Patent Description:
The cabin of a truck is usually suspended relatively to the frame of the truck. In a cab-over truck, the cabin can also be tilted relatively to the frame assembly, to provide access to the engine, for example for maintenance work. A clearance, or gap, is thus provided between the cabin and the bodywork elements that are fixed relatively to the frame. This gap is necessary to avoid interference between the bodywork elements that are tilted together with the cabin and the bodywork elements that remain in place when the cabin is tilted. Also, this gap is required to accommodate the relative movement between the frame or chassis of the truck and the cabin, when the truck is in motion. A gap generally exists from the left-hand side to the right-hand side corner of the truck between the cabin and the headlight assembly. A gap also exists between the cabin and the front grille.

The bottom of the front lid of the cabin usually overlaps the top of the headlight assembly and the grille along a vertical direction. A gap is left in the longitudinal direction to allow the cabin to be tilted without interference with the headlight assembly and also to accommodate relative movements between the frame and the cabin.

This gap usually induces some aerodynamic drag, because some air can flow through the opened gap, which disturbs the air flow on the bodywork of the cabin. This aerodynamic disturbance results in fuel consumption penalty, especially at highway cruising speeds.

To try to reduce this disturbance, the upper part of the headlight assembly may be made of a flexible material forming a wall-like section. In this case, the existing gap can be reduced since the flexible material can accommodate a certain degree of mechanical interference. Although such a configuration may bring some benefits for reducing the airflow disturbance, long term reliability may be an issue as the mechanical constraints on the flexible material may be quite high. Furthermore, the remaining gap varies with the vertical position of the cabin, which is suspended over the frame and thus can move up and down while vehicle is in motion. This means that the gap may be significantly wider during large amplitude oscillations of the cabin, giving aero/fuel penalty.

There is therefore a need for a solution providing a better sealing of the gap between a suspended and tiltable cabin and the bodywork elements fixed relatively to the frame of the truck.

The documents <CIT>, <CIT> and <CIT> describe known examples of the assembly of a vehicle cab to a frame. Document <CIT> discloses a sealing assembly according to the preamble of claim <NUM>.

To this end, it is proposed a sealing assembly for a truck, the truck comprising a cabin movable relatively to a truck frame, the sealing assembly being configured for sealing a gap between the cabin and a bodywork element fixed relatively to the truck frame, the sealing assembly comprising :.

in which the second flange is configured for contacting the frame-fixed bodywork element, so that a sealed junction between the support member and the bodywork element is formed.

The arrangement of the support member, the bracket and the elastic member provides a sealed junction between the support member and the bodywork element. The gap between the cabin and the bodywork element fixed relatively to the truck frame is thus closed, even when the position of the cabin changes relatively to the frame. Air flow resulting from truck speed cannot enter through the sealed gap anymore, therefore the aerodynamic losses are reduced. Fuel economy is improved.

The following features can optionally be implemented, separately or in combination one with the others:The sealing assembly is an airflow sealing assembly.

In some examples, the support member is made of plastic material.

In some examples, the bracket is made of plastic material.

In this case, the first flange, the sealing member and the second flange are integral together.

According to an aspect of the invention, a sealed junction between the support member and the bodywork element is formed when the bracket is in contact with the bodywork element.

The cabin is suspended relatively to the frame of the truck.

The cabin is tiltable relatively to the frame of the truck.

The cabin is movable between an extreme upper position and an extreme lower position.

The cabin is movable around a reference position comprised between the extreme upper position and the extreme lower position.

In some examples of the sealing assembly, the first abutment member of the support member and the second abutment member of the support member extend in parallel planes.

The support member comprises a linking portion linking the first abutment member and the second abutment member.

According to some examples of the sealing assembly, a cross section of the support member has a U shape.

The sealing member of the bracket is continuous.

The sealing member is an airflow deviating surface that seals the gap between the cabin and the bodywork element fixed relatively to the truck frame.

In some examples of the sealing assembly, the second flange of the bracket comprises:.

