EP4676809A1

EP4676809A1 - Aerodynamic side skirt for vehicle

Info

Publication number: EP4676809A1
Application number: EP24712563.6A
Authority: EP
Inventors: Lionel CURTIS; Rahul Kamath; Ryan Kingston
Original assignee: Aerodyne Global Ltd
Current assignee: Aerodyne Global Ltd
Priority date: 2023-03-06
Filing date: 2024-03-06
Publication date: 2026-01-14
Also published as: WO2024184639A1; GB2627926A; GB202303270D0

Abstract

There is described a displaceable, length adjustable, aerodynamic side skirt for a vehicle. The side skirt comprises a plurality of panels configured to provide a substantially continuous aerodynamic surface. The side skirt also comprises a plurality of frames, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle; wherein each frame of the plurality of frames is coupled to a panel of the plurality of panels. Further, the side skirt comprises a support strut configured to derive support from the vehicle; and a linkage mechanism connected between the plurality of frames and the support strut. During installation, a length of the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length. In use, the linkage mechanism is configured to guide the plurality of panels and the plurality of frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection. As such the invention improves an aerodynamic efficiency, a safety and a legislative compliance of the vehicle on which it is mounted, without restricting access to an underbody of the vehicle, in a one-size-fits-all side skirt solution, with a reduction in the time needed to design and fit side skirts to a vehicle.

Description

Aerodynamic Side Skirt for Vehicle

Field of the Invention

The present invention relates to a displaceable, length adjustable, aerodynamic side skirt for a vehicle or trailer. In particular, a side skirt for a commercial cargo vehicle or trailer.

Background of the Invention

Due to the high cost of energy used by the transport industry, exacerbated by the global energy crisis, there is a need for improved energy efficiency of the transport industry. In particular, the energy efficiency of commercial cargo vehicles and trailers must be improved. The energy efficiency of both electric vehicles and internal combustion engine (ICE) vehicles may be improved by reducing an aerodynamic drag coefficient of a vehicle. In other words, reducing an aerodynamic drag acting on a vehicle may improve an energy efficiency of the vehicle.

In addition, to tackle global warming, there is a need to reduce carbon dioxide emissions from ICE vehicles of the transport industry. In particular, carbon dioxide emissions from commercial cargo vehicles must be reduced. Reduced emissions may be achieved through improved energy efficiency of a vehicle, which in turn may be achieved through reducing an aerodynamic drag acting on a vehicle.

To address these issues, many aerodynamic devices have been developed, including aerodynamic side skirts configured to improve an aerodynamic drag of sides and/or undersides of vehicles. However, existing solutions have failed to address the fact that there exists a great variety of vehicles that could benefit from improvement in aerodynamic efficiency. In particular, existing aerodynamic side skirt devices are often made to order, bespoke, items that fit one vehicle only and are not designed to be suitable for installation on a variety of vehicles.

Further, it is a legislative requirement that commercial cargo vehicles and trailers comprise lateral under-run protection to improve a safety of the vehicles by preventing other road users such as pedestrians, cyclists and other vehicles, such as cars, from falling, sliding or driving underneath the vehicle and risking being run over by the vehicle. Existing aerodynamic devices in themselves usually fail to incorporate this requirement which is often tackled separately to issues of efficiency. In addition, some existing aerodynamic devices attached to the sides of vehicles to improve their aerodynamic drag hinder access to underbodies of vehicles where important components or equipment may be located.

As such, there is a need for a side skirt which provides aerodynamic benefit and under-run protection. Further there is a need for a single side skirt product which is suitable for a wide range of vehicles, and which may not prevent or restrict access to an underbody of a vehicle on which it is mounted. Objects and aspects of the present claimed invention seek to alleviate at least these problems with the prior art.

Summary of the Invention

At its most general, the present invention provides a side skirt for a vehicle comprising panels configured to provide a substantially continuous aerodynamic surface, frames configured to provide under-run protection to the vehicle, a support strut configured to derive support from the vehicle; and a linkage mechanism connected between the plurality of frames and the support strut, wherein the frames are telescopically adjustable to meet a length requirement of a variety of vehicles and wherein the linkage mechanism is configured to guide the panels and frames between an upper position providing access to a vehicle underbody and a lowered position providing the aerodynamic benefit and under-run protection.

The invention provides the advantages of being suitable for a wide variety of vehicles, providing a one-size-fits-all side skirt solution. In addition, the invention improves an aerodynamic efficiency of the vehicle on which it is mounted, as well as providing lateral under-run protection improving a safety of the vehicle and complying with legislative requirements. Further, the invention provides a solution that does not restrict access to an underbody of the vehicle.

According to a first aspect of the invention, there is provided a displaceable, length adjustable, aerodynamic side skirt for a vehicle, the side skirt comprising: a plurality of panels configured to provide a substantially continuous aerodynamic surface; a plurality of frames, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle; wherein each frame of the plurality of frames is coupled to a panel of the plurality of panels; a support strut configured to derive support from the vehicle; and a linkage mechanism connected between the plurality of frames and the support strut; wherein, during installation, a length of the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length; and wherein the linkage mechanism is configured to guide the plurality of panels and the plurality of frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection.

The side skirt is suitable for installation on a vehicle, in particular a commercial cargo vehicle or a trailer for a commercial cargo vehicle. The side skirt is displaceable. In other words, the side skirt may be displaced from a first position to a second position and back again. The side skirt is length adjustable. For example, a length of the side skirt may be adjusted prior to installing the side skirt on the vehicle so that the side skirt fits between a landing leg of the vehicle and a wheel of the vehicle. Additionally or alternatively, a length of the side skirt may be adjusted so that the side skirt fits between a rear of the vehicle and wheel of the vehicle. In this way, the side skirt of the present invention may be suitable for installation on a wide variety of vehicles.

The side skirt is aerodynamic. In other words, the side skirt, when fitted to a vehicle, provides an aerodynamic benefit to a vehicle by reducing a drag coefficient of the vehicle. By reducing a drag coefficient of the vehicle, the side skirt may increase an energy efficiency of the vehicle. In this way, the side skirt may reduce a fuel consumption of the vehicle, thereby reducing a fuel cost for a given journey, or increasing a range of the vehicle for a given volume of fuel. For an electric or hybrid vehicle, the side skirt may increase an electric range of the vehicle, reducing the frequency of a requirement for battery charging or battery replacement.

The side skirt comprises a plurality of panels configured to provide a substantially continuous aerodynamic surface. The plurality of panels are configured to co-operate with one another to provide the substantially continuous aerodynamic surface. For example, a first panel may be received at least partially behind a second panel, causing the panels to overlap. The panels may be arranged close together so that the deviation in the aerodynamic surface between the first panel and the second panel is not significant, and a substantially continuous aerodynamic surface is provided. The panels may tessellate to achieve a close matching to ensure provision of the substantially continuous aerodynamic surface.

Each panel of the plurality of panels may have an aerodynamically beneficial shape and/or construction. For example, each panel may be formed of a smooth material configured to have a reduced drag coefficient. Each panel may have a gently curving shape configured to encourage boundary layer attachment across a surface of the panel.

The side skirt comprises a plurality of frames, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle. This may improve a safety of the vehicle for other road users. Each frame of the plurality of frames is coupled to a panel of the plurality of panels. By being coupled to a panel, each frame of the plurality of frames provides support to a panel. In this way, the panels are also arranged in a direction substantially parallel to a longitudinal axis of the vehicle.

