Patent Publication Number: US-10787207-B2

Title: Aerodynamic fairings for cargo enclosures

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of and claims the benefit of priority of U.S. patent application Ser. No. 15/473,750, filed on Mar. 30, 2017, now U.S. Pat. No. 10,059,385, which, in turn, is a continuation of and claims the benefit of priority of U.S. patent application Ser. No. 14/868,530, filed on Sep. 29, 2015, now U.S. Pat. No. 9,616,945, the disclosures of all of which are hereby incorporated by reference herein in their entirety for all purposes. 
    
    
     FIELD OF THE INVENTION 
     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. 
     BACKGROUND OF THE INVENTION 
     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&#39;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. 
     
       
         
           
               
               
               
             
               
                   
                 TABLE I 
               
               
                   
                   
               
               
                   
                 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. 
     BRIEF DESCRIPTION OF THE INVENTION 
     Aspects and advantages of the invention will be set forth 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 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. 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. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       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: 
         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 in  FIG. 1 ; 
         FIG. 3  illustrates a front, perspective view of the cargo enclosure shown in  FIGS. 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 in  FIGS. 1-3 : 
         FIG. 5  illustrates an exploded, perspective view of the nose fairing shown in  FIG. 4 : 
         FIG. 6  illustrates a cross-sectional view of the nose fairing shown in  FIG. 4  taken about line  6 - 6 : 
         FIG. 7  illustrates a close-up view of a portion of the nose fairing shown in  FIG. 6 ; 
         FIG. 8  illustrates a perspective view of one embodiment of an end cap suitable for use with the nose fairing shown in  FIGS. 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 in  FIGS. 1-3 ; 
         FIG. 10  illustrates a close-up, perspective view of a portion of the nose fairing shown in  FIG. 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 in  FIGS. 1-3 ; 
         FIG. 12  illustrates a cross-sectional view of the nose fairing shown in  FIG. 11  taken about line  12 - 12 : 
         FIG. 13  illustrates another perspective view of the front wall of the cargo enclosure shown in  FIGS. 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 in  FIG. 13 ; 
         FIG. 15  illustrates a cross-sectional view of one of the side fairings shown in  FIG. 13  taken about line  15 - 15 : 
         FIG. 16  illustrates a close-up view of a portion of the side fairing shown in  FIG. 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. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     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 a cargo 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 the cargo enclosure  100  coupled to a tractor  102  in accordance with aspects of the present subject matter. Additionally.  FIG. 3  illustrates a perspective view of the cargo enclosure  100  shown in  FIGS. 1 and 2 . 
     In several embodiments, the cargo enclosure  100  may generally define an enclosed space or volume for storing cargo. For example, as shown in  FIGS. 1-3 , the cargo enclosure  100  may, in one embodiment, define a rectangular storage space bounded along its sides by a front wall  104 , a rear wall  106  and opposed sidewalls (e.g., a first sidewall  108  and a second sidewall  110 ) extending between the front and rear walls  104 ,  106 . In addition, the cargo enclosure  100  may include a roof  112  forming the top of the enclosed space and a floor  114  forming the bottom of the enclosed space. It should be appreciated that, in other embodiments, the various walls  104 ,  106 ,  108 ,  110 , roof  112  and/or floor  114  of the cargo enclosure  100  may be configured in any other manner such that the enclosure  100  defines a storage space having any other suitable shape. 
     As particularly shown in  FIG. 3 , the cargo enclosure  100  may define various corners or edges at the intersection between the front wall  104  and the various other walls/surfaces of the enclosure  100 . For example, the cargo enclosure  100  may include a top edge  116  defined at the intersection between the front wall  104  and the roof  112  of the enclosure  100 . Additionally, as shown in  FIG. 3 , the cargo enclosure may include a first side edge  118  defined at the intersection between the front wall  104  and the first sidewall  108  of the enclosure  100  and a second side edge  120  defined at the intersection between the front wall  104  and the second sidewall  110  of the enclosure  100 . 
     Additionally, the cargo enclosure  100  may generally define any suitable dimensions. For example, as shown in  FIG. 1 , the cargo enclosure  100  may define a height  122  extending between the roof  112  and the floor  114  of the enclosure  100 . In addition, as shown in  FIG. 2 , the cargo enclosure  100  may define a width  124  extending between its opposed sidewalls  108 ,  110  and a length  126  extending between the front wall  104  and the rear wall  106  of the enclosure  100 . 
