CA1198465A - Aerodynamic trailer - Google Patents
Aerodynamic trailerInfo
- Publication number
- CA1198465A CA1198465A CA000414680A CA414680A CA1198465A CA 1198465 A CA1198465 A CA 1198465A CA 000414680 A CA000414680 A CA 000414680A CA 414680 A CA414680 A CA 414680A CA 1198465 A CA1198465 A CA 1198465A
- Authority
- CA
- Canada
- Prior art keywords
- trailer
- fairing
- parabolic
- aerodynamic
- point
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/001—For commercial vehicles or tractor-trailer combinations, e.g. caravans
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A front wall of a trailer in a tractor trailer combination is formed in the shape of an aerodynamic fairing comprising an upper portion thereof which includes surfaces merging from the side and top walls of the trailer following parabolic curves and converging at a point of maximum projection just behind the cab of the tractor. A central vertical section under the upper section which is a constant cross section of parabolic outline and a lower section which is recessed from the central section and includes a downwardly and rearwardly sloping surface merging with a lower flattened surface.
A front wall of a trailer in a tractor trailer combination is formed in the shape of an aerodynamic fairing comprising an upper portion thereof which includes surfaces merging from the side and top walls of the trailer following parabolic curves and converging at a point of maximum projection just behind the cab of the tractor. A central vertical section under the upper section which is a constant cross section of parabolic outline and a lower section which is recessed from the central section and includes a downwardly and rearwardly sloping surface merging with a lower flattened surface.
Description
1~98465 The present invention relates to a device for improving the aerodynamic characteristics of a closed trailer of a tractor-trailer combination and more particularly to the shape of the front wall of the trailer to thereby reduce aerodynamic drag.
Closed box-like trailers, as opposed to "flat bed" trailers or low profile tankers present a serious aerodynamic drag problem. For instance, studies conducted by the University of Maryland for the American Trucking Association showed that at 58 mph, 50% of the total horsepower developed by a fully loaded tractor trailer of the bluff body type, is used to overcome aerodynamic drag. At 70 mph, 59% of the horsepower is used to overcome aerodynamic drag.
Many attempts have been made to reduce the air resistance on bluff bodies such as tractor trailers.
Canadian Patent 809,545, Saunders, is an example of a popular attempt to overcome this problem. Following the Saunders patent, thousands of tractor cabs were equipped with air deflectors of the type mounted at the rear of the cab, a few inches above the roof thereof and extending at an acute angle from the vertical. This attempt did much to reduce aerodynamic drag particularly with head wind conditions. However, although some improvement was noted, the cross wind or yaw air flow problem was not resolved.
It has been established that in at least a third of all travel conditions even at speeds of 50 mph, there is present a yaw air flow angle of greater than 5 and up to 20.
Canadian Patent 1,021,376 Hersh, 1977 and U. S.
Patent 4,210 354 Canning, 1980, show blister type fairings which are added to the front of the flat bluff wall of the trailer in a tractor trailer combination. In the case ` ~19~4~
of Hersh, the blister is in the form of a paraboloid with a point of maximum forward extension ~eing near the bottom of the fairing. The point of maximum extension is substantial-ly in line with the plane of the roof of the cab in the case of a tractor trailer combination.
The Canning blister fairing on the other hand uses elliptical curves. The Canning fairing has a lower part of constant semi-elliptical cross section which extends but a small distance below the plane of the roof of the cab and includes a baffle in the median plane including the longitudinal axis of the trailer. The baffle is said to provide a trap for pockets of air on either side creating areas of pressurized air to deflect sidewinds in the gap between the tractor and the trailer~
It is an aim of the present invention to provide a fairing device for the front of a trailer in a tractor trailer combination which will improve the aerodynamic drag coefficient thereof as a result of improved yaw air flow treatment.