During installation, a length of the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length. Each frame being coupled to a panel, in this way, a length of the plurality of panels may be telescopically adjusted between a predetermined minimum length and a predetermined maximum length. The length of the plurality of frames and panels may be telescopically adjusted to suit a vehicle on which the side skirt is being installed. In this way, the side skirt may be suitable for installation on a wide variety of vehicles. Alternatively, each frame may be coupled to a panel after the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length.

To effect telescopic adjustment, each frame of the plurality of frames may be configured to cooperate with an adjacent frame of the plurality of frames. In this way, adjacent panels may be telescopically extended and retracted by the co-operation of the frames. For example, each frame may comprise a rail configured to co-operate with a rail of an adjacent frame so that the frames may slide towards and away from one another along the rails. In this way, a panel coupled to each frame may slide towards and away from another panel along the rails. In this way, a panel may be received at least partially behind an adjacent panel. In this way, a length of the rail assembly, and hence the panel assembly is telescopically adjusted.

The predetermined minimum length of the plurality of frames may be approximately a length of a single frame of the plurality of frames. In other words, a minimum length of the telescopically adjustable plurality of frames may be a length measured when the frames are retracted and may be a substantially same length as a length of one frame. Alternatively, a minimum length of the telescopically adjustable plurality of frames may be a length measured when a first frame is telescopically adjusted to reach an end stop on a second frame. This length may be greater than a length of one frame. A predetermined maximum length may be approximately a sum of lengths of each frame in the plurality of frames. In other words, a maximum length of the telescopically adjustable plurality of frames may be a length measured when the frames are extended and may be a substantially same length as a length of each frame laid end to end; i.e. a sum of a length of each frame. Alternatively, a maximum length of the telescopically adjustable plurality of frames may be a length measured when a first frame is telescopically adjusted to reach an end stop on a second frame.

The plurality of frames are configured to provide under-run protection to a vehicle. In other words, when installed upon a vehicle, the plurality of frames of the side skirt may enable the vehicle to comply with lateral under-run regulations. Under-run protection attempts to prevent pedestrians, cyclists or other vehicles from falling, sliding or driving underneath the vehicle. This may improve a safety of the vehicle by preventing other road users from being run over by the wheels of the vehicle. The plurality of frames is configured to provide under-run protection to the vehicle on which the side skirt is installed. The frames are configured to provide adequate resistance in the event of a crash and prevent other road users becoming lodged under the vehicle.

The side skirt comprises a support strut configured to derive support from the vehicle. The support strut provides a connection between the side skirt and the vehicle so that the side skirt is supported on the vehicle. The support strut is configured to provide support to the frames to enable frames to provide lateral under-run protection to the vehicle. For example, the support struts may be designed to withstand large compression forces and decelerate an impacting object, such as a car. The support struts may be configured to ensure that, under a variety of circumstances, e.g. collisions, the side skirt may derive support from the vehicle to withstand the expected forces and not collapse or otherwise move relative to the vehicle in an unacceptable manner.

The side skirt comprises a linkage mechanism connected between the plurality of frames and the support strut. The linkage mechanism is configured to connect the plurality of frames, to which is coupled the plurality of panels, and the support strut, which is configured to derive support from the vehicle. In this way, the linkage mechanism may support the plurality of frames and panels on the support strut. The linkage mechanism may transfer forces incident on the plurality of panels and frames to the support strut in a collision scenario.

The linkage mechanism is configured to guide the plurality of panels and the plurality of frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection. When the side skirt is in the upper side skirt position, an underbody of the vehicle may be revealed. In this way, items stored, or components located, underneath the vehicle may be accessed, e.g. retrieved or stowed. For example, tools, spare wheels, cargosecuring straps and pallets may be stored at the underbody of the vehicle, and brakes and axles may also be located there. When the side skirt is in the lower side skirt position, an underbody of the vehicle may be hidden. In this way, a security of items stored underneath the vehicle may be improved. When the side skirt is in the lower side skirt position, the side skirt is configured to provide under-run protection by covering an opening under the vehicle. When the side skirt is in the lower side skirt position, the side skirt is configured to provide the aerodynamic benefit to the vehicle by reducing a drag coefficient of the vehicle.

The linkage mechanism may permit movement of the plurality of panels and the plurality of frames along the predetermined path, and prevent movement of the plurality of panels and the plurality of frames along any other path. When the plurality of panels and frames are in the lower side skirt position and experience an external force, e.g. a lifting force, the linkage mechanism may guide the panels and frames from the lower side skirt position to the upper side skirt position. When the plurality of panels and frames are in the upper side skirt position and experience an external force, e.g. a lowering force, the linkage mechanism may guide the panels and frames from the upper side skirt position to the lower side skirt position.

The linkage mechanism may be configured to move the plurality of panels and the plurality of frames from the upper side skirt position to the lower side skirt position and back again. This movement may be repeated. The linkage mechanism may ensure a synchronisation of motion of each panel of the plurality of panels and/or each frame of the plurality of frames. In this way, each panel and frame of the plurality of panels and frames may move together from the upper side skirt position to the lower side skirt position and vice versa. In this way the panels and frames may not become wedged with some panels and frames mis-aligned from others. By ensuring a synchronisation of the panels and frames, the linkage mechanism, panels and frames may experience reduced torsion forces during a guiding of the plurality of panels and the plurality of frames. In this way, the linkage mechanism may be required to withstand reduced torsional loading, enabling the linkage mechanism to be made lightweight, and/or require less maintenance during normal use.

In use, the plurality of panels and the plurality of frames may be moved to the upper side skirt position, e.g. raised, to access, e.g. load or unload, items stored under the vehicle. The plurality of panels and the plurality of frames may be moved to the lower side skirt position, e.g. lowered, to prevent access to items stored under the vehicle, provide under-run protection, and provide aerodynamic benefit to the vehicle. This movement may be initiated by a user, e.g. a vehicle operator, and guided by the linkage mechanism. In this way, the side skirt of the present invention may be displaceable to provide under-run protection and aerodynamic benefit to a vehicle without restricting access to the underbody of the vehicle.

Ultimately, the linkage mechanism is configured to guide the telescopically adjustable plurality of panels and frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection, to provide a displaceable and length adjustable aerodynamic side skirt for a vehicle.

The side skirt may be configured to be coupled to one side of a vehicle to extend below a side wall of the vehicle along at least a part of a length of the vehicle. In other words, when it occupied the lower side skirt position, the side skirt may extend below a side wall of the vehicle along at least a part of a length of the vehicle. In this way, in the lower side skirt position, the side skirt may be disposed in use at a lower side of the vehicle to provide a lateral under-run protection to the vehicle where it is required. The side skirt may be arranged in a direction substantially parallel to a longitudinal axis, i.e. a centreline, of the vehicle. In some cases, the side skirt may be arranged in a direction substantially parallel to a side wall of the vehicle. The side skirt may be arranged to at least partially cover an opening between a wheel of a vehicle, a landing leg of the vehicle, a front of the vehicle and/or a rear of the vehicle.

By extending below a side wall of the vehicle, the side skirt may extend the aerodynamic effect of the side wall of the vehicle towards a ground surface upon which the vehicle is disposed. In this way, the side skirt may reduce an aerodynamic drag coefficient of the vehicle. The side of the skirt may guide an air flow along a lower side of the vehicle and reduce a volume of a turbulent wake which may be generated by the underbody and wheels of the vehicle.

