Integrated drag reduction system for vehicles when towing a trailer

Abstract

The present invention relates to an integrated drag reduction system for a vehicle when towing a trailer. An open-top pickup truck includes a passenger cabin, a cargo bed operatively coupled to the passenger cabin, and a selectively deployable drag reduction system mounted at the cargo bed. The selectively deployable drag reduction system includes a flow deflector displaceable between a non-deployed configuration and a deployed configuration. In the deployed configuration, the flow deflector is exposed to airflow passing over the open-top pickup truck.

Description

TECHNICAL FIELD

[0001] INTRODUCTION

[0002] The present disclosure relates to the field of vehicles, and more particularly to a vehicle having an integrated drag reduction system when towing a trailer. BACKGROUND

[0003] Vehicles are often used to tow trailers, boats, recreational vehicles (RVs), and the like. Towing vehicles typically include some form of hitch that supports a ball. The ball is received in a trailer coupler that is supported on the towed vehicle. In many cases, particularly with RVs and larger trailers, drag can become a concern. That is, the towed vehicle can protrude into the airflow moving over the towing vehicle. This protrusion into the airflow affects the system aerodynamics, which can negatively impact fuel efficiency and / or range, and in some cases, vehicle handling characteristics.

[0004] Certain towing vehicles, such as open bed pickup trucks, can be more susceptible to airflow disturbances than other towing vehicles. That is, given the location and height of the open bed pickup truck bed, the towed vehicle is more likely to extend into the airflow. As such, many open bed pickup truck owners employ a drag reduction device. However, it is not always desirable to travel with the drag reduction device deployed. Removing the drag reduction device can be time consuming and can require dedicated storage. Accordingly, users would welcome a drag reduction system that does not always act and does not require removal and storage. SUMMARY

[0005] According to non-limiting examples, an open bed pickup truck is disclosed that includes a passenger cabin, a cargo bed operatively coupled to the passenger cabin, and a selectively deployable drag reduction system mounted at the cargo bed. The selectively deployable drag reduction system includes a deflector that is shiftable between a non-deployed configuration and a deployed configuration. In the deployed configuration, the deflector is exposed to airflow passing over the open bed pickup truck.

[0006] In addition to one or more of the features described herein, the cargo bed includes a cargo bed cover, and the selectively deployable drag reduction system is integrated into the cargo bed cover.

[0007] In addition to one or more of the features described herein, the deflector includes a first deflector and a second deflector arranged downstream of the first deflector.

[0008] In addition to one or more of the features described herein, the first deflector extends a first distance from the cargo bed and the second deflector extends a second distance from the cargo bed, the second distance being greater than the first distance.

[0009] In addition to one or more of the features described herein, the first deflector is disposed at a first angle relative to the cargo bed and the second deflector is disposed at a second angle relative to the cargo bed, the second angle being different than the first angle.

[0010] In addition to one or more of the features described herein, the selectively deployable drag reduction system includes a first side member and a second side member spaced apart from the first side member, the deflector being mounted between the first side member and the second side member.

[0011] In addition to one or more of the features described herein, the first side member and the second side member are selectively rotatable relative to the cargo bed.

[0012] In addition to one or more of the features described herein, the cargo support extends between the first side member and the second side member.

[0013] In addition to one or more of the features described herein, the deflector includes a selectively pivoting deflector that forms a portion of a cargo bed cover that extends across the cargo bed.

[0014] In addition to one or more of the features described herein, the actuation system is operatively connected to the selectively deployable drag reduction system, the actuation system controlling deployment of the deflector.

[0015] According to non-limiting examples, a selectively deployable drag reduction system is also disclosed that is mountable to a cargo bed of an open-air pickup truck. The selectively deployable drag reduction system includes a deflector that is shiftable between a non-deployed configuration and a deployed configuration. In the deployed configuration, the deflector is exposed to airflow passing over the open-air pickup truck.

[0016] In addition to one or more of the features described herein, the selectively deployable drag reduction system is integrated into a cargo bed cover.

[0017] In addition to one or more of the features described herein, the deflector includes a first deflector and a second deflector disposed downstream of the first deflector.

[0018] In addition to one or more of the features described herein, the first deflector is configured to extend a first distance from the cargo bed and the second deflector is configured to extend a second distance from the cargo bed, the second distance being greater than the first distance.

