US20180222539A1 - Aerodynamic fairings for cargo enclosures - Google Patents
Aerodynamic fairings for cargo enclosures Download PDFInfo
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- US20180222539A1 US20180222539A1 US15/473,750 US201715473750A US2018222539A1 US 20180222539 A1 US20180222539 A1 US 20180222539A1 US 201715473750 A US201715473750 A US 201715473750A US 2018222539 A1 US2018222539 A1 US 2018222539A1
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- wall
- region
- nose
- cargo enclosure
- fairing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/008—Side spoilers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/001—For commercial vehicles or tractor-trailer combinations, e.g. caravans
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/82—Elements for improving aerodynamics
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
- The present subject matter relates generally to aerodynamic fairings for cargo enclosures and, more particularly, to a nose fairing and side fairings configured to be installed along the top and side edges, respectively, of the front wall of a cargo enclosure.
- An ongoing effort to reduce drag in vehicular structures and associated cargo enclosures is of great importance as fuel economy becomes an increasingly large consideration in the overall design of a vehicle and/or its associated cargo enclosure. As the drag increases, the amount of fuel needed to move the vehicle also increases due to the greater energy required to overcome the drag. For instance, it has been stated that for a vehicle traveling at 70 mph, about 65% of the total fuel consumption of the vehicle's engine is used to overcome drag. Therefore, even a small reduction in the drag experienced by a vehicle traveling at highway speeds can result in a significant improvement in fuel economy.
- For instance, heavy-duty vehicles such as tractor-trailers (also known as semi tractors, tractors, class 8 long haul trucks, transfer trucks, 18-wheelers, semis, etc.) have a tall and wide box-shaped profile that creates a significant amount of drag compared to smaller vehicles on the road. For instance, Table I lists common drag coefficients of road vehicles.
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TABLE 1 Type of Vehicle Drag Coefficient (Cd) Low Drag Production Car .26 Typical Sedan .3-.35 Sport Utility Vehicle .4-.5 Pick-up Truck .4-.5 Conventional Class 8 long haul .59-.63 tractor trailers - Additionally, conventional cargo enclosures often have a similarly tall and wide box-shaped profile that creates a significant amount of drag. For example, trailers typically define an enclosed cargo space that is rectangular in shape. For example, the most common type of cargo trailer in the U.S. is a dry box van that is 53 feet long.
- Various devices have been developed in the past to address certain areas of drag on a vehicle and/or its associated cargo enclosure, such on a tractor-trailer combination. However, these devices often have significant limitations in their ability to reduce drag and/or their ability to be easily integrated into fleet operations. As a result, a comprehensive solution for reducing vehicle drag is still needed.
- Thus, a need exists for an improved aerodynamic fairing(s) that is designed to provide drag reduction for a cargo enclosure that is included within or configured to be coupled to or hauled by a vehicle. Retrofit kits for incorporating such devices onto a cargo enclosure would also be beneficial. Moreover, methods relating to the utilization of such devices would also be beneficial.
- Aspects and advantages of the invention will be set firth in part in the following description, or may be obvious from the description, or may be learned through practice of the invention.
- In one aspect, the present subject matter is directed to a cargo enclosure for storing cargo. The cargo enclosure may include a front wall, a rear wall and a roof extending between the front and rear walls. The cargo enclosure may also define a top edge at the interface between the front wall and the roof. In addition, the cargo enclosure may include a nose fairing extending outwardly from the front wall. The nose fairing may include an upper nose wall, a lower nose wall and a leading edge region extending between the upper and lower nose walls. The upper nose wall may extend away from the front wall at a location at or adjacent to the top edge of the cargo enclosure. Moreover, the upper nose wall may include a concave region defining a concavely curved surface, wherein the concave region terminates at the leading edge region such that the nose fairing transitions directly from the concave region of the upper nose wall to the leading edge region as the nose fairing extends outwardly from the front wall. Further, the lower nose wall may include a convex region defining a convexly curved surface, wherein the convex region terminates at the leading edge region such that the nose fairing transitions directly from the convex region of the lower nose wall to the leading edge region as the nose fairing extends outwardly from the front wall. Additionally, the leading edge region may define a radius of curvature that differs from a radius of curvature of the convex region of the lower nose wall.
- In another aspect, the present subject matter is directed to a kit for retrofitting an existing cargo enclosure, wherein the cargo enclosure includes a front wall, a rear wall and a roof extending between the front and rear walls and defines a top edge at the interface between the front wall and the roof. The kit may generally include a nose fairing configured to extend outwardly from the front wall at a location at or adjacent to the top edge of the cargo enclosure. The nose fairing may include an upper nose wall, a lower nose wall and a leading edge region extending between the upper and lower nose wall. The upper nose wall may include a concave region defining a concavely curved surface, wherein the concave region terminates at the leading edge region such that the nose fairing transitions directly from the concave region of the upper nose wall to the leading edge region. In addition, the lower nose wall may include a convex region defining a convexly curved surface, wherein the convex region terminates at the leading edge region such that the nose fairing transitions directly from the convex region of the lower nose wall to the leading edge region. Moreover, the leading edge region may define a radius of curvature that differs from a radius of curvature of the convex region of the lower nose wall.
- In a further aspect, the present subject matter is directed to a nose fairing for a cargo enclosure. The nose fairing may generally include a nose body configured to extend outwardly from a front wall of the cargo enclosure. The nose body may include an upper nose wall, a lower nose wall and a leading edge region extending between the upper and lower nose walls. The upper nose wall may include a concave region defining a concavely curved surface, wherein the concave region terminates at the leading edge region such that the nose fairing transitions directly from the concave region of the upper nose wall to the leading edge region. In addition, the lower nose wall may include a convex region defining a convexly curved surface, wherein the convex region terminates at the leading edge region such that the nose fairing transitions directly from the convex region of the lower nose wall to the leading edge region. Moreover, the leading edge region may define a radius of curvature that differs from a radius of curvature of the convex region of the lower nose wall.