     Moreover, as shown in  FIGS. 1-3 , the cargo enclosure  100  may, in several embodiments, form part of a trailer configured for use as a tractor-trailer combination. In such embodiments, the cargo enclosure  100  may include or be associated with any suitable trailer-related components, such as landing gear  128 , wheels  130 , axles  132 , a suspension system  134  and/or the like. Additionally, when used in a tractor-trailer combination, the cargo enclosure  100  may be configured to be coupled to or hauled by a tractor  102  having any suitable tractor configuration. For example, as shown in the illustrated embodiment, the tractor  102  may include a cab  136  supported on a chassis  138  and a fifth wheel coupling  140  extending behind the cab  136  for coupling the tractor  102  to the cargo enclosure  100 . Additionally, as particularly shown in  FIG. 1 , the tractor  102  may include an air dam  142  mounted on top of the cab  136 . 
     It should be appreciated that, in other embodiments, the cargo enclosure  100  may correspond to or form part of any other suitable transport vehicle and/or transport/storage system. For example, the cargo enclosure  100  may correspond to or form part of the rear storage enclosure of a straight or box truck. In another embodiment, the cargo 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 the cargo enclosure  100  to reduce the amount of drag acting on the enclosure  100  as it is being transported. For example, as shown in  FIG. 1 , one or more nose fairings  200  may be installed at or adjacent to top edge  116  of the cargo enclosure  100  defined at the interface between the front wall  104  and the roof  112 . In addition, one or more side fairings (not shown in  FIG. 1 ) may be installed at or adjacent to one or both of the side edges  118 ,  120  defined at the interface between the front wall  104  and the sidewalls  108 ,  110  of the 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 the edges  116 ,  118 ,  120  of the front wall  108  of the cargo enclosure  100  as the enclosure  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 a cargo 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 the front wall  104  of the cargo enclosure at or adjacent to its top edge  116 .  FIG. 5  illustrates an exploded view of the nose fairing  200  shown in  FIG. 4 .  FIG. 6  illustrates a cross-sectional view of the nose fairing  200  shown in  FIG. 4  taken about line  6 - 6 . Additionally,  FIG. 7  illustrates a close-up view of a portion of the nose fairing  200  shown in  FIG. 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 the cargo enclosure  100 . For example, as shown in  FIGS. 4 and 5 , the nose fairing  200  includes a two-piece nose body  202  having a first body portion  202 A and a second body portion  202 B configured to be coupled together such that the nose body  200  extends lengthwise along the front wall  104  across all or a substantial portion of the width  124  of the cargo enclosure  100 . In such an embodiment, the nose fairing  200  may also include a body coupling  204  configured to be installed between the adjacent body portions  202 A,  202 B so at to couple the body portions  202 A,  202 B to one another. Alternatively, as will be described below with reference to embodiments shown in  FIGS. 9-12 , the nose body  200  may correspond to a unitary or continuous component configured to span across all or a substantial portion of the width  124  of the cargo enclosure  100 . Similarly, in a further embodiment, the nose body  200  may be formed from three or more body portions, with each pair of adjacent body portions configured to be coupled together via a corresponding body coupling  204 . 
     It should be appreciated that, as an alternative to coupling the adjacent body portions  202 A,  202 B together using a body coupling  204 , the body portions  202 A,  202 B may, instead, be coupled directly to one another. For instance, in one embodiment, the first body portion  202 A may be configured to overlap the second body portion  202 B along the width  124  of the cargo enclosure  100  to allow the body portions  202 A,  202 B to be coupled to one another. In another embodiment, the body portions  202 A,  202 B may be coupled to one another end-to-end (e.g., to form a butt joint). 
     In several embodiments, the nose body  202  may define the primary, aerodynamic shape of the nose fairing  200 . For example, as shown in  FIG. 6 , the nose body  202  may include an upper nose wall  206  defining an upper aerodynamic surface of the nose body  202  and a lower nose wall  208  defining a lower aerodynamic surface of the nose body  202 . In addition, the nose body  202  may include a leading edge region  210  extending between the upper and lower nose walls  208 ,  210  that generally defines the leading or forward edge of the nose body  202 . 
     As particularly shown in  FIG. 7 , the upper nose wall  206  may generally be configured to extend outwardly from the front wall  104  of the cargo enclosure  100  from a location at or adjacent to the top edge  116  of the enclosure  100  to the leading edge region  210  so as to define the upper aerodynamic surface of the nose body  202 . For example, in several embodiments, the portion of the upper nose wall  206  extending outwardly from the front wall  104  may include a convex region  212  (also referred to herein as an upper convex region) and a concave region  214 , with the upper nose wall  206  transitioning from the convex region  212  to the concave region  214  at a transition point  216  as the upper nose wall  206  extends outwardly from the front wall  104  of the cargo enclosure  100 . The convex region  212  may generally define a convexly curved surface  218  of the upper aerodynamic surface while the concave region  214  may generally define a concavely curved surface  220  of the upper aerodynamic surface. Additionally, as shown in  FIG. 7 , the concave region  214  of the upper nose wall  206  may terminate at the leading edge region  210  such that the upper nose wall  206  transitions directly from the concave region  214  to the leading edge region  210  as the nose body  202  extends outwardly from the front wall  104  of the cargo enclosure  100 . 
