will contact the object first. As mentioned above, since the angle between an inside surface of each side panel  200 ,  300  and the rear end  104  of the vehicle  102  is less than 90 degrees, as the distal side  208 ,  308  contacts the Object, the side panels  200 ,  300  will begin to fold inward toward the rear end  104  of the vehicle  102 . As such, both the first and second horizontal panel assemblies  400 ,  500  collapse, as described further below. As a result, the entire system  100  collapses or folds without damage to the panels. 
     In a collapsed or folded position, the second horizontal panel assembly  500  folds such that the two center panels  550 ,  570  separate and fold, as will be described further below. 
     Referring back to  FIG. 12 , both the first and second horizontal panel assemblies  400 ,  500  sag near a midpoint  499 ,  599  of each panel assembly  400 ,  500  that facilitates the collapse or folding of the first and second horizontal panel assemblies  400 ,  500  when the vehicle is not in motion. In other words, the first and second horizontal panel assemblies  400 ,  500  are angled in a downward direction as the panel assemblies  400 ,  500  extend from each side panel  200 ,  300  toward the midpoint  499 ,  599  such that an angle between the rear doors and a bottom surface of the first and second horizontal panel assemblies  400 ,  500  is less than 90 degrees. 
     Referring to  FIGS. 16 and 17 , the mounting hinges  600  are configured to attach corresponding panels and, hence, the system  100  to the rear end  104  of the vehicle  100 . In other example embodiments, the system  100  can be mounted to the vehicle using any type of fastening mechanism, such as but not limited to, an adhesive, double sided tape, etc. Still in other embodiments, mounting hinges may be integrated or incorporated into the swinging doors  106 ,  108 . For example, the door panels for the doors can be made of a thicker material that have the mounting hinges formed therein. 
     The mounting hinges  600  are an integrated unit that includes a first plate  602 , a second plate  604 , and an offset (or jog)  606  that facilitates the mounting of the system  100  to the vehicle  102 . Multiple knuckles  608  are cut into the first plate  602  and are configured to align adjacently with the knuckles on the integrated hinges on each corresponding panel to thereby create a pivot axis described in more detail further below. 
     A hinge pin (or rod) is inserted through the knuckles  608  on the mounting hinge  600  (and also on the attachment hinges  590 ,  592  described above) and through the knuckles on the corresponding panels to secure each mounting hinge  600  to the panel. The pin may be a glazed composite rod that includes a stop at one end and a removable fastener (e.g., cotter pin) at the opposite end to secure the pin in place. The stop may include a cap that can be threaded, glued, etc. on to the pin, an integrated expanded portion (e.g., ball, disk, etc.). It is to be understood that the pin can be used to pivotally lock adjoining panels together. Multiple mounting holes  612  are defined in the second plate that align with mounting holes on the rear end  104  of the vehicle  102  to thereby attach the system  100  to the vehicle  102 . 
     In other embodiments, the hinge pin may be made from other materials, such as hut not limited to, fiberglass (continuous fiber or chopped fiber), metal, plastic, polymers, etc. The hinge pin may include a sleeve made from a material, such as but not limited to, aluminum. 
     As mentioned above, the offset  606  facilitates mounting the system  100  to the vehicle  102 . The offset  606  offsets the first plate  602  from the second plate  604  such that the first plate  602  and second plate  604  are is different planes. In addition, the mounting hinge  600  is arranged and mounted on the rear end  104  of the vehicle  102  such that a mounting surface  614  is in contact with the rear end  104  of the vehicle  102 . Thus, when mounted, the first plate  602  and, hence, the knuckles  608  are offset from a rear surface of the vehicle  102 . This offset allows the panels to pivot or rotate about the pivot axis (described below) without interference from the rear surface of the vehicle or any other device (e.g., handles, locks, etc.) located on the rear surface of the vehicle. 
     Referring to  FIG. 18 , the mounting hinges  600  include at least two side panel mounting hinges  616  and multiple horizontal panel assembly mounting hinges  618 . The side panel mounting hinges  616  mate with the integrated hinge  212 ,  312  on the first side  206 ,  306  of each side panel  200 ,  300 . In one embodiment, the side panel mounting hinges  616  may be continuous and extend an entire length (or a portion thereof) of the first side  206 ,  306  of each side panel  200 ,  300 . In another embodiment, there may be multiple side panel mounting hinges  616  aligned with the non-continuous integrated hinge  212 ,  312  along multiple portions of the first side  206 ,  306  of each side panel  200 ,  300  mentioned above and as shown in  FIG. 2 . 