- In yet another aspect, the present subject matter is directed to a method for retrofitting a cargo enclosure including a front wall, a rear wall and a roof extending between the front and rear walls, wherein the cargo enclosure defines a top edge at the interface between the front wall and the roof. The method may include installing a nose fairing at or adjacent to the top edge of the enclosure such that the nose fairing extends outwardly from the front wall. The nose fairing may include an upper nose wall, a lower nose wall and a leading edge region extending between the upper and lower nose walls. The upper nose wall may include a concave region defining a concavely curved surface, wherein the concave region terminates at the leading edge region such that the nose fairing transitions directly from the concave region of the upper nose wall to the leading edge region as the nose fairing extends outwardly from the front wall. In addition, the lower nose watt may include a convex region defining a convexly curved surface, wherein the convex region terminates at the leading edge region such that the nose fairing transitions directly from the convex region of the lower nose wall to the leading edge region as the nose fairing extends outwardly from the front wall. Moreover, the leading edge region may define a radius of curvature that differs from a radius of curvature of the convex region of the lower nose wall.
- These and other features, aspects and advantages of the present invention will become better understood with reference to the following description and appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.
- A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:
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FIG. 1 illustrates a side view of one embodiment of a cargo enclosure configuring in accordance with aspects of the present subject matter, particularly illustrating the cargo enclosure being coupled to a tractor and including a nose fairing installed at the top edge of the front wall of the enclosure; -
FIG. 2 illustrates a bottom view of the cargo enclosure and tractor shown inFIG. 1 ; -
FIG. 3 illustrates a front, perspective view of the cargo enclosure shown inFIGS. 1 and 2 with the nose fairing removed from the front wall of the enclosure; -
FIG. 4 illustrates a perspective view of one embodiment of a nose fairing configured in accordance with aspects of the present subject matter, particularly illustrating the nose fairing installed at or adjacent to the top edge of the front wall of the cargo enclosure shown inFIGS. 1-3 ; -
FIG. 5 illustrates an exploded, perspective view of the nose fairing shown inFIG. 4 ; -
FIG. 6 illustrates a cross-sectional view of the nose fairing shown inFIG. 4 taken about line 6-6; -
FIG. 7 illustrates a close-up view of a portion of the nose fairing shown inFIG. 6 ; -
FIG. 8 illustrates a perspective view of one embodiment of an end cap suitable for use with the nose fairing shown inFIGS. 4-7 in accordance with aspects of the present subject matter; -
FIG. 9 illustrates a perspective view of another embodiment of a nose fairing configured in accordance with aspects of the present subject matter, particularly illustrating the nose fairing installed at or adjacent to the top edge of the front wall of the cargo enclosure shown inFIGS. 1-3 ; -
FIG. 10 illustrates a close-up, perspective view of a portion of the nose fairing shown inFIG. 9 , particularly illustrating one embodiment of an end cap suitable for use with the nose fairing; -
FIG. 11 a perspective view of a further embodiment of a nose fairing configured in accordance with aspects of the present subject matter, particularly illustrating the nose fairing installed at or adjacent to the top edge of the front wall of the cargo enclosure shown inFIGS. 1-3 ; -
FIG. 12 illustrates a cross-sectional view of the nose fairing shown inFIG. 11 taken about line 12-12; -
FIG. 13 illustrates another perspective view of the front wall of the cargo enclosure shown inFIGS. 1 and 3 , particularly illustrating embodiments of a nose fairing and side fairing installed along the edges of the front wall; -
FIG. 14 illustrates an exploded view of the fairings shown inFIG. 13 ; -
FIG. 15 illustrates a cross-sectional view of one of the side fairings shown inFIG. 13 taken about line 15-15; -
FIG. 16 illustrates a close-up view of a portion of the side fairing shown inFIG. 15 ; and -
FIG. 17 illustrates a perspective view of one embodiment of a transition piece that may be installed between the nose fairing and each side fairing at the corners of the cargo enclosure. - Reference now will be made in detail to embodiments of the invention, one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation of the invention, not limitation of the invention. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the scope or spirit of the invention. For instance, features illustrated or described as part of one embodiment can be used with another embodiment to yield a still further embodiment. Thus, it is intended that the present invention covers such modifications and variations as come within the scope of the appended claims and their equivalents.
- In general, the present subject matter is directed to aerodynamic fairings positioned or configured to be installed at the front end of a cargo enclosure to reduce the amount of drag on the enclosure as it is being hauled or transported. Specifically, in several embodiments, a nose fairing may be positioned or installed along the front wall of the cargo enclosure at or adjacent to its top edge. The nose fairing may generally define an aerodynamic shape or profile that is configured to speed up the airflow flowing across the fairing, thereby creating one or more low pressure zones in front the nose fairing that serve to reduce the amount of drag on the cargo enclosure. In addition, the low pressure zone(s) may create a lift vector in the travel direction of the cargo enclosure that generates a net thrusting force for the enclosure.
- Moreover, in several embodiments, one or more side fairings may be positioned or installed on the front wall of the cargo enclosure along its side edges. The side fairings may be positioned or installed as stand-alone components or may be positioned or installed in combination with the nose fairing. Similar to the nose fairing, each side fairing defines an aerodynamic shape or profile that is configured to speed up the airflow flowing across the fairing, thereby creating one or more low pressure zones in front the side fairing that serve to reduce the amount of drag on the cargo enclosure and/or that generate a net thrusting force for the enclosure.
- It should be appreciated that, although the disclosed fairings will generally be described herein as corresponding to separate components configured to be separately installed onto a cargo enclosure, the fairings may, instead, be formed integrally with the cargo enclosure. For instance, the design of the cargo enclosure, itself, may be modified or otherwise configured to incorporate the various features of the fairings described herein. In such an embodiment, the cargo enclosure may be initially manufactured to include one or more of the disclosed fairings. For example, the front wall and/or the roof of the cargo enclosure may be modified to incorporate the design features of one or more embodiments of the nose fairings described herein. Similarly, the front wall and/or the sidewall(s) of the cargo enclosure may be modified to incorporate the design features of one or more embodiments of the side fairings described herein.