     Additionally, as shown in  FIG. 7 , the lower nose wall  208  may generally be configured to extend between the front wall  104  of the cargo enclosure  100  and the leading edge region  210  of the nose body  202  so as to define the lower aerodynamic surface of the nose body  202 . In several embodiments, the lower nose wall  208  may include a convex region  222  extending outwardly from the front wall  104  in the direction of the leading edge region  210 . Specifically, the convex region  222  may be configured to terminate at the leading edge region  210  such that the lower nose wall  208  transitions directly from the convex region  222  to the leading edge region  210  as the nose body  202  extends outwardly from the front wall  104 . As shown in  FIG. 7 , the convex region  222  may generally define a convexly curved surface  224  of the lower aerodynamic surface. 
     Additionally, as shown in  FIG. 7 , the leading edge region  210  may generally correspond to a forward portion of the nose body  202  defining a radius of curvature  226  that differs from the radius of curvature defined by the upper and/or lower aerodynamic surfaces, such as by defining a radius of curvature  226  that differs from the radius of curvature of the convex region  222  of the lower nose wall  208  and/or from the radius of curvature of the concave region  214  and/or the convex region  212  of the upper nose wall  206 . In several embodiments, the leading edge region  210  may define a constant radius of curvature  226  between the convex region  222  of the lower nose wall  208  and the concave region  214  of the upper nose wall  206 . In such embodiments, the nose body  202  may transition from the uniformly radiused leading edge region  210  to the aerodynamically shaped upper and lower nose walls  206 ,  208 . For example, in one embodiment, the aerodynamic surface defined by the upper nose wall  206  and/or the lower nose wall  208  may correspond to a complex surface having a radius of curvature that varies as the nose body  202  extends outwardly from the front wall  104  of the cargo enclosure  100  towards the leading edge 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 a cargo enclosure  100 . Specifically, by configuring the nose body  202  to transition from the convex region  222  of the lower nose wall  208  to the radiused leading edge region  210  and then from the leading edge region  210  to the concave/convex regions  214 ,  212  of the upper nose wall  206 , the disclosed nose fairing  200  may significantly reduce the amount of drag at the front end of the cargo enclosure  100  and may also generate a thrusting force in the travel direction of the enclosure  100 . For example, a stagnation point  228  for the airflow flowing towards the cargo enclosure  110  may be defined at or adjacent to the transition point between the leading edge region  210  and the lower nose wall  208 . By providing the radiused leading edge region  210  and the convexly curved region  222  of the lower nose wall  208  along either side of the stagnation point  228 , the regions  210 ,  222  may generate suction by speeding up the airflow as it flows outwardly from the stagnation point  228 , thereby creating low pressure zones adjacent to such regions  210 ,  222 . Additionally, the concave region  214  of the upper nose wall  206  may provide a transition surface between the low pressure zone formed at the leading edge region  210  and a corresponding low pressure second formed along the convex region  212  of the upper nose wall  206  as the velocity of the airflow is increased as it flows across such convexly curved surface  218 . As a result, the nose body  202  may eliminate the high pressure zone(s) typically formed at the top edge  116  of a conventional cargo enclosure. Moreover, the resulting low pressure zones may generate a lift vector in the travel direction of the cargo enclosure  100  that provides a net thrusting force for the enclosure  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 the corresponding enclosure  100 . 
     Additionally, as shown in  FIG. 6 , in one embodiment, the upper nose wall  206  may also include an overlapped region  230  extending aft of the nose or top edge  116  of the cargo enclosure  100  such that the overlapped region  230  overlaps at least a portion of the roof  112  of the enclosure  100 . As shown in the illustrated embodiment, the overlapped region  206  generally defines a planar surface extending directly adjacent to the roof  112 . However, in other embodiments, the overlapped region  230  may be curved and/or may be spaced apart from the roof  112 . For instance, as will be described below with reference to  FIG. 12 , the overlapped region  230  may, in one embodiment, form an extension of the convex region  212  of the upper nose wall  206  and may define a convexly shaped surface that is spaced apart from the roof  112  along at least a portion of the overlapped region  230 . 