The two contact sections, each making contact with a different portion of the bodywork element, provide an efficient sealing tolerant to relative movements between the bracket and the bodywork element.

The second flange has a L-shaped cross-section.

In some examples, the first section of the second flange and the first flange may extend in parallel planes.

In some examples of the sealing assembly, the first flange is slanted relatively to the second flange.

This orientation is well suited to cope with both translation movements and rotation movements of the cabin with respect to the frame of the truck.

The first flange makes an angle comprised between <NUM>° and <NUM>° relatively to the first section of the second flange.

In some examples of the sealing assembly, the sealing member is slanted relatively to the first section of the second flange and is slanted relatively to the second section of the second flange.

According to an example of implementation, the second flange and a contact area of the frame-fixed bodywork element have complementary shapes.

In some examples of the sealing assembly, the elastic member comprises a first contact surface contacting the first abutment member and a second contact surface contacting the first flange of the bracket.

The first contact surface of the elastic member may be fixed to the first abutment member of the support member.

According to some examples of the sealing assembly, the elastic member comprises bellows type springs or any other compressible element.

In some examples, the elastic member is a bellows type spring or any other compressible element. This compressible element can be continuous or divided in individual segments, based on the desired compressible function.

This kind of spring can be installed in a stable way.

The elastic member comprises two wavy sections extending side by side. The two wavy sections are integral with a top linking part and a bottom linking part. The elastic member defines a closed volume with the wavy sections forming lateral boundaries of the closed volume.

The elastic member is for example made of rubber material.

The support member, the elastic member and the first flange of the bracket define a closed volume when the first flange is in contact with the second abutment member.

Even when the first flange is lifted from the second abutment member, the air flow can't go through the defined volume, since the only opening is the gap opened between the first flange and the second abutment member.

In some examples of the sealing assembly, the elastic member comprises a set of metal springs.

The metal springs of the set of metal springs are helical springs.

The metal springs of the set of metal springs extend in parallel directions and are spaced apart from one another.

According to an aspect of the sealing assembly, the support member is configured to be attached to a bodywork element of the cabin.

The sealing assembly can thus be installed as an aftermarket equipment, since it can be attached to an existing piece of bodywork.

In some examples, the support member is configured to be attached to a front lid of the truck.

In another example, the support member is configured for being integral with a front lid of the cabin.

Installation is made easier and quicker.

In an implementation of the sealing assembly, the frame-fixed bodywork element is a headlight panel of the truck. Alternatively or in a complementary way, the frame-fixed bodywork element is a front grille of the truck.

The sealing assembly comprises a first portion configured for extending transversally relatively to the truck frame and a second portion configured for extending longitudinally relatively to the truck frame, the first and second portion being linked by a third portion.

The disclosure also relates to an aftermarket kit comprising:.

The disclosure relates as well to a truck comprising a sealing assembly as described earlier, or comprising an aftermarket kit as above, in which the truck comprises a frame and cabin movable relatively to the frame, and in which the sealing assembly is disposed on a front corner of the truck.

In some examples, the truck comprises a second sealing assembly disposed on a second front corner of the truck.

In order to make the figures easier to read, the various elements are not necessarily represented to scale. In these figures, identical elements receive the same reference number.

Certain elements or parameters can be indexed, that is to say designated for example by 'first element' or second element, or first parameter and second parameter, etc. The purpose of this indexing is to differentiate elements or parameters that are similar, but not identical. This indexing does not imply a priority of one element, or one parameter over another, and their names can be interchanged.

<FIG> illustrates a truck <NUM>. The truck <NUM> is a cab-over truck, which means the nose of the truck is flat and the cabin stands above the engine of the truck. On all the figures, axis X is the longitudinal direction of the truck, axis Y is the transverse direction of the truck, and axis Z is the vertical direction.

The truck <NUM> comprises a frame <NUM> and a cabin <NUM> movable relatively to the frame <NUM>.