A construction in accordance with the present invention includes a bluff-type trailer in a trailer tractor combination, the trailer having an elongated body with upstanding flat side walls and a flat top wall normal to the side walls, the front wall being formed by surfaces extending from the top and side walls which are smooth concavely curved aerodynamic surfaces such that at least one half of the area of the front wall is in the form of an aerodynamic fairing and the remaining of the surface of the front wall being flat and extending upwardly from the bottom thereof to merge with the fairing portion of the front wall.
~L19846S
In a more specific construction of the present invention, the fairing portion of the trailer front wall occupies approximately 2/3 of the total area of the front wall including an upper portion and a central portion of the front wall. The upper portion is characterized by smooth aerodynamic curves merging with th~ flat side and top walls of the trailer with all surfaces converging on a vertical line of maximum forward projection in the central portion. The top point of the line coincides with the intersection of the apices of a parabolic curve of a surface traced in a horizontal plane and the apex of a parabolic curve of a surface traced in a vertical plane which includes the longitudinal axis of the trailer. The central portion of the front wall has a surface with a vertical extent of constant cross section and includes a series of parallel horizontal parabolic curves identical to the parabolic horizontal curve passing through the top point of the line of maximum projection.
The lower portion includes a downwardly sloped surface extending towards the trailer which merges smoothly with the flattened surface forward of the front of the trailer and the flattened surface merges smoothly with the sidewalls of the trailer.
The advantage of the above construction is that all of the surfaces of the fairing, and thus most of the front wall of the trailer, are formed of smooth curves thus greatly improving the aerodynamic drag coefficient of the trailer.
Furthermore, since the front wall per se is the fairing, the weight factor is greatly reduced as compared with add-on blisters and the merging of the side surfaces of the front wall with the sidewalls is designed to obtain the best aerodynamic drag reduction coefficient which is not possible with add-on blisters since the add-on blisters must be added ~198465 to existing trailer bodies having squared off edges.
Further, the fact that the fairing fills a major portion of the gap between the cab and the trailer, will result in the aerodynamic drag coefficient being reduced no matter what the yaw angle.
Having thus generally described the nature of the invention, reference will now be made to the accompanying drawings, showing by way of illustration, a preferred embodiment thereof, and in which:
Figure 1 is a perspective view of a trailer body incorporating the present invention, Figure 2 is a side elevation showing a tractor and the trailer body;
Figure 3 is a top plan view of the trailer body shown in Figures 1 and 2;
Figure 4 is an enlarged top plan view partly in cross-section of the front walls of the trailer;
Figure 5 is a front elevation partly in cross-section of the trailer; and Figure 6 is a fragmentary side elevation of a detail of a construction of the front wall of the trailer.
A tractor 10 shown in dotted lines in Figure 2 represènts a conventional tractor with a cab 12 and an engine covering hood 14v The roof 16 of the cab is lower than the height of a trailer 18 having a top wall 20, sidewalls 22 and 24. The trailer walls in the present embodiment are made of laminated panels and are assembled forming a cargo receiving body of rectangular cross-section and outline.
_ 4 _ Front wall 26 includes a fairing segment 30 and a bulkhead segment 28. In other words, there is no conventional front wall to the trailer but the fairin~
segment 30 is the integral front wall and is attached to the - sidewalls 22 and 24.
The trailer includes a frame construction in the front wall section, upstanding channel shape columns 32 and end columns 34 mounted to a bulkhead 35 including beam 36, 38 and columns 40, 34. A beam 44 extends above the columns 32. At the top of the frame there is provided a laterally channel member 46 having inwardly extending flanges 48 and 50,curved connecting members 52 extend between the channel member 46 and the column 34. The top edge of the fairing segment is riveted to the flange 48 as shown in Figure 4. The side edges of the fairing segment 30 are riveted or otherwise fastened to the sidewalls 22 and 24 of the trailer. The roof panel member 54 is similarly riveted to the opposite flange 50 of the channel 46 as shown in Figure 6.
The bulkhead segment 28 includes curved corner panels 56 and 58, the radius of the curvature of these corner panels 56 and 58 is approximately 10 inches.
