Porous deflector for vehicle

Abstract

A porous deflector includes a base including a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle, a sidewall including a first plurality of openings, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall connected to the base and the sidewall, the top wall having a second plurality of openings, a first end, and a second end.

Description

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of U.S. Provisional Application No. 63 / 750,489 filed January 28, 2025, entitled “POROUS DEFLECTOR FOR VEHICLE,” the entire contents of which are incorporated herein by reference.BACKGROUND

[0002] Freight trains consume less energy than tractor-trailers or semi-trailer trucks per ton mile traveled, partially because railcars draft behind one another, reducing aerodynamic drag. But gaps between cars allow air to enter and strike the front face of the following vehicle, increasing energy consumption and causing other issues. Class one railroads spend billions of dollars on fuel annually, and thus savings are desirable.

[0003] It is with these issues in mind, among others, that various aspects of the disclosure were conceived.SUMMARY

[0004] The present disclosure is directed to a porous deflector for a vehicle including railcars and containers. In one example, the porous deflector deflects higher energy air away from a gap between a first railcar and a second railcar while allowing lower energy air near a body of the first railcar through, limiting turbulence.

[0005] As an example, the deflector can be used to retrofit intermodal containers to reduce aerodynamic drag and / or pressure drag on intermodal containers. The deflector may be collapsible and may also have shape memory properties. The deflector may be permanently attached to a surface of the intermodal container. In another example, the deflector may be removably attached to one or more surfaces of an intermodal container.

[0006] In another example, the deflector may be permanently attached or removably attached to a surface of a vehicle such as a roof or top of a railcar or a side of a railcar. The deflector may be positioned or oriented in a location near a gap such as an intercar gap between cars or vehicles such as at an end of the top of the railcar or at an end of a side of the railcar.

[0007] In one example, a porous deflector may include a base including a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle, a sidewall having a first plurality of openings, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall connected to the base and the sidewall, the top wall having a second plurality of openings, a first end, and a second end.

[0008] In another example, a porous deflector may include a base including a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle, a sidewall having a first plurality of pores, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall connected to the base and the sidewall, the top wall having a second plurality of pores, a first end, and a second end.

[0009] These and other aspects, features, and benefits of the present disclosure will become apparent from the following detailed written description of the preferred embodiments and aspects taken in conjunction with the following drawings, although variations and modifications thereto may be effected without departing from the spirit and scope of the novel concepts of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The accompanying drawings illustrate embodiments and / or aspects of the disclosure and, together with the written description, serve to explain the principles of the disclosure. Wherever possible, the same reference numbers are used throughout the drawings to refer to the same or like elements of an embodiment, and wherein:

[0011] FIGS. 1A-1C are perspective views of a porous deflector according to an example of the instant disclosure.

[0012] FIG. 2 is a perspective view of the porous deflector shown in association with an intermodal container according to an example of the instant disclosure.

[0013] FIG. 3 is a side view of the porous deflector shown in association with an intermodal container according to an example of the instant disclosure.

[0014] FIG. 4 is a perspective view of the porous deflector according to an example of the instant disclosure.

[0015] FIG. 5 is a side view of an intermodal container without a porous deflector according to an example of the instant disclosure.

[0016] FIG. 6 is a side view of the porous deflector shown in association with an intermodal container according to an example of the instant disclosure.

[0017] FIG. 7 is a perspective view of the porous deflector shown in association with an intermodal container according to an example of the instant disclosure.

[0018] FIG. 8 is a perspective view of the porous deflector and the bonding complex shown in association with an intermodal container according to an example of the instant disclosure.

[0019] FIG. 9 is a diagram of the porous deflector on a side of a vehicle according to an example of the instant disclosure.

[0020] FIG. 10 is another diagram of the porous deflector on a side of a vehicle according to an example of the instant disclosure.

[0021] FIG. 11 is another view of the porous deflector on a side of a vehicle according to an example of the instant disclosure.

[0022] FIG. 12 is another view of the porous deflector on a side of a vehicle according to an example of the instant disclosure.

[0023] FIG. 13 is another view of the porous deflector on a side of a vehicle according to an example of the instant disclosure.

[0024] FIG. 14 is a perspective view of the porous deflector according to an example of the instant disclosure.

[0025] FIG. 15 is a close up view of the porous deflector having a honeycomb shape according to an example of the instant disclosure.DETAILED DESCRIPTION

[0026] The present disclosure is more fully described below with reference to the accompanying figures. The following description is exemplary in that several embodiments are described (e.g., by use of the terms “preferably,”“for example,” or “in one embodiment”); however, such should not be viewed as limiting or as setting forth the only embodiments of the present disclosure, as the disclosure encompasses other embodiments not specifically recited in this description, including alternatives, modifications, and equivalents within the spirit and scope of the invention. Further, the use of the terms “invention,”“present invention,”“embodiment,” and similar terms throughout the description are used broadly and not intended to mean that the invention requires, or is limited to, any particular aspect being described or that such description is the only manner in which the invention may be made or used. Additionally, the invention may be described in the context of specific applications; however, the invention may be used in a variety of applications not specifically described.

[0027] The embodiment(s) described, and references in the specification to “one embodiment”, “an embodiment”, “an example embodiment”, etc., indicate that the embodiment(s) described may include a particular feature, structure, or characteristic. Such phrases are not necessarily referring to the same embodiment. When a particular feature, structure, or characteristic is described in connection with an embodiment, persons skilled in the art may effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.

