Cab and vehicle

Abstract

This application relates to a cab and a vehicle, including: a bottom beam extending in a first direction; a body-in-white disposed on the bottom beam; a bumper fixedly provided at the front end of the bottom beam; a front bulkhead disposed on the front side of the body-in-white, with a gap between the bumper and the front bulkhead; and a hemming structure disposed on the top side of the bumper close to the front bulkhead, and at least part of the hemming structure covers the gap. A cab and a vehicle according to an embodiment of the present application have the advantage of small air resistance.

Description

Technical Field

[0001] The present application relates to the technical field of automobiles, and particularly to a cab and a vehicle. Background Art

[0002] Energy conservation and environmental protection are the themes of the development of automotive technology, and reducing fuel consumption is the key core technology for enterprise development. When a vehicle is running, a large part of the effective power of the vehicle engine is used to overcome the air resistance received by the vehicle, and as the running speed of the vehicle increases, the air resistance received also increases. Therefore, reducing air resistance can effectively save the fuel consumption of the vehicle and achieve the effect of energy conservation.

[0003] The air resistance of a vehicle is closely related to the surface of the vehicle's exterior structure and shape. Currently, most of the vehicle's exterior parts are restricted by the exterior shape. Therefore, some key structural kits that affect air resistance cannot be designed with reasonable low wind resistance, resulting in excessive wind resistance of the whole vehicle. Summary of the Invention

[0004] Based on this, in view of the problem of excessive wind resistance, it is necessary to provide a cab and a vehicle.

[0005] A cab includes: a bottom beam extending in a first direction; a body-in-white disposed on the bottom beam; a bumper fixedly provided at the front end of the bottom beam; a front fender disposed on the front side of the body-in-white, with a gap between the bumper and the front fender; and a hemming structure disposed on the top side of the bumper close to the front fender, and at least part of the hemming structure covers the gap.

[0006] In one embodiment, the hemming structure includes a first hem and a second hem connected integrally, the first hem is connected to the bumper, and the second hem is disposed opposite to the front fender at an interval.

[0007] In one embodiment, an air duct is formed by enclosing the top side of the bumper, the first hem and the second hem, and external air flow can enter the air duct in the first direction and flow toward both sides of the cab along the extending direction of the air duct.

[0008] In one embodiment, the air duct includes a first sub-air duct, a second sub-air duct and a third sub-air duct connected in sequence; the first sub-air duct and the third sub-air duct are smoothly connected to the two ends of the second sub-air duct by smooth curves, and the first sub-air duct and the third sub-air duct are arranged at an angle.

[0009] In one embodiment, the hemming structure is detachably connected to the bumper.

[0010] In one embodiment, a second air guiding profile is formed on the bottom side of the front bulkhead close to the bumper; the bottom edge of the second air guiding profile is turned inwards to form an air guiding section.

[0011] In one embodiment, a first air guiding profile is formed on the top side of the bumper close to the front bulkhead.

[0012] In one embodiment, the cab includes a top cover which is mounted on the top of the body-in-white; the top cover is a streamlined arc surface.

[0013] In one embodiment, the cab includes a plurality of fairings which are respectively mounted on the top and both sides of the body-in-white; the fairings are streamlined covers.

[0014] A vehicle includes the above-mentioned cab.

[0015] The beneficial effects are as follows:

[0016] In the cab of the embodiment of the present application, by providing a bottom beam, a body-in-white, a bumper, a front bulkhead and a hemming structure, wherein the bottom beam extends in a first direction; the body-in-white is arranged on the bottom beam, the bumper is fixedly arranged at the front end of the bottom beam, the front bulkhead is arranged at the front side of the body-in-white, and there is a gap between the bumper and the front bulkhead. By covering at least part of the gap with the hemming structure, the situation of air flow entering the engine compartment can be effectively reduced. Through the guidance of the hemming structure, the air flow that originally entered the engine compartment flows to both sides of the cab, thereby effectively reducing the wind resistance of the whole vehicle and achieving the effect of energy conservation and emission reduction. Description of the Drawings

[0017] Figure 1 It is a structural diagram of the cab of the embodiment of the present application from a first perspective;

[0018] Figure 2 It is a structural diagram of the cab of the embodiment of the present application from a second perspective, wherein the bottom beam and the body-in-white are omitted;

[0019] Figure 3 It is Figure 2 an enlarged view of area A of

[0020] Figure 4 It is a structural diagram of the cab of the embodiment of the present application from a fourth perspective;

[0021] Figure 5 It is Figure 1 a view in the direction B of

[0022] Figure 6 It is a structural diagram of the bottom beam, the engine compartment air deflector and the anti-collision beam of the embodiment of the present application;

[0023] Figure 7 is Figure 6 a schematic structural view of the structure shown in another perspective;

[0024] In the figure, the direction indicated by X is the first direction, and the direction indicated by Y is the vertical direction. Detailed implementation manners

[0025] To make the above objects, features, and advantages of the present application more obvious and understandable, the following will describe the detailed implementation manners of the present application with reference to the accompanying drawings. Many specific details are set forth in the following description to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein. Those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0026] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application.