[0019] In addition to one or more of the features described herein, the first deflector is disposed at a first angle and the second deflector is disposed at a second angle different than the first angle.

[0020] In addition to one or more of the features described herein, the selectively deployable drag reduction system includes a first side member and a second side member spaced apart from the first side member, the deflector being mounted between the first side member and the second side member.

[0021] In addition to one or more of the features described herein, the first side member and the second side member are selectively rotatable.

[0022] In addition to one or more of the features described herein, the cargo support extends between the first side member and the second side member.

[0023] In addition to one or more of the features described herein, the deflector includes a selectively pivoting deflector that forms a portion of a cargo bed cover configured to extend across a cargo bed of the open-air pickup truck.

[0024] In addition to one or more of the features described herein, an actuation system is operatively connected to the selectively deployable drag reduction system, the actuation system controlling deployment of the deflector member.

[0025] The present disclosure includes the following technical solutions:

[0026] Scheme 1. An open-air pickup truck comprising:

[0027] a passenger cabin;

[0028] a cargo bed operatively coupled to the passenger cabin; and

[0029] a selectively deployable drag reduction system mounted at the cargo bed, the selectively deployable drag reduction system including a deflector shiftable between a non-deployed configuration and a deployed configuration, wherein in the deployed configuration the deflector is exposed to airflow passing over the open-air pickup truck.

[0030] Scheme 2. The open-air pickup truck of Scheme 1, wherein the cargo bed includes a cargo bed cover, the selectively deployable drag reduction system being integrated into the cargo bed cover.

[0031] Scheme 3. The open-air pickup truck of Scheme 2, wherein the deflector includes a first deflector and a second deflector arranged downstream of the first deflector.

[0032] Scheme 4. The open-air pickup truck of Scheme 3, wherein the first deflector extends a first distance from the cargo bed and the second deflector extends a second distance from the cargo bed, the second distance being greater than the first distance.

[0033] Scheme 5. The open-air small cargo truck of Scheme 3, wherein the first deflector is arranged at a first angle relative to the cargo bed and the second deflector is arranged at a second angle relative to the cargo bed, the second angle being different than the first angle.

[0034] Scheme 6. The open-air small cargo truck of Scheme 1, wherein the selectively deployable drag reduction system includes a first side member and a second side member spaced apart from the first side member, the deflector being mounted between the first side member and the second side member.

[0035] Scheme 7. The open-air small cargo truck of Scheme 6, wherein the first side member and the second side member are selectively rotatable relative to the cargo bed.

[0036] Scheme 8. The open-air small cargo truck of Scheme 6, further comprising a cargo support extending between the first side member and the second side member.

[0037] Scheme 9. The open-air small cargo truck of Scheme 1, wherein the deflector includes a selectively pivoting deflector, the deflector forming a portion of a cargo bed cover extending across the cargo bed.

[0038] Scheme 10. The open-air small cargo truck of Scheme 1, further comprising an actuation system operatively connected to the selectively deployable drag reduction system, the actuation system controlling deployment of the deflector.

[0039] Scheme 11. A selectively deployable drag reduction system mountable to a cargo bed of an open-air small cargo truck, the drag reduction system comprising:

[0040] a deflector displaceable between a non-deployed configuration and a deployed configuration, wherein in the deployed configuration the deflector is exposed to airflow passing over the open-air small cargo truck.

[0041] Scheme 12. The selectively deployable drag reduction system of Scheme 11, wherein the selectively deployable drag reduction system is integrated into a cargo bed cover.

[0042] Scheme 13. The selectively deployable drag reduction system of Scheme 12, wherein the deflector includes a first deflector and a second deflector arranged downstream of the first deflector.

[0043] Scheme 14. The selectively deployable drag reduction system according to Scheme 13, wherein the first flow director is configured to extend a first distance from the cargo bed and the second flow director is configured to extend a second distance from the cargo bed, the second distance being greater than the first distance.

[0044] Scheme 15. The selectively deployable drag reduction system according to Scheme 13, wherein the first flow director is arranged at a first angle and the second flow director is arranged at a second angle different from the first angle.

[0045] Scheme 16. The selectively deployable drag reduction system according to Scheme 11, wherein the selectively deployable drag reduction system includes a first side member and a second side member spaced apart from the first side member, the flow director being mounted between the first side member and the second side member.

[0046] Scheme 17. The selectively deployable drag reduction system according to Scheme 16, wherein the first side member and the second side member are selectively rotatable.