In the upper side skirt position, the plurality of panels and frames of the side skirt may be configured to be disposed in a position above the lower side skirt position. In this way, when in the upper side skirt position, the plurality of panels and frames may be disposed alongside a side wall of the vehicle. For example, when in the upper side skirt position, at least a part of the plurality of panels and frames may be disposed above an underbody of the vehicle. In some cases, when in the upper side skirt position, the entirety of the plurality of panels and frames may be disposed above an underbody of the vehicle. In the upper side skirt position, the plurality of panels and frames of the side skirt may be configured to be disposed in a position at a greater distance from a centreline of the vehicle than the lower side skirt position. In this way, when in the upper side skirt position, the plurality of panels and frames may be disposed on an outside of a side wall of the vehicle, whereas, when in the lower skirt position, the plurality of panels and frames may be disposed in line with a side wall of the vehicle, with respect to the centreline of the vehicle. In this way, the plurality of panels and frames of the side skirt may be disposed away from a vehicle underbody storage area when in the upper skirt position.

The side skirt may be arranged to operate in a pair of side skirts, each side skirt being disposed on an opposite side of the vehicle. In this way, the vehicle may benefit from a symmetrical, and increased, aerodynamic benefit from the side skirts.

The side skirt may have a height that is measured vertically when the side skirt is installed on a vehicle. A distance between a top surface of a panel of the plurality of panels and a bottom surface of the panel of the plurality of panels may be the height of a panel and may correspond to approximately a height of the side skirt. A side skirt arranged along a middle section of a vehicle may have a height which is substantially a same height along its length. A side skirt arranged at a rear of a vehicle may have a height that varies along its length. A height of the side skirt measured at a rear of the vehicle may be reduced compared with a height of the side skirt measured at a distance from the rear of the vehicle. In this way, the side skirt may taper towards a rear of the vehicle. In this way, an end of the side skirt disposed at a rear of the vehicle may be provided with a diffuser. A diffuser may further act to reduce an aerodynamic drag coefficient of the vehicle by reducing a volume of a turbulent wake which may be generated behind the vehicle.

A length of the support strut may extend in a direction substantially perpendicular to a direction in which a length of the plurality of frames extends. In this way, the support struts may be arranged substantially perpendicular to the frames, allowing the support struts to stand the frames off, away from a mounting point of the support struts so that the frames may be disposed in an aerodynamically beneficial place with respect to a side wall of the vehicle. In addition, in this way the support struts may be arranged substantially normal to an outer surface of the plurality of panels which may correspond to a direction of impact during a collision. In this way, the support strut may provide a strong reaction to impacts incident on the side skirt. By arranging the support strut in this way, the strength of the side skirt may be increased and a probability of failure may be reduced.

The support strut may be configured to derive support from the vehicle by being mounted to a chassis of the vehicle. In this way, the support strut is mounted to a structure of the vehicle. In the case of an impact, forces may be transmitted by the support strut to the chassis of the vehicle which may be able to withstand high forces before failing. In this way a safety of the side skirt is improved.

The support strut may be mounted to the chassis of the vehicle in any suitable manner. The support strut may be mounted directly or indirectly to a chassis of the vehicle. In other words, there may be an intermediate component disposed between the support strut and the chassis of the vehicle. For example, the support strut may be mounted to a structural cross-member, an outrigger and/or a floor bearer of the vehicle.

The support strut may be configured to be clamped to a chassis of the vehicle. In this way, the support strut may be fixedly mounted to a chassis of the vehicle. By clamping the support strut to the chassis of the vehicle, the side skirt may be robustly, but removably, attached to the vehicle. In this way, when installed, a safety of the side skirt may be improved, and when servicing, maintenance or replacement is required it may be straightforward to remove the side skirt from the vehicle. The support strut may be clamped to the chassis by a plurality of fixings. Alternatively, the support strut may be clamped to the chassis in any other suitable manner.

On some vehicles, the side skirt may be mounted to an underside of a floor of the vehicle. For example, the side skirt may be mounted by fasteners extending through or into a structure of a floor of the vehicle. The fasteners may be any suitable fastener, such as nuts and bolts or screws. Additionally or alternatively, a gripping mechanism may be used to clamp the support struts to the chassis of the vehicle.

The side skirt may comprise a plurality of support struts. In other words, the side skirt may be connected to the vehicle by more than one support strut. For example, a support strut may be disposed at either end of a side skirt. Alternatively, a support strut may be disposed to support each frame of the plurality of frames individually. By providing a plurality of support struts, a connection between the side skirt and the vehicle may be strengthened. In particular, the plurality of support struts may derive a greater support from the chassis than a single support strut, enabling the support struts to react a greater force e.g. of impact than a single support strut. A plurality of support struts may also distribute any loading transferred from the side skirt to the chassis through a plurality of connection points between the plurality of support struts and the chassis, reducing a point loading on any one connection point of the chassis.

A length of each support strut of the plurality of support struts may be configured to be arranged to extend in a direction substantially perpendicular to a longitudinal axis of the vehicle. In this way, the support struts may be arranged substantially normal to a longitudinal beam of the chassis. In this way, the support struts may derive a maximum support from the chassis when the vehicle experiences a side impact. By being arranged substantially perpendicular to a longitudinal axis of the vehicle, the support struts may be suitable for installation at any point along a chassis of the vehicle. For example, the support struts may be installed at any point along a longitudinal beam of a chassis of the vehicle as they do not require a specialised mounting location or arrangement. As a result, the side skirt of the invention may be suitable for installation on a wide variety of vehicles.

The plurality of support struts may be configured to be distributed at intervals along a length of the vehicle. In this way, the support struts may derive support from the vehicle along a length of the vehicle. A length of the intervals may correspond to a length of a frame or a panel of the plurality of frames or panels of the side skirt. A length of a frame of the plurality of frames may correspond to a length of a panel of the plurality of panels. Alternatively, each frame of the plurality of frames may be longer than each panel of the plurality of panels in order that the frames may co-operate with one another to enable the telescopic adjustment of the frames and panels. Each panel of the plurality of panels may have a substantially similar length.

During installation, the length of the plurality of frames may be set between a predetermined minimum length and a predetermined maximum length. In this way, during installation, a length of the plurality of frames is telescopically adjusted and may be set at the chosen length between the predetermined minimum length and a predetermined maximum length. The length of the plurality of frames may be set by any suitable mechanism. The length of the plurality of frames may be set by the installation of a fastener through a frame of the plurality of frames to prevent a movement of the frame relative to an adjacent frame of the plurality of frames. For example, a fastener may be installed through a first frame of the plurality of frames and through a second frame of the plurality of frames and secured by a nut to secure the first and second frames together. Alternatively, the length of the plurality of frames may be set by a latching mechanism which acts to inhibit relative movement of two adjacent frames of the plurality of frames.

A fastener used to set the length of the plurality of frames may also be used to couple a panel of the plurality of panels to a frame of a plurality of frames. In this way, the fastener may fulfil two purposes; both to set the length of the plurality of frames and couple a panel to a frame. This may reduce a number of fasteners required in the side skirt which may reduce a mass of a side skirt. A reduced mass of a side skirt may increase a proportion of a vehicle mass which is payload, thereby improving an efficiency of the vehicle.

The side skirt may comprise an actuator configured to assist the linkage mechanism to guide the plurality of panels and the plurality of frames along the predetermined path. The actuator may provide a proportion of the force required to move the plurality of panels and the plurality of frames along the predetermined path. A remainder of the force required may be provided by a human, such as a vehicle operator. In this way, the human may initiate the movement of the plurality of panels and the plurality of frames along the predetermined path, but may not be required to provide the full lifting or lowering force required to complete the motion.