The top 2/3 of the front wall is covered by the fairing segment 30 which is a fiberglass shell in the present embodiment and which includes an upper section A, a central section B and a lower section C.
The upper section A formed of side surfaces 62 traced by vertical lines and a top sloping surface 64 traced by horizontal lines. The fairing segment 30 is symmetrical of course, and only one side is shown in Figures 4 and 5.
~191~46S
The surfaces 62 and 64 all merge towards an apex 66 which is a top point in a vertical line 68 of forward projection.
The point 66 is the intersection of a parabolic curve located in the vertical plane and following the contour of t~e top surface 54 as well as a parabolic curve traced along the side surface 52 in a horizontal plane through the point 66. Towards the rear edges of the fairing segment 30, the side surfaces and top surface 62 and 64 respectively merge into arcuate surfaces and terminate tangentially in the plane of the sidewalls 22 and 24 and the top wall 20 respectively. The radius of curvature of the arcuate section approximately 16 to 20 inches, the curve of the rear sections of the fairing segment 30, in fact overlap approximately twelve inches behind the frame of the front wall thereby providing gradual aerodynamic curved surfaces.
The middle section B of the fairing segment 30 is essentially formed by a series of straight vertical lines intersecting a horizontal parabolic curve with an apex of the parabola at the vertical line 68 projected at the point 66. The furthest projecting line of the fairing segment 30 is therefore the line 68 which is a vertical line passing through point 66. The lowest section C of the segment 30 is the rearwardly extending flat sloping surface interrupted by a slight reinforcing V-shape projection 72.
The central section B fills a major portion of the gap between the rear wall of the cab 12 and the trailer 18.
The parabolic horizontal curve of the central section B
provides reasonable maneuverability for the tractor 12 when the tractor 12 is steered relative to the trailer 18. Further the smooth curves formed by the parabolic contours of the central section B and the top section A as well as the rounded 1198~
gradual smooth curves of the panels 58 and 56 greatly improve the coefficient aerodynamic drive of the vehicle particularly in yaw flow conditions.
In a typical example of a fairing 30, the width thereof was 104 inches while the overall height of the wall 26 was 114 inches. The full front projection of the fairing at its most forward point 66, was 33 inches measured from the bulkhead, while no surface of the fairing had a radius of less than 6 inches.
The projection of section B and to a certain extent section C reduces the amount of air flow which can enter the gap and provide drag against what is normally a flat front surface. Furthermore, the aero-dynamic curves of this section reduce drag particularly under yaw conditions. The channel 46 permits easy replacement of the roof panel 20 without having to remove the overlapping front wall fairing segment 30 as is the case with blister construction. The channel 46 also acts as a form of gutter.
Closed box-like trailers, as opposed to "flat bed" trailers or low profile tankers present a serious aerodynamic drag problem. For instance, studies conducted by the University of Maryland for the American Trucking Association showed that at 58 mph, 50% of the total horsepower developed by a fully loaded tractor trailer of the bluff body type, is used to overcome aerodynamic drag. At 70 mph, 59% of the horsepower is used to overcome aerodynamic drag.
Many attempts have been made to reduce the air resistance on bluff bodies such as tractor trailers.
Canadian Patent 809,545, Saunders, is an example of a popular attempt to overcome this problem. Following the Saunders patent, thousands of tractor cabs were equipped with air deflectors of the type mounted at the rear of the cab, a few inches above the roof thereof and extending at an acute angle from the vertical. This attempt did much to reduce aerodynamic drag particularly with head wind conditions. However, although some improvement was noted, the cross wind or yaw air flow problem was not resolved.
It has been established that in at least a third of all travel conditions even at speeds of 50 mph, there is present a yaw air flow angle of greater than 5 and up to 20.
Canadian Patent 1,021,376 Hersh, 1977 and U. S.
Patent 4,210 354 Canning, 1980, show blister type fairings which are added to the front of the flat bluff wall of the trailer in a tractor trailer combination. In the case ` ~19~4~
of Hersh, the blister is in the form of a paraboloid with a point of maximum forward extension ~eing near the bottom of the fairing. The point of maximum extension is substantial-ly in line with the plane of the roof of the cab in the case of a tractor trailer combination.