[0028] In the several figures, like reference numerals may be used for like elements having like functions even in different drawings. The embodiments described, and their detailed construction and elements, are merely provided to assist in a comprehensive understanding of the invention. Thus, it is apparent that the present invention can be carried out in a variety of ways, and does not require any of the specific features described herein. Also, well-known functions or constructions are not described in detail since they would obscure the invention with unnecessary detail. Any signal arrows in the drawings / figures should be considered only as exemplary, and not limiting, unless otherwise specifically noted. Further, the description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.

[0029] It will be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. Purely as a non-limiting example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, without departing from the scope of example embodiments. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. As used herein, the singular forms "a", "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be noted that, in some alternative implementations, the functions and / or acts noted may occur out of the order as represented in at least one of the several figures. Purely as a non-limiting example, two figures shown in succession may in fact be executed substantially concurrently or may sometimes be executed in the reverse order, depending upon the functionality and / or acts described or depicted.

[0030] Conditional language, such as, among others, “can,”“could,”“might,” or “may,” unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments include, while other embodiments do not include, certain features, elements and / or steps. Thus, such conditional language is not generally intended to imply that features, elements and / or steps are in any way required for one or more embodiments or that one or more embodiments necessarily include logic for deciding, with or without user input or prompting, whether these features, elements and / or steps are included or are to be performed in any particular embodiment.

[0031] In one example, a porous deflector for vehicles may be used by freight trains or passenger trains, among other vehicles. Freight trains consume less energy than tractor-trailers or semi-trailer trucks per ton mile traveled, partially because railcars may draft behind one another reducing aerodynamic drag. However, gaps between cars or vehicles such as railcars may allow air to enter and strike a front of a following railcar, increasing energy consumption and causing other issues. The porous deflector may deflect air away from an intercar gap between railcars by being semi-porous to allow slower air closer to a surface of a railcar to pass through, reducing a drop in base pressure behind a lead car that may occur with a non-porous deflector.

[0032] In one example, the porous deflector may have an acute triangular shape so that the porous deflector can operate in either direction with train operations and not significantly add drag when placed at a front of the vehicle. The porous deflector may be placed at a roof and / or side of the vehicle on an end of the vehicle to deflect air from the gap between vehicles. Although vehicles may have extensions entering a gap to further increase savings, it is not desirable to have the porous deflector in an inner-car gap between vehicles because this may cause operational or mechanical issues. The porous deflector may deflect higher energy air (higher total pressure coefficient (CpT)) away from a gap between vehicles but may allow some lower energy air (lower total pressure coefficient (CpT)) air near a railcar body through while limiting turbulence. Allowing this lower CpT air to pass through may increase the base pressure in the wake of the lead car, increasing the overall drag reduction of the design. As a result, by making the deflector porous, this may also lower a small direct drag penalty of the deflector itself. As a result, the porous deflector may deflect air over an inter-car gap to reduce static pressure and force that may be exerted against a front of a following vehicle such as a railcar.

[0033] Porosity of the deflector can be achieved by providing small or large holes in the deflector, or by using mesh, tunnels, or other structures. Porosity can also be accomplished by forming the deflector using a porous material. However, it is not desirable to have a deflector with a wing or fully slotted design because allowing impinged flow may increase turbulence.

[0034] The porous deflector may be located on a top of a vehicle such as a railcar and / or a side of a vehicle such as a railcar. The railcar may carry one or more intermodal containers that may be stacked or another type of cargo including passengers. In another example, the railcar may be an autorack railcar.

[0035] Autoracks may be used to transport passenger vehicles such as sedans, pickup trucks, and sport utility vehicles (SUVs) in a fuel-efficient and cost-efficient way from manufacturers to consumers. Because of lower aerodynamic drag and wheel resistance, autoracks may transport vehicles at one half the emissions per ton mile compared to tractor trailers according to the Federal Railroad Administration. These savings are considerable, but there is room to improve the efficiency of autoracks. The porous deflector may be configured for use by autoracks to address this pressure drag in the intercar gap, especially in the case where autoracks do not have exterior ladders on their sides. By being placed on a side of a railcar, the porous deflector may deflect air around or over the intercar gap and past a front face of a following car. The porous deflector may be used when the autorack or vehicle is traveling in either direction. The porous deflector may last for a life of a railcar with no foreseen maintenance or operational work and with minimal cost for an owner of the railcar.

[0036] In one example, the porous deflector may provide an 9.8% decrease in drag on a fully equipped train. Fuel savings may correspond to about 30% of drag savings on a freight train, and Train Performance Simulations show that the porous deflector may lower fuel consumption on equipped trains by over 1.5%. As a result, the porous deflector may lower carbon and particulate pollution by directly reducing rail emissions.

[0037] Additionally, intermodal shipping containers are ubiquitous in industry. Their large capacity and ability to stack on top of each other make them ideal for transporting large quantities of products. Unfortunately, the rectangular shape of the container, although useful for maximizing capacity and stacking capability, is not aerodynamically efficient. When transported by train, the gap in between the train cars causes much of this aerodynamic resistance. This inefficiency requires consumption of more fuel to move the container, leading to increased transport costs, increased pollution, reductions in train velocity, and other issues.

[0038] Reducing the amount of drag produced by the shipping containers is no simple task. Redesigning the whole container would be costly and may require new infrastructure to accommodate the new container design; moreover, it may affect the container’s capacity or stacking capabilities. Modifying an existing container presents similar challenges: piercing or welding the container may reduce the container’s capacity or expose its contents to the environment. Installing a device or changing the shape of the top of the container may reduce, or altogether remove, the container’s ability to stack. Furthermore, an installed device must be able to withstand the environmental conditions to which shipping containers are subjected, particularly wind, rain, snow, and UV exposure, among others. Installing a flexible device to cover the intercar gap on trains is generally impractical, as the gap allows for a wider turn radius and easier coupler access. Further, such a device would be cumbersome because cars are often switched between trains.