In some cases, the actuator may only provide assistance to the linkage mechanism when the plurality of panels and the plurality of frames are being moved from the lower side skirt position to the upper side skirt position. In this way, when acting against gravity, the actuator may provide some assistance to the linkage mechanism and the human user. When the plurality of panels and the plurality of frames are being moved from the upper side skirt position to the lower side skirt position, the actuator may act against the linkage mechanism to resist the motion towards the lower side skirt position. In this way, when gravity is aiding the linkage mechanism, the plurality of panels and the plurality of frames may be lowered in a controlled manner towards the lower side skirt position avoiding impact damage to the side skirt or vehicle.

The actuator may provide sufficient force, and may be assisted by mechanical advantage, to keep the plurality of panels and the plurality of frames in the upper side skirt position without human intervention. The plurality of panels and the plurality of frames may be retained in the lower side skirt position without human intervention by virtue of the mass of the plurality of panels and the plurality of frames. Alternatively, the plurality of panels and frames may be retained in the lower side skirt position by a latch.

The side skirt may comprise an actuator configured to actuate the linkage mechanism to guide the plurality of panels and the plurality of frames along the predetermined path. The actuator may act to lift the plurality of panels and plurality of frames of the side skirt from the lower side skirt position to the upper side skirt position. The actuator may act to lower the plurality of panels and plurality of frames of the side skirt from the upper side skirt position to the lower side skirt position. The actuator may act without human assistance. In other words, the actuator may provide the full amount of force required to move the plurality of panels and the plurality of frames along the predetermined path.

The actuator may be connected between the support strut and the linkage mechanism. In this way, the actuator may assist the linkage mechanism and derive support from the support strut and, thereby, from the vehicle. By deriving support from the support strut the actuator may be provided with a reaction force sufficient to enable the actuator to apply a force to the linkage mechanism to assist the linkage mechanism in the guiding of the plurality of panels and the plurality of frames along the predetermined path.

The actuator may be any suitable actuator. For example, the actuator may be an actuator configured to extend and retract. The actuator may be configured to extend while the linkage mechanism is guiding the plurality of panels and plurality of frames towards the upper side skirt position and retract while the linkage mechanism is guiding the plurality of panels and plurality of frames towards the lower side skirt position. In this way, the actuator may exert a force on the linkage mechanism as it extends to assist the linkage mechanism by pushing it towards the upper side skirt position. In addition, the actuator may exert a force on the linkage mechanism as it retracts to assist the linkage mechanism by pulling it towards the lower side skirt position. In this way the actuator may be dual action.

The actuator may be a gas strut. In this way, the actuator may be single action. In other words, the actuator may apply a force in a single direction, i.e. a direction to assist the linkage mechanism towards the upper side skirt position. A gas strut may exert a force on the linkage mechanism to extend the gas strut and push the plurality of panels and the plurality of frames up into the lifted, upper side skirt position. In the same way, a gas strut may exert a force in a same direction on the linkage to resist a compression of the gas strut and slow down the lowering of the plurality of panels and the plurality of frames into the lower side skirt position.

The actuator may comprise a plurality of actuators. In this way, the force supplied by the actuators may be increased. Further, in this way, the force required from each actuator may be reduced and each actuator may be less expensive to procure, maintain and replace, and more lightweight, than a single actuator capable of supplying the required force. The plurality of actuators may also provide redundancy to the system. In this way, if one actuator fails or is reduced in load capacity, the plurality of panels and plurality of frames may still be actuated.

The linkage mechanism may be a planar quadrilateral linkage. In other words, the linkage mechanism may be a four-bar linkage mechanism. In this way, the predetermined path of the plurality of panels and plurality of frames may be prescribed by the geometry of the planar quadrilateral linkage. The linkage mechanism may comprise a first bar, comprising a first rotatable coupling at a first end of the first bar and a second coupling at a second end of the first bar, and a second bar, comprising a third rotatable coupling at a first end of the second bar and a fourth coupling at a second end of the second bar. The first bar may be arranged above a second bar. A first rotatable coupling disposed at a first end of the first bar may be connected to an upper portion of a frame of the plurality of frames. A second rotatable coupling disposed at a second end of the first bar may be connected to an upper portion of the support strut. A third rotatable coupling disposed at a first end of the second bar may be connected to a lower portion of a frame of the plurality of frames. A fourth rotatable coupling disposed at a second end of the second bar may be connected to a lower portion of the support strut. In this way, the third bar of the four-bar linkage may be provided by a frame of the plurality of frames and the fourth bar of the four-bar linkage may be provided by a support strut.

By having four, fixed length bars, the linkage mechanism may have a predetermined range of motion that enables the linkage mechanism to guide the plurality of panels and the plurality of frames from the lower side skirt position to the upper side skirt position with no deviation from the pre-determined path.

One bar of the linkage mechanism may comprise an L-shape. In this way, the L-shaped bar may comprise a corner. The actuator may be connected to the L-shaped bar of the linkage mechanism at the corner of the L-shape, enabling the L-shaped bar to receive the force exerted by the actuator.

By being a planar quadrilateral linkage, the bars of the linkage may move in one plane. In this way, the motion of the plurality of frames and the plurality of panels may be substantially within a plane. In other words, the motion of the plurality of frames and the plurality of panels may be limited to two degrees of freedom. In this way the plurality of frames and the plurality of panels may be translated from the lower side skirt position to the upper side skirt position and back again.

A motion of the plurality of panels along the pre-determined path may comprise a translation of the plurality of panels. A motion of the plurality of frames along the pre-determined path may comprise a translation of the plurality of frames. In this way, the plurality of panels and plurality of frames may be translated from the lower side skirt position to the upper side skirt position and back again. The translation may not comprise a rotation. In this way, the plurality of panels and plurality of frames may not be rotated while being guided from the lower side skirt position to the upper side skirt position and back again. In other words, the plurality of panels and plurality of frames may maintain their orientation as they are guided along the predetermined path.

In this way, the plurality of panels and plurality of frames may move between the lower side skirt position and the upper side skirt position in a minimum amount of space. In other words, the plurality of panels and plurality of frames may not require a large area around the vehicle in order to move between the lower side skirt position and the upper side skirt position. This is particularly advantageous when the vehicle is parked in close proximity to another vehicle or a building. For example, a depth of each panel may be smaller than a height of each panel. By translating the panels along the predetermined path, the relatively large height of the panel remains substantially vertical. In an alternative, if a panel were to rotate about a top of the panel, at least a volume of empty space corresponding to a half cylinder with a diameter equivalent to the height of the panel would be required. As it is, according to the invention, a smaller volume of empty space is required as the panels are translated rather than rotated.

Restricting a motion of the plurality of panels and plurality of frames along the pre-determined path to translation may provide further advantages. For example, less force may be required to lift the plurality of panels and frames from the lower skirt position to the upper skirt position than if the guiding comprised rotation of the panels. The reduced force may be supplied by an actuator, a human such as a vehicle operator, or a combination of an actuator and a human. In this way, it may be easier for a user to move the plurality of panels and frames between the upper and lower side skirt positions.