     It should be appreciated that, in several embodiments, the overlapped region  230  of the upper nose wall  206  may be configured to provide a means for coupling the nose body  202  to the cargo enclosure  100 . For instance, the overlapped region  230  may define a plurality of openings (not shown) configured to receive mechanical fasteners for coupling the nose body  202  to the cargo enclosure  100 . Alternatively, the overlapped region  230  may be secured directly to the roof  112  of the cargo enclosure  100 , such as by bonding the overlapped region  230  to the roof  112  or by welding the overlapped region  230  to the roof  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 the cargo enclosure  100 . For example, as shown in  FIGS. 6 and 7 , the nose fairing  200  may include a nose lip  232  configured to extend outwardly from the upper nose wall  206  along the front wall  104  of the cargo enclosure  100 . Such lip  232  may generally serve as a mechanical stop for installing the nose fairing  202  onto the cargo enclosure  100 . For instance, the nose fairing  202  may be moved towards the cargo enclosure  100  until the nose lip  232  contacts the front wall  104 , thereby indicating that the nose fairing  202  is properly positioned relative to the cargo enclosure  100 . 
     Additionally, as shown in  FIG. 6 , the lower nose wall  208  may, in several embodiments, include a lower mounting region  234  extending along the front wall  104  of the cargo enclosure  100  in a direction away from the roof  112  so as to provide a means for coupling the nose fairing  202  to the front wall  104 . Specifically, as shown in the illustrated embodiment, the lower nose wall  208  may transition from its convex region  222  to the lower mounting region  234  at a transition location  236  defined adjacent to the front wall  104 . The lower nose wall  208  may then extend downwardly adjacent to the front wall  104  along the lower mounting region  234 . As should be readily appreciated, the lower mounting region  234  may be coupled to the front 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 , an air gap  150  may be defined between the nose fairing  202  and the rear end of the cab  136  or air dam  142  of the tractor  102 . As the size of such 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 the cargo enclosure  100 . For instance, in one embodiment, a crosswise dimension  236  of the nose fairing  202  defined between the front wall  104  of the cargo enclosure  100  and the leading edge region  210  and/or a heightwise dimension  240  of the nose fairing  202  defined between the roof  112  and the lower end of the convex region  222  of the lower nose wall  208  (e.g., at the transition location  236 ) may be varied to account for differing sized air gaps  150  and/or differing airflow characteristics experienced by the nose fairing  200 . 
     It should also be appreciated that the curvature of the convex region  212  of the upper nose wall  206  may also be varied, as necessary, to adjust an inflow angle  242  defined by the nose body  202  to accommodate differing incoming flow angles for the airflow. In general, the inflow angle  242  may be defined between a reference line  244  extending parallel to the plane defined by the roof  112  of the cargo enclosure  100  and a reference line  246  extending through at least a portion of the convex region  222  of the upper nose wall  206 . In several embodiments, the inflow 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 an end cap  248 ,  250  positioned at each end of the nose body  200 . For example, as shown in  FIGS. 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 the first end cap  248  at an outer end  252  of the first body portion  202 A and the second end cap  250  at an outer end  254  of the second body portion  202 B. In general, each end cap  248 ,  250  may be configured to close off or cap the ends of the inner cavity  265  ( FIGS. 6 and 7 ) defined between the nose body  202  and the front wall  104  of the cargo enclosure  100 . As such, all or a portion of each end cap  248 ,  250  may be configured to define a shape or profile that matches or conforms to the aerodynamic shape or profile of the nose body  202 , thereby allowing the end cap  248 ,  250  to mate with or otherwise be coupled to one of the ends  252 ,  254  of the nose body  202 . 
     For example, a perspective view of one embodiment of an end cap  248 ,  250  configured in accordance with aspects of the present subject matter is illustrated in  FIG. 8 . As shown, the end cap  248 ,  250  includes an endwall  258  and a sidewall  260  extending outwardly from the endwall  258 , with the sidewall  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 the sidewall  260  may be oversized such that the corresponding end  252 ,  254  of the nose body  202  may be received within the end cap  248 ,  250  (e.g., with an inner cavity  262  defined between opposed sides of the sidewall  260 ). In such an embodiment, the sidewall  260  of the end cap  248 ,  250  may be configured to overlap a portion of the outer surface of the nose body  202  when the cap  248 ,  250  is installed onto the body  202 . In an alternative embodiment, the configuration of the sidewall  260  may be undersized such that the end  252 ,  254  of the nose body  202  may be configured to receive the sidewall  260  (e.g., within the 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 the sidewall  260  of the end cap  248 ,  250  when the cap  248 ,  250  is installed onto the body  202 . In a further embodiment, the 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  248 ,  250 . 