- Referring now to
FIGS. 1-3 , several views of one embodiment of acargo enclosure 100 onto which one or more of the disclosed fairings may be installed is illustrated in accordance with aspects of the present subject matter. Specifically,FIGS. 1 and 2 illustrate side and bottom views, respectively, of thecargo enclosure 100 coupled to atractor 102 in accordance with aspects of the present subject matter. Additionally,FIG. 3 illustrates a perspective view of thecargo enclosure 100 shown inFIGS. 1 and 2 . - In several embodiments, the
cargo enclosure 100 may generally define an enclosed space or volume tar storing cargo. For example, as shown inFIGS. 1-3 , thecargo enclosure 100 may, in one embodiment, define a rectangular storage space bounded along its sides by afront wall 104, a rear wall 105 and opposed sidewalls (e.g., afirst sidewall 108 and a second sidewall 110) extending between the front andrear walls cargo enclosure 100 may include aroof 112 forming the top of the enclosed space and afloor 114 forming the bottom of the enclosed space. It should be appreciated that, in other embodiments, thevarious wall roof 112 and/orfloor 114 of thecargo enclosure 100 may be configured in any other manner such that theenclosure 100 defines a storage space having any other suitable shape. - As particularly shown in
FIG. 3 , thecargo enclosure 100 may define various corners or edges at the intersection between thefront wall 104 and the various other walls/surfaces of theenclosure 100. For example, thecargo enclosure 100 may include atop edge 116 defined at the intersection between thefront wall 104 and theroof 112 of theenclosure 100. Additionally, as shown inFIG. 3 , the cargo enclosure may include afirst side edge 118 defined at the intersection between thefront wall 104 and thefirst sidewall 108 of theenclosure 100 and asecond side edge 120 defined at the intersection between thefront wall 104 and thesecond sidewall 110 of theenclosure 100. - Additionally, the
cargo enclosure 100 may generally define any suitable dimensions. For example, as shown inFIG. 1 , thecargo enclosure 100 may define aheight 122 extending between theroof 112 and thefloor 114 of theenclosure 100. In addition, as shown inFIG. 2 , thecargo enclosure 100 may define awidth 124 extending between itsopposed sidewalls length 126 extending between thefront wall 104 and therear wall 106 of theenclosure 100. - Moreover, as shown in
FIGS. 1-3 , thecargo enclosure 100 may, in several embodiments, form part of a trailer configured for use as a tractor-trailer combination. In such embodiments, thecargo enclosure 100 may include or be associated with any suitable trailer-related components, such aslanding gear 128,wheels 130,axles 132, asuspension system 134 and/or the like. Additionally, when used in a tractor-trailer combination, thecargo enclosure 100 may be configured to be coupled to or hauled by atractor 102 having any suitable tractor configuration. For example, as shown in the illustrated embodiment, thetractor 102 may include acab 136 supported on achassis 138 and afifth wheel coupling 140 extending behind thecab 136 for coupling thetractor 102 to thecargo enclosure 100. Additionally, as particularly shown inFIG. 1 , thetractor 102 may include anair dam 142 mounted on top of thecab 136. - It should be appreciated that, in other embodiments, the
cargo enclosure 100 may correspond to or farm part of any other suitable transport vehicle and/or transport/storage system. For example, thecargo enclosure 100 may correspond to or form part of the rear storage enclosure of a straight or box truck. In another embodiment, thecargo enclosure 100 may correspond to or form part of a railway car or boxcar, a motorhome, bus, cab-over-type vehicle and/or any other suitable movable storage compartment or space, regardless of whether the compartment/space is pulled, pushed or self-propelled. - In accordance with aspects of the present subject matter, one or more fairings may be installed at or adjacent to the
front wall 104 of thecargo enclosure 100 to reduce the amount of drag acting on theenclosure 100 as it is being transported. For example, as shown inFIG. 1 , one ormore nose fairings 200 may be installed at or adjacent totop edge 116 of thecargo enclosure 100 defined at the interface between thefront wall 104 and theroof 112. In addition, one or more side fairings (not shown inFIG. 1 ) may be installed at or adjacent to one or both of the side edges 118, 120 defined at the interface between thefront wall 104 and thesidewalls enclosure 100. As will be described below, a shape or profile of the fairing(s) may be configured to eliminate the high pressure region formed along theedges front wall 108 of thecargo enclosure 100 as theenclosure 100 is being transported (e.g., along a highway), thereby reducing the overall drag on the cargo enclosure. In addition, the shape or profile of the fairing(s) may also be configured to generate thrust in the direction of travel of the cargo enclosure. - Referring now to
FIGS. 4-7 , one embodiment of a nose fairing 200 configured to be installed at the front end of acargo enclosure 100 is illustrated in accordance with aspects of the present subject matter. Specifically,FIG. 4 illustrates a perspective view of the nose fairing 200 installed on thefront wall 104 of the cargo enclosure at or adjacent to itstop edge 116.FIG. 5 illustrates an exploded view of the nose fairing 200 shown inFIG. 4 .FIG. 6 illustrates a cross-sectional view of the nose fairing 200 shown inFIG. 4 taken about line 6-6. Additionally,FIG. 7 illustrates a close-up view of a portion of the nose fairing 200 shown inFIG. 6 . - In general, the nose fairing 200 may include a unitary or multi-piece nose body 202 configured to be installed along the
front wall 104 at or adjacent to the front,top edge 116 of thecargo enclosure 100. For example, as shown inFIGS. 4 and 5 , the nose fairing 200 includes a two-piece nose body 202 having afirst body portion 202A and asecond body portion 202B configured to be coupled together such that thenose body 200 extends lengthwise along thefront wall 104 across all or a substantial portion of thewidth 124 of thecargo enclosure 100. In such an embodiment, the nose fairing 200 may also include abody coupling 204 configured to be installed between theadjacent body portions body portions FIGS. 9-12 , thenose body 200 may correspond to a unitary or continuous component configured to span across all or a substantial portion of thewidth 124 of thecargo enclosure 100. Similarly, in a further embodiment, thenose body 200 may be formed from three or more body portions, with each pair of adjacent body portions configured to be coupled together via acorresponding body coupling 204. - It should be appreciated that, as an alternative to coupling the
adjacent body portions body coupling 204, thebody portions first body portion 202A may be configured to overlap thesecond body portion 202B along thewidth 124 of thecargo enclosure 100 to allow thebody portions body portions - In several embodiments, the nose body 202 may define the primary, aerodynamic shape of the