[0027] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present application, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0028] In the present application, unless otherwise clearly specified and limited, the terms "mounted", "connected", "connected to", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. It can be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0029] In this application, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply indicates that the first feature has a lower horizontal height than the second feature.

[0030] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are only for the purpose of illustration and do not represent the only implementation.

[0031] Referring to Figure 1 As shown, a first aspect of this application provides a cab, including: a bottom beam 10, a body-in-white 20, a bumper 30, a front bulkhead 40, and a hemming structure 60.

[0032] Among them, the bottom beam 10 extends in a first direction; the bottom beam 10, as the main structural member for vehicle load bearing, can transfer the weights including the cab and the carried goods to the tires and then to the ground.

[0033] The bottom beam 10 is generally horizontally disposed at the bottom of the vehicle, and the directions pointed by both ends of the bottom beam 10 are the directions of the vehicle moving straight.

[0034] For the convenience of description, in each embodiment of this application, the extension direction of the bottom beam 10 is defined as the first direction. Among them, referring to Figure 1 the orientation in, and in combination with Figure 6 and Figure 7 as shown, the left end of the bottom beam 10 along the first direction is the front end 11 of the bottom beam 10, the right end of the bottom beam 10 along the first direction is the rear end 12 of the bottom beam 10, the left side of the cab along the first direction is the front side of the cab, and the right side of the cab along the first direction is the right side of the cab. Referring to Figure 5 the orientation in, the front side of the cab in the figure can be used as the front of the cab, the direction perpendicular to the paper surface in the figure is the first direction of the bottom beam 10; the left and right sides in the figure are the two sides of the cab; the up and down directions in the figure are the vertical directions.

[0035] The body-in-white 20 is arranged on the underframe 10. The body-in-white 20 is an overall sheet metal structural part, which is used to fix the interior and exterior decorations of the cab, such as instrument panels, seats, windshield glass, carpets, interior trim panels, etc. The body-in-white 20 is arranged on the front end 11 of the underframe 10, and the weight of the body-in-white 20 is supported by the underframe 10 and is dispersed and transmitted to the ground through the tires.

[0036] The bumper 30 is fixedly arranged on the front end 11 of the underframe 10 to absorb and slow down the external impact force during vehicle collision, and then provide protection for the vehicle through the bumper 30.

[0037] The front bulkhead 40 is arranged on the front side of the body-in-white 20. Usually, the body-in-white 20 and the front bulkhead 40 are detachably connected, such as bolt connection or snap connection, for easy replacement. Figure 3 As shown in the figure, the relative positions of the bumper 30 and the front bulkhead 40 are very close. During the vehicle design process, the front bulkhead 40 is often located above the bumper 30. In this way, the two together form the front of the cab.

[0038] The vibrations generated by the vehicle driving on the road will be transmitted to the underframe 10 through the tires and then to the driver inside the body-in-white 20. To improve comfort, the body-in-white 20 and the underframe 10 are often not rigidly connected to slow down the impact. In this way, the bumpy underframe 10 and the body-in-white 20 will generate relative shaking in the vertical direction. Furthermore, the front bulkhead 40 fixedly connected to the body-in-white 20 will also generate relative shaking in the vertical direction with the underframe 10. The bumper 30 on the front end 11 of the underframe 10 is rigidly connected to the underframe 10 to bear the impact, and it can be considered that the bumper 30 and the underframe 10 are relatively fixed. In this way, during the vehicle driving process, relative shaking will occur between the bumper 30 and the front bulkhead 40. Therefore, although the relative positions of the bumper 30 and the front bulkhead 40 are close, the bumper 30 and the front bulkhead 40 cannot be directly fixedly connected, and the two are in a separated state, and there is a gap 50 between the bumper 30 and the front bulkhead 40.

[0039] The hemming structure 60 is arranged on the top side of the bumper 30 close to the front bulkhead 40. The hemming structure 60 can be a sheet metal part or a hard plastic part with a certain strength. The hemming structure 60 and the bumper 30 can be fixed together by forms such as welding, snap connection or bolt connection. Part of the structure of the hemming structure 60

[0040] During the vehicle design process, in order to reduce the wind resistance of the vehicle, corresponding air guiding shapes are often set on the front side surface of the vehicle along the first direction. The air guiding shape is usually a smooth streamline-shaped surface to guide the air flow to flow from the front of the cab with the largest wind resistance (that is, Figure 5 the front shown in the figure) to the side and top of the vehicle, playing the role of reducing wind resistance.

[0041] However, the airflow in the external environment often enters the engine compartment (not marked) with an engine (not marked) through the gap 50 between the bumper 30 and the front apron 40. Thus, the airflow is not transferred to the sides and the top of the vehicle in time, resulting in a large wind resistance, and ultimately leading to an excessive wind resistance of the whole vehicle.