     The multiple horizontal panel assembly mounting hinges  618  attach to the first and second horizontal panel assemblies  400 ,  500 . Specifically, at least one horizontal panel assembly mounting hinge  618  pivotally mates with each integrated hinge  462 ,  482  on the third edge  460 ,  480  of the first horizontal panel assembly  400  center panels  450 ,  470 . In addition, at least one horizontal panel assembly mounting hinge  618  pivotally mates with each integrated hinge  562 ,  582  on the third edge  560 ,  580  of the second horizontal panel assembly  500  center panels  550 ,  570 . 
     In one embodiment, the horizontal panel assembly mounting hinges  618  may be continuous and extend an entire length (or a portion thereof) of each integrated hinge  462 ,  482 ,  562 ,  582  of both the first and second horizontal panel assembly  400 ,  500  respectively. In another embodiment, there may be multiple horizontal panel assembly mounting hinges  618  aligned with the non-continuous integrated hinge  462 ,  482 ,  562 ,  582  along multiple portions of the third edge  460 ,  480 ,  560 ,  580  of both the first and second horizontal panel assemblies  400 ,  500  center panels  450 ,  470 ,  550 ,  570  respectively. 
     Referring to  FIG. 19 , the compressible actuator assemblies  700  disposed beneath both the first and second horizontal panel assemblies  400 ,  500  to deploy the system  100  and provide support to the first and second horizontal panel assemblies  400 ,  500  during operation. It is to be understood, that due to the actuator assemblies  700 , the system  100  is in a deployed (un-collapsed) state, unless the doors  106 ,  108  are in an open position, as is described below, or unless the operator intentionally folds and latches the system  100 . In other words, the actuator assemblies  700  bias the first and second horizontal panel assemblies  400 ,  500  to the unfolded position, which in turn pivots the side panels  200 ,  300  to the deployed position. The actuator assemblies  700  include a first L-shaped bracket  702 , a second L-shaped bracket  704 , and a compressible actuator (e.g., piston, gas spring, etc.)  706 . 
     The first L-shaped bracket  702  includes a mounting plate  708  having multiple mounting holes defined therein and an attachment plate  710  having multiple attachment holes defined therein. The mounting plate  708  mounts to an underside surface of the center panels  450 ,  470 ,  550 ,  570  (only the center panels  470 ,  570  are illustrated in  FIG. 19 ) via fasteners, such as but not limited to, nuts and bolts, rivets, etc., where the fasteners are inserted through the multiple attachment holes defined in the mounting plate  708  and mounting holes defined in the center panels  450 ,  470 ,  550 ,  570 . The first L-shaped brackets  702  transfer force to the compressible actuators  706  when folding to minimize the risk of bending and/or breaking the center panels  450 ,  470 ,  550 ,  570 . In addition, the first L-shaped bracket  702  functions as a stiffener to provide additional support to the center panels  450 ,  470 ,  550 ,  570 . 
     The second L-shaped bracket  704  includes a mounting plate  712  having multiple mounting holes defined therein and an attachment plate  714  having multiple attachment holes defined therein. The mounting plate  712  mounts to a surface of the vehicle doors via fasteners, such as but not limited to, nuts and bolts, rivets, etc., where the fasteners are inserted through the multiple attachment holes defined in the mounting plate  712  and mounting holes defined in the vehicle doors. 
     A first end  716  of the compressible actuator  706  rotatably attaches to one of the multiple attachment holes defined in the attachment plate  710  of the first L-shaped bracket  702 . A second end  718  of the compressible actuator  706  rotatably attaches to one of the multiple attachment holes defined in the attachment plate  714  of the second L-shaped bracket. It is to be understood that the compressible actuator  706  can be mounted with the first end  716  attached to second L-shaped bracket  704  and the second end  718  attached to the first L-shaped bracket  702 . 