[0047] Scheme 18. The selectively deployable drag reduction system according to Scheme 16, further comprising a cargo support extending between the first side member and the second side member.

[0048] Scheme 19. The selectively deployable drag reduction system according to Scheme 11, wherein the flow director includes a selectively pivoting flow director forming a portion of a cargo bed cover configured to extend across the cargo bed.

[0049] Scheme 20. The selectively deployable drag reduction system according to Scheme 11, further comprising an actuation system operatively connected to the selectively deployable drag reduction system, the actuation system controlling deployment of the flow director.

[0050] The above features and advantages of the present disclosure, and other features and advantages, are readily apparent from the following detailed description, to be taken in connection with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0051] Other features, aspects, and details of the present disclosure can be apparent from the following detailed description, taken in conjunction with the accompanying drawings, in which:

[0052] Figure 1 depicts a drop bed pickup truck including a selectively deployable drag reduction system in a non-deployed configuration according to non-limiting examples;

[0053] Figure 2 depicts a drop bed pickup truck including a selectively deployable drag reduction system in a deployed configuration according to non-limiting examples; Figure 1a pickup truck with a selectively deployable drag reduction system in a deployed configuration;

[0054] Figure 3 depicts a rear view of a pickup truck with a selectively deployable drag reduction system in a deployed configuration according to a non-limiting example; Figure 2 depicts a rear view of a pickup truck with a selectively deployable drag reduction system in a deployed configuration according to a non-limiting example;

[0055] Figure 4 depicts a rear view of a pickup truck with a selectively deployable drag reduction system in a deployed configuration according to a non-limiting example; Figure 2 depicts a rear view of a pickup truck with a selectively deployable drag reduction system in a deployed configuration according to a non-limiting example;

[0056] Figure 5 depicts a left upper view of a pickup truck including a selectively deployable drag reduction system according to another non-limiting example;

[0057] Figure 6 depicts a top view of a pickup truck with a selectively deployable drag reduction system in a deployed configuration according to a non-limiting example, the pickup truck coupled to a towed vehicle; Figure 5 depicts a top view of a pickup truck with a selectively deployable drag reduction system in a deployed configuration according to a non-limiting example, the pickup truck coupled to a towed vehicle;

[0058] Figure 7 depicts a pickup truck including a selectively deployable drag reduction system in a deployed configuration according to yet another non-limiting example; and

[0059] Figure 8 depicts a block diagram illustrating an actuation system associated with a selectively deployable drag reduction system according to a non-limiting example. DETAILED DESCRIPTION

[0060] The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the term module refers to processing circuitry that can include an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and / or other suitable components that provide the described functionality.

[0061] According to a non-limiting example, a pickup truck is provided with a selectively deployable drag reduction system in a deployed configuration; Figure 1The overall truck 10 is indicated generally at 10. The open cargo truck 10 includes a truck body 12 supported on a frame (not shown) and a plurality of wheels, one of which is indicated at 18. The truck body 12 defines a passenger cabin 22 and a cargo bed 28. The cargo bed 28 is disposed at a rear of the passenger cabin 22. In a non-limiting example, the open cargo truck 10 includes a cargo bed cover 32 (such as a tonneau cover) and a selectively deployable drag reduction system 36. In a non-limiting example, the selectively deployable drag reduction system 36 is incorporated into the cargo bed cover 32 and is selectively protrudable outwardly from the cargo bed cover 32, as shown in Figures 2-4 FIG. 1. In another non-limiting example, the selectively deployable drag reduction system 30 can be mounted to a floor (not separately labeled) of the cargo bed 28.

[0062] Referring to Figures 2-4 and with continued reference to Figure 1 the selectively deployable drag reduction system 36 includes a first deflector assembly 44 and a second deflector assembly 46. The second deflector assembly 46 is disposed rearward of the first deflector assembly 44. The first deflector assembly 44 includes a first support 48 and a second support 49. The first and second supports 48, 49 protrude outwardly from the cargo bed cover 32. The second deflector assembly 46 includes a first support member 54 and a second support member 56. The supports 48, 49, 54, and 56 can be fixed to the cargo bed cover 32 and selectively disposed within the cargo bed cover 32 (as shown in Figure 4 ), or in another non-limiting example, can be fixed to the cargo bed 28 and simply extend through the cargo bed cover 32.