nose fairing 200. For example, as shown inFIG. 6 , the nose body 202 may include anupper nose wall 206 defining an upper aerodynamic surface of the nose body 202 and alower nose wall 208 defining a lower aerodynamic surface of the nose body 202. In addition, the nose body 202 may include aleading edge region 210 extending between the upper andlower nose walls - As particularly shown in
FIG. 7 , theupper nose wall 206 may generally be configured to extend outwardly from thefront wall 104 of thecargo enclosure 100 from a location at or adjacent to thetop edge 116 of theenclosure 100 to theleading edge region 210 so as to define the upper aerodynamic surface of the nose body 202. For example, in several embodiments, the portion of theupper nose wall 206 extending outwardly from thefront wall 104 may include a convex region 212 (also referred to herein as an upper convex region) and a concave region 21.4, with theupper nose wall 206 transitioning from theconvex region 212 to theconcave region 214 at atransition point 216 as theupper nose wall 206 extends outwardly from thefront wall 104 of thecargo enclosure 100. Theconvex region 212 may generally define a convexlycurved surface 218 of the upper aerodynamic surface while theconcave region 214 may generally define a concavelycurved surface 220 of the upper aerodynamic surface. Additionally, as shown inFIG. 7 , theconcave region 214 of theupper nose wall 206 may terminate at theleading edge region 210 such that theupper nose wall 206 transitions directly from theconcave region 214 to theleading edge region 210 as the nose body 202 extends outwardly from thefront wall 104 of thecargo enclosure 100. - Additionally, as shown in
FIG. 7 , thelower nose wall 208 may generally be configured to extend between thefront wall 104 of thecargo enclosure 100 and theleading edge region 210 of the nose body 202 so as to define the lower aerodynamic surface of the nose body 202. In several embodiments, thelower nose wall 208 may include aconvex region 222 extending outwardly from thefront wall 104 in the direction of theleading edge region 210. Specifically, theconvex region 222 may be configured to terminate at theleading edge region 210 such that thelower nose wall 208 transitions directly from theconvex region 222 to theleading edge region 210 as the nose body 202 extends outwardly from thefront wall 104. As shown inFIG. 7 , theconvex region 222 may generally define a convexlycurved surface 224 of the lower aerodynamic surface. - Additionally, as shown in
FIG. 7 , theleading edge region 210 may generally correspond to a forward portion of the nose body 202 defining a radius ofcurvature 226 that differs from the radius of curvature defined by the upper and/or lower aerodynamic surfaces, such as by defining a radius ofcurvature 226 that differs from the radius of curvature of theconvex region 222 of thelower nose wall 208 and/or from the radius of curvature of theconcave region 214 and/or theconvex region 212 of theupper nose wall 206. In several embodiments, theleading edge region 210 may define a constant radius ofcurvature 226 between theconvex region 222 of thelower nose wall 208 and theconcave region 214 of theupper nose wall 206. In such embodiments, the nose body 202 may transition from the uniformly radiused leadingedge region 210 to the aerodynamically shaped upper andlower nose walls upper nose wall 206 and/or thelower nose wall 208 may correspond to a complex surface having a radius of curvature that varies as the nose body 202 extends outwardly from thefront wall 104 of thecargo enclosure 100 towards the leadingedge region 210. - By configuring the shape of the nose body 202 in the manner described herein, an improved aerodynamic profile may be provided to the front nose or
top edge 116 of acargo enclosure 100. Specifically, by configuring the nose body 202 to transition from theconvex region 222 of thelower nose wall 208 to the radiused leadingedge region 210 and then from theleading edge region 210 to the concave/convex regions upper nose wall 206, the disclosed nose fairing 200 may significantly reduce the amount of drag at the front end of thecargo enclosure 100 and may also generate a thrusting force in the travel direction of theenclosure 100. For example, astagnation point 228 for the airflow flowing towards thecargo enclosure 110 may be defined at or adjacent to the transition point between theleading edge region 210 and thelower nose wall 208. By providing the radiused leadingedge region 210 and the convexlycurved region 222 of thelower nose wall 208 along either side of thestagnation point 228, theregions stagnation point 228, thereby creating low pressure zones adjacent tosuch regions concave region 214 of theupper nose wall 206 may provide a transition surface between the low pressure zone formed at theleading edge region 210 and a corresponding low pressure second formed along theconvex region 212 of theupper nose wall 206 as the velocity of the airflow is increased as it flows across such convexlycurved surface 218. As a result, the nose body 202 may eliminate the high pressure zone(s) typically formed at thetop edge 116 of a conventional cargo enclosure. Moreover, the resulting low pressure zones may generate a lift vector in the travel direction of thecargo enclosure 100 that provides a net thrusting force for theenclosure 100. Such a reduction in drag, along with the generation of thrust, may, in turn, translate into improved fuel economy, reduced emissions of carbon dioxide, as well as other improved efficiencies, for the vehicle being used to transport thecorresponding enclosure 100. - Additionally, as shown in
FIG. 6 , in one embodiment, theupper nose wall 206 may also include an overlappedregion 230 extending aft of the nose ortop edge 116 of thecargo enclosure 100 such that the overlappedregion 230 overlaps at least a portion of theroof 112 of theenclosure 100. As shown in the illustrated embodiment, the overlappedregion 206 generally defines a planar surface extending directly adjacent to theroof 112. However, in other embodiments, the overlappedregion 230 may be curved and/or may be spaced apart from theroof 112. For instance, as will be described below with reference toFIG. 12 , the overlappedregion 230 may, in one embodiment, form an extension of theconvex region 212 of theupper nose wall 206 and may define a convexly shaped surface that is spaced apart from theroof 112 along at least a portion of the overlappedregion 230. - It should be appreciated that, in several embodiments, the overlapped
region 230 of theupper nose wall 206 may be configured to provide a means for coupling the nose body 202 to thecargo enclosure 100. For instance, the overlappedregion 230 may define a plurality of openings (not shown) configured to receive mechanical fasteners for coupling the nose body 202 to thecargo enclosure 100. Alternatively, the overlappedregion 230 may be secured directly to theroof 112 of thecargo enclosure 100, such as by bonding the overlappedregion 230 to theroof 112 or by welding the overlappedregion 230 to theroof 112. - Moreover, in several embodiments, the disclosed nose fairing 200 may also include additional features for locating the nose body 202 relative to the