In addition, the plurality of panels and frames may be either raised towards the upper side skirt position or lowered towards the lower side skirt position by a pushing or a pulling force. For example, to raise the plurality of panels and frames towards the upper side skirt position, a user may push on a lower surface of a panel, or pull or an upper surface. To effect the opposite, lowering the plurality of panels and frames towards the lower side skirt position, a user may push on an upper surface of a panel, or pull on a lower surface of a panel. Whereas, if the motion of the plurality of panels and plurality of frames along the pre-determined path comprised a rotation about a top surface of a panel, it may not be possible to raise the plurality of panels and frames towards the upper side skirt position or lower the plurality of panels and frames towards the lower side skirt position by pushing or pulling on a pivot adjacent surface, i.e. an upper surface, of a panel. In this way, a user to initiate a motion of the plurality of panels and frames with reduced manual handling strain.

A further advantage provided by restricting a motion of the plurality of panels and plurality of frames along the pre-determined path to translation may be an improved visual appearance of the vehicle and skirt. When in the lower side skirt position, the linkage mechanism may be contained behind the panels of the skirt and may be under the vehicle. A side skirt configured to provide rotational motion of the panels may comprise a hinge, the barrel of which may be visible at all times, thereby negatively affecting the appearance of the vehicle. Further, when in the raised position, a mechanism of a side skirt comprising such a hinge may be uncovered so that the hinge and/or mechanism is vulnerable to damage. In contrast, a translation motion allows the plurality of panels and frames to cover and protect the linkage mechanism throughout its travel, providing an improvement in a durability of the side skirt.

A surface of each panel of the plurality of panels that faces away from a centreline of the vehicle while the plurality of panels is in the upper skirt position may be a same surface as a surface of each panel of the plurality of panels that faces away from a centreline of the vehicle while the plurality of panels is in the lower skirt position. A surface of each frame of the plurality of frames that faces away from a centreline of the vehicle while the plurality of frames is in the upper skirt position may be a same surface as a surface of each frame of the plurality of frames that faces away from a centreline of the vehicle while the plurality of frames is in the lower skirt position.

In this way, the orientation of each panel of the plurality of panels and each frame of the plurality of frames may be maintained as the panels and frames are guided along the predetermined path. In other words, the orientation may be constant, may not change, as the panels and frames are guided along the predetermined path. In this way, the panels and frames may not be rotated, and the space required by the panels and frames when travelling to and occupying the upper skirt position may be minimised. In addition, a force required to move the panels may be reduced and initiating a motion of the panels may be physically easier.

In addition, a surface of each panel facing away from a centreline of the vehicle being a same surface regardless of location of the panel along the predetermined path may provide other advantages. For example, an aerodynamic surface of the panel may not come into contact with any part of the vehicle, e.g. a side wall of the vehicle. In this way, the aerodynamic surface may be protected from damage and the aerodynamic benefits of the panel may be preserved.

The predetermined path may comprise an arcuate shape. In this way, the linkage mechanism may translate the plurality of panels and the plurality of frames in a shape substantially corresponding to an arc of a circle.

The plurality of frames may be rotatably connected to the linkage mechanism to allow relative rotation of the plurality of frames and the linkage mechanism. In this way, as the linkage mechanism rotates with respect to the fixed support struts, the frames may rotate with respect to the linkage mechanism. In this way, the plurality of frames may remain not rotated with respect to the fixed support struts. This may enable a surface of each panel that faces away from a centreline of the vehicle to be constant throughout the travel of each panel along the predetermined path. This may enable a translation of the plurality of panels and frames along the predetermined path to not comprise rotation, thereby achieving the advantages associated with this type of motion as discussed above. These advantages include requiring less space through which to move the panels and frames to access the vehicle underbody, requiring less force to move the panels and frames, and being able to initiate a motion of the panels more easily.

The plurality of panels may be fixedly connected to the plurality of frames. In this way, the plurality of panels may not rotate or translate relative to the plurality of frames. In this way, the panels and frames may be guided as one by the linkage mechanism along the predetermined path. The fixed connection between the frames and the panels combines the advantages of the lateral under-run protection, provided by the frames, and the aerodynamic surface, provided by the panels, into one part. In this way, the advantages may be compactly provided. Further, in this way, the component providing lateral under-run protection and the component providing aerodynamic benefit may both be guided by the linkage mechanism between the upper side skirt position and the lower side skirt position to provide the further advantage of easy access to the underbody of the vehicle. Finally, as the frames also provide the advantage of being length adjustable to accommodate being installed on a variety of vehicles, the advantage of universality of the side skirt is also compactly achieved in combination with the other advantages.

An upper edge of a panel of the plurality of panels may comprise a deformable element configured to deform to permit access to a lower edge of the body of the vehicle. In this way, the side skirt may not obstruct access to a lower edge of a body of the vehicle and may allow operations requiring such access to take place without hindrance. For example, access to a lower edge of the body of the vehicle may be required to lash down cargo or secure a tarpaulin. In addition, access to a lower edge of a body of a vehicle or trailer comprising curtain sides may be required to close and secure the vehicle or trailer. In use, the deformable element may be deformed by a user manually or using a tool to attain access to a lower edge of the body of the vehicle, for example, to fit a cargo lashing hook.

According to a second aspect of the invention, there is provided a displaceable, length adjustable, aerodynamic side skirt for a vehicle, the side skirt comprising: a plurality of panels configured to provide a substantially continuous aerodynamic surface; a plurality of frames, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle; wherein each frame of the plurality of frames is coupled to a panel of the plurality of panels; and a linkage mechanism connected between the plurality of frames and the vehicle; wherein, during installation, a length of the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length; and wherein the linkage mechanism is configured to guide the plurality of panels and the plurality of frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection.

The side skirt comprises a linkage mechanism connected between the plurality of frames and the vehicle. The linkage mechanism is configured to connect the plurality of frames, to which is coupled the plurality of panels, and the vehicle. In this way, the linkage mechanism may support the plurality of frames and panels on the vehicle. The linkage mechanism may transfer forces incident on the plurality of panels and frames to the vehicle in a collision scenario.

The linkage mechanism may be connected between the plurality of frames and the vehicle in any suitable manner. The linkage mechanism may be connected directly or indirectly to the vehicle and to the plurality of frames. In other words, there may be an intermediate component disposed between the linkage mechanism and the vehicle, and/or the linkage mechanism and the plurality of frames.

On some vehicles, the linkage mechanism may be mounted to an underside of a floor of the vehicle. For example, the linkage mechanism may be connected to the vehicle by fasteners extending through or into a structure of a floor of the vehicle. The fasteners may be any suitable fastener, such as nuts and bolts or screws. Additionally or alternatively, a gripping mechanism may be used to clamp the linkage mechanism to the chassis or other parts of the vehicle.

According to a third aspect of the invention, there is provided a clamping force distributing mounting element configured to mount a panel to a frame, wherein the mounting element comprises: an elastomeric strip, a plate and a bolt; wherein the elastomeric strip comprises: a channel configured to receive a head of the bolt and having a shape configured to prevent a rotation of the bolt around a longitudinal axis of the bolt; and a slot configured to receive the plate; wherein a shaft of the bolt is configured to pass through the plate, the panel and the frame, and receive a nut so as to clamp the panel to the frame; and wherein the plate is configured to distribute a clamping force throughout the plate within the slot in the elastomeric strip to avoid causing damage to the panel during mounting to the frame.

The elastomeric strip may be a rub strip configured to protect the panel from damage caused by objects rubbing against the panel. To protect the panel, an outermost surface of the rub strip may protrude beyond an outermost surface of the panel. In this way, when an object approaches the panel it may first touch the rub strip and not the panel. Accordingly, the panel may be protected from damage by the robust rub strip.