[0039] The porous deflector provides an effective way to reduce drag without sacrificing the container’s ability to stack, reducing the container’s capacity, or modifying the container’s original design.

[0040] In one example, a porous deflector includes a base including a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle, a sidewall having a first plurality of openings, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall connected to the base and the sidewall having a second plurality of openings, a first end, and a second end. In another example, the porous deflector includes a top wall, such that the top wall is connected to the base and the sidewall. As another example, the top wall, the base, and the sidewall are connected to form a triangular prism shape. In one example, the base is connected to the sidewall to form an internal volume.

[0041] The porous deflector may include a divider, wherein the divider bisects the internal volume. In addition, in one example, the internal volume is filled. As another example, at least one of the base, the top wall, and the sidewall is formed from a continuous material. In one example, the porous deflector may include a bonding complex, the bonding complex having an adhesive layer. As another example, the bonding complex further includes a foam layer. In another example, the porous deflector may be formed from a shape memory material including ethylene propylene diene (EPDM) rubber.

[0042] In one example, at least one of the top wall and the sidewall is curved.

[0043] In one example, the vehicle may be a railway vehicle such as a railcar or another type of vehicle.

[0044] In another example, the top wall, the base, the sidewall, and the divider are removably attached to one another.

[0045] In another example, the porous deflector is configured to be the surface of the vehicle.

[0046] In another example, at least a portion of the first end and the second end are unsealed.

[0047] In another example, the first end and the second end are sealed.

[0048] In another example, a porous deflector may include a base including a top surface and a bottom surface, the bottom surface configured to be a side surface of a railway vehicle, a sidewall having a first plurality of openings, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall including a second plurality of openings, an inner surface, and an outer surface, a divider, wherein the divider has a top edge and a bottom edge, wherein the top edge is attached to the inner surface of the top wall and the bottom edge is attached to the top surface of the base, a first end, wherein at least a portion of the first end is unsealed, and a second end, wherein at least a portion of the first end is unsealed, the top wall, the base, and the sidewall are connected to form a triangular prism shape, the inner surface of the top wall, the inner surface of the sidewall, and the top surface of the base define an internal volume, the divider bisects the internal volume, the porous deflector is formed from a shape memory material including ethylene propylene diene rubber, the porous deflector is collapsible when a sufficient weight is placed on the porous deflector, and the porous deflector returns to an expanded configuration when the sufficient weight is removed from the porous deflector.

[0049] As another example, a method of reducing pressure drag may include providing a porous deflector, the porous deflector including a base including a top surface and a bottom surface, the bottom surface configured to be a surface of a railway vehicle, a sidewall having a first plurality of openings, an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall including a second plurality of openings, an inner surface, and an outer surface, a divider, a first end, wherein at least a portion of the first end is unsealed, and a second end, wherein at least a portion of the first end is unsealed, the top wall, the base, and the sidewall are connected to form a triangular prism shape, the inner surface of the top wall, the inner surface of the sidewall, and the top surface of the base define an internal volume, the divider bisects the internal volume, and the porous deflector is formed from a shape memory material including ethylene propylene diene rubber. In one example, the porous deflector may be a side surface of the railway vehicle.

[0050] A porous deflector for use with railcars and intermodal containers according to the present disclosure is shown in FIG. 1A as deflector 1. The porous deflector 1 is depicted in an expanded configuration. The porous deflector disclosed herein may deflect air from railcars or other types of vehicles as they move. The porous deflector also provides the benefit of being collapsible, thereby reducing issues with container stacking.

[0051] FIGS. 1-15 depict an embodiment of the porous deflector 1 according to an example. As shown in FIGS. 1A-C, the porous deflector may have a base 10 that supports the porous deflector 1. The porous deflector 1 also may have a sidewall 20 connected to the base 10. The porous deflector 1 also may have a top wall 30 connected to the base 10 and the sidewall 20. The base 10, sidewall 20, and top wall 30 may be connected to one another to form a triangular prism that defines an internal volume 80. As shown in FIG. 1A, the internal volume 80 may be bisected by a divider 50 A-C to form a first sub-internal volume 81A and a second sub-internal volume 81B. As shown in FIG. 1A, the porous deflector 1 may have a first end 2 opposite a second end 3.

[0052] In one example, the porous deflector 1 comprises a plurality of holes, openings, apertures, orifices, or pores to receive air as the vehicle is moving. In one example, there may be a first plurality of openings or pores on the sidewall 20 and a second plurality of openings or pores on the top wall 30. The first plurality of openings may be located along a length of the sidewall 20 and the second plurality of openings may be located along a length of the top wall 30. Each of the first plurality of openings may be parallel to one another and the second plurality of openings may be parallel to one another. In another example, each of the first plurality of openings may not be parallel with one another and each of the second plurality of openings may not be parallel with one another. In another example, there may be more plurality of openings such as a third plurality of openings, a fourth plurality of openings, etc.

[0053] In addition, the first plurality of openings are centered along the length of the sidewall 20 and end at first particular position on one end of the length of the sidewall 20 and end at a second particular position on another end of the length of the sidewall 20 and the second plurality of openings are centered along the length of the top wall 30 and end at a first particular position on one end of the length of the top wall 30 and end at a second particular position on another end of the length of the top wall 30. In another example, the first plurality of openings may be centered along a width of the sidewall 20 and the second plurality of openings may be centered along a width of the top wall 30.

[0054] In one example, each of the first plurality of openings may be associated with a respective opening of the second plurality of openings. In other words, one of the second plurality of openings may be connected to one of the first plurality of openings, forming a tunnel or channel to receive air as the vehicle moves. The porous deflector 1 allows slower air to pass through increasing base pressure at the rear of the front car, while still deflecting faster moving air away from the following car.

