Patent Description:
Generally, vehicles such as cars, trucks, semi-trucks, watercraft and aircraft have conventional fairing panels along external surfaces of the vehicle. The conventional fairing panels are mounted to the vehicle by either fasteners or welding such that the conventional fairing panels are in a single fixed position. In other words, the conventional fairing panels do not articulate, move, or rotate. See for example <CIT>.

While the conventional fairing panels provide the vehicle with external surfaces that are aerodynamic, reducing drag and increasing fuel efficiency, a user of the vehicle may not have straightforward access to components positioned behind or underneath the conventional fairing panels of the vehicle. For example, the conventional fairing panels may reduce a number of locations along the vehicle at which the user can access the frame of the vehicle, axles of the vehicle, or other components of the vehicle. Alternatively, the user may have to remove the conventional fairing panels to access components behind or underneath the conventional fairing panels. The user may be a mechanic, a driver, an operator, or some other individual maintaining or operating the vehicle having the conventional fairing panels.

Embodiments of the present disclosure at least address providing a rotatable fairing panel at an external surface of a vehicle that maintains the vehicle's aerodynamics when the rotatable fairing panel is in a first position (e.g., a closed position), and that provides a user, a mechanic, an operator, or some other individual maintaining or operating the vehicle easier access to components behind or underneath the rotatable fairing panel when the rotatably fairing panel is in a second position (e.g., an opened position). For example, when the rotatable fairing panel is in the first position (e.g., the closed position), an outer surface of the rotatable fairing panel and the external surfaces of the vehicle define aerodynamic surfaces of the vehicle reducing drag and increasing the vehicles fuel efficiency when in use. However, when the rotatable fairing panel is in the second position (e.g., the opened position), the user or mechanic may readily and easily access components behind the rotatable fairing panel such as components at a rear end of a cab of the vehicle, at a frame of the vehicle, or some other component of the vehicle positioned underneath or behind the rotatable fairing panel.

In some embodiments of the present disclosure, the rotatable fairing panel includes an outer surface and an inner surface opposite to the outer surface. The rotatable fairing panel is hingedly coupled to a fairing portion at a rear end of a cab of the vehicle. A locking component is on the inner surface of the rotatable fairing panel, and the locking component is configured to lock the rotatable fairing panel in the first position (e.g., the closed position). In the first position, the outer surface of the rotatable fairing panel along with the external surfaces of the vehicle define aerodynamic surfaces of the vehicle. When the locking component is unlocked, the rotatable fairing panel is provided a degree-of-freedom such that the rotatable fairing panel may rotate from the first position (e.g., the closed position) to the second position (e.g., the opened position). In the second position (e.g., the opened position), the user or mechanic may access components covered, behind, or underneath the rotatable fairing panel when the rotatable fairing panel is in the first position (e.g., the closed position).

Some embodiments of the present disclosure include a vehicle having a first rotatable fairing panel at a first side of the vehicle, and a second rotatable fairing panel at a second side of the vehicle that is opposite to the first side. The first rotatable fairing panel is hingedly coupled to a first fairing portion at a rear end of the cab and at the first side of the vehicle, and the second rotatable fairing panel is hingedly coupled to a second fairing portion at the rear end of the cab and at the second side of the vehicle.

In the drawings, identical reference numbers identify similar elements or acts unless the context indicates otherwise. The sizes and relative proportions of the elements in the drawings are not necessarily drawn to scale.

In the following description, certain specific details are set forth in order to provide a thorough understanding of various embodiments of the disclosure. However, one skilled in the art will understand that the disclosure may be practiced without these specific details. In other instances, well-known structures and components associated with vehicles such as trucks, cars, construction vehicles, aircraft, watercraft, etc., have not been described in detail to avoid unnecessarily obscuring the descriptions of the embodiments of the present disclosure.

Unless the context requires otherwise, throughout the specification and claims that follow, the word "comprise" and variations thereof, such as "comprises" and "comprising," are to be construed in an open, inclusive sense, that is, as "including, but not limited to.

The use of ordinals such as first, second, third, fourth, etc., does not necessarily imply a ranked sense of order, but rather may only distinguish between multiple instances of an act or structure.

The terms "top," "bottom," "upper," "lower," "vertical," "horizontal," "left," and "right," are used for only discussion purposes based on the orientation of the components in the discussion of the Figures in the present disclosure as follows. These terms are not limiting as to the possible positions explicitly disclosed, implicitly disclosed, or inherently disclosed in the present disclosure.

The term "substantially" is used to clarify that there may be slight differences or variations as for when a surface is coplanar with another surface in the real world, as nothing can be made perfectly equal or perfectly the same. In other words, substantially means that there may be some slight variation in actual practice, and instead, is made within accepted tolerances.

The terms "coplanar" and "flush" are used to define that adjacent surfaces smoothly transition from each other. For example, where a first end of a first surface meets a second end of second surface, the surfaces are substantially coplanar at the first end and the second end. In other words, there is a smooth transition between the first end of the first surface and the second end of the second surface. Further, in some embodiments, other locations further along the first surface and the second surface may not be "coplanar" and "flush" with each other in the traditional sense as well. Alternatively, in some embodiments, other locations further along the first surface and the second surface may be "coplanar" and "flush" with each other in the traditional sense as well.

As used in this specification and the appended claims, the singular forms "a," "an," and "the" include plural referents unless the content clearly dictates otherwise.