cargo enclosure 100 and/or for coupling the nose body 202 to thecargo enclosure 100. For example, as shown inFIGS. 6 and 7 , the nose fairing 200 may include anose lip 232 configured to extend outwardly from theupper nose wall 206 along thefront wall 104 of thecargo enclosure 100.Such lip 232 may generally serve as a mechanical stop for installing the nose fairing 202 onto thecargo enclosure 100. For instance, the nose fairing 202 may be moved towards thecargo enclosure 100 until thenose lip 232 contacts thefront wall 104, thereby indicating that the nose fairing 202 is properly positioned relative to thecargo enclosure 100. - Additionally, as shown in
FIG. 6 , thelower nose wall 208 may, in several embodiments, include alower mounting region 234 extending along thefront wall 104 of thecargo enclosure 100 in a direction away from theroof 112 so as to provide a means for coupling the nose fairing 202 to thefront wall 104. Specifically, as shown in the illustrated embodiment, thelower nose wall 208 may transition from itsconvex region 222 to thelower mounting region 234 at atransition location 236 defined adjacent to thefront wall 104. Thelower nose wall 208 may then extend downwardly adjacent to thefront wall 104 along thelower mounting region 234. As should be readily appreciated, thelower mounting region 234 may be coupled to thefront wall 104 at one or more locations using mechanical fasteners, adhesives and/or any other suitable coupling means, - Moreover, it should be appreciated that that the overall shape and/or size of the nose body 202 may be varied, as necessary, to accommodate differing airflow characteristics experienced by the nose fairing 200 and/or differing parameters that may impact the airflow flowing across and/or adjacent to the nose fairing 200, such as differing sizes of air gaps defined between the nose fairing 200 and the adjacent vehicle and/or component located directly upstream of the nose fairing 202. For instance, as shown in
FIG. 1 , anair gap 150 may be defined between the nose fairing 202 and the rear end of thecab 136 orair dam 142 of thetractor 102. As the size ofsuch gap 150 increases or decreases, the shape and/or size of the nose body 202 may be adjusted to accommodate for changes in the characteristics of the airflow impinging against the nose or front end of thecargo enclosure 100. For instance, in one embodiment, acrosswise dimension 236 of the nose fairing 202 defined between thefront wall 104 of thecargo enclosure 100 and theleading edge region 210 and/or aheightwise dimension 240 of the nose fairing 202 defined between theroof 112 and the lower end of theconvex region 222 of the lower nose wall 208 (e.g., at the transition location 236) may be varied to account for differingsized air gaps 150 and/or differing airflow characteristics experienced by thenose fairing 200. - It should also be appreciated that the curvature of the
convex region 212 of theupper nose wall 206 may also be varied, as necessary, to adjust aninflow angle 242 defined by the nose body 202 to accommodate differing incoming flow angles for the airflow. In general, theinflow angle 242 may be defined between areference line 244 extending parallel to the plane defined by theroof 112 of thecargo enclosure 100 and areference line 246 extending through at least a portion of theconvex region 222 of theupper nose wall 206. In several embodiments, theinflow angle 242 may generally range from zero degrees to about 45 degrees, such as from about 10 degrees to about 35 degrees or from about 15 degrees to about 30 degrees and/or any other subranges therebetween. - Referring still to
FIGS. 4-7 , in several embodiments, the nose fairing 200 may also include anend cap nose body 200. For example, as shown inFIGS. 4 and 5 , first and second end caps 248, 250 are positioned at the opposed ends 252, 254 of the nose body 202, such as by installing thefirst end cap 248 at anouter end 252 of thefirst body portion 202A and thesecond end cap 250 at anouter end 254 of thesecond body portion 202B. In general, eachend cap FIGS. 6 and 7 ) defined between the nose body 202 and thefront wall 104 of thecargo enclosure 100. As such, all or a portion of eachend cap end cap ends - For example, a perspective view of one embodiment of an
end cap FIG. 8 . As shown, theend cap endwall 258 and asidewall 260 extending outwardly from theendwall 258, with thesidewall 260 generally defining a shape or profile corresponding to the aerodynamic shape or profile of the nose body 202. In one embodiment, the configuration of thesidewall 260 may be oversized such that thecorresponding end end cap 248, 250 (e.g., with aninner cavity 262 defined between opposed sides of the sidewall 260). In such an embodiment, thesidewall 260 of theend cap cap sidewall 260 may be undersized such that theend interior cavity 256 defined between the nose body 202 and the cargo enclosure 100). In such an embodiment, a portion of the nose body 202 may be configured to overlap an outer surface of thesidewall 260 of theend cap cap sidewall 260 may be configured to form a tongue and groove-type joint with the adjacent end of the nose body 202. - It should be appreciated that, in an alternative embodiment, the nose body 202 may include integrally formed endwalls at each of its outer ends 252, 254. In such an embodiment, the nose fairing 202 need not include the
separate end caps - It should also be appreciated that, in one embodiment, the
body coupling 204 described above may be configured similarly to theend cap FIG. 8 . For example, as opposed to including asingle sidewall 260 extending from one side of theendwall 258, thebody coupling 204 may includesidewalls 260 extending from both sides of theendwall 258. In such an embodiment, eachsidewall 260 may be configured to receive or be received within a portion of the ends of theadjacent body portions body coupling 204. - Referring now to
FIGS. 9 and 10 , another embodiment of a nose fairing 300 configured to be installed at the front end of acargo enclosure 100 is illustrated in accordance with aspects of the present subject matter. Specifically,FIG. 9 illustrates a perspective view of the nose fairing 300 installed at the nose or to edge 116 of thecargo enclosure 100. Additionally,FIG. 10 illustrates a close-up, perspective of a portion of the nose fairing 300 shown inFIG. 9 , particularly illustrating the portion of the nose fairing 300 positioned at one of the front corners of thecargo enclosure 100. - In general, the nose fairing 300 may be configured the same as or similar to the nose fairing 200 described above with reference to
FIGS. 4-7 . For example, the nose fairing 300 may include anose body 302 generally defining the primary aerodynamic shape or profile of thenose fairing 300. Specifically, in several embodiments, thenose body 302 may define the same aerodynamic profile as that shown inFIG. 7 , such as by including anupper nose wall 206 havingconvex region 212 transitioning to aconcave region 214 as thenose body 302 extends away from thefront wall 104 of thecargo enclosure 100, alower nose wall 208 including aconvex region 222 and aleading edge region 210 extending between theconvex region 222 of thelower nose wall 208 and theconcave region 214 of theupper nose wall 206. However, as shown inFIG. 9 , as opposed to corresponding to a multi-piece component, thenose body 302 is simply configured as a unitary or continuous component extending across all or substantial portion of thewidth 124 of thecargo enclosure 100. - Additionally, similar to the embodiment described above, the nose fairing 300 includes