     It should also be appreciated that, in one embodiment, the body coupling  204  described above may be configured similarly to the end cap  248 ,  250  shown in  FIG. 8 . For example, as opposed to including a single sidewall  260  extending from one side of the endwall  258 , the body coupling  204  may include sidewalls  260  extending from both sides of the endwall  258 . In such an embodiment, each sidewall  260  may be configured to receive or be received within a portion of the ends of the adjacent body portions  202 A,  202 B being coupled together at the 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 a cargo 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 the cargo enclosure  100 . Additionally,  FIG. 10  illustrates a close-up, perspective of a portion of the nose fairing  300  shown in  FIG. 9 , particularly illustrating the portion of the nose fairing  300  positioned at one of the front corners of the cargo 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 a nose body  302  generally defining the primary aerodynamic shape or profile of the nose fairing  300 . Specifically, in several embodiments, the nose body  302  may define the same aerodynamic profile as that shown in  FIG. 7 , such as by including an upper nose wall  206  having convex region  212  transitioning to a concave region  214  as the nose body  302  extends away from the front wall  104  of the cargo enclosure  100 , a lower nose wall  208  including a convex region  222  and a leading edge region  210  extending between the convex region  222  of the lower nose wall  208  and the concave region  214  of the upper nose wall  206 . However, as shown in  FIG. 9 , as opposed to corresponding to a multi-piece component, the nose body  302  is simply configured as a unitary or continuous component extending across all or substantial portion of the width  124  of the cargo enclosure  100 . 
     Additionally, similar to the embodiment described above, the nose fairing  300  includes end caps  348 ,  350  positioned at the opposed ends  352 ,  354  of the nose body  302 . For example, the nose fairing  300  includes a first end cap  348  positioned at a first end  352  of the nose body  302  and a second end cap  350  positioned at a second end  354  of the nose body  302 . However, unlike the end caps  248 ,  250  described above that terminate in a planar endwall  258 , the end caps  348 ,  350  shown in  FIGS. 9 and 10  are configured to extend outwardly form the ends  353 ,  354  of the nose body  302  and at least partially wrap around and/or conform to the shape of the corner defined between the front wall  104 , the roof  112  and the adjacent sidewall  108 ,  110  of the cargo enclosure  100 . Specifically, in several embodiments, the end caps  348 ,  350  may be configured to transition from the aerodynamic shape of the nose body  302  at one end to the shape of the cargo enclosure  100  defined at or adjacent to the corner at the other end. For example, as shown in  FIG. 10 , the end cap  348  may include a first end portion  364  positioned adjacent to the nose body  302  that defines a shape or profile that matches or is complimentary to the aerodynamic shape or profile of the nose body  302 , such as by configuring the first end portion  364  similar to the sidewall  260  of the end cap  248 ,  250  described above with reference to  FIG. 9 . Additionally, each end cap  348 ,  350  may include a second end portion  366  opposite the first end portion  364  that conforms to the shape of the corner of the cargo enclosure  100 . For instance, as shown in  FIG. 10 , the second end portion  366  of the end cap  348  may be configured to wrap around the corner of the cargo enclosure  100  such that the end cap  348  overlaps a portion(s) of the adjacent sidewall  108  and/or roof  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 in  FIG. 10 , each end cap  348 ,  350  may, in one embodiment, define an opening or recessed 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 a cargo 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 or top edge  116  of the cargo enclosure  100 . Additionally,  FIG. 12  illustrates a cross-sectional view of the nose fairing  400  shown in  FIG. 11  taken about line  12 - 12 . 
     In general, the nose fairing  400  may be configured similar to the nose fairings  200 ,  300  described above with reference to  FIGS. 4-10 . For example, the nose fairing  400  may include a nose body  402  generally defining the primary aerodynamic shape or profile of the fairing  400 . Specifically, in several embodiments, the nose body  402  may define a similar aerodynamic profile as that shown in  FIG. 7 . For instance, as shown in  FIG. 12 , the nose fairing  402  may include an upper nose wall  406  having a convex region  412  transitioning to a concave region  414  as the nose body  402  extends away from the front wall  104  of the cargo enclosure  100 , a lower nose wall  408  including a convex region  422  and a leading edge region  410  extending between the convex region  422  of the lower nose wall  408  and the concave region  414  of the upper nose wall  406 . However, as opposed to the upper nose wall  206  shown in  FIG. 7  that transitions from the convex region  212  to the overlapped region  230  at or adjacent to the nose or top edge  116  of the cargo enclosure  100 , the convex region  412  of the upper nose wall  406  shown in  FIG. 12  continues aft of the front edge  116  so as to form all or portion of the overlapped region of the nose fairing  400 . 
     Additionally, as shown in  FIG. 12 , the convex region  412  of the upper nose wall  406  may also be configured to extend out of profile relative to the roof  112  of the cargo enclosure  100 . Specifically, in several embodiments, the convex region  412  may be initially sloped upwardly as its extends from the concave region  414  of the upper nose wall  406  in the direction of the cargo enclosure  100  such that the upper nose wall  406  extends out of profile relative to the roof  112  by a given offset distance  470 . The convex region  412  of the upper nose wall  406  may then be sloped downwardly such that the offset distance  470  is reduced as the upper nose wall  406  extends closer to and contacts the roof  412 . It should be appreciated that the convexly curved surface defined by the portion of the upper nose wall  406  overlapping the roof  112  may prevent or limit separation of the airflow as its transitions from the nose fairing  400  to the cargo enclosure  100 , thereby reducing the overall amount of drag on the enclosure  100 . 