The present disclosure is directed to embodiments of a rotatable fairing panel that is at a rear end of a sleeper cab of a vehicle. In at least one embodiment of the present disclosure the rotatable fairing panel is hingedly coupled to a fairing portion, which is coupled to the rear end of the sleeper cab. The rotatable fairing panel has a first position (e.g., a closed position) and a second position (e.g., an opened position). When the rotatable fairing panel is in the first position (e.g., the closed position), an outer surface of the fairing panel along with external surfaces of the fairing portion, the sleeper cab, and the vehicle define at least one aerodynamic surface. When the rotatable fairing panel is in the second position (e.g., the opened position), the rotatable fairing panel is transverse to the external surfaces of the fairing portion, the sleeper cab, and the vehicle. In other words, the outer surface of the rotatable fairing panel is substantially coplanar and flush with external surfaces of the fairing portion, the sleeper cab, and the vehicle. When the rotatable fairing panel is in the second position (e.g., the opened position), the rotatable fairing panel provides an individual (e.g., a user, an operator, a driver, a mechanic, a maintenance employee, etc.) with access to a frame of the vehicle, the rear end of the sleeper cab, or other components of the vehicle that may be covered, behind, or underneath the rotatable fairing panel when in the first position (e.g., the closed position).

The embodiments of the rotatable fairing panel include a locking assembly on an inner surface of the rotatable fairing panel. The locking assembly is configured to lock the rotatable fairing panel in the closed position when the vehicle is being driven. Furthermore, when the locking assembly is unlocked, the rotatable fairing panel is rotatable between the first position (e.g., the closed position) and the second position (e.g., the opened position). In other words, when the locking assembly is unlocked, the rotatable fairing panel is provided a degree-of-freedom to hingedly rotate between the first position (e.g., the closed position) and the second position (e.g., the opened position).

<FIG> is directed to a perspective view of a sleeper cab <NUM> of a vehicle (which is not shown) including rotatable fairing panels <NUM> at a rear end of the sleeper cab <NUM>, at the right-hand side and left-hand side of the sleeper cab <NUM>, and in an opened position. <FIG> is a top-plan view of the sleeper cab <NUM> with the rotatable fairing panels <NUM> in the opened position. <FIG> is front view of the sleeper cab <NUM> with the rotatable fairing panels <NUM> in the opened position. <FIG> is a rear view of the sleeper cab <NUM> with the rotatable fairing panels <NUM> in the opened position. <FIG> is a right-side view of the sleeper cab <NUM> with the rotatable fairing panels <NUM> in the opened position. <FIG> is a left-side view of the sleeper cab <NUM> with the rotatable fairing panels <NUM> in the opened position. <FIG> is a bottom-plan view of the sleeper cab <NUM> with the rotatable fairing panels <NUM> in the opened position. <FIG> is a zoomed in rotated view of the rotatable fairing panel <NUM> on the right-hand-side of the sleeper cab <NUM>.

In some embodiments of the sleeper cab <NUM>, a first rotatable fairing panel <NUM> is at the right-hand side of the vehicle and a second rotatable fairing panel <NUM> is at a left-hand side of the vehicle. In some embodiments of the sleeper cab <NUM>, the first rotatable fairing panel <NUM> is at the right-hand side and the second fairing panel <NUM> is not present and, instead, is replaced by a fixed fairing panel at the left-hand side of the vehicle. In some embodiments of the sleeper cab <NUM>, the first rotatable fairing panel <NUM> is not present and, instead, is replaced by a fixed fairing panel and the second fairing panel <NUM> is at the left-hand side of the vehicle.

The first rotatable fairing panel <NUM> at the right-hand side of <FIG> and 2A-2I may rotate in a first rotation direction (e.g., a clockwise direction) when viewed in the top-plan view of <FIG>, and the second rotatable fairing panel <NUM> at the left-hand side of <FIG> and <FIG> may rotate in a second rotation direction (e.g., a counterclockwise direction) opposite to the first rotation direction when viewed in the top-plan view in <FIG>.

For the sake of brevity and simplicity of the present disclosure, the discussion as follows with respect to <FIG> and <FIG>will only focus on the features of the first rotatable fairing panel <NUM> on the right-hand side of the sleeper cab <NUM> as shown in <FIG>. However, it will be readily appreciated that the following discussion with respect to the first rotatable fairing panel <NUM> on the right-hand side of the sleeper cab <NUM> applies in the same or similar manner to the second rotatable fairing panel <NUM> on the left-hand side of the sleeper cab <NUM> as shown in <FIG> and <FIG>.

As shown in <FIG>, the sleeper cab <NUM> includes a first cab portion <NUM> and a second cab portion <NUM>. The first cab portion <NUM> is an upper cab portion that is stacked on the second cab portion <NUM>, which is a lower cab portion. The first cab portion <NUM> is rounded and curved such that the first cab portion <NUM> has an aerodynamic shape and contributes to the aerodynamics of the vehicle when being driven, and the second cab portion <NUM> has sidewalls that are substantially vertical such that the second cab portion <NUM> has an aerodynamic shape and contributes to the aerodynamics of the vehicle when being driven. The first cab portion <NUM> is coupled to the second cab portion <NUM> by a plurality of fasteners (e.g., screws, rivets, nuts, bolts, etc.). The first cab portion <NUM> includes a first external surface <NUM> and the second cab portion has a second external surface <NUM>.

In some embodiments, the first cab portion <NUM> and the second cab portion <NUM> are made a single, continuous material. In some embodiments, the first cab portion <NUM> and the second cab portion <NUM> are welded together. In some embodiments, the first cab portion <NUM> and the second cab portion may be coupled together by a combination of a single, continuous material, welding, and fasteners.