The clamping force distributing mounting element is configured to mount a panel of the plurality of panels according to a first aspect of the invention to a frame of a plurality of frames according to a first aspect of the invention. The mounting element comprises an elastomeric strip configured to receive a head of a bolt and prevent a rotation of the bolt. In this way, the elastomeric strip may act to react a torque applied when a nut is secured upon threads of the bolt. In this way, a nut may be secured on the bolt without a tool being required to prevent rotation of the bolt. In this way, a relative rotation of the nut and the bolt, to achieve a desired tightening or loosening of the nut, may be ensured.

The elastomeric strip comprises a slot configured to receive a plate. The plate may be inserted into the elastomeric strip from one end, which may comprise an open end of the slot configured to receive such a plate. Alternatively, the elastomeric strip may be deformed to open the slot to accept the plate at a point along a length of the slot. The elastomeric strip may have a consistent cross section, in other words, the cross sectional shape of the elastomeric strip may be a same shape at any point along the elastomeric strip.

A shaft of the bolt is configured to pass through the plate, the panel and the frame, and receive a nut. In this way, the nut and bolt clamp together the plate, panel and frame. In addition, due to the plate being received in a slot of the elastomeric strip, the elastomeric strip may also be clamped together with the plate, panel and frame.

The plate is configured to distribute a clamping force throughout the plate within the slot in the elastomeric strip to avoid causing damage to the panel during mounting to the frame. In this way, the plate distributes the clamping force of the nut and bolt across a larger area of the panel and frame than the area corresponding to the faces of the nut or bolt alone. Accordingly, the panel experiences a reduced concentration of stress at a clamping location. In this way, for a given securing torque, a panel may be less likely to be damaged, e.g. crack, and/or, in this way, a greater securing torque may be applied to the nut and bolt before a panel may be at risk of becoming damaged. As a result, a panel may be securely fastened to a frame. Additionally or alternatively, a panel may comprise a thinner and more lightweight construction due to the reduction in a concentration of clamping stress that the panel is required to withstand, which may lead to a more lightweight side skirt.

In use, the mounting element may be arranged on a panel and configured to mount a panel to a frame. The elastomeric strip may be configured to protrude from a surface of the panel to protect the panel from being damaged by an object rubbing against the panel by providing a buffer between the object and a surface of the panel. The elastomeric strip may hold a head of a bolt in place to allow a nut to be tightened on the bolt, reducing a requirement for tools needed to couple the panel to the frame. The plate of the mounting element may distribute a clamping force exerted by a nut and a bolt, throughout a plate to protect the panel from experiencing a high local stress concentration and failing e.g. cracking.

Brief Description of the Drawings Embodiments of the present invention will now be described by way of example only and with reference to the accompanying drawings, in which:

Figure 1A depicts a schematic side view of a trailer comprising a side skirt according to a first embodiment of the invention, and a side skirt according to a further embodiment of the invention;

Figure 1 B depicts a schematic side view of a trailer and the side skirts of Fig. 1A;

Figure 1C depicts a schematic side view of a trailer and the side skirts of Fig. 1A;

Figure 2 depicts a schematic side view of the trailer and side skirts of Fig. 1 B, wherein a plurality of panels and a plurality of frames occupy an upper side skirt position;

Figure 3 depicts a schematic isometric rear view of a side skirt according to a first embodiment of the invention;

Figure 4A depicts a schematic side cross-section view of the side skirt of Fig. 3, corresponding to a view from a rear of each of the trailers of Figures 1A to 1 C, wherein a plurality of panels and a plurality of frames occupy a lower side skirt position;

Figure 4B depicts a schematic side cross-section view of the side skirt of Fig. 3, corresponding to a view from a rear of each of the trailers of Figures 1A to 1C wherein a plurality of panels and a plurality of frames occupy an upper side skirt position; and

Figure 5 depicts a schematic side cross-section view of a mounting element according to the second aspect of the invention.

Detailed Description

With reference to Figure 1A, 1 B and 1 C, a displaceable, length adjustable, aerodynamic side skirt 100 according to a first embodiment of the invention, and a displaceable, length adjustable, aerodynamic side skirt 200 according to a second embodiment of the invention are illustrated. In Fig. 1A, a trailer 102 having three axles, 108a, 108b, 108c is illustrated. In Fig. 1 B, a trailer 104 having two axles 110a, 110b is illustrated. In Fig. 1C, a trailer 106 having one axle 112 is illustrated.

The side skirt 100 and the side skirt 200 are arranged on one side of each respective trailer 102, 104, 106 to extend below a side wall of each respective trailer 102, 104, 106 along at least a part of a length of each respective trailer 102, 104, 106. The side skirt 100 is arranged near a middle of each respective trailer 102, 104, 106. The side skirt 200 is arranged at a rear of each respective trailer 102, 104, 106.

In Fig. 1A, the side skirt 100 is disposed between a landing leg 114 of the trailer 102 and a foremost axle 108c of the trailer 102. In Fig. 1A, the side skirt 200 is disposed between a rear end 120 of the trailer 102 and a rearmost axle 108a of the trailer 102. In Fig. 1 B, the side skirt 100 is disposed between a landing leg 116 of the trailer 104 and a foremost axle 110b of the trailer 104. In Fig. 1 B, the side skirt 200 is disposed between a rear end 122 of the trailer 104 and a rearmost axle 110a of the trailer 104. In Fig. 1 C, the side skirt 100 is disposed between a landing leg 118 of the trailer 106 and an axle 112 of the trailer 106. In Fig. 1 C, the side skirt 200 is disposed between a rear end 124 of the trailer 106 and an axle 112 of the trailer 106.

In this way, the side skirt 100 and the side skirt 200 each have a length measured parallel to a longitudinal axis of the vehicle that is shorter in Fig. 1A than in Fig. 1B, and shorter in Fig. 1B than in Fig. 1C. The length adjustment is achieved by a plurality of telescopically adjustable frames that make up the side skirts 100, 200. The frames are not shown in detail in Figs. 1A, 1 B and 1C. The side skirts 100, 200 are length adjustable to fit all of the trailers 102, 104, 106 despite the different configuration of axles on each trailer. In this way, the side skirts 100, 200 may be suitable for a wide variety of vehicles and trailers.

The side skirt 200 has a shape that tapers towards a rear of each trailer. The taper provides each trailer with a diffuser section 202. Frame and panels of the side skirts 100, 200 of Figs. 1A, 1B and 1C are shown in the lower side skirt position. With the frames and panels in this position, each side skirt 100, 200 is configured to provide aerodynamic benefit and lateral under-run protection to each trailer 102, 104, 106, without restricting access to an underbody of each trailer 102, 104, 106.

With reference to Figure 2, a displaceable, length adjustable, aerodynamic side skirt 100 according to a first embodiment of the invention, and a displaceable, length adjustable, aerodynamic side skirt 200 according to a second embodiment of the invention is illustrated. In Fig. 2, the trailer 104 of Fig. 1 B, having two axles 110a, 110b, is illustrated. In Fig. 2, the side skirts 100, 200 are shown with frames and panels occupying the upper side skirt position. When in this position, the frames and panels permit access to the vehicle underbody, for example, to access items stored under the vehicle body, such as a spare wheel.