     Upon operation, the compressible actuators  706  will expand and contract to facilitate the pivoting motion of the first and second horizontal panel assemblies  400 ,  500  and, hence, the system  100 . The first and second end  716 ,  718  can be mounted in any one of the attachment holes defined in the attachment plates  710 ,  714  to accommodate different supports  706  having different lengths and/or to adjust the angle of the first and second horizontal panel assemblies  400 ,  500 . 
     Referring to back to  FIG. 2 , the system  100  may further include release cords  802  that facilitate the collapsing or folding of the system  100  when the vehicle is not in motion. The release cords  802  have a first end  804  that attaches to one of the holes in the attachment plate  710  in the first L-shaped bracket  702  attached to the underside of the first and second center panels  450 ,  470  of the first horizontal panel assembly  400 . A second end  806  of each release cord  802  attaches to a fastener (e.g., I-bolt)  808  that fastens to the mounting plate  708  of the first L-shaped bracket  702  attached to the underside of the center panels  550 ,  570  of the second horizontal panel assembly  500 . The fastener  808  extends through the center panels  550 ,  570  such that the second end  806  of the release cord  802  is attached on a top side of the center panels  550 ,  570 . 
     In embodiments, the release cords can be employed as illustrated in expired U.S. Pat. No. 5,498,059 issued to Switlick on Mar. 12, 1996. Additionally, it is to be understood and appreciated that alternative and improved designs of release cords are to be included within the scope of this specification. By way of example and not limitation, pulleys, hardware, or the like that route the release cord(s) to a side panels) can be employed in alternative aspects. In other words, it is contemplated that aspects need not attach the top horizontal panel to the lower horizontal panel to assist in collapsing the system. 
     In other example embodiments, a handle or handles may be disposed on the second horizontal panel assembly  500  to facilitate the collapsing of the system. Thus, the release cords  802  may extend through the second horizontal panel assembly  500  and attach to a grommet and/or handle below the second horizontal panel assembly  500 . Thus, the operator simply pulls on the handle while simultaneously pushing down on the second horizontal panel assembly  500  to collapse the system  100 . 
     Referring back to  FIG. 12 , a latching device  850  (e.g., a D-ring, hook, snap, etc.) may be provided on each side panel  200 ,  300  and the vehicle to latch the system  100  in a collapsed or folded position. This may be useful if the operator chooses to have the system  100  in a collapsed or folded position while driving the vehicle. In addition, the latching device  850  secures the system  100  in a collapsed position to thereby permit the opening of the doors. 
     Referring to  FIGS. 20 and 21  and the sequence illustrated in  FIGS. 22-25 , collapsing or folding the system  100  when the vehicle is not in motion will now be described. The collapsing of the system  100  will be described with reference to the panels on the curbside portion of the system  100 . Collapsing of the panels on the roadside portion is the same as the curbside portion and, thus, will not be repeated. At  902 , the operator moves the first (curbside) center panel  570  of the second horizontal panel assembly  500  in a downward direction. Thus, the center panel begins to pivot about a first pivot axis PA 1  toward the first door  108 . This in turn moves the first (curbside) center panel  470  in a downward direction, which begins to pivot about a second pivot axis PA 2 , toward the first door  108 . Simultaneously, at  904 , a third and fourth pivot axis PA 3 , PA 4  defined between the first outside panels  430 ,  530  and the first center panels  470 ,  570  respectively, move in a downward direction. Simultaneously, at  906 , the first outside panel  430  pivots about a fifth pivot axis PA 5  defined between the first end  202  of the first side panel  200  and the first outside panel  430  of the first horizontal panel assembly  400 , and the first outside panel  530  pivots about a sixth pivot axis PA 6  between the first attachment hinge  590  and the first outside panel  530  of the second horizontal panel assembly  500 . Simultaneously, at  908 , the second side panel  300  pivotally moves toward the second door  108  about a seventh pivot axis PA 7  defined between the second side  306  of the second side panel  300  and the side panel mounting hinge  616 . At  910 , once the system  100  is in a collapsed or folded position against the doors  106 ,  108 , the operator can use the latching device  850  to latch each side (roadside and curbside) of the doors  106 ,  108  to the vehicle. Once attached, the operator can easily open the doors  106 ,  108  without interference from the system  100 . 
     As the operator begins to swing one of the doors  106 ,  108  to its closed position, the compressible actuators  700  extend and the panels begin to pivot about the pivot axis described above reverse of the above description and return to their deployed aerodynamics mode. 