[0063] The first deflector 60 extends between the first and second supports 48, 49. The second deflector 62 extends between the first and second support members 54, 56. In a non-limiting example, the first and second supports 48, 49 extend a first distance from the cargo bed 28. The first and second support members 54, 56 extend a second distance from the cargo bed 28, the second distance being greater than the first distance. In this manner, the second deflector 62 is positioned above the first deflector 60. In a non-limiting example, the first and second distances can be adjustable in order to accommodate a wide range of tow vehicle heights. Height adjustment can be made manually or automatically, for example, by adjusting telescoping components. In a non-deployed configuration (such as the non-deployed configuration shown in Figure 4 FIG. 1), the first and second deflectors 60, 62 are disposed within the cargo bed cover 32.

[0064] In non-limiting examples, the first flow director 60 can be disposed at a first angle relative to the cargo bed 28, and the second flow director 62 can be disposed at a second angle relative to the cargo bed 28. The first and second angles can be similar or different, depending on the geometry of the towed vehicle. Likewise, the first and second angles can be selectively adjustable to accommodate a wide range of towed vehicle heights.

[0065] In non-limiting examples, the selectively deployable drag reduction system 36 can include a first side member 64 and a second side member 65. The first and second side members 64 and 65 form side flow directors that direct air outward from the open-air pickup truck 10. In non-limiting examples, the first side member 64 can be pivotally connected to a first side (not separately labeled) of the cargo bed cover 32, and the second side member 65 can be pivotally connected to a second side (also not separately labeled) of the cargo bed cover 32. The first and second side members 64 and 65 are selectively deployable to direct airflow outward from the vehicle body 12.

[0066] In non-limiting examples, the open-air pickup truck 10 can include cargo supports (such as shown at 70 and 72). Each cargo support can be connected between the side members 64 and 65 and include a tie-down point (such as shown at 74 on the cargo support 70). Additional tie-down points can be provided on the outer surfaces of the side members 64 and 65, respectively (such as shown at 76 and 78). The cargo supports 70 and 72 can be used to secure ladders, boats, and the like to the open-air pickup truck 10.

[0067] At this point, it should be understood that while shown as including two flow directors, other configurations are contemplated in other non-limiting examples. For example, in Figure 5 and Figure 6 In the open-air pickup truck 80 includes a cargo bed 82 that supports a selectively deployable drag reduction system 84 having a single flow director assembly 88. In non-limiting examples, the flow director assembly 88 includes a first support 92 that extends from the cargo bed 82 and a second support 94 that extends from the cargo bed 82 and is spaced apart from the first support 92. A flow director 96 is operatively connected to and between the first and second supports 92 and 94. The flow director assembly 88 also includes a first side member 98 and a second side member 100.

[0068] In non-limiting examples, the first and second supports 92, 94 can be adjusted so as to position the deflector 96 at a selected height so as to accommodate various towed vehicles. Height adjustment can be made manually or automatically, such as by adjusting telescoping members. Similarly, the deflector 96 can be positioned at various angles so as to accommodate various towed vehicles. That is, the angle of the deflector 96 can be adjusted so as to direct airflow onto and not into the front section of the towed vehicle. In non-limiting examples, the first and second side members 98, 100 can be adjusted so as to accommodate various widths of towed vehicles (such as, for example, a pickup truck, a van, a box truck, a trailer, etc.) as shown at 102 in Figure 6 . Specifically, the first and second side members can be in line with the side portions (not separately labeled) of the cargo bed 82, or pivoted outwardly so as to direct airflow around the side portions and the towed vehicle 102.

[0069] In Figure 7 non-limiting examples depicted therein, the open-top pickup truck 110 is shown as including a cargo bed 111 having a selectively deployable drag reduction system 112 in the form of a cargo bed cover 114. In non-limiting examples, the cargo bed cover 114 includes a first or fixed portion 115 and a second portion forming a deflector 116. The deflector 116 is pivotally connected to the cargo bed 111 and can be transitioned from a non-deployed configuration (not shown) in which the cargo bed cover 114 extends across the cargo bed 111 and a deployed configuration (such as shown at 118 in Figure 7 , in which the deflector 116 is raised upwardly so as to direct airflow onto a towed vehicle.