The cabin <NUM> is suspended relatively to the frame <NUM> of the truck <NUM>. The cabin <NUM> is thus linked to the frame <NUM> by a set of springs and shock absorbers.

The cabin <NUM> is also tiltable relatively to the frame <NUM> of the truck <NUM>. The cabin <NUM> may be tilted forward when the truck <NUM> is not driven, for providing access to the engine, for example for maintenance operations to be performed on the engine.

The cabin <NUM> is movable between an extreme upper position U and an extreme lower position L. The cabin <NUM> is movable around a reference position P comprised between the extreme upper position U and the extreme lower position L.

The reference position P is defined as the rest position when no external constraint is applied to the cabin <NUM>, i. e when the truck <NUM> is at standstill on a flat and level surface. The cabin <NUM> can move relatively to the frame <NUM> in response to the shocks generated by road irregularities, and/or by lateral cornering forces, and/or by longitudinal braking and acceleration forces. In normal driving conditions, the cabin <NUM> can have pitch, roll, and heave movements relatively to the frame <NUM>, depending on the actual forces on the cabin.

The truck <NUM> comprises a sealing assembly <NUM> that will be described in detail below. The sealing assembly <NUM> is disposed on a front corner of the truck <NUM>.

The proposed sealing assembly <NUM> for a truck <NUM> comprising a cabin <NUM> movable relatively to a truck frame <NUM> is configured for sealing a gap between the cabin <NUM> and a bodywork element <NUM> fixed relatively to the truck frame <NUM>. The sealing assembly <NUM> comprises :.

The sealing assembly <NUM> is an airflow sealing assembly. The arrangement of the support member <NUM>, the bracket <NUM> and the elastic member <NUM> provides a sealed junction between the support member <NUM> and the bodywork element <NUM> even when the position of the cabin <NUM> changes relatively to the frame <NUM>. The gap between the cabin <NUM> and the bodywork element <NUM> fixed relatively to the truck frame <NUM> remains thus closed.

The air flow resulting from truck speed, possibly combined with headwind, cannot enter through the sealed gap anymore, therefore the aerodynamic losses are reduced. Fuel economy of the truck <NUM> is improved.

On the described example, the frame-fixed bodywork element <NUM> is a headlight panel of the truck <NUM>. Alternatively or in a complementary way, the frame-fixed bodywork element <NUM> can be a front grille of the truck <NUM>.

The support member <NUM> is rigid. The bracket <NUM> is rigid.

In some examples of implementation, the support member <NUM> is made of plastic material. The support member <NUM> is for example formed by plastic injection.

In some examples, the bracket <NUM> is made of plastic material. Similarly, the bracket <NUM> can be formed by plastic injection. In this case, the first flange <NUM>, the sealing member <NUM> and the second flange <NUM> are integral together. The bracket <NUM> can also be formed by an assembly of separated parts forming altogether the first flange <NUM>, the sealing member <NUM> and the second flange <NUM>.

<FIG> is side view illustrating the interaction of the sealing assembly <NUM> with the bodywork element <NUM>.

A sealed junction between the support member <NUM> and the bodywork element <NUM> is formed when the bracket <NUM> is in contact with the bodywork element <NUM>.

The sealing member <NUM> provides a wall that deflects the air flow. The air flow is prevented from flowing in the gap between the cabin and the frame of the truck. On <FIG> , the arrow F1 indicates the external air flow resulting from the truck motion and/or headwind. The sealing member <NUM> is an airflow deviating surface that seals the gap between the cabin <NUM> and the bodywork element <NUM> fixed relatively to the truck frame <NUM>.

The sealing member <NUM> of the bracket <NUM> is continuous. In other words, there is no hole in the sealing member <NUM>. The sealing member <NUM> prevents the air flow from passing between the support member <NUM> and the bodywork element <NUM>.

The arrow F2 schematically indicates that the external air flow is blocked by the sealing member <NUM>, and that the external air flow F1 can't progress in the gap between the cabin and the frame of the truck.