A first fairing portion <NUM> and a second fairing portion <NUM> are coupled to the rear end of the sleeper cab. The first fairing portion <NUM> is coupled to the first cab portion <NUM> and the second fairing portion <NUM> is coupled to the second cab portion <NUM>. The first and second fairing portions <NUM>, <NUM> are coupled to the first and second cab portions <NUM>, <NUM>, respectively, by a plurality of fasteners (e.g., screws, rivets, nuts, bolts, etc.). The first and second fairing portions <NUM>, <NUM> are separate and distinct portions.

In some embodiments, the first and second fairing portions <NUM>, <NUM> may be welded to the first and second cab portions <NUM>, <NUM>. In some embodiments, the first and second fairing portions <NUM>, <NUM> may be coupled to the first and second cab portions <NUM>, <NUM> by a combination of welding and fasteners. In some embodiments, the first and second fairing portions <NUM>, <NUM> and the first and second cab portion <NUM>, <NUM> are made of a single, continuous material.

In some embodiments, the first and second fairing portions <NUM>, <NUM> are made of a single, continuous material. In some embodiments, the first and second fairing portions may be made of a plurality of portions coupled together by welding, fasteners, or a combination of both.

The first fairing portion <NUM> is an upper fairing portion that protrudes outward from the first cab portion <NUM>. The first fairing portion <NUM> includes an external surface <NUM> that is substantially coplanar and flush with the first external surface <NUM> of the first cab portion <NUM> such that the external surfaces <NUM>, <NUM> of the first cab portion <NUM> and the first fairing portion <NUM> define at least one aerodynamic surface. The second fairing portion <NUM> is a lower fairing portion that protrudes outward from the second cab portion <NUM>. The second fairing portion <NUM> includes an external surface <NUM> that is substantially coplanar and flush with the second external surface <NUM> of the second cab portion <NUM> such that the external surfaces <NUM>, <NUM> of the second cab portion <NUM> and the second fairing portion <NUM> define at least one aerodynamic surface.

The second fairing portion <NUM> includes a first end <NUM> and a second end <NUM> opposite to and spaced apart from the first end <NUM>. The first end <NUM> is a lower end of the second fairing portion <NUM> and the second end <NUM> is an upper end of the second fairing portion <NUM>. The second end <NUM> is adjacent to the first fairing portion <NUM>.

The rotatable fairing panel <NUM> includes a first end <NUM> and a second end <NUM> that is opposite to the first end <NUM>. The second end <NUM> is an upper end that is adjacent to the first fairing portion <NUM> when the rotatable fairing panel <NUM> is in a closed position, and the first end <NUM> is a lower end that is spaced apart from the second end <NUM>. The first end <NUM> of the rotatable fairing panel <NUM> is laterally adjacent to the first end <NUM> of the second fairing portion <NUM>. The second end <NUM> of the rotatable fairing panel <NUM> is laterally adjacent to the second end <NUM> of the second fairing portion <NUM>. The second end <NUM> is adjacent to the first fairing portion <NUM> when in the closed position.

As shown in <FIG>, the rotatable fairing panel <NUM> includes an inner surface <NUM> and an outer surface <NUM> that is opposite to the inner surface <NUM>. The outer surface <NUM> is transverse to the external surface <NUM> of the second fairing portion <NUM> by an angle θ<NUM>, which in some embodiments is less than or substantially equal to <NUM>-degrees, when the rotatable fairing panel <NUM> is in the opened position.

In some embodiments, the angle θ<NUM> may be slightly less than or slightly greater than <NUM>-degrees. In some embodiments, the angle θ<NUM> may be substantially equal to <NUM>-degrees, substantially equal to <NUM>-degree, substantially equal to <NUM>-degrees, substantially equal to <NUM>-degrees, or some other similar or suitable angle such that a user can pass through an opening <NUM>, which can be more readily seen in <FIG>, between a trailer (which is not shown), which is attached to the vehicle, and the sleeper cab <NUM>. The opening <NUM> will be discussed in further detail with respect to <FIG> and <FIG> as follows herein.

The rotatable fairing panel <NUM> is rotatable from the opened position to the closed position and vice versa by a rotation angle θ<NUM>. In some embodiments, the rotation angle θ<NUM> is substantially equal to <NUM>-degrees.

In some embodiments, the rotation angle θ<NUM> may be substantially equal to <NUM>-degrees, may be substantially equal to <NUM>-degrees, may be substantially equal to <NUM>-degrees, or may be substantially equal to some other suitable angle that provides clearance for a user to pass through the opening <NUM>, which will be discussed in further detail with respect to <FIG> and <FIG>.

A first locking assembly <NUM>, which can be more readily seen in <FIG>, <FIG>, and <FIG>, is at the inner surface <NUM> of the rotatable fairing panel <NUM> and at an internal surface <NUM>, which can more readily be seen in <FIG> and <FIG>, of the second fairing portion <NUM>. The first locking assembly <NUM> is positioned between the first end <NUM> and the second end <NUM>. The first locking assembly <NUM> is at a central region of the inner surface <NUM> of the rotatable fairing panel <NUM>. The first locking assembly <NUM> automatically locks when the rotatable fairing panel <NUM> is rotated or moved into the closed position. The functionality and features of the first locking assembly <NUM> will be discussed in further detail with respect to <FIG> and <FIG>as follows herein.