[0070] In non-limiting examples, the deflector portion 116 can be manually deployed and locked in place, such as by locking telescoping members, hydraulic pistons, etc. (not shown), or can be automatically deployed and locked in place, such as by an actuator (not shown) in the open-top pickup truck 110. In non-limiting examples, the open-top pickup truck 110 can include an actuation system 130 as shown at 132 in Figure 8 . The actuation system 130 includes a control module 133 operatively connected to an actuator 136, which can take the form of a button, toggle switch, soft switch, etc. in the open-top pickup truck 110.

[0071] In non-limiting examples, the control module 133 is also connected to the deflector 116. For this arrangement, the operator can deploy and set a selected deployment angle of the deflector 116. At this point, it should be understood that while shown in connection with the open box small cargo truck 110, the actuation system 130 can be integrated into the open box small cargo truck 10 and / or the open box small cargo truck 80 and can be employed to control the angle of the side members 64 and / or 65 and / or the deflector members 60 and / or 62 in order to accommodate various sizes of towed vehicles.

[0072] Further, in non-limiting examples, it should be understood that the location of the actuator 136 can vary. That is, the actuator 136 can be disposed in the passenger cabin 22, at the cargo bed 28, or can be included in a computer application and thus connected wirelessly to the control module 133. For example, an application based control can be employed in which the user provides the desired functional (drag reduction or cargo management) characteristics of the towed vehicle (height and width) and based on experimental data, the side members 64 and / or 65 and / or the deflector members 60 and / or 62 and / or the deflector portion 116 can be adjusted. That is, the application communicates with the control module 133 to set the height and / or angle of the side members 64 and / or 65 and / or the deflector members 60 and / or 62 and / or the deflector portion 116. Manual override can also be included that takes into account user input location adjustments.

[0073] Further, in another non-limiting example, another application based control can be used to reduce drag that is self-calibrating. In either non-limiting example, the above application shifts the height and / or angle of the side members 64 and / or 65 and / or the deflector members 60 and / or 62 and / or the deflector portion 116 into a base position based on user input of the trailer or cargo mode selection and the towed vehicle characteristics. The user can then travel to a suitable calibration location (e.g., flat ground at which a constant speed can be maintained). Once at the suitable calibration location, the application communicates with the control module 133 to adjust the height and / or angle of the side members 64 and / or 65 and / or the deflector members 60 and / or 62 and / or the deflector portion 116 to reduce the propulsion power required to maintain the set speed in order to increase the range of the towing vehicle.

[0074] In non-limiting examples, the control module 133 can be used to adjust the height and / or angle of the side members 64 and / or 65 and / or the deflector members 60 and / or 62 and / or the deflector portion 116 to assist in braking if selected by the user.

[0075] While the foregoing disclosure has been described in terms of exemplary embodiments, it will be understood that various alterations and modifications can be made to the disclosed examples without departing from the scope of the disclosure. Additionally, many modifications can be made to adapt a particular situation or material to the teachings of the disclosure without departing from its central scope. Therefore, the disclosure is not intended to be limited to the particular embodiments disclosed, but can include all embodiments falling within the scope of the disclosure.

Claims

1. An open-air small cargo truck comprising: a passenger cabin; a cargo bed operatively coupled to the passenger cabin; and a selectively deployable drag reduction system mounted at the cargo bed, the selectively deployable drag reduction system including a deflector shiftable between a non-deployed configuration and a deployed configuration, wherein in the deployed configuration the deflector is exposed to airflow passing over the open-air small cargo truck; wherein the selectively deployable drag reduction system includes a first side member and a second side member spaced apart from the first side member, the deflector being mounted between the first side member and the second side member, the first side member and the second side member being selectively rotatable relative to the cargo bed.

2. The open-air small cargo truck of claim 1, further comprising an actuation system operatively connected to the selectively deployable drag reduction system, the actuation system controlling deployment of the deflector.

3. A selectively deployable drag reduction system mountable to a cargo bed of an open-air small cargo truck, the drag reduction system comprising: a deflector shiftable between a non-deployed configuration and a deployed configuration, wherein in the deployed configuration the deflector is exposed to airflow passing over the open-air small cargo truck; wherein the selectively deployable drag reduction system includes a first side member and a second side member spaced apart from the first side member, the deflector being mounted between the first side member and the second side member, the first side member and the second side member being selectively rotatable.

4. The selectively deployable drag reduction system of claim 3, further comprising an actuation system operatively connected to the selectively deployable drag reduction system, the actuation system controlling deployment of the deflector. ​

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