When the cabin <NUM> is moved from the reference position P in direction of the lower limit L, as schematically represented by the plain vertical arrow on part B of <FIG> , the elastic member <NUM> is further compressed, and the first flange <NUM> is lifted from the second abutment member <NUM>. The second flange <NUM> remains firmly in contact with the bodywork element <NUM>, as it is pushed in the direction of the bodywork element <NUM>. This corresponds to a situation in which the cabin <NUM> moves down along the vertical axis Z. When the cabin <NUM> comes back to the reference position P, the compression of the elastic member <NUM> is progressively reduced, until the first flange <NUM> makes contact again with the second abutment member <NUM>.

The second flange <NUM> of the bracket <NUM> comprises:.

The two contact sections 6A, 6B, each contacting a different portion of the bodywork element <NUM>, provide an efficient sealing tolerant to relative movements between the bracket <NUM> and the bodywork element <NUM>. The top surface <NUM> extends in a horizontal plan when the sealing assembly <NUM> is in its nominal installation position in the truck <NUM>. The side surface <NUM> extends vertically when the sealing assembly <NUM> is in its nominal installation position in the truck <NUM>.

The second flange <NUM> has a L-shaped cross-section. The first section 6A and the second section 6B form the two wings of the L shape.

When is cabin <NUM> is moved from the reference position P in direction of the upper limit U, the second abutment member <NUM> pulls the first flange <NUM> upwards, therefore the whole bracket <NUM> moves upwards. The first section 6A of the second flange <NUM> is lifted from the top surface <NUM> of frame-fixed bodywork element <NUM> and there's no contact any more between these two elements, as illustrated on part C of <FIG>. The second section 6B of the second flange <NUM> slides against a vertical section <NUM> of the frame-fixed bodywork element <NUM>, and still seals the junction between the bracket <NUM> and the bodywork element <NUM>. The contact area between the second section 6B and the vertical section <NUM> is progressively reduced but contact is still ensured as long as the cabin movement amplitude relatively to the reference position P is smaller than the height of the second section of the second flange <NUM>.

For cabin movements with very large amplitude, the contact between the second flange <NUM> and the frame-fixed bodywork element <NUM> may not exist anymore. When the amplitude of the extension decreases, and the cabin <NUM> comes back closer to its reference position P, and the contact between the second flange <NUM> and frame-fixed bodywork element <NUM> is restored. The loss of contact between the second flange <NUM> and the frame-fixed bodywork element <NUM> happens only for very brief moments, since it corresponds to oscillations of the cabin <NUM> with extreme amplitudes. Furthermore, these extreme oscillations are unlikely to happen at cruising speeds, which are the driving sequences where drag and drag reduction matters most. The reason is that cruising usually takes place on reasonably smooth roads that are unlikely to generate large cabin amplitudes. On part C of <FIG> , the sealing between the second section 6B of the second flange <NUM> and the bodywork element <NUM> is still just ensured, with a vertical overlap reduced to near zero.

In a normal installation position of the sealing assembly <NUM> on a truck <NUM>, the different elements are disposed sequentially along a vertical axis Z in the following order: the frame-fixed bodywork element <NUM>, the second flange <NUM> of the bracket <NUM>, the sealing member <NUM> of the bracket <NUM>, the second abutment member <NUM> of the support member <NUM>, the first flange <NUM> of the bracket <NUM>, the elastic member <NUM>, and the first abutment member <NUM> of the support member <NUM>.

On a cross-section of the bracket <NUM>, the first flange <NUM> extends on both sides of the axis of the sealing member <NUM>. The sealing member <NUM> joins the first flange <NUM> in a T-like junction. At least a portion of the elastic member <NUM> is contained in the opened cavity defined by the C shape of the support member <NUM>.

In the illustrated examples of the sealing assembly <NUM>, the first abutment member <NUM> of the support member <NUM> and the second abutment member <NUM> of the support member <NUM> extend in parallel planes.