     It should be appreciated that the offset distance defined between the upper nose wall  406  and the roof  112  of the cargo 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 the cargo enclosure  100 , the size of the air gap  150  defined adjacent to the fairing  400  and/or the characteristics of the airflow flowing over and/or past the fairing  400 . For instance, in an embodiment in which the cargo 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 in  FIG. 12 , the nose fairing  400  may include one or more stiffening ribs  472  extending between the convex region  412  of the upper nose wall  406  and the roof  112  along the portion of the upper nose wall  406  overlapping the roof  112 . Such stiffening ribs  472  may allow the nose fairing  400  to maintain its out of profile shape relative to the roof  112  as air is flowing over the fairing  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 the fairing  400 . For example, in one embodiment, the nose fairing  400  may include one or more additional stiffening ribs extending between the upper and lower nose walls  406 ,  408  within the interior cavity  456  of the fairing  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 the cargo enclosure  100  and/or for coupling the nose body  402  to the cargo enclosure  100 . For example, as shown in  FIG. 12 , the nose fairing  400  may include a nose lip  432  configured to extend outwardly from the upper nose wall  406  along the front wall  104  of the cargo enclosure  100  so as to provide a mechanical stop for the nose body  402  when installing the nose fairing  400  onto the cargo enclosure  100 . Further, as shown in  FIG. 12 , the lower nose wall  408  may, in several embodiments, include a lower mounting region  434  extending along the front wall  104  of the cargo enclosure  100  in a direction away from the roof  112  so as to provide a means for coupling the nose fairing  400  to the front 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 in  FIGS. 9 and 10 ), the end caps may, instead, be integrated into the nose body  402 . In such an embodiment, the nose body  402  may correspond to a unitary or continuous component extending along the top edge  116  of the cargo enclosure  100  that transitions at its ends  452 ,  454  from the aerodynamic profile or shape shown in  FIG. 12  to a shape that generally conforms to the shape of the front corners of the cargo enclosure  100 . For instance, as shown in  FIG. 11 , the ends  452 ,  454  of the nose body  402  may be configured to wrap around each corner of the cargo enclosure  100  such that the nose body  402  overlaps a portion(s) of the adjacent sidewalls  108 ,  110  of the enclosure  100 . 
     Referring now to  FIGS. 13-17 , yet another embodiment of suitable fairings  500 ,  600 A.  600 B that may be installed at the front end of a cargo enclosure  100  is illustrated in accordance with aspects of the present subject matter. Specifically,  FIG. 13  illustrates a perspective view of the cargo enclosure  100  including a nose fairing  500  installed at the top edge  116  of the enclosure  100  and first and second side fairings  600 A,  600 B installed at the side edges  118 ,  120  defined between the front wall  104  and the opposed sidewalls  108 ,  110  of the enclosure  100 .  FIG. 14  illustrates an exploded, perspective view of the various components shown in  FIG. 13 .  FIG. 15  illustrates a cross-sectional view of one of the side fairings  600 B shown in  FIG. 13  taken about line  15 - 15  and  FIG. 16  illustrates a close-up view of a portion of the side fairing  600 B shown in  FIG. 15 . Additionally,  FIG. 17  illustrates a close-up, perspective view of one embodiment of a transition piece  680 ,  682  that may be coupled between each end of the nose fairing  500  and the adjacent ends of the side fairings  600 A,  600 B. 
     As shown in  FIGS. 13 and 14 , the cargo enclosure  100  may include a nose fairing  500  installed at along its nose or top edge  116 . In general, the nose fairing  500  may be configured the same as or similar to the nose fairings  200 ,  300 ,  400  described above with reference to  FIGS. 4-12 . For example, the nose fairing  500  may include a nose body  502  generally defining the primary aerodynamic shape or profile of the nose fairing  500 . Specifically, in several embodiments, the nose body  502  may define the same aerodynamic profile as that shown in  FIG. 7  or  FIG. 12 , such as by including an upper nose wall  206 ,  406  having a convex region  212 ,  412  transitioning to a concave region  214 ,  414  as the nose body  502  extends away from the front wall  104  of the cargo enclosure  100 , a lower nose wall  208 ,  408  including a convex region  222 ,  422  and a leading edge region  210 ,  410  extending between the convex region  222 ,  422  of the lower nose wall  208 ,  408  and the concave region  214 ,  414  of the upper nose wall  206 ,  406 . 