end caps nose body 302. For example, the nose fairing 300 includes afirst end cap 348 positioned at afirst end 352 of thenose body 302 and asecond end cap 350 positioned at asecond end 354 of thenose body 302. However, unlike the end caps 248, 250 described above that terminate in aplanar endwall 258, the end caps 348, 350 shown inFIGS. 9 and 10 are configured to extend outwardly form theends 353, 354 of thenose body 302 and at least partially wrap around and/or conform to the shape of the corner defined between thefront wall 104, theroof 112 and theadjacent sidewall cargo enclosure 100. Specifically, in several embodiments, the end caps 348, 350 may be configured to transition from the aerodynamic shape of thenose body 302 at one end to the shape of thecargo enclosure 100 defined at or adjacent to the corner at the other end. For example, as shown inFIG. 10 , theend cap 348 may include afirst end portion 364 positioned adjacent to thenose body 302 that defines a shape or profile that matches or is complimentary to the aerodynamic shape or profile of thenose body 302, such as by configuring thefirst end portion 364 similar to thesidewall 260 of theend cap FIG. 9 . Additionally, eachend cap second end portion 366 opposite thefirst end portion 364 that conforms to the shape of the corner of thecargo enclosure 100. For instance, as shown inFIG. 10 , thesecond end portion 366 of theend cap 348 may be configured to wrap around the corner of thecargo enclosure 100 such that theend cap 348 overlaps a portion(s) of theadjacent sidewall 108 and/orroof 112. - It should be appreciated that, in several embodiments, the end caps described herein may include any suitable features and/or may otherwise be configured to accommodate lights and/or any other suitable components typically installed onto at the front end or nose of a
cargo enclosure 100. For example, as shown inFIG. 10 , eachend cap surface 368 configured to receive a light or any other suitable device, - Referring now to
FIGS. 11 and 12 , a further embodiment of a nose fairing 400 configured to be installed at the front end of acargo enclosure 100 is illustrated in accordance with aspects of the present subject matter. Specifically,FIG. 11 illustrates a perspective view of the nose fairing 400 installed at the nose ortop edge 116 of thecargo enclosure 100. Additionally,FIG. 12 illustrates a cross-sectional view of the nose fairing 400 shown inFIG. 11 taken about line 12-12. - In general, the nose fairing 400 may be configured similar to the
nose fairings FIGS. 4-10 . For example, the nose fairing 400 may include anose body 402 generally defining the primary aerodynamic shape or profile of thefairing 400. Specifically, in several embodiments, thenose body 402 may define a similar aerodynamic profile as that shown inFIG. 7 . For instance, as shown inFIG. 12 , the nose fairing 402 may include anupper nose wall 406 having aconvex region 412 transitioning to aconcave region 414 as thenose body 402 extends away from thefront wall 104 of thecargo enclosure 100, alower nose wall 408 including aconvex region 422 and aleading edge region 410 extending between theconvex region 422 of thelower nose wall 408 and theconcave region 414 of theupper nose wall 406. However, as opposed to theupper nose wall 206 shown inFIG. 7 that transitions from theconvex region 212 to the overlappedregion 230 at or adjacent to the nose ortop edge 116 of thecargo enclosure 100, theconvex region 412 of theupper nose wall 406 shown inFIG. 12 continues aft of thefront edge 116 so as to form all or portion of the overlapped region of thenose fairing 400. - Additionally, as shown in
FIG. 12 , theconvex region 412 of theupper nose wall 406 may also be configured to extend out of profile relative to theroof 112 of thecargo enclosure 100. Specifically, in several embodiments, theconvex region 412 may be initially sloped upwardly as its extends from theconcave region 414 of theupper nose wall 406 in the direction of thecargo enclosure 100 such that theupper nose wall 406 extends out of profile relative to theroof 112 by a given offset distance 470. Theconvex region 412 of theupper nose wall 406 may then be sloped downwardly such that the offset distance 470 is reduced as theupper nose wall 406 extends closer to and contacts theroof 412. It should be appreciated that the convexly curved surface defined by the portion of theupper nose wall 406 overlapping theroof 112 may prevent or limit separation of the airflow as its transitions from the nose fairing 400 to thecargo enclosure 100, thereby reducing the overall amount of drag on theenclosure 100. - It should be appreciated that the offset distance defined between the
upper nose wall 406 and theroof 112 of thecargo enclosure 100 may generally correspond to any suitable distance. However, in several embodiments, the offset distance may generally range from greater than zero to about 6 inches, such as from about 0.5 inches to about 4 inches or from about 1 inch to about 2 inches and/or any other subranges therebetween. Additionally, it should be appreciated that the offset distance may vary depending on the configuration of thecargo enclosure 100, the size of theair gap 150 defined adjacent to thefairing 400 and/or the characteristics of the airflow flowing over and/or past thefairing 400. For instance, in an embodiment in which thecargo enclosure 200 corresponds to a class 8, height contained trailer, the offset distance may range from greater than zero to about 2 inches, such as from about 0.5 inches to about 1.5 inches or from about 0.75 inches to about 1.25 inches and/or any other subranges therebetween. - Moreover, in several embodiments, the nose fairing 400 may also include one or more structural members configured to provide increased strength and/or rigidity to the
fairing 400. For example, as shown inFIG. 12 , the nose fairing 400 may include one ormore stiffening ribs 472 extending between theconvex region 412 of theupper nose wall 406 and theroof 112 along the portion of theupper nose wall 406 overlapping theroof 112. Such stiffeningribs 472 may allow the nose fairing 400 to maintain its out of profile shape relative to theroof 112 as air is flowing over thefairing 400. Additionally, although not shown, the nose fairing 400 may also include one or more additional structural components positioned at any other suitable location within thefairing 400. For example, in one embodiment, the nose fairing 400 may include one or more additional stiffening ribs extending between the upper andlower nose walls interior cavity 456 of thefairing 400. - Additionally, similar to the embodiments described above, the nose fairing 400 may also include additional features for locating the