The support member <NUM> comprises a linking portion <NUM> linking the first abutment member <NUM> and the second abutment member <NUM>.

As represented on <FIG> , a cross section of the support member <NUM> has a U shape. The support member <NUM> can thus be compact.

When the support member <NUM> is formed by plastic injection, the first abutment member <NUM>, the second abutment member <NUM> and the linking portion <NUM> are integral together.

In the illustrated example of the sealing assembly <NUM>, the first flange <NUM> is slanted relatively to the second flange <NUM>. The first flange <NUM> is slanted downwards, which means that the vertical position along the vertical axis Z decreases when the longitudinal position is moved in direction of the back of the truck <NUM>. This orientation is well suited to cope with both translational movements and rotational movements of the cabin <NUM> with respect to the frame <NUM> of the truck <NUM>.

The first flange <NUM> makes an angle A1 comprised between <NUM>° and <NUM>° relatively to the first section 6A of the second flange <NUM>. In other words, a cross section of the first flange <NUM> makes an angle comprised between <NUM>° and <NUM>° with respect to the part of the second flange <NUM> contacting the top of the bodywork element <NUM>.

In a non-represented example, the first section 6A of the second flange <NUM> and the first flange <NUM> may extend in parallel planes.

In the illustrated examples of the sealing assembly <NUM>, the sealing member <NUM> is slanted relatively to the first section 6A of the second flange <NUM> and is slanted relatively to the second section 6B of the second flange <NUM>. This orientation is well suited to cope with both translation movements and rotation movements of the cabin <NUM> with respect to the frame <NUM> of the truck <NUM>. A cross section of the sealing member <NUM> makes an angle A2 comprised, for example, between <NUM>° and <NUM>° with respect to a cross section of the first section 6A of the second flange <NUM>. The first flange <NUM> is located closer to the front of the truck than the second flange <NUM> when the bracket <NUM> is in normal operation conditions.

The second flange <NUM> and a contact area of the frame-fixed bodywork element <NUM> have complementary shapes. As illustrated on <FIG> , an external corner of the frame-fixed bodywork element <NUM> fits in an internal corner of the second flange <NUM>.

The contact area between the second flange <NUM> and the frame-fixed bodywork element <NUM> comprises at least a portion of the top surface <NUM> of the frame-fixed bodywork element <NUM> and at least a portion of the side surface <NUM> of the frame-fixed bodywork <NUM>.

<FIG> and <FIG> represent an example of implementation in which the elastic member <NUM> comprises bellows type springs. More precisely, the elastic member <NUM> is in this case a bellows type spring. This kind of spring can be installed in a stable way.

As detailed on <FIG> , the elastic member <NUM> comprises a first contact surface <NUM> contacting the first abutment member <NUM> and a second contact surface <NUM> contacting the first flange <NUM> of the bracket <NUM>.

The first contact surface <NUM> of the elastic member <NUM> may be fixed to the first abutment member <NUM> of the support member <NUM>. For example, the first contact surface <NUM> of the elastic member <NUM> may be glued to the first abutment member <NUM>, or may be fixed by screws.

In other examples, the elastic member <NUM> may comprise any other compressible element. The elastic member <NUM> may be any other compressible element.

The compressible element can be continuous or divided in individual segments, based on the desired compressible function.

The bellows type elastic member <NUM> comprises two wavy sections <NUM>, <NUM> extending side by side. The two wavy sections <NUM>, <NUM> are integral with a top linking part and a bottom linking part. The elastic member <NUM> defines a closed volume <NUM> with the wavy sections <NUM>, <NUM> forming lateral boundaries of the closed volume <NUM>.

The elastic member <NUM> is here made of rubber material.

The support member <NUM>, the elastic member <NUM> and the first flange <NUM> of the bracket <NUM> define a closed volume <NUM> when the first flange <NUM> is in contact with the second abutment member <NUM>.