As shown in <FIG>, the second fairing portion <NUM> is coupled to a rear surface <NUM> of the sleeper cab <NUM> by a plurality of brackets <NUM>. Each of the plurality of brackets has a first mounting end coupled to the rear surface <NUM> and a second mounting end coupled to the internal surface <NUM> of the second fairing portion <NUM>. The first mounting ends of the plurality of brackets <NUM> are coupled to the rear surface <NUM> by a plurality of fasteners (e.g., screws, rivets, bolts, nuts, etc.), and the second mounting ends of the plurality of brackets <NUM> are coupled to the internal surface <NUM> of the second fairing portion <NUM> by a plurality of fasteners (e.g., screws, rivets, bolts, nuts, etc.). The plurality of brackets <NUM> may be L-brackets, strut brackets, or some other type of bracket suitable for coupling the second fairing portion <NUM> to the rear surface <NUM> of the sleeper cab <NUM>.

As shown in <FIG>, the plurality of brackets <NUM> includes three brackets. At least the second mounting end of the lowest bracket of the plurality of brackets <NUM> as shown in <FIG> is at the first end <NUM> (e.g., the lower end) of the second fairing portion <NUM>. At least the second mounting end of the highest bracket of the plurality of brackets <NUM> as shown in <FIG> is at the second end <NUM> of the second fairing portion <NUM>, and is adjacent to the first fairing portion <NUM> when the rotatable fairing panel <NUM> is in the closed position. At least the second mounting end of the central bracket of the plurality of brackets <NUM> is at a location on the second fairing portion <NUM> between the first end <NUM> and the second end <NUM> of the second fairing portion <NUM>.

In some embodiments, the plurality of brackets <NUM> may include two brackets, four brackets, five brackets, or any other suitable number of brackets to couple the second fairing portion <NUM> to the second cab portion <NUM>.

A second locking assembly <NUM>, which can be more readily seen in <FIG>, <FIG>, and <FIG>, is at the inner surface <NUM> of the rotatable fairing panel <NUM> and the internal surface <NUM> of the second fairing portion <NUM>. The second locking assembly <NUM> is at the first end <NUM> of the rotatable fairing panel <NUM>. The second locking assembly <NUM> is at an end region of the inner surface <NUM> the rotatable fairing panel <NUM>. The second locking assembly <NUM> automatically locks when the rotatable panel is moved or rotated into the closed position. The second locking assembly <NUM> will be discussed in further detail with respect to <FIG> and <FIG>.

The inner surface <NUM> of the rotatable fairing panel <NUM> includes ribs <NUM> that are utilized to support and assist in coupling the first locking assembly <NUM> and the second locking assembly <NUM> to the inner surface <NUM> of the rotatable fairing panel <NUM>. In some embodiments, the ribs <NUM> may not be present on the inner surface <NUM> of the rotatable fairing panel <NUM>.

A translating rod <NUM> extends from the first locking assembly <NUM> to the second locking assembly <NUM>. The translating rod <NUM> is in mechanical cooperation with both the first locking assembly <NUM> and the second locking assembly <NUM> such that the first and second locking assemblies <NUM>, <NUM> unlock at the same time together. For example, when the first locking assembly <NUM> is unlocked by a user to open the rotatable panel, the translating rod <NUM> translates an unlocking movement from the first locking assembly <NUM> to the second locking assembly <NUM> unlocking the second locking assembly <NUM> at the same time. Further details with respect to the translating rod will be discussed in further detail with respect to <FIG>.

The first locking assembly <NUM> between the first end <NUM> and the second end <NUM> of rotatable fairing panel <NUM> along with the second locking assembly <NUM> provide the rotatable fairing panel <NUM> with enough rigidity and stiffness such that the rotatable fairing panel <NUM> does not unintentionally open when the vehicle is being driven. For example, while only either the first or second locking assemblies <NUM>, <NUM> may be utilized alone without the other present in some alternative embodiments of the rotatable fairing panel <NUM>, having both the first and second locking assemblies <NUM>, <NUM> as shown in <FIG> increases the rigidity and stiffness of the rotatable fairing panel <NUM> when locked in the closed position as compared to some alternative embodiments of the rotatable fairing panel <NUM> with only one of the first or second locking assemblies without the other present.

In some embodiments, there may be three locking assemblies, there may be four locking assemblies, or there may be some other number of locking assemblies to maintain rigidity and stiffness of the fairing panel, which may depend on the environment in which a vehicle with the rotatable fairing panel <NUM> is utilized. For example, the environment may be a rigorous environment such as a lumberyard, a construction site, or some other rigorous environment or emergency situation.

The rotatable fairing panel <NUM> is coupled to the second fairing portion <NUM> by a plurality of hinges <NUM>, which hingedly and rotatably couple the rotatable fairing panel <NUM> to the second fairing portion <NUM>. For example, the plurality of hinges provide a degree-of-freedom such that the rotatable fairing panel <NUM> can rotate outward (e.g., rotate in the clockwise direction when viewed in the top-plan view of <FIG>) to uncover the opening <NUM> such that a user can gain access to a frame of the vehicle or the rear surface <NUM> of the sleeper cab <NUM>. The plurality of hinges <NUM> may be strap hinges, butt hinges, spring-loaded hinges, concealed hinges, piano hinges, offset hinges, overlay hinges, gooseneck hinges, or some other hinge suitable for coupling and providing a degree-of-freedom such that the rotatable fairing panel <NUM> rotates with respect to the second fairing portion <NUM>.