The frames and panels of the side skirts 100, 200 of Fig. 2 are disposed above an underside of a body of the trailer 104. In other words, a majority of each panel is disposed above a lower surface of the trailer 104. Each panel of the side skirts 100, 200 is located alongside a side wall of the trailer 104. When in the upper side skirt position, as in Fig. 2, the panels and frames have the same orientation as when in the lower side skirt positon, as in Fig. 1B. The frames and panels of the side skirts 100, 200 have been translated upwards and outwards, i.e. away from a centreline of the trailer 104, to reach the upper side skirt position, Fig. 2, from the lower side skirt position, Fig. 1 B. The frames and panels of the side skirts 100, 200 have not been rotated or translated longitudinally, i.e. towards or away from a rear 122 of the trailer 104, to reach the upper side skirt position, Fig. 2, from the lower side skirt position, Fig. 1 B. The frames and panels of the side skirts 100, 200 have not been telescopically adjusted to reach the upper side skirt position, Fig. 2, from the lower side skirt position, Fig. 1 B.

With reference to Figure 3, Figure 4A and Figure 4B, a displaceable, length adjustable, aerodynamic side skirt 300 for a vehicle is illustrated. The side skirt 300 comprises: a plurality of panels 302a, 302b configured to provide a substantially continuous aerodynamic surface; a plurality of frames 304a, 304b, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle; wherein each frame of the plurality of frames 304a, 304b is coupled to a panel of the plurality of panels 302a, 302b; a support strut 306 configured to derive support from the vehicle; and a linkage mechanism 308 connected between the plurality of frames 304a, 304b and the support strut 306; wherein, during installation, a length of the plurality of frames 304a, 304b is telescopically adjusted between a predetermined minimum length and a predetermined maximum length; and wherein the linkage mechanism 308 is configured to guide the plurality of panels 302a, 302b and the plurality of frames 304a, 304b along a predetermined path 324 between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection.

The side skirt 300 comprises a plurality of support struts 306. A length of each support strut 306 extends in a direction substantially perpendicular to a direction in which a length of the plurality of frames 304a, 304b extends. Each support strut 306 is configured to derive support from the vehicle by being mounted to a chassis of the vehicle. For example, each support strut 306 may be clamped to a chassis of the vehicle. In this way, the plurality of support struts 306 extends in a direction substantially perpendicular to a longitudinal axis of the vehicle as shown and described previously. The plurality of support struts 306 is configured to be distributed at intervals along a length of the vehicle. The interval approximately corresponds to the length to which the plurality of frames 304a, 304b is telescopically adjusted between a predetermined minimum length and a predetermined maximum length. In this way, the support struts 306 may be disposed at either end of the plurality of frames.

The plurality of panels 302a, 302b comprises two panels. The plurality of frames 304a, 304b, comprises two frames. A first panel 302a is fixedly coupled to a first frame 304a. A second panel 302b is fixed coupled to a second frame 304b. The plurality of frames 304a, 304b is telescopically adjustable. In this way, the first frame 304a and the second frame 304b cooperate to slide relative to one another so that at least part of the second panel 302b is received behind the first panel 302a. In this way, a length of the plurality of frames 304a, 304b is adjusted between a predetermined minimum length and a predetermined maximum length. The panels 302a, 302b being coupled to the frames, a length of the plurality of panels 302a, 302b is also adjusted between a predetermined minimum length and a predetermined maximum length.

The side skirt 300 comprises two linkage mechanisms 308. The linkage mechanisms 308 are connected between the plurality of frames 304a, 304b and the support struts 306.

The side skirt 300 comprises actuators 310. Each actuator 310 is connected between a support strut 306 and a linkage mechanism 308. The actuators 310 are gas struts.

With reference to Figures 4A and 4B, a displaceable, length adjustable, aerodynamic side skirt 300 for a vehicle is illustrated. In Figure 4A, the side skirt 300 is shown with the plurality of panels and plurality of frames in the lower side skirt position. In Figure 4B, the side skirt 300 is shown with the plurality of panels and plurality of frames in the lower side skirt position. Only one panel 302b of the plurality of panels and one frame 304b from the plurality of frames is shown in Figs. 4A and 4B.

The side skirt 300 comprises a linkage mechanism 308. The linkage mechanism 308 is configured to guide the plurality of panels and the plurality of frames along a predetermined path 324 between an upper side skirt position, as in Fig. 4B, providing access to an underbody of the vehicle, and a lower side skirt position, as in Fig. 4A, providing an aerodynamic benefit and under-run protection. The linkage mechanism 308 is a planar quadrilateral linkage. In other words, the linkage mechanism 308 is a four-bar linkage mechanism. The linkage mechanism 308 comprises a first bar 320 and a second bar 322. The first bar 320 is connected between a lower portion of the support strut 306 and a lower portion of the frame 304b of the plurality of frames. The second bar 322 is connected between an upper portion of a support strut and an upper portion of the frame 304b. In this way the second bar 322 is disposed above the first bar in use. An actuator 310 is connected between the support strut 306 and the second bar 322.

In Fig. 4A, the panel 302b and frame 304b are in the lower side skirt position. As such, the linkage mechanism 308 is collapsed and the actuator 310 is retracted. In Fig. 4B, the panel 302b and frame 304b are in the upper side skirt position. As such, the linkage mechanism 308 is expanded and the actuator 310 is extended.

When the panel 302b and frame 304b are in the lower side skirt position, the panel 302b and frame 304b are configured to extend below a side wall 326 of the vehicle. When the panel 302b and frame 304b are in the upper side skirt position, the panel 302b and frame 304b are configured to be disposed alongside a side wall 326 of the vehicle. Further, at least a part of the panel 302b and frame 304b may be disposed above an underbody of the vehicle. In addition, in the upper side skirt position, as shown in Fig. 4B, the panel 302b and frame 304b are disposed on an outside of a side wall 326 of the vehicle, whereas, when in the lower side skirt position, as shown in Fig. 4A, the panel 302b and frame 304b are disposed in line with a side wall 326 of the vehicle. In this way, the panel 302b and frame 304b of the side skirt 300 are disposed out of the way of a vehicle underbody storage area when in the upper skirt position.

The predetermined path has an arcuate shape. In this way, the panel 302b and the frame 304b may travel along a path substantially corresponding to an arc of a circle. The first bar 320 and the second bar 322 are rotatably connected to the support strut 306 and the frame 304b. In this way, as the first bar 320 and the second bar 322 rotate relative to the fixed support strut 306, the first bar 320 and the second bar 322 may also rotate relative to the frame 304b. In this way, the frame 304b is not rotated with respect to the fixed support struts 306. Further, the panel 302b is not rotated with respect to the fixed support struts 306.

As shown in Figs. 4A and 4B, a motion of the panel 302b and the frame 304b along the predetermined path comprises a translation of the panel 302b and the frame 304b. A surface of the panel 302b that faces away from a centreline of the vehicle while in the upper skirt position, is a same surface as a surface of the panel 302b that faces away from a centreline of the vehicle while in the lower skirt position. In the same way, a surface of the frame 304b that faces away from a centreline of the vehicle while in the upper skirt position, is a same surface as a surface of the frame 304b that faces away from a centreline of the vehicle while in the lower skirt position.

With reference to Figure 5, a clamping force distributing mounting element 500 according to a second aspect of the invention is illustrated. The clamping force distributing mounting element 500 is configured to mount a panel 502 to a frame 504. The panel 502 and frame 504 correspond to a panel 302a, 302b and a frame 304a, 304b of the first aspect of the invention. The mounting element 500 comprises: an elastomeric strip 506, a plate 508 and a bolt 510; wherein the elastomeric strip 506 comprises: a channel configured to receive a head of the bolt 510 and having a shape configured to prevent a rotation of the bolt around a longitudinal axis of the bolt; and a slot configured to receive the plate 508; wherein a shaft of the bolt 510 is configured to pass through the plate 508, the panel 502 and the frame 504, and receive a nut 512 so as to clamp the panel 502 to the frame 504; and wherein the plate 508 is configured to distribute a clamping force throughout the plate 508 within the slot in the elastomeric strip 506 to avoid causing damage to the panel 502 during mounting to the frame 504.