The Canning blister fairing on the other hand uses elliptical curves. The Canning fairing has a lower part of constant semi-elliptical cross section which extends but a small distance below the plane of the roof of the cab and includes a baffle in the median plane including the longitudinal axis of the trailer. The baffle is said to provide a trap for pockets of air on either side creating areas of pressurized air to deflect sidewinds in the gap between the tractor and the trailer~
It is an aim of the present invention to provide a fairing device for the front of a trailer in a tractor trailer combination which will improve the aerodynamic drag coefficient thereof as a result of improved yaw air flow treatment.
A construction in accordance with the present invention includes a bluff-type trailer in a trailer tractor combination, the trailer having an elongated body with upstanding flat side walls and a flat top wall normal to the side walls, the front wall being formed by surfaces extending from the top and side walls which are smooth concavely curved aerodynamic surfaces such that at least one half of the area of the front wall is in the form of an aerodynamic fairing and the remaining of the surface of the front wall being flat and extending upwardly from the bottom thereof to merge with the fairing portion of the front wall.
~L19846S
In a more specific construction of the present invention, the fairing portion of the trailer front wall occupies approximately 2/3 of the total area of the front wall including an upper portion and a central portion of the front wall. The upper portion is characterized by smooth aerodynamic curves merging with th~ flat side and top walls of the trailer with all surfaces converging on a vertical line of maximum forward projection in the central portion. The top point of the line coincides with the intersection of the apices of a parabolic curve of a surface traced in a horizontal plane and the apex of a parabolic curve of a surface traced in a vertical plane which includes the longitudinal axis of the trailer. The central portion of the front wall has a surface with a vertical extent of constant cross section and includes a series of parallel horizontal parabolic curves identical to the parabolic horizontal curve passing through the top point of the line of maximum projection.
The lower portion includes a downwardly sloped surface extending towards the trailer which merges smoothly with the flattened surface forward of the front of the trailer and the flattened surface merges smoothly with the sidewalls of the trailer.
The advantage of the above construction is that all of the surfaces of the fairing, and thus most of the front wall of the trailer, are formed of smooth curves thus greatly improving the aerodynamic drag coefficient of the trailer.
Furthermore, since the front wall per se is the fairing, the weight factor is greatly reduced as compared with add-on blisters and the merging of the side surfaces of the front wall with the sidewalls is designed to obtain the best aerodynamic drag reduction coefficient which is not possible with add-on blisters since the add-on blisters must be added ~198465 to existing trailer bodies having squared off edges.
Further, the fact that the fairing fills a major portion of the gap between the cab and the trailer, will result in the aerodynamic drag coefficient being reduced no matter what the yaw angle.
Having thus generally described the nature of the invention, reference will now be made to the accompanying drawings, showing by way of illustration, a preferred embodiment thereof, and in which:
Figure 1 is a perspective view of a trailer body incorporating the present invention, Figure 2 is a side elevation showing a tractor and the trailer body;
Figure 3 is a top plan view of the trailer body shown in Figures 1 and 2;
Figure 4 is an enlarged top plan view partly in cross-section of the front walls of the trailer;
Figure 5 is a front elevation partly in cross-section of the trailer; and Figure 6 is a fragmentary side elevation of a detail of a construction of the front wall of the trailer.
A tractor 10 shown in dotted lines in Figure 2 represènts a conventional tractor with a cab 12 and an engine covering hood 14v The roof 16 of the cab is lower than the height of a trailer 18 having a top wall 20, sidewalls 22 and 24. The trailer walls in the present embodiment are made of laminated panels and are assembled forming a cargo receiving body of rectangular cross-section and outline.
_ 4 _ Front wall 26 includes a fairing segment 30 and a bulkhead segment 28. In other words, there is no conventional front wall to the trailer but the fairin~
segment 30 is the integral front wall and is attached to the - sidewalls 22 and 24.