As shown in <FIG>, the opening <NUM> is uncovered when the rotatable fairing panel <NUM> is in the opened position. The opening <NUM> is large enough such that a user can pass through the opening <NUM> to reach the rear surface <NUM>, the rear end of the sleeper cab <NUM>, or other components at the rear surface <NUM> and rear end of the sleeper cab <NUM> when a trailer is attached to the vehicle (e.g., semi-truck). For example, other components accessible may be electronics, mechanical components, access panels, or other similar or like components that are at or on the rear surface <NUM> that would normally be relatively difficult to access when the trailer is attached to the vehicle (e.g., semi-truck). The opening <NUM> provides access to a frame of the vehicle (e.g., semi-truck) even when the trailer is attached to the vehicle (e.g., semi-truck). The opening <NUM> provides the user with access to the electronics, the mechanical components, the access panels, the frame, and other similar or like components even when the trailer is attached the vehicle (e.g., semi-truck) allowing the user to conduct emergency maintenance or repairs even with the trailer being attached to the vehicle (e.g., semi-truck). The opening <NUM> provides the user with access to the frame allowing the user to more easily and quickly attach the trailer to the vehicle (e.g., semi-truck).

It will be readily appreciated that the earlier discussion with respect to <FIG> applies in the same or similar manner to <FIG> as <FIG> is the left-hand side view of the sleeper cab <NUM>, which is a mirror image of the right-hand side of the sleeper cab <NUM> in <FIG>. Accordingly, for the sake of brevity and simplicity, the discussion above with respect to <FIG> is not reproduced herein with respect to <FIG>.

As shown in <FIG>, the first locking assembly <NUM> includes a first male component 122a and a first female component 122b, which can both be more clearly and readily seen in <FIG> and <FIG>. The male component 122a is on and at the internal surface <NUM> of the second fairing portion <NUM>, and the first female component 122b is on and at the inner surface <NUM> of the rotatable fairing panel <NUM>. The first male component 122a is coupled to the second end of the central bracket of the plurality of brackets <NUM> (e.g., the bracket <NUM> between the first end <NUM>, which is the lower end, and the second end <NUM>, which is the upper end, of the second fairing portion <NUM> as previously discussed with respect to <FIG>) at and on the internal surface <NUM> of the second fairing portion <NUM>. The first female component 122b is coupled to the inner surface <NUM> of the rotatable fairing panel <NUM>. The first female component 122b is on the inner surface <NUM> of the rotatable fairing panel <NUM>. The first female component 122b is adjacent to the ribs <NUM> at the inner surface <NUM> of the rotatable fairing panel <NUM>. Further details of the structure and functionality of the first male component 122a and the first female component 122b will be discussed with respect to <FIG> as follows herein.

As shown in <FIG>, the second locking assembly <NUM> includes a second male component 130a and a second female component 130b, which can both be more clearly and readily seen in <FIG> and <FIG>. The second male component 130a is coupled to a corresponding second end of the lowest bracket of the plurality of brackets <NUM> (e.g., the bracket <NUM> at the first end <NUM> of the second fairing portion <NUM> as discussed with respect to <FIG>) at and on the internal surface <NUM> of the second fairing portion <NUM>. The second female component 130b is on the inner surface <NUM> of the rotatable fairing panel <NUM>. The second female component 130b is adjacent to the ribs <NUM> at the inner surface <NUM> of the rotatable fairing panel <NUM>. Further details of the structure and functionality of the second male component 130a and the second female component 130b will be discussed with respect to <FIG> as follows herein.

<FIG> is directed to a perspective view of the sleeper cab <NUM> of the vehicle (which is not shown) including the first (left-hand side rotatable fairing panel) and second (right-hand side rotatable fairing panel) rotatable fairing panels <NUM> at the rear end of the sleeper cab <NUM>, at the right-hand side and the left-hand side of the sleeper cab <NUM>, and in the closed position. <FIG> is a top-plan view of the sleeper cab <NUM> with the first and second rotatable fairing panels <NUM> in the closed position. <FIG> is a front view of the sleeper cab <NUM> with the first and second rotatable fairing panels <NUM> in the closed position. <FIG> is a rear view of the sleeper cab <NUM> with the first and second rotatable fairing panels <NUM> in the closed position. <FIG> is a right-side view of the sleeper cab <NUM> with the first and second rotatable fairing panels <NUM> in the closed position. <FIG> is a left-side view of the sleeper cab <NUM> with the first and second rotatable fairing panels <NUM> in the closed position. <FIG> is a bottom-plan view of the sleeper cab <NUM> with the first and second rotatable fairing panels <NUM> in the closed position. <FIG> is a zoomed in view of the embodiment of the second rotatable fairing panel <NUM> on the right-hand side of the sleeper cab <NUM> in <FIG>. <FIG> is a zoomed in rotated view of the embodiment of the second rotatable fairing panel <NUM> at the right-hand side of the sleeper cab <NUM> in <FIG>.

Unlike as shown in <FIG> in which the first and second rotatable fairing panels <NUM> on the left-hand side and the right-hand side of the sleeper cab <NUM> are in the opened position, in <FIG>, the first and second rotatable fairing panels <NUM> on the left-hand side and the right-hand side of the sleeper cab <NUM> are in the closed position.

For the sake of brevity and simplicity of the present disclosure, the discussion as follows with respect to <FIG> will focus on the features of the second rotatable fairing panel <NUM> on the right-hand side of the sleeper cab <NUM> as shown in <FIG>. However, it will be readily appreciated that the following discussion with respect to the second rotatable fairing panel <NUM> on the right-hand side of the sleeper cab <NUM> applies in the same or similar manner as the first rotatable fairing panel <NUM> on the left-hand side of the sleeper cab <NUM>.

As the following discussion with respect to <FIG> are directed to the rotatable fairing panel <NUM> at the right-hand side of the sleeper cab <NUM> as shown and discussed with respect to <FIG>, for the sake of brevity and simplicity of the present disclosure, only additional features not previously discussed earlier with respect to <FIG> will be discussed in further detail as follows.