[0055] As shown in FIGS. 1A-1C, the base 10 of the porous deflector 1 may have a top surface 12 and a bottom surface 14 opposite the top surface 12. The top surface 12 of the base 10 may face the internal volume 80. The base 10 may have a rectangular shape. In this regard, the base 10 may have a first edge 11 opposite a second edge 13. The first edge 11 can be configured to be attached to the top wall 30. The second edge 13 can be configured to be attached to the sidewall 20.

[0056] The base 10 may have a width and a length. The width of the base 10 may be one inch. As a non-limiting example, the base 10 may have a width less or more than one inch. The base 10 may be rectangle. The base 10 may be other shapes such as square. The base 10 may be one inch thick. In another example, the base 10 may be less than one inch thick. In another example, the base 10 may be more than one inch thick.

[0057] As shown in FIGS. 1A-C, the sidewall 20 of the porous deflector 1 may have an inner surface 22 and an outer surface 24 opposite the inner surface 22. The inner surface 22 of the sidewall 20 may face the internal volume 80. The sidewall 20 may have a rectangular shape. The sidewall 20 may have a first edge 21 opposite a second edge 23. The first edge 21 can be configured to be attached to the base 10. The second edge 23 can be configured to be attached to the top wall 30.

[0058] The sidewall 20 has a width and a length. The width of the sidewall 20 may be one inch. As a non-limiting example, the sidewall 20 may have a width less or more than one inch. The sidewall 20 may be rectangle. In addition, the sidewall 20 may be other shapes such as square. In another example, the sidewall 20 may be curved. As another example, the sidewall 20 may be convex. As another example, the sidewall 20 may be concave. The sidewall 20 may be one inch thick. In another example, the sidewall 20 may be less than one inch thick. In another example, the sidewall 20 may be more than one inch thick.

[0059] The porous deflector 1 may be collapsible. In this regard, the sidewall 20 may be configured to collapse when a sufficient amount of weight is placed on the porous deflector 1. As an example, as shown in FIG. 3, when an intermodal container 70 is placed on top of the porous deflector 1, the porous deflector 1 may collapse. Because the sidewall20 is collapsible, the sidewall 20 may have pleats similar to an accordion. In another example, the sidewall 20 may have a notch 29 or area that is less thick than the rest of the sidewall 20, providing a location where the sidewall 20 may fold inward or fold outward with respect to the sub-volume 81A. Similarly, the top wall 30 may have a notch or area that is less thick than the rest of the top wall 30, providing a location where the top wall 30 may fold inward with respect to the internal sub-volumes 81 A-C. It should be appreciated that any of the base 10, sidewall 20, top wall 30, or the dividers 50 A-C may have a notch or area that is less thick than the rest of the base 10, sidewall 20, top wall 30, or the dividers 50 A-C, providing a location where the base 10, sidewall 20, top wall 30, or the dividers 50 A-C may fold inward or outward with respect to the internal sub-volumes 81 A-C.

[0060] In some examples, the porous deflector 1 may be used with railcars or intermodal containers that are not stacked. In such examples, the porous deflector 1 may not be collapsible. In non-collapsible examples, the deflector 1 may be formed from a hard plastic or another material.

[0061] As shown in FIGS. 1A-C, the top wall 30 of the porous deflector 1 has an inner surface 32 and an outer surface 34 opposite the inner surface 32. The inner surface 32 of the top wall 30 faces the internal volume 80. The top wall 30 may have a rectangular shape. In this regard, the top wall 30 may have a first edge 31 opposite a second edge 33. The first edge 31 is configured to be attached to the sidewall 20. The second edge 33 is configured to be attached to the base 10.

[0062] The top wall 30 may have a width and a length. The width of the top wall 30 may be one inch. As a non-limiting example, the top wall 30 may have a width less or more than one inch. As shown in FIG. 3, the top wall 30 may be a rectangle. The top wall 30 may be other shapes such as square. The top wall 30 may be curved. As an example, the top wall 30 may be convex. As another example, the top wall 30 may be concave. The top wall 30 may be one inch thick. In another example, the top wall 30 may be less than one inch thick. In another example, the top wall 30 may be more than one inch thick.

[0063] The base 10, sidewall 20, and top wall 30 are connected to one another. The second edge 13 of the base 10 is connected to the first edge 21 of the sidewall 20. The second edge 23 of the sidewall 20 is connected to the first edge 31 of the top wall 30. The second edge 33 of the top wall 30 is connected to the first edge 11 of the base 10. In this regard, the base 10, sidewall 20, and top wall 30 are connected to one another to form a triangular prism. The edges that are connected to one another may be permanently attached to one another. In another example, the edges may also be removably attached to one another. The porous deflector 1 may have more than three walls to form other shapes such as a cube, rectangular prism, or any other shape.

[0064] As shown in FIG. 1A, the divider 50A bisecting the internal volume 80 may have a first side surface 52 opposite a second side surface 54. The divider has a top edge 51 and a bottom edge 53 opposite the top edge 51. The top edge 51 may be attached to the inner surface of the top wall 30. The bottom edge 53 of the divider may be connected to the top surface 12 of the base 10. The divider 50A may divide the internal volume 80 into a first sub volume 81A and a second sub volume 81B. As shown in FIG. 1B and FIG. 1C, the porous deflector 1 may have more than one divider 50 A-C. In addition, as shown in FIG. 1B, the porous deflector 1 may have more than one sub-volume 81 A-C. Each of the sub-volumes 81 A-C may be hollow. In some examples, one or all of the sub-volumes may be filled with a suitable material. The suitable material used for filing the sub-volumes 81 A-C may be the same material as the base 10, sidewall 20, and top wall 30. The sub-volumes 81 AB may also be filled with a material that is different from the material used to form the base 10, sidewall 20, and top wall 30. In some examples, each sub-volume 81 A-C can be filled with the same material. In other examples, each sub-volume 81 A-C is filled with a different material from the other sub-volumes 81 A-C. In some examples, each sub-volume 81 A-C is filled. In other examples, at least one sub-volume 81 A-C is filled and the other sub-volumes 81 A-C are not filled. As shown in FIG. 1A, the divider 50 A may be perpendicular to the base 10. In another example, as shown in FIG. 1B and FIG. 1C, the divider 50 A-C may be slanted or non-perpendicular in relation to the base 10.

