WO2008125863A1

WO2008125863A1 - Improvements in or relating to trailers or containers

Info

Publication number: WO2008125863A1
Application number: PCT/GB2008/001336
Authority: WO
Inventors: Andrew Richardson
Original assignee: Don-Bur (Bodies & Trailers) Limited
Priority date: 2007-04-16
Filing date: 2008-04-16
Publication date: 2008-10-23
Also published as: EP2160317A1; GB0707243D0; GB2443035B; GB2443035A

Abstract

FIGURE 3a shows a trailer/container vehicle combination (100) in which the highest location R' of the trailer is 4500 mm above ground level, a front face (103) of the trailer has an upper edge located 4000 mm above ground and a rear face (104) having an upper edge located at 3700 mm above ground. The trailer/container T has a roof R including a front or leading portion (101) which is inclined upwardly in a rearward direction from a leading front edge r1 of the roof R and having a rear portion (102) which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge r2 of the roof. The front or leading portion (101) is smoothly curved upwardly from front edge r1 to the highest location R' of the roof R and the rear portion (102) curves smoothly downwardly from the leading/front portion (from R') to rear edge r2. The radius of curvature of the front/leading portion (101) is somewhat greater than the radius of curvature of the rear portion (102) and thus the roof R is generally of partial teardrop cross section.

Description

IMPROVEMENTS IN OR RELATING TO TRAILERS OR CONTAINERS

This invention relates to improvements in or relating to trailers or containers and is more particularly concerned with the aerodynamics of the trailer/container and/or the aerodynamics of a trailer/container vehicle combination.

This invention is more particularly but not exclusively concerned with a trailer or container including a box body having an underside which, in use, rests on, or extends over, a chassis of a motorised vehicle (hereinafter defined as a trailer or container of the type specified).

Such trailer/container vehicle combinations usually include a motorised (articulated) vehicle including a driver's cab. It is known for such trailer/container vehicle combinations to be equipped with various airflow guidance surfaces to improve the aerodynamics of the combination in order to reduce overall drag coefficients, increase fuel efficiency and so forth and in order to help safeguard the environment. Whilst much attention has been given to shaping of the driver's cab to direct airflow up and over the top of the trailer/container in order to improve aerodynamic efficiency, less attention would appear to have been given to the overall shaping on the trailer/container. Some attention has been given to improving airflow underneath the vehicle by the provisions of side skirts that wrap around the trailer/container wheels ( such as depicted in the Applicant's Registered Design No. 2067075) and also the leading, upper edge and adjoining side edges of the trailer/container have been modified to improve airflow (see,, for example, Patent Specification No. GB 2238762A). However, it is believed that the overall aerodynamics of the trailer/container and trailer/container vehicle combination have not been optimised. With ever increasing fuel costs and high concerns about protecting the environment and resources it is believed that current designs of trailers/containers and/or trailer/container combinations tend to be disadvantageous in some respects.

Furthermore, it tends to be inherently problematic to render a trailer/container vehicle combination aerodynamically efficient more particularly due to the relatively large gap required between the rear of the driver's cab and the adjacent, front face of the trailer/container, which is usually of greater width than the driver's cab. Patent

Specification No. GB 2238762 A provides a radiused protusion on the upper, leading edge of said front face in order to help the airflow to cross the gap between the rear of the cab and said front face. However, it is believed that this proposed solution to improving airflow dynamics around this gap has not optimised the aerodynamics of trailer/container vehicle combinations.

It is an object of the present invention to alleviate one or more of the aforementioned, or other, problems associated with aerodynamics or shaping of trailers/containers and/or trailer/container vehicle combinations or to improve the aerodynamic efficiency/ shaping of a trailer/container and/or trailer/ container vehicle combination.

According to the present invention there is provided a trailer or container ( preferably of the type specified) comprising a roof having a front or leading portion which is inclined upwardly in a rearward direction from a leading front edge of the roof and having a rear portion which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge of the roof.

Further according to the present invention there is provided a trailer/container as defined in the immediately preceding paragraph in combination with a vehicle. Usually, said front or leading portion of the roof will be (smoothly) curved and/or said rearward portion will be (smoothly) curved.

Usually, the radius of curvature of the front or leading portion will be different to the curvature of the rearward portion and the radius of curvature of the front or leading portion will usually be greater than the radius of curvature of the rearward portion. The profile of the roof may be of non-circular partial teardrop cross section.