nose body 402 relative to thecargo enclosure 100 and/or for coupling thenose body 402 to thecargo enclosure 100. For example, as shown inFIG. 12 , the nose fairing 400 may include anose lip 432 configured to extend outwardly from theupper nose wall 406 along thefront wall 104 of thecargo enclosure 100 so as to provide a mechanical stop for thenose body 402 when installing the nose fairing 400 onto thecargo enclosure 100. Further, as shown inFIG. 12 , thelower nose wall 408 may, in several embodiments, include alower mounting region 434 extending along thefront wall 104 of thecargo enclosure 100 in a direction away from theroof 112 so as to provide a means for coupling the nose fairing 400 to thefront wall 104. - Moreover, as shown in
FIG. 11 , as opposed to having separate end caps configured to transition to the shape of the corners of the cargo enclosure 100 (e.g., similar to the end caps 348, 350 shown inFIGS. 9 and 10 ), the end caps may, instead, be integrated into thenose body 402. In such an embodiment, thenose body 402 may correspond to a unitary or continuous component extending along thetop edge 116 of thecargo enclosure 100 that transitions at itsends FIG. 12 to a shape that generally conforms to the shape of the front corners of thecargo enclosure 100. For instance, as shown inFIG. 11 , theends nose body 402 may be configured to wrap around each corner of thecargo enclosure 100 such that thenose body 402 overlaps a portion(s) of theadjacent sidewalls enclosure 100, - Referring now to
FIGS. 13-17 , yet another embodiment ofsuitable fairings cargo enclosure 100 is illustrated in accordance with aspects of the present subject matter. Specifically,FIG. 13 illustrates a perspective view of thecargo enclosure 100 including a nose fairing 500 installed at dietop edge 116 of theenclosure 100 and first andsecond side fairings front wall 104 and theopposed sidewalk enclosure 100.FIG. 14 illustrates an exploded, perspective view of the various components shown inFIG. 13 .FIG. 15 illustrates a cross-sectional view of one of theside fairings 600B shown inFIG. 13 taken about line 15-15 andFIG. 16 illustrates a close-up view of a portion of theside fairing 600B shown inFIG. 15 . Additionally,FIG. 17 illustrates a close-up, perspective view of one embodiment of atransition piece side fairings - As shown in
FIGS. 13 and 14 , thecargo enclosure 100 may include a nose fairing 500 installed at along its nose ortop edge 116. In general, the nose fairing 500 may be configured the same as or similar to thenose fairings FIGS. 4-12 . For example, the nose fairing 500 may include anose body 502 generally defining the primary aerodynamic shape or profile of thenose fairing 500. Specifically, in several embodiments, thenose body 502 may define the same aerodynamic profile as that shown inFIG. 7 orFIG. 12 , such as by including anupper nose wall convex region concave region nose body 502 extends away from thefront wall 104 of thecargo enclosure 100, alower nose wall convex region leading edge region convex region lower nose wall concave region upper nose wall - Additionally, as shown in the illustrated embodiment, the cargo enclosure includes first and
second side fairings front wall 104 and thesidewalls cargo enclosure 100. Specifically, as shown inFIGS. 13 and 14 , thecargo enclosure 100 includes a first side fairing 600A installed at thefirst side edge 118 defined between thefront wall 104 and thefirst sidewall 108 and a second side fairing 600B installed at thesecond side edge 120 defined between thefront wall 104 and thesecond sidewall 110, with each side fairing 600A, 600B being configured to extend lengthwise along the side edges 118, 120 across any suitable portion of theheight 122 of thecargo enclosure 100. - In general, each side fairing 600A, 600B may include a unitary or
multi-piece side body 602 configured to be installed along thefront wall 104 at or adjacent to eachcorresponding side edge cargo enclosure 100. As shown in the illustrated embodiment, eachside body 602 corresponds to a unitary or continuous component configured to span lengthwise across any suitable portion of theheight 122 of thecargo enclosure 100. Alternatively, similar to the nose body 202 shown inFIGS. 4 and 5 , eachside body 602 may correspond to a two-piece (or more) assembly including separate body portions configured to be coupled together such that the assembledside body 602 extends lengthwise along itscorresponding side edge height 122 of thecargo enclosure 100. In such an embodiment, each side fairing 600A, 600B may also include a body coupling(s) configured to be installed between the adjacent body portions of eachside body 602 so at to couple thebody portions 602 to one another. - Similar to the various nose bodies described herein, each
side body 602 may generally be configured to define the primary aerodynamic shape or profile of its corresponding side fairing 600A, 600B. Specifically, in several embodiments, eachside body 602 may define an aerodynamic shape or profile that generally corresponds to the aerodynamic shape or profile of the disclosednose fairings FIG. 15 , eachside body 602 may include anouter wall 606 defining an outer aerodynamic surface of theside body 602 and aninner wall 608 defining an inner aerodynamic surface of theside body 602. In addition, theside body 602 may include aleading edge region 610 extending between the outer andinner walls side body 602. - In several embodiments, the
outer wall 606 of eachside body 602 may configured the same as or similar to theupper nose wall 206 of the nose body 202 described above with reference toFIG. 7 . For example, as shown inFIG. 16 , theouter wall 606 may generally be configured to extend outwardly from thefront wall 104 of thecargo enclosure 100 from a location at or adjacent to theside edge 120 of theenclosure 100 to theleading edge region 610 so as to define the outer aerodynamic surface of theside body 602. Additionally, the portion of theouter wall 606 extending outwardly from thefront wall 104 may include aconvex region 612 and aconcave region 614, with theouter wall 606 transitioning from theconvex region 612 to theconcave region 614 at atransition point 616 as theouter wall 606 extends outwardly from thefront wall 104 of thecargo enclosure 100. As shown inFIG. 16 , theconvex region 612 may generally define a convexlycurved surface 618 of the outer aerodynamic surface while theconcave region 614 may generally define a concavelycurved surface 620 of the outer aerodynamic surface. Moreover, as shown inFIG. 16 , theconcave region 614 of theouter wall 606 may terminate at theleading edge region 610 such that theouter wall 606 transitions directly from theconcave region 614 to theleading edge region 610 as theside body 602 extends outwardly from thefront wall 104 of thecargo enclosure 100. - Additionally, in several embodiments, the