[0065] As shown in FIGS. 7 and 8, one or both of the first end 2 or the second end 3 may be sealed or closed. This may assist in reducing pressure drag on the intermodal container 70. As shown in FIG. 1, the one or both of the first end 2 or the second end 3 of the porous deflector 1 may be open. In some examples, one or both of the first end 2 or the second end 3 may be tapered.

[0066] As shown in FIG. 8, the porous deflector 1 may include a bonding complex 60. The bonding complex 60 may have a first adhesive layer 61 and a second adhesive layer 65. The bonding complex 60 may also include a foam layer 62. The foam layer 62 may have a top foam surface 63 and a bottom foam surface 64 opposite the top foam surface. The first adhesive may be applied to the top foam surface 64. The foam layer 62 may provide added durability to the porous deflector 1 when the porous deflector 1 is attached to an intermodal container or another surface. The second adhesive may be applied to the bottom foam surface 64. The bonding complex 60 may be used to attach the deflector 1 to a surface of an intermodal container 70.

[0067] As shown in FIGS. 2, 3, 6, and 7, the bonding complex 60 may be used to attach the porous deflector 1 to the top surface 72 of an intermodal container 70. As shown, the porous deflector 1 may be attached to the top surface 72 of an intermodal container 70 near the first end 71 or the second end 73 of the intermodal container 70. In some examples, the porous deflector 1 may be attached to one or more side surfaces 74AB of the intermodal container 70. In another example, more than one porous deflector 1 may be attached to the intermodal container 70. It should be appreciated that the porous deflector 1 may be used to reduce pressure drag on any type of railway vehicle, including, but not limited to passenger railcars, freight containers, freight railcars, ancillary vehicles, military railway vehicles, and maintenance vehicles. It should also be appreciated that the porous deflector 1 may be used on any type of freight container, including, but not limited to autoracks, intermodal containers 70, bulk freight railway vehicles, specialist use railway vehicles, and multi-modal railway vehicles. The multi-modal vehicles may include, but are not limited to roadrailers, modalohr road trailer carriers, well cars, and intermodal cars such as bulk freezing containers, flat rack containers, insulated containers, refrigerated containers, open top containers, custom containers, and any other containers. It should also be appreciated that the porous deflector 1 may be used for decreasing pressure drag on containers transported by other means such as by road or by sea.

[0068] Because the porous deflector 1 may be used to retrofit an intermodal container 70, the porous deflector 1 may have a length appropriate to extend almost the entire width of the intermodal container 70. As an example, the porous deflector 1 may have a length up to nine feet. The porous deflector 1 may be capable of collapsing or deforming under a sufficient weight and return to the original shape once the weight is removed. As shown in FIG. 2, the porous deflector 1 may be used with stackable intermodal containers. When stackable intermodal containers 70 are stacked there may be a gap between the intermodal containers. The porous deflector 1 can be configured to collapse to a height small enough to fit between stacked intermodal containers 70 without damaging the porous deflector 1 or the intermodal container 70. As a result, the porous deflector 1 may have a one inch height when in an expanded configuration and have a collapsed height that is 0.5 inches or less, as shown in FIG. 3. In some examples, the porous deflector 1 may have a collapsed height of 0.4 inches or less. In other examples, the porous deflector 1 may have a collapsed height that is more than 0.5 inches. The porous deflector 1 may have a height in an expanded configuration that is more than one inch. Because the porous deflector 1 may be attached to a flat surface or a non-flat surface, the base 10, side wall 20, top wall 30, and bonding complex 60 may be flexible to conform to a non-flat surface.

[0069] In use, the porous deflector 1 can be installed on an intermodal container 70 by attaching the first adhesive 61 of the bonding complex 60 to the bottom surface 14 of the base 10. The top surface 63 of foam layer 62 may be attached to the first adhesive 61. The bottom surface 64 of the foam layer 62 may be attached to the second adhesive 65. The second adhesive 65 may be attached to a top surface 72 of the intermodal container 70. In another example, the second adhesive 65 may be attached to a side surface 74AB of the intermodal container 70. As shown in FIG. 6, when the porous deflector 1 is attached to the intermodal container 70, the porous deflector 1 may reduce pressure drag on an intermodal container behind the porous deflector 1 by forcing airflow over a gap between. As shown in FIG. 5, intermodal containers 70 transported without porous deflectors 1 may be impacted by pressure drag. However, the porous deflector 1 does not significantly increase downforce.

[0070] FIG. 9 is a diagram of the porous deflector 1 on a side of a vehicle such as a railcar according to an example of the instant disclosure. FIG. 9 shows a first porous deflector 1 on a first railcar and a second porous deflector 1 on a second railcar. In this example, the porous deflector 1 may have a length appropriate to extend almost the entire height of the railcar or less than the height of the railcar.