Advantageously, the roof may be integrally-formed or of one-piece, unitary construction.

Advantageously, the drag coefficient (CD) value of the trailer/container vehicle combination may be less that .53 and may be as low as about 0.4 or any value in the range of less than 0.53 to about 0.4.

Preferably, the profile of said leading or front portion of the roof is substantially a continuation of, or matched to, the profile of a driver's cab of the vehicle where provided.

Thus, the roof of the trailer and roof of the driver's cab may together be of non-circular, partial teardrop cross section.

Preferably, a front or leading face of the trailer/container is angled forwardly and upwardly, preferably in a curved (concave) manner that may match the profile of a rear face of a driver's cab of the vehicle. The shape of the roof may be varied to suit and could be symmetrical or asymmetrical about a transverse vertical plane of the trailer/container.

Preferably, the length of the trailer will be at least 5 metres and the height location of the roof above the front and/or rear face of the trailer may be up to 1 metre.

Further according to the present invention there is provided a trailer/container ( preferably of the type specified) for a trailer/container vehicle combination, said trailer/container having a curved roof of non-circular, partial, teardrop (longitudinal) cross section and/or a front leading face being angled forwardly and upwardly.

Further according to the present invention there is provided a trailer/container vehicle combination as defined in the immediately preceding paragraph in which the vehicle has a driver's cab with a profile matching, or being an extension of the, non-circular, partial teardop cross section.

Still further according to the present invention there is provided a trailer/container or trailer/container vehicle combination having any feature or combination of features as herein described.

Further advantageous features of the present invention will be apparent from the following description and drawings.

Embodiments of a trailer/container and trailer/container vehicle combination in accordance with the present invention and of the type specified will now be described, by way of example only, with reference to the following simplified drawings in which; FIGURE 1 shows in side elevation a known trailer/container vehicle combination with airflow pattern,

FIGURE 2 shows in side elevation a second known trailer/container combination with improved airflow pattern,

FIGURES 3a and 3b show in side elevation a trailer/container vehicle combination in accordance with the present invention showing further improved airflow pattern and with and without some main dimensions;

FIGURE 4 shows diagrammatically a sectional side elevation of the trailer/container only of FIGURE 3;

FIGURE 5 shows in side elevation the trailer/container vehicle depicted in FIGURE

3 without airflow pattern and some main dimensions;

FIGURE 6 shows partial front perspective view of the trailer/container only shown in FIGURE 5;

FIGURE 7 shows diagrammatically the trailer/container as shown in FIGURE 3 in opposite side elevation with airflow pattern and overall airflow envelope, and FIGURE 8 shows a comparison table highlighting features of the existing trailer shown in FIGURES 1 and 2 and the trailer in accordance with the present invention shown in FIGURES 3 to 6

FIGURE 1 of the drawings shows a known trailer/container combination 1 of the type specified having a box body B in which the height of the front vertical face 2a of the trailer/container 2 is substantially higher than the height of the driver's cab 3a of the motorised vehicle 3. Such a trailer/container vehicle combination 1 has a drag coefficient (CD) of 0.6.

The trailer/container combination 1 has a trailer with a flat, horizontal roof 2b, vertical front and rear vertical face 2 arranged at right angles to the roof 2b. The underside of the box body B has an integrally moulded, aerodynamic wrap around side skirt S, embracing a rear wheel set N, to direct airflow underneath the trailer/container 2 as shown. The angled front face Sl of the wrap around side skirt 5 terminates some distance before the front face 2a and before the chassis C of the vehicle 3. Chassis C extends underneath and supports box body B and is articulated thereto as shown. The trailer/container may have a rear door or doors for loading goods in a well known manner.

FIGURE 2 shows a second, known trailer/container combination V of very similar form to the combination 1 (the rear height of driver cab 3^λa and driver cab profile being varied) in which the height of the front face 2^va of the trailer/container 2 is only slightly higher than the height of the driver's cab 3^xa of the motorised vehicle 3\ Such a trailer/container vehicle combination V has a moderately improved drag coefficient (CD) of 0.53. FIGURES 3 and 3a show a trailer/container vehicle combination 100 of similar general appearance to combinations I₅ V in accordance with the present invention but having a very significantly improved CD value of only 0.4.

As shown, the highest location R' of the trailer is 4500 mm above ground level, a front face 103 of the trailer has an upper edge located 4000 mm above ground and a rear face 104 having an upper edge located at 3700 mm above ground.