As shown in <FIG>, when the rotatable fairing panel <NUM> is in the closed position, the outer surface <NUM> of the rotatable fairing panel <NUM> is substantially coplanar or flush with the external surface <NUM> of the second fairing portion <NUM>. When the rotatable fairing panel <NUM> is in the closed position, the outer surface <NUM> is substantially coplanar or flush with a portion of the external surface <NUM> of the first fairing portion <NUM> (e.g., the outer surface <NUM> is substantially coplanar and flush with a substantially vertical portion of the external surface <NUM> of the first fairing portion <NUM>). When in the rotatable fairing panel <NUM> is in the closed position, the rotatable fairing panel <NUM> covers the opening <NUM> such that the rotatable fairing panel <NUM> extends from the second fairing portion <NUM> to a trailer (which is not shown) attached to the vehicle (which is not shown) with the sleeper cab <NUM>. In other words, the outer surface <NUM> of the rotatable fairing panel <NUM> and the external surfaces <NUM>, <NUM> of the first and second fairing portions <NUM>, <NUM>, respectively, define an aerodynamic surface or a plurality of aerodynamic surfaces of the sleeper cab <NUM> when the rotatable fairing panel <NUM> is in the closed position. When the vehicle with the sleeper cab <NUM> is being driven, the rotatable fairing panel <NUM> is in the closed position such that the vehicle remains aerodynamic when being driven to reduce drag and increase fuel efficiency of the vehicle.

As shown in <FIG>, when the rotatable fairing panel <NUM> is in the closed position, the first locking assembly <NUM> and the second locking assembly <NUM> are locked. For example, the first male component 122a is received by the first female component 122b locking the first locking assembly <NUM>, and the second male component 130a is received by the second female component 130b locking the second locking assembly <NUM>.

For a user to move or rotate the rotatable fairing panel <NUM> from the closed position to the opened position, the first locking assembly <NUM> is unlocked, and as the first locking assembly <NUM> is unlocked, the translating rod <NUM> transfers an unlocking movement to the second locking assembly <NUM> unlocking the second locking assembly <NUM>. In other words, the translating rod <NUM> causes the first and second locking assemblies <NUM>, <NUM> to unlock at the same time. After the first and second locking assemblies <NUM>, <NUM> are unlocked, a degree-of-freedom is provided to the rotatable fairing panel <NUM> such that the user may rotate the rotatable fairing panel <NUM> outward from the closed position to the opened position.

Alternatively, when the user moves the rotatable fairing panel <NUM> from the opened position to the closed position the first and second locking assemblies <NUM>, <NUM> automatically lock once the rotatable fairing panel <NUM> is in the closed position. A pressure is applied to the male components 122a, 130a and the female components 122b, 130b of the first and second locking assemblies <NUM>, <NUM>, respectively, when the user moves or rotates the rotatable fairing panel <NUM> from the opened position to the closed position, which causes the female components 122b, 130b to automatically receive the male components 122a, 122b, respectively, when the rotatable fairing panel <NUM> reaches the closed position. For example, the female components 122b, 130b may be spring female components configured to open to receive the male components 122a, 130a, respectively, and automatically interlock with the male components 122a, 130a, respectively. The male components 122a, 130a may be striker components, tab components, or some other male component suitable for being received by the female components 122b, 130b, respectively. The female components 122b, 130b may be a spring latch components, a spring opening components, a pressure latch components, or some other female components suitable for receiving the male components 122a, 130a, respectively.

<FIG> is directed to a zoomed in view of the first locking assembly <NUM> in an unlocked state when the rotatable fairing panel <NUM> is in the opened position. <FIG> is directed to a zoomed in view of the second locking assembly <NUM> in an unlocked state when the rotatable fairing panel <NUM> is in the opened position.

As shown in <FIG> and as discussed earlier, the first locking assembly <NUM> includes the first male component 122a and the second female component 122b, which is configured to receive the first male component 122a when the rotatable fairing panel <NUM> is in the closed position as shown in <FIG>. The first male component 122a is coupled to the central bracket of the plurality of brackets <NUM>, which can be more readily seen in <FIG>. The first male component 122a may be coupled to the central bracket of the plurality of brackets <NUM> by a plurality of fasteners.

In some embodiments, the first male component 122a may be welded to the central bracket of the plurality of brackets <NUM>. In some embodiments, the first male component 122a may be coupled to the central bracket of the plurality of brackets <NUM> by a combination of welding and fasteners.

As shown in <FIG>, the first locking assembly <NUM> further includes a pull component <NUM> that is in mechanical cooperation with the first female component 122b. When the pull component <NUM> is pulled outward from the first locking assembly <NUM>, the first female component 122b is opened unlocking the first female component 122b from the first male component 122a, and the first locking assembly <NUM> is in an unlocked state. For example, when the pull component <NUM> is pulled outward a plurality of gears, articulation members, or a combination of both within the first locking assembly <NUM> that are in mechanical cooperation between the first female component 122b and the pull component <NUM> may rotate or articulate to translate the movement of the pull component <NUM> to the first female component 122b unlocking the first female component 122b from the first male component 122a. The pull component <NUM> is a pull pin component.

In some embodiments, the pull component <NUM> may be replaced by a lever component, a handle component, or some other suitable type of component that a user can actuate to unlock the first locking assembly <NUM>.