[0071] As shown in FIG. 9, the porous deflector 1 comprises a plurality of holes or openings to receive air as the vehicle is moving. As shown in FIG. 9, the openings may include a first plurality of openings 920 on the sidewall 20 and a second plurality of openings 930 on the top wall 30. The first plurality of openings 920 may be located along a length of the sidewall 20 and the second plurality of openings 930 may be located along a length of the top wall 30.

[0072] In one example, the first plurality of holes 920 may or may not extend for the entire length along the width of the sidewall. As an example, there may be a gap or break on a first end of the length and a gap or break on a second end of the length of the sidewall 20. The second plurality of holes 930 may or may not extend for the entire length along the width of the top wall 30. As an example, there may be a gap on a first end of the length and a gap on a second end of the length of the top wall 30.

[0073] The first plurality of openings 920 may be located in a center of a width of the sidewall 20 or another location along the width of the sidewall. The second plurality of openings 930 may be located in a center of a width of the top wall 30 or another location along the width of the top wall 30.

[0074] In one example, each of the first plurality of openings 920 may be associated with a respective opening of the second plurality of openings 930. In other words, one of the first plurality of openings 920 may be connected to one of the second plurality of openings 930, forming a tunnel or channel to receive air as the vehicle moves. Thus, the porous deflector 1 may include a plurality of tunnels associated with the first plurality of openings 920 and the second plurality of openings 930. The porous deflector 1 allows slower air to pass through increasing base pressure at the rear of the front car, while still deflecting faster moving air away from the following car.

[0075] In another example, the first plurality of holes or openings 920 and the second plurality of holes or openings 930 may be constructed using mesh, tunnels, or other types of structures. In another example, the first plurality of holes or openings 920 and the second plurality of holes or openings 930 may be composed by a porous material of the deflector.

[0076] FIG. 10 is another diagram of the porous deflector 1 on a side of a vehicle according to an example of the instant disclosure. As shown in FIG. 10, there may be a first porous deflector 1 on a first side of a railcar and a second porous deflector 1 on a second side of the same railcar.

[0077] FIG. 11 is another diagram of the porous deflector 1 on a side of a vehicle according to an example of the instant disclosure. FIG. 11 shows a first porous deflector 1 on a first vehicle or railcar and a second porous deflector 1 on a second vehicle or railcar. As shown in FIG. 11, the first porous deflector 1 and the second porous deflector 1 are on an end of a side of the railcar nearest a gap between the first railcar and the second railcar. Each of the first porous deflector 1 and the second porous deflector 1 have the first plurality of holes or openings 920 and the second plurality of holes or openings 930.

[0078] FIG. 12 is another diagram of the porous deflector 1 on a side of a vehicle according to an example of the instant disclosure. FIG. 12 shows a first porous deflector 1 on a first vehicle or railcar and a second porous deflector 1 on a second vehicle or railcar. As shown in FIG. 12, the first porous deflector 1 and the second porous deflector 1 are on an end of a side of the railcar nearest a gap between the first railcar and the second railcar. Each of the first porous deflector 1 and the second porous deflector 1 have the first plurality of holes or openings 920 and the second plurality of holes or openings 930.

[0079] FIG. 13 is another view of the porous deflector 1 on a side of a vehicle according to an example of the instant disclosure. FIG. 13 shows a first porous deflector 1 on a first vehicle or railcar and a second porous deflector 1 on a second vehicle or railcar. As shown in FIG. 13, the first porous deflector 1 and the second porous deflector 1 are on an end of a side of the railcar nearest a gap between the first railcar and the second railcar. Each of the first porous deflector 1 and the second porous deflector 1 have a first plurality of holes or openings 1320 and a second plurality of holes or openings 1330 that extend to the bottom of each side. As shown in FIG. 13, the first plurality of holes or openings 1320 may extend to the bottom of the sidewall 20 and the second plurality of holes or openings 1330 may extend to the bottom of the top wall 30. The first plurality of holes or openings 1320 may begin at a center of a width of the sidewall 20 or begin at a different position and end at or extend to the bottom of the width of the sidewall. In addition, the second plurality of holes or openings 1330 may begin at a center of a width the top wall 30 or begin at a different position and end at or extend to the bottom of the width of the top wall 30. In other words, the shape of the first plurality of holes or openings in FIG. 13 is different from the first plurality of holes or openings in FIGS. 11 and 12.

[0080] As an example, the first plurality of holes or openings 1320 are connected to one another and each of the first plurality of openings begin at a center of a width of the sidewall 20 and extend to a bottom of a width of the sidewall. The second plurality of openings 1330 are connected to one another and each of the second plurality of openings begin at a center of a width of the top wall 30 and extend to a bottom of the width of the top wall. Even further, each opening of the first plurality of openings 1320 is connected to an opening of the second plurality of openings 1330 together forming a corresponding tunnel to receive air, the corresponding tunnel having a raised center portion.

[0081] As shown in FIG. 13, on the vehicle to the left, the first plurality of holes or openings 1320 form a number of U shapes or connected teeth on the side wall and then connect with the top wall. The second plurality of holes or openings opposite the first plurality of holes or openings is not visible.

[0082] Additionally, as shown in FIG. 13, on the vehicle to the right, the porous deflector begins on one side at the first plurality of holes or openings 1320 having the U shape or connected teeth shape, has a raised center portion 1371, and then declines to the second plurality of holes or openings 1330 that may have the U shape or connected teeth shape. In other words, the first plurality of openings 1320 together being connected to one another form a first plurality of connected U shapes or connected teeth opening toward the bottom of the width of the sidewall 20 and the second plurality of openings 1330 being connected to one another form a second plurality of connected U shapes or connected teeth opening toward the bottom of the width of the top wall 30.