Advantageously, trailer/container vehicle combination 100 has a trailer/container T with roof R including a front or leading portion 101 which is inclined upwardly in a rearward direction from a leading front edge rl of the roof R and having a rear portion 102 which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge r2 of the roof. Advantageously, the roof R may be manufactured as a unique one- piece rolled roof section.

FIGURE 8 shows a comparison of features provided by trailer/container 2, T and trailer T in a manner which should be self-explanatory.

It is to be noted that a 25% saving in CD value would equate to a 15% saving in fuel ( US documented comparison proportion) and thus an improved CD value of 0.4 over 0.53, as provided by embodiments of the Applicant invention as afore-described, should, very advantageously, represent such a fuel saving.

Regarding a comparison between an existing 4m high trailer/container with CD of 0.6 (see, e.g. FIGURE 1 - US documented for low-height combination) and trailer T of CD 0.4 there should be, advantageously, a proven 1.5 mpg (16.7%) variance on existing square profile, the variance in CD value being 33.3% with a fuel saving of 20%.

It is to be noted that the front or leading portion 101 is smoothly curved upwardly from front edge rl to the highest location R' of the roof R and the rear portion 102 curves smoothly downwardly from the leading/front portion (from K) to rear edge r2. The radius of curvature of the front/leading portion 101 is somewhat greater than the radius of curvature of the rear portion 102 and thus the roof R is generally of partial teardrop cross section.

FIGURE 4 shows diagrammatically how the internal space within the trailer/container T may be utilised, in one embodiment, to advantage over and above, similar existing trailers/containers having a flat roof. For example, the load space within trailer 2, T is 78 m3 compared to the improved load space of 86m3 in trailer T, advantageously representing an improved increase in load space of about 10%.

Most importantly, attention has been made to the roof R profile in relation to the driver's cab C profile. It should be evident from FIGURES 3 to 6 that the curvature of the leading/front portion 101 of roof R, advantageously, is substantially a continuation of, or matched to, the curvature of the roof Cl of the driver's cab C. Matching the curvature of the roof portion 101 to that of the curvature Cl in this way improves the aerodynamics of the vehicle combination.

Still further, attention has been given to the configuration of gap g between the trailer/container T and cab C. The front face of the trailer T has been modified to vary considerably from the standard flat vertical face provided on trailers 2, T . Thus, front face 103 is now angled forwardly and upwardly in a curved concave manner, substantially matching the rear face profile C2 of the cab C. In this manner, the same width of gap is subsequently maintained along the height direction (albeit that the gap g curves forwardly), and any turbulence or anomalous airflow around the gap g is seemingly reduced to a minimum as evidenced by the depicted airflow in FIGURE 3b.

Additionally, the trailer/container combination 100 should produce dramatically improved C02 emissions (e.g. a 24 tonne saving per combination per annum over other trailer/container vehicle combinations e.g as shown in FIGURE 2), along with reduced NOx emissions.

Furthermore, the trailer/container T may, advantageously, include TECHNOLITE panelling of e.g. some 20mm thick consisting of aluminium honeycomb faced with aluminium sheet. Such panelling may be 100% recyclable with about 560 kg saving in weight per trailer/container. Of course, lower trailer/container weight means lower fuel consumption and use of such panelling may provide a 2.5-3% saving in fuel.

FIGURE 6 shows front end perspective view of box body B of trailer T, to illustrate more clearly the curvature of roof R and the shape of front face 103.

FIGURE 7 shows the combination 100 which is lighter weight, has better aerodynamics, lower fuel consumption and which will fit under standard height canopies and is easy to load.

In embodiments of the present invention (not shown) the radius of curvature of the front/leading portion 101 may be at least approximately equal to the radius of curvature of the rear portion 102 of roof R, the length of portion 101 may be equal or less than the length of portion 102, the roof may be symmetrical about a vertical transverse plane, the height of front face may be greater than, less than, or equal to the height of rear face.

Whilst the present invention has been described in relation to a roof and front face inbuilt into the trailer/container upon construction it is possible that a roof and/or front face air guidance surface could be produced as an add-on modification to an existing trailer/container.

Advantageously, the airflow around embodiments of the trailer/container vehicle combination in accordance with the present invention (e.g. 100) creates less turbulence than with known designs, thereby increasing safety for following and/or overtaking vehicles.