     Additionally, as shown in the illustrated embodiment, the cargo enclosure includes first and second side fairings  600 A,  600 B installed at the opposed side edges  118 ,  120  defined between the front wall  104  and the sidewalls  108 ,  110  of the cargo enclosure  100 . Specifically, as shown in  FIGS. 13 and 14 , the cargo enclosure  100  includes a first side fairing  600 A installed at the first side edge  118  defined between the front wall  104  and the first sidewall  108  and a second side fairing  600 B installed at the second side edge  120  defined between the front wall  104  and the second sidewall  110 , with each side fairing  600 A,  600 B being configured to extend lengthwise along the side edges  118 ,  120  across any suitable portion of the height  122  of the cargo enclosure  100 . 
     In general, each side fairing  600 A,  600 B may include a unitary or multi-piece side body  602  configured to be installed along the front wall  104  at or adjacent to each corresponding side edge  118 ,  120  of the cargo enclosure  100 . As shown in the illustrated embodiment, each side body  602  corresponds to a unitary or continuous component configured to span lengthwise across any suitable portion of the height  122  of the cargo enclosure  100 . Alternatively, similar to the nose body  202  shown in  FIGS. 4 and 5 , each side body  602  may correspond to a two-piece (or more) assembly including separate body portions configured to be coupled together such that the assembled side body  602  extends lengthwise along its corresponding side edge  118 ,  120  across all or a portion of the height  122  of the cargo enclosure  100 . In such an embodiment, each side fairing  600 A,  600 B may also include a body coupling(s) configured to be installed between the adjacent body portions of each side body  602  so at to couple the body 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  600 A,  600 B. Specifically, in several embodiments, each side body  602  may define an aerodynamic shape or profile that generally corresponds to the aerodynamic shape or profile of the disclosed nose fairings  200 ,  300 ,  400 ,  500 . For example, as shown in  FIG. 15 , each side body  602  may include an outer wall  606  defining an outer aerodynamic surface of the side body  602  and an inner wall  608  defining an inner aerodynamic surface of the side body  602 . In addition, the side body  602  may include a leading edge region  610  extending between the outer and inner walls  606 ,  608  that generally defines the leading or forward edge of the side body  602 . 
     In several embodiments, the outer wall  606  of each side body  602  may configured the same as or similar to the upper nose wall  206  of the nose body  202  described above with reference to  FIG. 7 . For example, as shown in  FIG. 16 , the outer wall  606  may generally be configured to extend outwardly from the front wall  104  of the cargo enclosure  100  from a location at or adjacent to the side edge  120  of the enclosure  100  to the leading edge region  610  so as to define the outer aerodynamic surface of the side body  602 . Additionally, the portion of the outer wall  606  extending outwardly from the front wall  104  may include a convex region  612  and a concave region  614 , with the outer wall  606  transitioning from the convex region  612  to the concave region  614  at a transition point  616  as the outer wall  606  extends outwardly from the front wall  104  of the cargo enclosure  100 . As shown in  FIG. 16 , the convex region  612  may generally define a convexly curved surface  618  of the outer aerodynamic surface while the concave region  614  may generally define a concavely curved surface  620  of the outer aerodynamic surface. Moreover, as shown in  FIG. 16 , the concave region  614  of the outer wall  606  may terminate at the leading edge region  610  such that the outer wall  606  transitions directly from the concave region  614  to the leading edge region  610  as the side body  602  extends outwardly from the front wall  104  of the cargo enclosure  100 . 
     Additionally, in several embodiments, the inner wall  608  of each side body  602  may be configured the same as or similar to the lower nose wall  208  of the nose body  202  described above with reference to  FIG. 7 . For example, as shown in  FIG. 16 , the inner wall  608  may generally be configured to extend between the front wall  104  of the cargo enclosure  100  and the leading edge region  610  of the side body  602  so as to define the inner aerodynamic surface of the side body  602 . In addition, the inner wall  608  may include a convex region  622  extending outwardly from the front wall  104  in the direction of the leading edge region  610 . Specifically, the convex region  622  may be configured to terminate at the leading edge region  610  such that the inner wall  608  transitions directly from the convex region  622  to the leading edge region  610  as the side body  602  extends outwardly from the front wall  104 . As shown in  FIG. 16 , the convex region  622  may generally define a convexly curved surface  624  of the inner aerodynamic surface of the side body  602 . 
     Moreover, in several embodiments, the leading edge region  610  of each side body  602  may be configured the same as or similar to the leading edge region  210  of the nose body  202  described above with reference to  FIG. 7 . For example, as shown in  FIG. 16 , the leading edge region  610  may generally correspond to a forward portion of the side body  602  that defines a radius of curvature  626  that differs from the radius of curvature defined by the inner and/or outer aerodynamic surfaces, such as by defining a radius of curvature  626  that differs from the radius of curvature of the convex region  622  of the inner wall  608  and/or from the radius of curvature of the concave region  614  and/or the convex region  612  of the outer wall  606 . For example, in several embodiments, the leading edge region  610  may define a constant radius of curvature  626  between the convex region  622  of the inner wall  608  and the concave region  614  of the outer wall  606 . In such embodiments, the side body  602  may transition from the uniformly radiused leading edge region  610  to the aerodynamically shaped inner and outer walls  608 ,  606 . 