The panel 502 is mounted to the frame 504 by the mounting element 500. A plurality of mounting elements 500 may be used to mount the panel 502 to the frame 504. The bolt 510 passes through the plate 508, the panel 502 and the frame 504 before receiving the nut 512. As the nut 512 is tightened on the bolt, the torque transferred to the bolt 510 by the nut 512 is reacted by the channel of the elastomeric strip 506. The walls of the channel prevent the head of the bolt 510 from turning and allow the nut 512 to be tightened on the shaft of the bolt 510. The plate 508 distributes the compression force applied by the nut 512 and bolt 510 throughout the plate 508 to reduce a stress concentration experienced by the panel 502. Between the plate 508 and the panel 502 is disposed a portion of the elastomeric strip 506. This portion of the elastomeric strip 506 also acts to distribute a compression force applied by the nut 512 and bolt 510 to reduce a stress concentration experienced by the panel 502 to avoid a failure, e.g. cracking of the panel. In addition, this portion of the elastomeric strip 506 also acts to reduce a stress concentration experienced by the elastomeric strip 506 to avoid a failure, e.g. the head of the bolt 510 head being pulled through a portion of the elastomeric strip 506 disposed between the head of the bolt 510 and the panel 502.

Further embodiments within the scope of the present invention may be envisaged that have not been described above, for example, the side skirt may be mounted on any type of vehicle. For example, the vehicle may be a rigid truck or a drawbar trailer. Further, the side skirt may comprise any plural number of frames and panels. Additionally, the panels may have any suitable shape; the frames may co-operate to be telescopically adjustable in any suitable way; the linkage mechanism may guide the panels and frames between the upper side skirt position and the lower side skirt position in any suitable manner. There may be any number of support struts. The support struts may be arranged in any suitable manner and may derive support from the vehicle in any suitable manner. The side skirt may have any suitable dimensions. The linkage mechanism may comprise any suitable mechanism. There may be any number of actuators of any suitable type acting in any suitable manner. In addition, the components of the invention may be formed of any suitable material.

To provide aerodynamic benefit and lateral under-run protection, without restricting access to an underbody of the vehicle, to a wide variety of vehicles with a single product, a displaceable, length adjustable, aerodynamic side skirt is required. The present invention provides improvements to the universality, design cost, manufacturing cost, ease and duration of fitting, and the convenience of side skirts, along with aerodynamic, security and safety improvements to the vehicle on which they are fitted. The invention is not limited to the specific examples or structures illustrated, a greater number of components than are illustrated in the figures could be used, for example.

Claims

1. A clamping force distributing mounting element configured to mount a panel to a frame, the mounting element comprising: an elastomeric strip, a plate and a bolt; the elastomeric strip comprising: a channel configured to receive a head of the bolt, the channel having a shape configured to prevent a rotation of the bolt around a longitudinal axis of the bolt; and a slot configured to receive the plate; wherein a shaft of the bolt is configured to pass through the plate, the panel and the frame, and receive a nut so as to clamp the elastomeric strip and the panel to the frame; and wherein the plate is configured to distribute a clamping force throughout the plate within the slot in the elastomeric strip to avoid causing damage to the panel or to the elastomeric strip during mounting to the frame.

2. A displaceable, length adjustable, aerodynamic side skirt for a vehicle, the side skirt comprising: a plurality of panels configured to provide a substantially continuous aerodynamic surface; a plurality of frames, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle; wherein each frame of the plurality of frames is coupled to a panel of the plurality of panels; a support strut configured to derive support from the vehicle; and a linkage mechanism connected between the plurality of frames and the support strut; wherein, during installation, a length of the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length; and wherein the linkage mechanism is configured to guide the plurality of panels and the plurality of frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection.

3. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to claim 2, wherein the side skirt is configured to be coupled to one side of the vehicle to extend below a side wall of the vehicle along at least a part of a length of the vehicle.

4. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to claim 2 or claim 3, wherein a length of the support strut extends in a direction substantially perpendicular to a direction in which a length of the plurality of frames extends.

5. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 4, wherein the support strut is configured to derive support from the vehicle by being mounted to a chassis of the vehicle.

6. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to claim 5, wherein the support strut is configured to be clamped to a chassis of the vehicle.

7. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 6, wherein the side skirt comprises a plurality of support struts.

8. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to claim 7, wherein a length of each support strut of the plurality of support struts is configured to be arranged to extend in a direction substantially perpendicular to a longitudinal axis of the vehicle.

9. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to one of claims 7 or 8, wherein the plurality of support struts is configured to be distributed at intervals along a length of the vehicle.

10. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 9, wherein, during installation, the length of the plurality of frames is set between a predetermined minimum length and a predetermined maximum length.

11. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 10, wherein the side skirt comprises an actuator configured to assist the linkage mechanism to guide the plurality of panels and the plurality of frames along the predetermined path.

12. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to claim 11 , wherein the actuator is connected between the support strut and the linkage mechanism.

13. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 11 or 12, wherein the actuator is a gas strut.

14. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 13, wherein the linkage mechanism is a planar quadrilateral linkage.

15. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 14, wherein a motion of the plurality of panels along the pre-determined path comprises a translation of the plurality of panels.

16. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 15, wherein a motion of the plurality of frames along the pre-determined path comprises a translation of the plurality of frames.

17. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 16, wherein a surface of each panel of the plurality of panels that faces away from a centreline of the vehicle while the plurality of panels is in the upper skirt position, is a same surface as a surface of each panel of the plurality of panels that faces away from a centreline of the vehicle while the plurality of panels is in the lower skirt position.

18. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 17, wherein a surface of each frame of the plurality of frames that faces away from a centreline of the vehicle while the plurality of frames is in the upper skirt position, is a same surface as a surface of each frame of the plurality of frames that faces away from a centreline of the vehicle while the plurality of frames is in the lower skirt position.

19. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 18, wherein the predetermined path has an arcuate shape.

20. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 19, wherein the plurality of frames is rotatably connected to the linkage mechanism to allow relative rotation of the plurality of frames and the linkage mechanism.

21. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 20, wherein the plurality of panels is fixedly connected to the plurality of frames.

22. A displaceable, length adjustable, aerodynamic side skirt for a vehicle according to any one of claims 2 to 21 , wherein an upper edge of a panel of the plurality of panels comprises a deformable element configured to deform to permit access to a lower edge of a body of the vehicle.

23. A displaceable, length adjustable, aerodynamic side skirt for a vehicle, the side skirt comprising: a plurality of panels configured to provide a substantially continuous aerodynamic surface; a plurality of frames, configured to be arranged in a direction substantially parallel to a longitudinal axis of the vehicle and configured to provide under-run protection to the vehicle; wherein each frame of the plurality of frames is coupled to a panel of the plurality of panels; and a linkage mechanism connected between the plurality of frames and the vehicle; wherein, during installation, a length of the plurality of frames is telescopically adjusted between a predetermined minimum length and a predetermined maximum length; and wherein the linkage mechanism is configured to guide the plurality of panels and the plurality of frames along a predetermined path between an upper side skirt position, providing access to an underbody of the vehicle, and a lower side skirt position, providing an aerodynamic benefit and under-run protection.