[0083] FIG. 14 is an example perspective view of the porous deflector 1 according to an example of the instant disclosure. As shown in FIG. 14, there are a number of plurality of holes or openings 1430 on the top wall 30 and a number of plurality of holes or openings 1420 on the side wall 20. In one example, as shown in FIG. 14, the porous deflector 1 may be generated, machined, built, or printed by an additive manufacturing device or a three-dimensional printer.

[0084] FIG. 15 is an example close up view of the porous deflector having a honeycomb shape 1500 according to an example of the instant disclosure. As an example, the porous deflector may have a number of hexagonal shapes or cells that may operate as the number of plurality of holes or openings. Porous honeycomb meshes made out of hexagons are commonly used in wind tunnels to reduce turbulence by breaking larger scale flow structures. Making the porous section of the railcar deflector out of hexagons can fulfill a similar purpose by allowing a higher amount of lower energy air through the deflector while still breaking down larger scale flow structures and maintaining high structural strength.

[0085] The invention is not limited to the particular embodiments illustrated in the drawings and described above in detail. Those skilled in the art will recognize that other arrangements could be devised. The invention encompasses every possible combination of the various features of each embodiment disclosed. One or more of the elements described herein with respect to various embodiments can be implemented in a more separated or integrated manner than explicitly described, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. While the invention has been described with reference to specific illustrative embodiments, modifications and variations of the invention may be constructed without departing from the spirit and scope of the invention as set forth in the following claims.

[0086] Illustrative examples of the disclosure include:

[0087] Aspect 1: A porous deflector comprising: a base comprising a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle, a sidewall comprising a first plurality of openings, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall connected to the base and the sidewall comprising a second plurality of openings, a first end, and a second end.

[0088] Aspect 2: The porous deflector of Aspect 1, wherein the top wall, the base, and the sidewall are connected to form a triangular prism shape.

[0089] Aspect 3: The porous deflector of Aspects 1 and 2, wherein each opening of the first plurality of openings is connected to an opening of the second plurality of openings together forming a corresponding tunnel to receive air.

[0090] Aspect 4: The porous deflector of Aspects 1 to 3, wherein the first plurality of openings are along a length of the sidewall and the second plurality of openings are along a length of the top wall.

[0091] Aspect 5: The porous deflector of Aspects 1 to 4, wherein the first plurality of openings are centered along the length of the sidewall and end at first particular position on one end of the length of the sidewall and end at a second particular position on another end of the length of the sidewall and the second plurality of openings are centered along the length of the top wall and end at a first particular position on one end of the length of the top wall and end at a second particular position on another end of the length of the top wall.

[0092] Aspect 6: The porous deflector of Aspects 1 to 5, wherein the first plurality of openings are centered along a width of the sidewall and the second plurality of openings are centered along a width of the top wall.

[0093] Aspect 7: The porous deflector of Aspects 1 to 6, wherein the porous deflector comprises a mesh material.

[0094] Aspect 8: The porous deflector of Aspects 1 to 7, wherein the porous deflector comprises a porous material.

[0095] Aspect 9: The porous deflector of Aspects 1 to 8, wherein the porous deflector is configured to be attached to a side surface of the vehicle.

[0096] Aspect 10: The porous deflector of Aspects 1 to 9, wherein the porous deflector is configured to be attached to a top surface of the vehicle.

[0097] Aspect 11: The porous deflector of Aspects 1 to 10, wherein the porous deflector deflects higher energy air away from a gap between a first railcar and a second railcar while allowing lower energy air near a body of the first railcar and a body of the second railcar, limiting turbulence.

[0098] Aspect 12: The porous deflector of Aspects 1 to 11, wherein the porous deflector comprises a porous honeycomb deflector, and each of the first plurality of openings and the second plurality of openings comprise hexagonal openings.

[0099] Aspect 13: The porous deflector of Aspects 1 to 12, wherein the porous deflector is generated by an additive manufacturing device or a three-dimensional printer.

[0100] Aspect 14: The porous deflector of Aspects 1 to 13, wherein the first plurality of openings are connected to one another and each of the first plurality of openings begin at a center of a width of the sidewall and extend to a bottom of a width of the sidewall, the second plurality of openings are connected to one another and each of the second plurality of openings begin at a center of a width of the top wall and extend to a bottom of the width of the top wall, and each opening of the first plurality of openings is connected to an opening of the second plurality of openings together forming a corresponding tunnel to receive air, the corresponding tunnel having a raised center portion.

[0101] Aspect 15: The porous deflector of Aspects 1 to 14, wherein the first plurality of openings together being connected to one another form a first plurality of connected U shapes or connected teeth opening toward the bottom of the width of the sidewall and the second plurality of openings being connected to one another form a second plurality of connected U shapes or connected teeth opening toward the bottom of the width of the top wall.

[0102] Aspect 16: A porous deflector comprising a base comprising a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle, a sidewall comprising a first plurality of pores, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible, a top wall connected to the base and the sidewall comprising a second plurality of pores, a first end, and a second end.

[0103] Aspect 17: The porous deflector of Aspect 16, wherein the top wall, the base, and the sidewall are connected to form a triangular prism shape.

[0104] Aspect 18: The porous deflector of Aspects 16 and 17, wherein each pore of the first plurality of pores is connected to a pore of the second plurality of pores together forming a corresponding tunnel to receive air.

[0105] Aspect 19: The porous deflector of Aspects 16 to 18, wherein the first plurality of pores are along a length of the sidewall and the second plurality of pores are along a length of the top wall.

[0106] Aspect 20: The porous deflector of Aspects 16 to 19, wherein the porous deflector comprises a porous honeycomb deflector, and each of the first plurality of pores and the second plurality of pores comprise hexagonal pores.