It is to be understood that the scope of the present invention is not to be unduly limited by the particular choice of terminology and that a specific term may be replaced or supplemented by an equivalent or generic term. For example, the term 'trailer/container vehicle combination' could be replaced by 'tractor/trailer vehicle combination', 'teardrop' could be replaced by 'wing airfoil' . Further it is to be understood that individual features, method or functions relating to the trailer/ container, trailer/container roof or front or trailer/container vehicle combination may be individually patentably inventive. The singular may include the plural and vice versa. The word 'front' as used throughout the specification is not meant to be limiting and refers to the part of the trailer/container which, in use, may be adjacent to the driver's cab of a motorised vehicle of a trailer/container vehicle combination. Additionally, any range mentioned herein for any parameter or variable shall be taken to include a disclosure of any derivable sub-range within that range or of any particular value of the variable or parameter arranged within, or at an end of, the range or sub-range.

Therefore, still further according to the present invention there is provided a method modifying a trailer/container comprising adding a roof airflow guidance surface means to an existing flat roof of the trailer/container, said airflow guidance means providing a front or leading portion which is inclined upwardly in a rearward direction from a leading front edge of the roof and having a rear portion which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge of the roof.

Still further according to the present invention there is provided a method comprising modifying a front face of a trailer/container by adding a front face airflow guidance surface which is angled forwardly and upwardly.

Whilst the embodiments of the present invention as herein described relate to a trailer/container for a trailer/container vehicle combination, it is possible that the overall non-circular partial teardrop roof profile be applied across a plurality of interconnected trailers (and usually driver's cab also). In such an instance, the front trailer/container may have a leading roof portion inclined upwardly and rearwardly and a following trailer may be provided with a rear roof portion inclined downwardly in a rearward direction.

Claims

1. A trailer or container comprising a roof having a front or leading portion which is inclined upwardly in a rearward direction from a leading front edge of the roof and having a rear portion which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge of the roof and in which the profile of said leading or front portion of the roof is substantially a continuation of, or matched to, the profile of a driver's cab of a vehicle.

2. A trailer/container as claimed in claim 1 in which said front or leading portion of the roof is (smoothly) curved and preferably in which the rearward portion is (smoothly) curved and preferably the radius of curvature of the front or leading portion is different to the curvature of the rearward portion and preferably in which the radius of curvature of the front or leading portion is greater than the radius of curvature of the rearward portion and preferably in which the profile of the roof is of non-circular partial teardrop cross section.

3. A trailer/container as claimed in claim 1 or claim 2 in which the roof is integrally- formed or of one-piece, unitary construction.

4. A trailer/container as claimed in any one of the preceding claims in which the drag coefficient (CD) value of the trailer/container vehicle combination is less that .53 and preferably, is as low as about 0.4 or any value in the range of less than 0.53 to about 0.4.

5. A trailer/container as claimed in claim 10 any one of the preceding claims in which the roof of the trailer and roof of the driver's cab are together of non-circular, partial teardrop cross section.

6. A trailer/container as claimed in any one of the preceding claims in which a front or leading face of the trailer/container is angled forwardly and upwardly and in which the front/leading face is angled in a curved (concave) manner that matches the profile of a rear face of a driver's cab of the vehicle.

7. A trailer/container as claimed in any one of the preceding claims in which the shape of the roof is symmetrical or asymmetrical about a transverse vertical plane of the trailer/container and preferably in which the trailer/container has a length of at least 5 metres, and preferably in which the height location of the roof above the front and/or rear face of the trailer is up to 1 metre.

8. A trailer/container as claimed in any one of the preceding claims in combination with a vehicle and possibly having a non-circular teardrop roof profile applied across a plurality of interconnected trailers and driver' s cab, where provided

9. A method of modifying a trailer/container comprising adding a roof airflow guidance surface means to an existing roof of the trailer/container, said airflow guidance means providing a front or leading portion which is inclined upwardly in a rearward direction from a leading front edge of the roof and having a rear portion which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge of the roof and in which the profile of said leading or front portion of the roof is substantially a continuation of, or matched to, the profile of a driver's cab of a vehicle and/or a method comprising modifying a front face of a trailer/container by adding a front face airflow guidance surface which is angled forwardly and upwardly.

10. A trailer or container comprising a roof having a front or leading portion which is inclined upwardly in a rearward direction from a leading front edge of the roof and having a rear portion which is inclined downwardly in a rearward direction from said front or leading portion to a rear edge of the roof and in which a front or leading face of the trailer/container is angled forwardly and upwardly in a curved manner that matches the profile of a rear face of a driver's cab of the vehicle.