Even when the first flange <NUM> is lifted from the second abutment member <NUM>, as shown of part B of <FIG>, the air flow can't go through the defined volume <NUM>, since the only opening is the gap opened between the first flange <NUM> and the second abutment member <NUM>. No gap exists between the elastic member <NUM> and the first abutment member <NUM> since the two parts remain in contact.

In a non-represented example of the sealing assembly <NUM>, the elastic member <NUM> comprises a set of metal springs. The metal springs of the set of metal springs are for example helical springs. The metal springs of the set of metal springs extend in parallel directions and are spaced apart from one another.

The support member <NUM> is configured to be attached to a bodywork element <NUM> of the cabin <NUM>.

The sealing assembly <NUM> can be fitted as an original equipment of a brand-new truck. The sealing assembly <NUM> can also be installed as an aftermarket equipment, since it can be attached to an existing piece of bodywork.

In the illustrated example, the support member <NUM> is configured to be attached to a front lid <NUM> of the truck <NUM>. The front lid <NUM> of the cabin <NUM> defines the front surface of the truck <NUM>, located above the front bumper.

In the example schematically illustrated on <FIG> , the support member <NUM> is integral with a front lid <NUM> of the cabin <NUM>.

The installation of the sealing assembly <NUM> is made easier and quicker, since a key component is integral with the front lid <NUM> and doesn't require any installation or fitting.

On <FIG> , the truck <NUM> is represented with the front lid <NUM> is an opened position. Therefore, the sealing assembly <NUM> is not in contact with the bodywork element <NUM>.

The sealing assembly <NUM> comprises a first portion <NUM> configured for extending transversally relatively to the truck frame <NUM> and a second portion <NUM> configured for extending longitudinally relatively to the truck frame <NUM>. The first portion <NUM> and second portion <NUM> are linked by a third portion <NUM>. The third portion <NUM> may be curved, as represented on <FIG>.

On this figure, the top of the headlight panel <NUM> is curved. A general shape of a horizontal cross-section is a quarter of a circle.

The described sealing assembly <NUM> can be fitted as original equipment on a brand-new truck. As original equipment, it can be fitted as a standard equipment or as an option.

The sealing assembly can also be proposed as an aftermarket kit for retrofit of trucks not originally equipped. The aftermarket kit <NUM> comprises:.

The aftermarket kit <NUM> can be sold by the manufacturer of the truck, or by independent suppliers. The aftermarket kit can be fitted to the truck <NUM> by the aftermarket network of the truck brand, or by an independent service provider.

On the example represented on <FIG> , the truck <NUM> comprises a second sealing assembly <NUM>' disposed on a second front corner of the truck <NUM>.

Claim 1:
A sealing assembly (<NUM>) for a truck (<NUM>), the truck (<NUM>) comprising a cabin (<NUM>) movable relatively to a truck frame (<NUM>), the sealing assembly (<NUM>) being configured for sealing a gap between the cabin (<NUM>) and a bodywork element (<NUM>) fixed relatively to the truck frame (<NUM>), characterised in that the sealing assembly (<NUM>) comprises:
- a support member (<NUM>) configured to be attached to the cabin (<NUM>), the support member (<NUM>) comprising :
-- a first abutment member (<NUM>),
-- a second abutment member (<NUM>),
- a bracket (<NUM>) comprising :
-- a first flange (<NUM>) movable between the first abutment member (<NUM>) and the second abutment member (<NUM>),
-- a second flange (<NUM>),
-- a sealing member (<NUM>) linking the first flange (<NUM>) and the second flange (<NUM>),
- an elastic member (<NUM>) disposed between the first flange (<NUM>) of the bracket (<NUM>) and the first abutment member (<NUM>) of the support member (<NUM>) and configured for biasing the first flange (<NUM>) in direction of the second abutment member (<NUM>),
in which the second flange (<NUM>) is configured for contacting the frame-fixed bodywork element (<NUM>), so that a sealed junction between the support member (<NUM>) and the bodywork element (<NUM>) is formed.