The trailer includes a frame construction in the front wall section, upstanding channel shape columns 32 and end columns 34 mounted to a bulkhead 35 including beam 36, 38 and columns 40, 34. A beam 44 extends above the columns 32. At the top of the frame there is provided a laterally channel member 46 having inwardly extending flanges 48 and 50,curved connecting members 52 extend between the channel member 46 and the column 34. The top edge of the fairing segment is riveted to the flange 48 as shown in Figure 4. The side edges of the fairing segment 30 are riveted or otherwise fastened to the sidewalls 22 and 24 of the trailer. The roof panel member 54 is similarly riveted to the opposite flange 50 of the channel 46 as shown in Figure 6.
The bulkhead segment 28 includes curved corner panels 56 and 58, the radius of the curvature of these corner panels 56 and 58 is approximately 10 inches.
The top 2/3 of the front wall is covered by the fairing segment 30 which is a fiberglass shell in the present embodiment and which includes an upper section A, a central section B and a lower section C.
The upper section A formed of side surfaces 62 traced by vertical lines and a top sloping surface 64 traced by horizontal lines. The fairing segment 30 is symmetrical of course, and only one side is shown in Figures 4 and 5.
~191~46S
The surfaces 62 and 64 all merge towards an apex 66 which is a top point in a vertical line 68 of forward projection.
The point 66 is the intersection of a parabolic curve located in the vertical plane and following the contour of t~e top surface 54 as well as a parabolic curve traced along the side surface 52 in a horizontal plane through the point 66. Towards the rear edges of the fairing segment 30, the side surfaces and top surface 62 and 64 respectively merge into arcuate surfaces and terminate tangentially in the plane of the sidewalls 22 and 24 and the top wall 20 respectively. The radius of curvature of the arcuate section approximately 16 to 20 inches, the curve of the rear sections of the fairing segment 30, in fact overlap approximately twelve inches behind the frame of the front wall thereby providing gradual aerodynamic curved surfaces.
The middle section B of the fairing segment 30 is essentially formed by a series of straight vertical lines intersecting a horizontal parabolic curve with an apex of the parabola at the vertical line 68 projected at the point 66. The furthest projecting line of the fairing segment 30 is therefore the line 68 which is a vertical line passing through point 66. The lowest section C of the segment 30 is the rearwardly extending flat sloping surface interrupted by a slight reinforcing V-shape projection 72.
The central section B fills a major portion of the gap between the rear wall of the cab 12 and the trailer 18.
The parabolic horizontal curve of the central section B
provides reasonable maneuverability for the tractor 12 when the tractor 12 is steered relative to the trailer 18. Further the smooth curves formed by the parabolic contours of the central section B and the top section A as well as the rounded 1198~
gradual smooth curves of the panels 58 and 56 greatly improve the coefficient aerodynamic drive of the vehicle particularly in yaw flow conditions.
In a typical example of a fairing 30, the width thereof was 104 inches while the overall height of the wall 26 was 114 inches. The full front projection of the fairing at its most forward point 66, was 33 inches measured from the bulkhead, while no surface of the fairing had a radius of less than 6 inches.
The projection of section B and to a certain extent section C reduces the amount of air flow which can enter the gap and provide drag against what is normally a flat front surface. Furthermore, the aero-dynamic curves of this section reduce drag particularly under yaw conditions. The channel 46 permits easy replacement of the roof panel 20 without having to remove the overlapping front wall fairing segment 30 as is the case with blister construction. The channel 46 also acts as a form of gutter.