     In an example embodiment, the compressible actuator  706  may be automated to perform the folding and unfolding of the system  100 . In another embodiment, a sensor or sensors may be used to unfold the system  100  when the vehicle reaches a predetermined speed and fold the system  100  when the vehicle either stops or is traveling less than the predetermined speed. 
     Referring to  FIG. 26 , a method of reducing aerodynamic resistance on a vehicle, which includes pivoting the multiple panels described herein, will now be described. At  1002 , pivoting the first vertical side panel  200  about an axis such that the first vertical side panel  200  extends vertically outward from the rear end  104  of the vehicle  102 . At  1004 , pivoting the second vertical side panel  300  about an axis such that the second vertical side panel  300  extends vertically outward from the rear end  104  of the vehicle  102 . At  1006 , pivoting the first upper outside horizontal panel  410  about an axis defined between the top end  210  of the first vertical side panel  200  and the outside edge  412  of the first upper outside horizontal panel  410  such that the first upper outside horizontal panel  410  extends horizontally outward from the rear end  104  of the vehicle  102 . At  1008 , pivoting the second upper outside horizontal panel  430  about an axis defined between the top end  310  of the second vertical side panel  300  and the outside edge  432  of the second upper outside horizontal panel  430  such that the second upper outside horizontal panel  430  extends horizontally outward from a rear end  104  of the vehicle  102 . At  1010 , pivoting the first upper center horizontal panel  450  about an axis defined between an angled edge  418  on the first upper outside horizontal panel  410  and the angled edge  454  on the first upper center horizontal panel  450  such that the first upper center horizontal panel  450  extends horizontally outward from the rear end  104  of the vehicle  104 . At  1012 , pivoting the second upper center horizontal panel  470  about an axis defined between the angled edge  438  on the second upper outside horizontal panel  430  and the angled edge  474  on the second upper center horizontal panel  470  such that the second upper center horizontal panel  470  extends horizontally outward from the rear end  104  of the vehicle  102 . 
     Still referring to  FIG. 26 , the method further includes, at  1014 , pivoting the first lower outside horizontal panel  510  about an axis defined adjacent to the inside surface of and between the top end  210  and the lower end  204  of the first vertical side panel  200  such that the first lower outside horizontal panel  510  extends horizontally outward from the rear end  104  of the vehicle  102 . At  1016 , pivoting the second lower outside horizontal panel  530  about an axis defined adjacent to the inside surface of and between the top end  310  and the lower end  304  of the second vertical side panel  300  such that the second lower outside horizontal panel  530  extends horizontally outward from the rear end  104  of the vehicle  102 . At  1018 , pivoting the first lower center horizontal panel  550  about an axis defined between the angled edge  518  on the first lower outside horizontal panel  510  and an angled edge  554  on the first lower center horizontal panel  550  such that the first lower center horizontal panel  550  extends horizontally outward from a rear end  104  of the vehicle  102 . At  1020 , pivoting the second lower center horizontal panel  570  about an axis defined between the angled edge  538  on the second lower outside horizontal panel  530  and the angled edge  574  on the second lower center horizontal panel  570  such that the second lower center horizontal panel  570  extends horizontally outward from the rear end  104  of the vehicle  102 . 
     Still referring to  FIG. 26 , the method further includes, at  1022 , pivoting the first upper center horizontal panel  450  about an axis defined between the rear end  104  of the vehicle  102  and the first upper center horizontal panel  450 . At  1024 , pivoting the second upper center horizontal panel  470  about an axis defined between the rear end  104  of the vehicle  102  and the second upper center horizontal panel  470 . At  1026 , pivoting the first lower center horizontal panel  550  about an axis defined between the rear end  104  of the vehicle  102  and the first lower center horizontal panel  550 . At  1028 , pivoting the second lower center horizontal panel  570  about an axis defined between the rear end  104  of the vehicle  102  and the second lower center horizontal panel  570 . 
     Referring to  FIG. 27 , the integrated hinges are formed using a heat treating method, as will now be described. At  1102 , the panels are heated to a predetermined temperature. At  1104 , a rod is placed near the corresponding edge of the panel. At  1106 , the edge is rolled over the rod such that the edge overlaps back onto the panel. At  1108 , pressure is applied to the overlapped portion while the material cools. At  1110 , after the material has cooled the rod is removed (slid) out from the rolled edge, thus, forming a circular cross section along the edge of the panel. At  1112 , notches are cutout, using for example, a water jet system, at equal intervals along the rolled edge thereby leaving equally spaced knuckles along the rolled edge and, thus, forming the integrated hinge described above. 
     The integrated hinges described herein have an improved durability and transfer loads evenly over a longer distance than traditional external-removable hinges. In addition, the rolled configuration of the integrated hinges reduces the risk of the panels catching on an object during the folding and unfolding of the system  100 . 
     In an alternative embodiment, in order to maximize aerodynamic resistance reduction and increase fuel efficiency, the first horizontal panel assembly  400  can be located at the very top of the rear end of the vehicle adjacent to the top of the vehicle. In this embodiment, however, the first horizontal panel assembly  400  would cover the required lights at the top of vehicle. In order to overcome this issue, the lights can be relocated to mount on the system  100 . Special lights could be used that shine the light in two directions that would make them visible when the system  100  is both in an open and closed position. 
     Alternatively, two sets of lights could be installed on the system  100  each with a single light orientation for the open and shut position using, for example, a power induction system including a power transmitter mounted on the vehicle (e.g., trailer) and a receiver on the door or system  100 . 
     Alternatively, the lights can be relocated to the top of the trailer frame and housed in a curved airfoil shape extending across the top of the trailer. In another embodiment, the normal trailer lights could be replaced with very slim lights mounted right adjacent the top of the trailer so that they are not exposed to damage but enable the system  100  to be mounted just beneath. 
     In an alternate embodiment, an installation system may be provided to facilitate the installation of the system  100  described above. The installation system may include a template and a template hanger that holds the template in place. The template hanger may be in the form of a bracket, clamp, etc. to secure the template to the rear end  104  of the vehicle  102 . In one embodiment, the template hanger may be an L-shaped bracket. The L-shaped bracket may include a first plate and a second plate that is approximately 90 degrees from the first plate. The first plate is clamped to a top surface of the vehicle  102  and the second plate hangs down over the top horizontal edge  118  of the vehicle along the first or second swinging door  106 ,  108 . The second plate may include multiple apertures that facilitate holding the template in place. 
     The template may be made from a composite material and includes multiple attachment devices that engage the multiple apertures in the second plate to hold the template in place. The multiple apertures in the second plate allow the template to be placed in various positions along the rear door to compensate for different vehicle configurations and/or objects (e.g., lock rods, locks, handles, hinges) on the rear end  104  of the vehicle  102 . The template further includes multiple apertures (drill holes) that designate the location of mounting fasteners that fasten the mounting hinges  600  to the first and second swinging doors  106 ,  108 . 
     Referring to  FIG. 28 , to prepare the vehicle for the installation of the system  100 , at  1202 , the template hanger is attached to a top end portion of the template. At  1204 , the template hanger is attached to the rear end  104  of the vehicle  102  above one of the doors (for example, the first rear door  106 ), such that the drill holes defined in the template are appropriately located on the first rear door. At  1206 , multiple holes are drilled in the first door  106  using the drill holes as a guide. At  1208 , the template and template hanger are moved to the opposite door, in this example the second door  108 , and the method beginning at  1204  is repeated. 
     It is to be appreciated that in other embodiments, the template hanger can be attached to the vehicle first and the template can then be attached to the template hanger. Still in other embodiments, the process of drilling the holes can be an automated process where an automated drilling device can be attached to the rear end  104  of the vehicle  102  in retrofit application. 
     Still further, in other embodiments, the drilling process can be performed during the manufacturing stage of the doors  106 ,  108 . During the manufacturing process, the holes for attachment of the system  100  can be drilled at the same time as the holes for other objects (e.g., hinges, locks, handles, etc.) attached to the doors. The process of drilling the holes can be performed with an automated computer controlled system. 
     What has been described above includes examples of the innovation. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the subject innovation, but one of ordinary skill in the art may recognize that many further combinations and permutations of the innovation are possible. Accordingly, the innovation is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims. Furthermore, to the extent that the term “includes” is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term “comprising” as “comprising” is interpreted when employed as a transitional word in a claim.