[0107] Aspect 21: The porous deflector of Aspects 16 to 20, wherein the porous deflector is generated by an additive manufacturing device or a three-dimensional printer.

[0108] Aspect 22: The porous deflector of Aspects 16 to 21, wherein the first plurality of pores are connected to one another and each of the first plurality of pores begin at a center of a width of the sidewall and extend to a bottom of a width of the sidewall, the second plurality of pores are connected to one another and each of the second plurality of pores begin at a center of a width of the top wall and extend to a bottom of the width of the top wall, and each pore of the first plurality of pores is connected to a pore of the second plurality of pores together forming a corresponding tunnel to receive air, the corresponding tunnel having a raised center portion.

[0109] Aspect 23: The porous deflector of Aspects 16 to 22, wherein the first plurality of pores together being connected to one another form a first plurality of connected U shapes or connected teeth opening toward the bottom of the width of the sidewall and the second plurality of pores being connected to one another form a second plurality of connected U shapes or connected teeth opening toward the bottom of the width of the top wall.

Claims

1. A porous deflector comprising:a base comprising a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle;a sidewall comprising a first plurality of openings, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible; a top wall connected to the base and the sidewall, the top wall comprising a second plurality of openings;a first end; and a second end.

2. The porous deflector of claim 1, wherein the top wall, the base, and the sidewall are connected to form a triangular prism shape.

3. The porous deflector of claim 1, wherein each opening of the first plurality of openings is connected to an opening of the second plurality of openings together forming a corresponding tunnel to receive air.

4. The porous deflector of claim 1, wherein the first plurality of openings are along a length of the sidewall and the second plurality of openings are along a length of the top wall.

5. The porous deflector of claim 4, wherein the first plurality of openings are centered along the length of the sidewall and end at first particular position on one end of the length of the sidewall and end at a second particular position on another end of the length of the sidewall and the second plurality of openings are centered along the length of the top wall and end at a first particular position on one end of the length of the top wall and end at a second particular position on another end of the length of the top wall.

6. The porous deflector of claim 1, wherein the first plurality of openings are centered along a width of the sidewall and the second plurality of openings are centered along a width of the top wall.

7. The porous deflector of claim 1, wherein the porous deflector comprises a mesh material.

8. The porous deflector of claim 1, wherein the porous deflector comprises a porous material.

9. The porous deflector of claim 1, wherein the porous deflector is configured to be attached to a side surface of the vehicle.

10. The porous deflector of claim 1, wherein the porous deflector is configured to be attached to a top surface of the vehicle.

11. The porous deflector of claim 1, wherein the porous deflector deflects higher energy air away from a gap between a first railcar and a second railcar while allowing lower energy air near a body of the first railcar and a body of the second railcar, limiting turbulence.

12. The porous deflector of claim 1, wherein the porous deflector comprises a porous honeycomb deflector, and each of the first plurality of openings and the second plurality of openings comprise hexagonal openings.

13. The porous deflector of claim 1, wherein the porous deflector is generated by an additive manufacturing device or a three-dimensional printer.

14. The porous deflector of claim 1, wherein the first plurality of openings are connected to one another and each of the first plurality of openings begin at a center of a width of the sidewall and extend to a bottom of the width of the sidewall, the second plurality of openings are connected to one another and each of the second plurality of openings begin at a center of a width of the top wall and extend to a bottom of the width of the top wall, and each opening of the first plurality of openings is connected to an opening of the second plurality of openings together forming a corresponding tunnel to receive air, the corresponding tunnel having a raised center portion.

15. The porous deflector of claim 14, wherein the first plurality of openings together being connected to one another form a first plurality of connected U shapes or connected teeth opening toward the bottom of the width of the sidewall and the second plurality of openings being connected to one another form a second plurality of connected U shapes or connected teeth opening toward the bottom of the width of the top wall.

16. A porous deflector, comprising:a base comprising a top surface and a bottom surface, the bottom surface configured to be a surface of a vehicle;a sidewall comprising a first plurality of pores, the sidewall having an inner surface and an outer surface opposite the inner surface, wherein the sidewall is collapsible; a top wall connected to the base and the sidewall, the top wall comprising a second plurality of pores;a first end; and a second end.

17. The porous deflector of claim 16, wherein the top wall, the base, and the sidewall are connected to form a triangular prism shape.

18. The porous deflector of claim 16, wherein each pore of the first plurality of pores is connected to a pore of the second plurality of pores together forming a corresponding tunnel to receive air.

19. The porous deflector of claim 16, wherein the first plurality of pores are along a length of the sidewall and the second plurality of pores are along a length of the top wall.

20. The porous deflector of claim 16, wherein the porous deflector comprises a porous honeycomb deflector, and each of the first plurality of pores and the second plurality of pores comprise hexagonal pores.

21. The porous deflector of claim 16, wherein the porous deflector is generated by an additive manufacturing device or a three-dimensional printer.

22. The porous deflector of claim 16, wherein the first plurality of pores are connected to one another and each of the first plurality of pores begin at a center of a width of the sidewall and extend to a bottom of a width of the sidewall, the second plurality of pores are connected to one another and each of the second plurality of pores begin at a center of a width of the top wall and extend to a bottom of the width of the top wall, and each pore of the first plurality of pores is connected to a pore of the second plurality of pores together forming a corresponding tunnel to receive air, the corresponding tunnel having a raised center portion.

23. The porous deflector of claim 22, wherein the first plurality of pores together being connected to one another form a first plurality of connected U shapes or connected teeth opening toward the bottom of the width of the sidewall and the second plurality of pores being connected to one another form a second plurality of connected U shapes or connected teeth opening toward the bottom of the width of the top wall.

Images