Claims (6)
1. An aerodynamic fairing adapted to be mounted on the front of a bluff-type trailer in a tractor trailer combination; the fairing comprising in the vertical axis, an upward portion, a central portion and a lower portion;
the upper portion being characterized by smooth aerodynamic curves merging with the flat side and top walls of the trailer and converging on a point of maximum forward projection, said point coinciding with the intersection of the apices of a parabolic curve of a surface traced in a horizontal plane and the apex of a parabolic curve of a surface traced in a vertical plane which includes a longitudinal axis of a trailer, the point being the top of a line of maximum forward projection, the central portion of the fairing having a surface with a vertical extent of constant cross-section including a series of parallel horizontal parabolic curves identical to the parabolic horizontal curve passing through the point of maximum projection, a lower portion including a rearwardly sloped surface extending towards the trailer which merges smoothly with a flattened surface and the flattened surface merges smoothly with the sidewalls of the trailer.
the upper portion being characterized by smooth aerodynamic curves merging with the flat side and top walls of the trailer and converging on a point of maximum forward projection, said point coinciding with the intersection of the apices of a parabolic curve of a surface traced in a horizontal plane and the apex of a parabolic curve of a surface traced in a vertical plane which includes a longitudinal axis of a trailer, the point being the top of a line of maximum forward projection, the central portion of the fairing having a surface with a vertical extent of constant cross-section including a series of parallel horizontal parabolic curves identical to the parabolic horizontal curve passing through the point of maximum projection, a lower portion including a rearwardly sloped surface extending towards the trailer which merges smoothly with a flattened surface and the flattened surface merges smoothly with the sidewalls of the trailer.
2. An aerodynamic fairing as defined in claim 1 wherein all of the surfaces of the fairing form smooth curves with radii equal to or greater than six inches.
3. An aerodynamic fairing as defined in claim 1 wherein the fairing is made from molded fiberglass material.
4. An aerodynamic fairing adapted to be mounted on the front of a bluff-type trailer in a tractor trailer combination; the fairing comprising in the vertical axis an upper portion, a central portion and a lower portion; the upper portion being characterized by a straight line generated surface having a curved convex outline following a parabola in the longitudinal direction of the trailer and having smooth aerodynamic curves merging with the flat side and top walls of the trailer, said surface intersecting a surface having the outline of a parabolic curve traced in a horizon-tal plane, the apex of the parabolic curve traced in the vertical plane which includes the longitudinal axis of a trailer, coinciding with the apex of the parabolic curve in the horizontal plane, the point being the top of a line of maximum forward projection, the central portion of the fair-ing having a surface with a vertical extent of constant cross-section including a series of parallel horizontal para-bolic curves identical to the parabolic horizontal curve passing through said point, a lower portion including a rear-wardly sloped surface extending towards the trailer which merges smoothly with a flattened surface and the flattened surface merges smoothly with the side walls of the trailer.
5. A trailer having an aerodynamic fairing as defined in claim 4, wherein the top of the trailer is provided with a channel-shaped beam extending at right angles to the longi-tudinal axis of the trailer, and the channel-shaped beam includes flanges extending inwardly thereof and defining a gutter, the flanges being adapted to receive, for attachment thereto, the rearward edge of the upper surface of the fairing in respectively the frontward edge of the top wall panel of the trailer.
6. A trailer as defined in claim 4, wherein the fairing represents the front wall of the trailer and extends for two thirds of the extent of the front wall while the lower portion of the front wall is covered by a bulkhead.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000414680A CA1198465A (en) | 1982-11-02 | 1982-11-02 | Aerodynamic trailer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000414680A CA1198465A (en) | 1982-11-02 | 1982-11-02 | Aerodynamic trailer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1198465A true CA1198465A (en) | 1985-12-24 |
Family
ID=4123869
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000414680A Expired CA1198465A (en) | 1982-11-02 | 1982-11-02 | Aerodynamic trailer |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1198465A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107140039A (en) * | 2017-05-26 | 2017-09-08 | 吉林大学 | The low windage Bus Frame structure and its design method of a kind of imitative Caribbean monk seal |
-
1982
- 1982-11-02 CA CA000414680A patent/CA1198465A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107140039A (en) * | 2017-05-26 | 2017-09-08 | 吉林大学 | The low windage Bus Frame structure and its design method of a kind of imitative Caribbean monk seal |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |