Land vehicles: bodies and tops – Bodies – Body shell
Reexamination Certificate
1999-08-10
2001-09-11
Pape, Joseph D. (Department: 3612)
Land vehicles: bodies and tops
Bodies
Body shell
C296S180400, C296S180500, C296S180100, C105S001100, C105S001300
Reexamination Certificate
active
06286894
ABSTRACT:
BACKGROUND OF THE INVENTION
This invention relates to a trailer that can experience significantly less drag than a conventional trailer. This invention also relates to a trailer that can be converted from one form to another and more particularly to a trailer that may be easily converted to a much more aerodynamic form, including when empty or partially empty.
As is well known in the art of vehicle design, energy consumption of a vehicle associated with its movement is directly related to certain aerodynamic characteristics of the vehicle, along with inertia, mechanical friction and rolling friction. For example, as the aerodynamic drag (hereinafter referred to as “drag”) experienced by a vehicle increases, the fuel costs also correspondingly increase. The experienced drag itself is directly related to an aerodynamic characteristic of the vehicle, sometimes referred to as the drag coefficient Cd of the vehicle. Various components of a vehicle, including any carried structures that are exposed to the elements, can have component drag coefficients Cd themselves, which combine to form an overall vehicle drag coefficient Cd.
Improvements in the aerodynamics of motor vehicles have been made over the last few decades. For passenger vehicles the drag coefficient Cd has been significantly reduced. Attempts have also been made to reduce the drag coefficient Cd of tractor-trailer transport systems
10
, an example of which is shown in
FIGS. 1A and 1B
in side and top view, respectively. Mostly, such modifications have been directed to the tractor or cab
12
, and to the open space
14
between the cab
12
and the trailer
16
. For example, modifications have been directed to the shape of the cab
12
itself, cowls
17
attached to the cab roof
18
, and cowls
19
positioned over the open space
14
between the cab
12
and the trailer
16
.
Turbulent flow, represented by the arrows
20
in
FIG. 1B
, at the rear
22
of the trailer, can be a significant component of tractor-trailer drag. The generation of such flow is contributed to by the shape of a conventional trailer
16
, which is essentially a rectangular box having a flat, rectangular roof
24
and matching floor
26
, along with flat, rectangular side panels
28
. The front and rear surfaces
30
of such trailers are also generally flat rectangular surfaces.
Unfortunately, attempts to make the trailer shape more aerodynamic within the overall length L of the trailer have been accompanied by reduced carrying capacity and interference during loading of the trailer. Also, attempts to make the rear
22
of the trailer more aerodynamic, for example by the addition of panels or inflatable bladders (not shown), can suffer from disadvantages such as added weight and a significant lengthening of the trailer, with associated reductions in fuel efficiency and more difficult handling characteristics.
Therefore, it is desired to have a low cost, strong, lightweight aerodynamic trailer that can have a reduced drag coefficient and therefore reduced fuel costs. In addition, it is desired to have a reduced-drag trailer which does not reduce the potential full load capacity of the tractor-trailer and may be readily converted by one person from a full-load non-aerodynamic form to a partial-load or empty aerodynamic form, thus again facilitating reduced fuel costs.
SUMMARY OF THE INVENTION
The present invention provides a trailer having an aerodynamic shape that results in reduced drag experienced by the trailer. In addition, the present invention provides a trailer that is easily convertible from a conventional configuration to a more aerodynamic configuration. Furthermore, the present invention includes a method for converting between such trailer configurations.
In an embodiment of the present invention, a transportable hauling container includes a first wall having a first end and having two edges that culminate at a same terminus at the first end, and a second wall that opposes the first wall. The container also includes a third wall extending between the first and second wall and a fourth wall extending between the first and second wall and opposing the third wall. In addition, the container includes a first movable portion pivotally connected at a first junction to the third wall, wherein the first movable portion is located proximate the first end and is configured to be movable relative to the third wall.
In another embodiment of the present invention, a transportable hauling container includes a first wall having a first end and having two edges that culminate at a same terminus at the first end, and a second wall that opposes the first wall. The container also includes a third wall extending between the first and second wall and a fourth wall extending between the first and second wall and opposing the third wall. In addition, the container includes a first movable portion pivotally connected at a first junction to the third wall, wherein the first movable portion is located proximate the first end and is configured to be movable relative to the third wall. The container further includes a second movable portion pivotally connected at a second junction to the fourth wall, wherein the second movable portion is located proximate the first end and is configured to be movable relative to the fourth wall. At least one latching means is also included for substantially fixing a position of at least one of the first movable portion and second movable portion relative to at least one of the third wall and the fourth wall, respectively. The container additionally includes at least one flap pivotally connected to the first wall near the first end, wherein the at least one flap is movable relative to the first wall, and includes at least one latching means for substantially securing the at least one flap in a desired position relative to the first wall.
In yet another embodiment of the present invention, a transportable hauling container includes a first wall, a second wall opposing the first wall, a third wall connected to the first wall and having a rear end, and a fourth wall connected to the first wall and having a rear end connected to the rear end of the third wall, wherein at least a portion of the third and fourth walls are increasingly further from each other with increasing distance from the rear ends.
In still yet another embodiment of the present invention, a method for converting a transportable hauling container, having a first, second, third, and fourth wall, first and second flaps pivotally attached on either side of a longitudinal centerline of said first wall, first and second movable portions pivotally connected to said third and fourth walls, respectively, and at least one door that form an enclosure, from a first configuration to a more aerodynamic configuration, includes turning a first door toward an interior or exterior surface of the first movable portion and moving a rear end of the first movable portion to a longitudinal centerline of the container. The method also includes moving a rear end of the second movable portion to the longitudinal centerline of the container, lowering the first flap alongside an exterior surface of the first movable portion, and lowering the second flap alongside an exterior surface of the second movable portion. Additionally, the method includes securing the first flap to the first movable portion, securing the second flap to the second movable portion, and securing the rear end of the first movable portion to the rear end of the second movable portion.
The drag experienced by the trailer of the present invention can be decreased by about 40% over the air speed range of 30 miles per hour (mph) to 70 mph. When attached to a non-aerodynamic cab, the drag is anticipated to be between 40% and 70% less for the reduced-drag trailer compared to the drag of a conventional trailer over the same speed range. Further, when attached to an aerodynamic cab, the reduction in drag of this reduced-drag trailer is anticipated to be 50% to 70% when compared to the drag of an aerodynamic cab with a conventional
McDermott & Will & Emery
Pape Joseph D.
Patel Kiran B.
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