As shown in <FIG>, the first male component 122a and the first female component 122b are coupled together by a first rotation component 122c. The first rotation component 122c provides the first locking assembly <NUM> with a degree-of-freedom such that the first female component 122b of the first locking assembly <NUM> may rotate with the rotatable fairing panel <NUM> when moving the rotatable fairing panel <NUM> from the opened position to the closed position and vice versa. The first rotation component 122c may be a pin and collar rotation component, a hinge component, or some other similar or suitable type of rotation component that provides the degree-of-freedom for the first female component 122b of the first locking assembly <NUM> to rotate with the rotatable fairing panel <NUM>.

As shown in <FIG>, the pull component <NUM> is in mechanical cooperation with a first end of the translation rod <NUM>. A second end of the translation rod <NUM>, which is opposite to the first end of the translation rod <NUM>, is in mechanical cooperation with the second female component 130b of the second locking assembly. When the pull component <NUM> is pulled outward to unlock the first locking assembly, the translation rod <NUM> is articulated and moved by a plurality of gears, articulation members, or a combination of both within the first locking assembly <NUM> that are in mechanical cooperation between the pull component <NUM> and the first end of the translation rod <NUM>. When the first end of the translation rod <NUM> is articulated or moved when the pull component <NUM> is pulled, the second end of the translation rod <NUM> is articulated and moved, and the movement of the second end of the translation rod <NUM> moves and articulates a plurality of gears, articulation members, or a combination of both within the second locking assembly <NUM> that are in mechanical cooperation between the second end of the translation rod <NUM> and the second female component 130b. The movement and articulation of the plurality of gears, the articulation members, or the combination of both unlocks the second female component 130b from the second male component 130b of the second locking assembly <NUM>. In other words, the translation rod <NUM> unlocks the second locking assembly <NUM> at the same time or concurrently with unlocking the first locking assembly <NUM>.

The movement of the translation rod <NUM> may be a rotational movement, a vertical movement, a horizontal movement, or any other similar or like movement that the translation rod <NUM> may translate from the first locking assembly <NUM> to the second locking assembly <NUM> to unlock the second locking assembly at the same time or concurrently with unlocking the first locking assembly <NUM>.

As shown in <FIG> and as discussed earlier, the second locking assembly <NUM> includes the second male component 130a and the second female component 130b, which is configured to receive the second male component 130a when the rotatable fairing panel <NUM> is in the closed position as shown in <FIG>. The second male component 130a is coupled to the lowest bracket of the plurality of brackets <NUM>, which can be more readily seen in <FIG>. The second male component 130a is coupled to the lowest bracket of the plurality of brackets <NUM> by a plurality of fasteners.

In some embodiments, the second male component 130a may be welded to the lowest bracket of the plurality of brackets <NUM>. In some embodiments, the second male component 130a may be coupled to the lowest bracket of the plurality of brackets <NUM> by a combination of welding and fasteners.

As shown in <FIG>, unlike the first locking assembly <NUM>, the second locking assembly <NUM> does not include a pull component.

As shown in <FIG>, the second male component 130a and the second female component 130b are coupled together by a second rotation component 130c. The second rotation component 130c provides the second locking assembly <NUM> with a degree-of-freedom such that the second female component 130b of the second locking assembly <NUM> may rotate with the rotatable fairing panel <NUM> when moving the rotatable fairing panel <NUM> from the opened position to the closed position and vice versa. The second rotation component 130c may be a pin and collar rotation component, a hinge component, or some other similar or suitable type of rotation component that provides the degree-of-freedom for the second female component 130b of the second locking assembly <NUM> to rotate with the rotatable fairing panel <NUM>.

For the sake of brevity and simplicity of the present disclosure, the functionality and relationship between the first locking assembly <NUM>, the second locking assembly <NUM>, and the translation rod <NUM> will not be reproduced herein as previously discussed earlier herein.

<FIG> is directed to a zoomed in view of the first locking assembly <NUM> in a locked state when the rotatable fairing panel <NUM> is in the closed position. <FIG> is directed to a zoomed in view of the second locking assembly <NUM> in a locked state when the rotatable fairing panel <NUM> is in the closed position.

As shown in <FIG>, the first locking assembly <NUM> is in the locked state in which the first male component 122a is interlocked within the first female component 122b. In other words, the first female component 122b surrounds the first male component 122a. When the rotatable fairing panel <NUM> is moved from the opened position to the closed position, momentum of the rotatable fairing panel <NUM> applied by a user causes a pressure between the first male component 122a and the first female component 122b. When the pressure is large enough due to the momentum, the first female component 122b opens and receives the first male component 122a locking the first locking assembly <NUM> (e.g., the locked state). In the locked state, the first male component 122a is aligned with the first female component 122b. In other words, the first locking assembly <NUM> automatically locks when the rotatable fairing panel <NUM> is moved or rotated from the opened position to the closed position. When the first male component 122a and the first female component 122b automatically interlock locking the first locking assembly <NUM>, an auditory click is output such that a user is aware that the first male component 122a and the first female component 122b have interlocked to avoid driving the vehicle with the rotatable fairing panel <NUM> in the unlocked state.

As shown in <FIG>, the second locking assembly <NUM> is in a locked state in which the second male component 130a is interlocked within the second female component 130b. In other words, the second female component 130b surrounds the second male component 130a. When the rotatable fairing panel <NUM> is moved from the opened position to the closed position, momentum of the rotatable fairing panel <NUM> applied by a user causes a pressure between the second male component 130a and the second female component 130b. When the pressure is large enough due to the momentum, the second female component 130b opens and receives the second male component 130a locking the second locking assembly <NUM> (e.g., the locked state). In the locked state, the second male component 130a is aligned with the second female component 130b. In other words, the second locking assembly <NUM> automatically locks when the rotatable fairing panel <NUM> is moved or rotated from the opened position to the closed position. When the second male component 130a and the second female component 130b automatically interlock, an auditory click is output such that a user is aware that the second male component 130a and the second female component 130b have locked to avoid driving the vehicle with the rotatable fairing panel <NUM> in the opened position.