inner wall 608 of eachside body 602 may be configured the same as or similar to thelower nose wall 208 of the nose body 202 described above with reference toFIG. 7 . For example, as shown inFIG. 16 , theinner wall 608 may generally be configured to extend between thefront wall 104 of thecargo enclosure 100 and theleading edge region 610 of theside body 602 so as to define the inner aerodynamic surface of theside body 602. In addition, theinner wall 608 may include aconvex region 622 extending outwardly from thefront wall 104 in the direction of theleading edge region 610. Specifically, theconvex region 622 may be configured to terminate at theleading edge region 610 such that theinner wall 608 transitions directly from theconvex region 622 to theleading edge region 610 as theside body 602 extends outwardly from thefront wall 104. As shown inFIG. 16 , theconvex region 622 may generally define a convexlycurved surface 624 of the inner aerodynamic surface of theside body 602. - Moreover, in several embodiments, the
leading edge region 610 of eachside body 602 may be configured the same as or similar to theleading edge region 210 of the nose body 202 described above with reference toFIG. 7 . For example, as shown inFIG. 16 , theleading edge region 610 may generally correspond to a forward portion of theside body 602 that defines a radius ofcurvature 626 that differs from the radius of curvature defined by the inner and/or outer aerodynamic surfaces, such as by defining a radius ofcurvature 626 that differs from the radius of curvature of theconvex region 622 of theinner wall 608 and/or from the radius of curvature of theconcave region 614 and/or theconvex region 612 of theouter wall 606. For example, in several embodiments, theleading edge region 610 may define a constant radius ofcurvature 626 between theconvex region 622 of theinner wall 608 and theconcave region 614 of theouter wall 606. In such embodiments, theside body 602 may transition from the uniformly radiused leadingedge region 610 to the aerodynamically shaped inner andouter walls - It should be appreciated that, in other embodiments, each
side body 602 may be configured the same as or similar to thenose body 402 described above with reference toFIG. 12 . For example, theconvex region 612 of theouter wall 606 may be configured to extend out of profile relative to theadjacent sidewall outer wall 606 overlaps and is spaced apart fromsuch sidewall - It should also be appreciated that, similar to the
nose fairings side body 602 may be varied, as necessary, to accommodate differing airflow conditions experienced along the side edges 118, 120 of thecargo enclosure 100. For example, the dimensions of eachside body 602 may be varied to accommodate differingsized air gaps 150 defined between thecargo enclosure 100 and an adjacent upstream component (e.g., thecab 126 of the tractor 102). - Additionally, it should be appreciated that each side fairing 600A, 600B may also include any of the additional features described above with reference to any of the embodiments of the
nose fairings FIG. 15 , each side fairing 600A, 600B may include an overlappedregion 630 extending aft of theadjacent side edge cargo enclosure 100 such that the overlappedregion 630 overlaps at least a portion of thecorresponding sidewall FIG. 16 , each side fairing may include aside lip 632 extending inwardly from theouter wall 606 so as to engage thefront wall 104 of thecargo enclosure 100 when the side fairing 600A, 600B is installed thereon. Moreover, as shown inFIG. 15 , each side fairing 600A, 600B may further include aninner mounting region 634 extending along thefront wall 104 of thecargo enclosure 100 in a direction away from theadjacent side wall front wall 104. - Referring still to
FIGS. 13-17 , in embodiments in which thecargo enclosure 100 includes both a nose fairing 500 and one ormore side fairings cargo enclosure 100 may also include atransition piece side fairings FIGS. 13 and 14 , afirst transition piece 680 may configured to extend between afirst end 552 of the nose fairing 500 and anupper end 684 of the first side fairing 600A. Additionally, asecond transition piece 682 may be configured to extend between asecond end 554 of the nose fairing 500 and anupper end 686 of the second side fairing 600B. - In general, each
transition piece FIG. 17 , eachtransition piece first end section 688 defining a horizontally oriented aerodynamic shape or profile that matches or is complementary to the aerodynamic profile of the nose fairing 500 and asecond end section 690 defining a vertically oriented aerodynamic shape or profile that matches or is complementary to the aerodynamic profile of the corresponding side fairing 600A, 600B. In addition, eachtransition piece middle section 692 that provides a transition area between the horizontally and vertically oriented shapes at or adjacent to the corner of thecargo enclosure 100. As such, a substantially continuous aerodynamic profile may be formed along thetop edge 116 and side edges 118, 120 of thecargo enclosure 100 as the nose fairing 500 transitions to theside fairings front wall 104. - Additionally, as shown in
FIGS. 13 and 14 , anend cap lower end end cap end cap FIG. 8 . For example, eachend cap lower end corresponding end cap - It should be appreciated that, although the
side fairings cargo enclosure 100 in combination with the nose fairing 500, theside fairings cargo enclosure 100 may only include theside fairings - This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.
Claims (21)
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US15/473,750 US10059385B1 (en) | 2015-09-29 | 2017-03-30 | Aerodynamic fairings for cargo enclosures |
US16/102,172 US10787207B2 (en) | 2015-09-29 | 2018-08-13 | Aerodynamic fairings for cargo enclosures |
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US14/868,530 US9616945B1 (en) | 2015-09-29 | 2015-09-29 | Aerodynamic fairings for cargo enclosures |
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CA2901497A1 (en) | 2015-05-22 | 2016-11-22 | Wabash National, L.P. | Nose gap reducers for trailers |
US9878600B2 (en) | 2015-10-30 | 2018-01-30 | Lund, Inc. | Vehicle hood shield and bracket system |
US10569815B2 (en) | 2017-02-27 | 2020-02-25 | Transtex Inc. | Vehicle air drag reducing apparatus and method of use thereof |
CA3028080A1 (en) | 2017-12-20 | 2019-06-20 | Mathieu Boivin | Automatically actuated rear air drag reducing system and method of use thereof |
US10766544B2 (en) | 2017-12-29 | 2020-09-08 | ESS 2 Tech, LLC | Airfoils and machines incorporating airfoils |
USD906200S1 (en) | 2018-10-26 | 2020-12-29 | Bushwacker, Inc. | Fender flare |
USD906202S1 (en) | 2018-10-26 | 2020-12-29 | Bushwacker, Inc. | Fender flare |
CA187177S (en) | 2018-10-26 | 2020-10-22 | Bushwacker Inc | Fender flare |
USD898640S1 (en) | 2018-10-26 | 2020-10-13 | Bushwacker, Inc. | Vehicle fender flare |
US11225213B2 (en) | 2018-10-26 | 2022-01-18 | Lund, Inc. | Vehicle body shield |
US11220161B2 (en) | 2018-10-26 | 2022-01-11 | Lund, Inc. | Window deflector assembly with mounting clips |
US11623592B2 (en) | 2019-10-18 | 2023-04-11 | Ridge Corporation | Resilient front protective vehicle device having aerodynamic benefit |
CN112668098B (en) * | 2020-12-25 | 2022-09-20 | 中国航空工业集团公司沈阳飞机设计研究所 | Design method of fairing |
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US10059385B1 (en) | 2018-08-28 |
US20170088195A1 (en) | 2017-03-30 |
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