     It should be appreciated that, in other embodiments, each side body  602  may be configured the same as or similar to the nose body  402  described above with reference to  FIG. 12 . For example, the convex region  612  of the outer wall  606  may be configured to extend out of profile relative to the adjacent sidewall  118 ,  120  such that the outer wall  606  overlaps and is spaced apart from such sidewall  118 ,  120 . 
     It should also be appreciated that, similar to the nose fairings  200 ,  300 ,  400 ,  500  described above, the configuration and/or size of each side body  602  may be varied, as necessary, to accommodate differing airflow conditions experienced along the side edges  118 ,  120  of the cargo enclosure  100 . For example, the dimensions of each side body  602  may be varied to accommodate differing sized air gaps  150  defined between the cargo enclosure  100  and an adjacent upstream component (e.g., the cab  126  of the tractor  102 ). 
     Additionally, it should be appreciated that each side fairing  600 A,  600 B may also include any of the additional features described above with reference to any of the embodiments of the nose fairings  200 ,  300 ,  400 ,  500 . For example, as shown in  FIG. 15 , each side fairing  600 A,  600 B may include an overlapped region  630  extending aft of the adjacent side edge  118 ,  120  of the cargo enclosure  100  such that the overlapped region  630  overlaps at least a portion of the corresponding sidewall  108 ,  110 . Additionally, as shown in  FIG. 16 , each side fairing may include a side lip  632  extending inwardly from the outer wall  606  so as to engage the front wall  104  of the cargo enclosure  100  when the side fairing  600 A,  600 B is installed thereon. Moreover, as shown in  FIG. 15 , each side fairing  600 A,  600 B may further include an inner mounting region  634  extending along the front wall  104  of the cargo enclosure  100  in a direction away from the adjacent side wall  108 ,  110  so as to provide a means for coupling the side fairing  600 A,  600 B to the front wall  104 . 
     Referring still to  FIGS. 13-17 , in embodiments in which the cargo enclosure  100  includes both a nose fairing  500  and one or more side fairings  600 A,  600 B installed thereon, the cargo enclosure  100  may also include a transition piece  680 ,  682  positioned between each end of the nose fairing  500  and the adjacent upper ends of the side fairings  600 A,  600 B. Specifically, as shown in  FIGS. 13 and 14 , a first transition piece  680  may configured to extend between a first end  552  of the nose fairing  500  and an upper end  684  of the first side fairing  600 A. Additionally, a second transition piece  682  may be configured to extend between a second end  554  of the nose fairing  500  and an upper end  686  of the second side fairing  600 B. 
     In general, each transition piece  608 ,  682  may be configured to transition between the horizontally oriented, aerodynamic profile of the nose fairing  500  to the vertically oriented, aerodynamic profile of the corresponding side fairing  600 A,  600 B. For example, as particularly shown in  FIG. 17 , each transition piece  682 ,  684  may include a 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 a second 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  600 A,  600 B. In addition, each transition piece  680 ,  682  may include a middle section  692  that provides a transition area between the horizontally and vertically oriented shapes at or adjacent to the corner of the cargo enclosure  100 . As such, a substantially continuous aerodynamic profile may be formed along the top edge  116  and side edges  118 ,  120  of the cargo enclosure  100  as the nose fairing  500  transitions to the side fairings  600 A,  600 B along the outer perimeter of the front wall  104 . 
     Additionally, as shown in  FIGS. 13 and 14 , an end cap  648 ,  650  may be configured to be installed at the lower end  694 ,  696  of each side fairing  600 A,  600 B. In general, each end cap  648 ,  650  may be configured the same as or similar to any of the end caps described above, such as by being configured the same as or similar to the end cap  248 ,  250  shown in  FIG. 8 . For example, each end cap  648 ,  650  may define a shape or profile that generally corresponds to the aerodynamic shape or profile of the side faring  600 A,  600 B such that the lower end  694 ,  696  of each fairing  600 A,  600 B may be received within or receive a portion of the corresponding end cap  648 ,  650 . 
     It should be appreciated that, although the side fairings  600 A,  600 B are shown as being installed on the cargo enclosure  100  in combination with the nose fairing  500 , the side fairings  600 A.  600 B may, instead, be installed as stand-alone components. For example, in one embodiment, the cargo enclosure  100  may only include the side fairings  600 A,  600 B installed along its front side edges  118 ,  120 . 
     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.