As discussed above, an embodiment of rotatable fairing panels are coupled to faring portions of a sleeper cab of a vehicle (e.g., a semi-truck or a construction vehicle) by hinges (e.g., hingedly coupled or rotatably coupled). When in the rotatable fairing panels are in the closed position, the rotatable fairing panel close off an opening between a trailer attached to the vehicle and the sleeper cab of the vehicle such that the vehicle is aerodynamic when being driven increasing a fuel efficiency of the vehicle. When the vehicle is being driven, the rotatable fairing panels are in a locked state when in the closed position such that the rotatable fairing panels do not move or rotate to the opened position maintaining the vehicle's aerodynamics. Accordingly, when the rotatable fairing panels are in the closed position, the rotatable fairing panels provide the vehicle with aerodynamics that increase the fuel efficiency of the vehicle when the vehicle is being driven.

Although the rotatable fairing panels cover the opening in the closed position for when the vehicle is being driven, when the vehicle is not being driven or operated a user (e.g., mechanic, operator, mechanic, maintenance employee, etc.), the user can easily access the opening between the trailer and the vehicle by unlocking at least one of the rotatable fairing panels. When at least one of the rotatable fairing panels is in the opened position, the user may easily and quickly access and enter the opening between the trailer attached to the vehicle and the sleeper cab of the vehicle. The user may be accessing the opening to access components on a rear surface of the sleeper cab. For example, the components may include electronics mounted on the rear surfaces, tubing along the rear surface, or some other components that may be mounted on the rear surface. Furthermore, when the rotatable fairing panel is in the opened position the user may access or enter the opening to access a frame of the vehicle between the trailer attached to the vehicle and the sleeper cab of the vehicle. For example, the user may be accessing the frame to provide emergency repairs without removing the trailer from the vehicle, accessing the frame to confirm the trailer is properly attached to the vehicle before driving, or may be access the frame for some other reason for which the user may need to access the frame of the vehicle when the trailer is attached to the vehicle. Accordingly, the user being able to access the opening between the trailer attached to the vehicle and the sleeper cab of the vehicle provides the user further flexibility and adaptability to perform emergency repairs, perform routine maintenance, examine component on the rear surface of the sleeper cab, or gain access to the frame of the vehicle when the trailer is attached to the vehicle.

The sleeper cab <NUM> may be a cab, a sleeping compartment, or some other similar or like compartment of a vehicle.

The first and second fairing portions <NUM>, <NUM> may be fairing panels, fairing panel portions, aerodynamic portions, aerodynamic fairing portions, aerodynamic fairing panels, or some other suitable or like fairing exposed on a vehicle.

The external surfaces <NUM>, <NUM>, <NUM> may be outer surface, exterior surfaces, exposed surfaces, or some other type of surface exposed on a vehicle when being driven.

The internal surfaces <NUM> of the second fairing portions <NUM> may be inner surface, interior surfaces, unexposed surfaces, or some other suitable type of surface unexposed on a vehicle when being driven.

The rotatable fairing panels <NUM> may be rotatable panels, articulating panels, translation panels, aerodynamic panels, extender panels, extender portions, rotatable extender panels, rotatable extender portions, rotatable fairing portions, rotatable fairings, or some other similar or like panel externally exposed on a vehicle.

The outer surfaces <NUM> of the rotatable fairing panels <NUM> may be exterior surfaces, external surfaces, exposed surfaces, or some other suitable type of surface exposed on a vehicle when being driven.

The inner surfaces <NUM> of the rotatable fairing panels <NUM> may be interior surfaces, internal surface, unexposed surface, or some other suitable type of surface that is not exposed on a vehicle when being driven.

The first and second male components 122a, 130a may be male locking components, male portions, male locking portions, male locking members, male members, or some other similar or like male part for interlocking with a corresponding female part.

The first and second female components 122b, 130b may be female locking components, female portions, female locking portions, female locking members, female members, or some other similar or like female part for interlocking with a corresponding male part.

The first and second locking assemblies <NUM>, <NUM> may be interlocking assemblies, engagement lock assemblies, engagement interlock assemblies, automatic locking assemblies, automatic interlocking assemblies, or some other suitable type of assembly that locks automatically.

Claim 1:
A vehicle, comprising:
a sleeper cab (<NUM>) including a front end and a rear end opposite to the front end;
a first fairing portion (<NUM>) protruding from the rear end of the sleeper cab (<NUM>), the first fairing portion (<NUM>) including a first external surface (<NUM>) and a first internal surface (<NUM>) opposite to the first external surface (<NUM>);
a first fairing panel (<NUM>) hingedly coupled to the first fairing portion (<NUM>), the first fairing panel (<NUM>) having a first outer surface (<NUM>) and a first inner surface (<NUM>) opposite to the first outer surface (<NUM>),
characterized in that the first fairing panel (<NUM>) is moveable from a first position in which the first outer surface (<NUM>) and the first external surface (<NUM>) define a first aerodynamic surface to a second position rotated outwardly from the first position in which the first outer surface (<NUM>) is at an angle of <NUM>-degrees or less to the first external surface (<NUM>) by a user pulling on a pull component (<NUM>) to unlock the first fairing panel (<NUM>).