[0042] Refer to Figures 1 to 3 As shown, by at least partially covering the gap 50 with the hemming structure 60, the situation of airflow entering the engine compartment can be effectively reduced. Through the guidance of the hemming structure 60, the airflow that originally entered the engine compartment flows from the front (that is, the front shown) to both sides of the cab, thereby effectively reducing the wind resistance of the whole vehicle and achieving the effect of energy conservation and emission reduction. Figure 5 As shown, to both sides of the cab, thereby effectively reducing the wind resistance of the whole vehicle and achieving the effect of energy conservation and emission reduction.

[0043] Optionally, the cab includes a plurality of mounting brackets (not marked), and the white body 20 is elastically arranged on the underframe 10 through the mounting brackets, thereby reducing the bumps and vibrations during the vehicle driving and improving the comfort.

[0044] In some embodiments, refer to Figures 1 to 3 As shown, the hemming structure 60 includes a first hemming 61 and a second hemming 62 which are integrally connected.

[0045] The first hemming 61 and the second hemming 62 can be arranged in an inverted L shape on the top side of the bumper 30. Among them, the first hemming 61 is fixedly connected to the bumper 30, the second hemming 62 is arranged at a horizontal or nearly horizontal angle, the angle between the first hemming 61 and the second hemming 62 can be 60 - 150°, and the end of the second hemming 62 away from the first hemming 61 extends towards the front apron 40, and the second hemming 62 is spaced opposite to the front apron 40. Thus, by jointly covering the gap 50 with the first hemming 61 and the second hemming 62, the airflow that originally entered the engine compartment is guided to both sides of the cab, thereby effectively reducing the wind resistance of the whole vehicle and achieving the effect of energy conservation and emission reduction.

[0046] The first hemming 61 is the windward surface of the hemming structure 60 that faces the airflow along the first direction, so it needs to be set to a wind guiding shape. Usually, the first hemming 61 can be an arc surface with respect to the vertical plane. Specifically, the projection of the first hemming 61 along the vertical direction should be an arc surface with a smooth curve, and the arc surface extends towards both sides of the cab respectively. The second hemming 62 is usually a horizontal plane or a plane slightly upward from the horizontal, which is used to slow down the airflow from passing upward through the gap between the second hemming 62 and the front apron 40 into the cab, thereby effectively reducing the wind resistance of the whole vehicle and achieving the effect of energy conservation and emission reduction.

[0047] In some embodiments, refer to Figures 1 to 3As shown, the first hemming 61 is connected to the top end of the bumper 30. An air duct 70 is formed by enclosing the top side of the bumper 30, the first hemming 61, and the second hemming 62; external air flow can enter the air duct 70 along the first direction and flow towards both sides of the cab along the extending direction of the air duct 70.

[0048] The air duct 70 is an open slot with a semi-rectangular cross-section, and the opening direction of the slot faces the gap 50, thus covering the gap 50. During the forward movement of the vehicle, external air flow enters the air duct 70 from the gap 50 along the first direction towards the rear, effectively reducing the air flow entering the engine compartment; the presence of the air duct 70 enables most of the air flow to flow towards both sides of the cab along the extending direction of the air duct 70. In this way, the air resistance of the whole vehicle can be effectively reduced, achieving the effect of energy conservation and emission reduction.

[0049] In some embodiments, referring to Figure 1 , Figure 4 and Figure 5 as shown, the air duct 70 includes a first sub-air duct 71, a second sub-air duct 72, and a third sub-air duct 73 that are connected in sequence.

[0050] Among them, the second sub-air duct 72 is arranged on the front of the cab and extends horizontally towards the left and right sides respectively. The first sub-air duct 71 and the third sub-air duct 73 are smoothly connected to the two ends of the second sub-air duct 72 by smooth curves.

[0051] That is to say, the first hemming 61, the second hemming 62, and the top side of the bumper 30 that form the air duct 70 are also each divided into three sections. The first section, the second section, and the third section of the first hemming 61 are connected in a C-shape, a semi-rectangular shape, or a flared shape. The first section, the second section, and the third section of the second hemming 62 are connected in a C-shape, a semi-rectangular shape, or a flared shape. The first section, the second section, and the third section of the top side of the bumper 30 are connected in a C-shape, a semi-rectangular shape, or a flared shape.

[0052] At the junction of the first sub-air duct 71, the second sub-air duct 72, and the third sub-air duct 73, the first section, the second section, and the third section of the first hemming 61 are smoothly connected by smooth curves. The first section, the second section, and the third section of the second hemming 62 are smoothly connected by smooth curves. The first section, the second section, and the third section of the top side of the bumper 30 are smoothly connected by smooth curves; in this way, the situation of increased air resistance caused by sharp structures at the corner joints of the air duct 70 is avoided.

[0053] The first sub-air duct 71 and the third sub-air duct 73 are arranged at an angle; in this way, during the forward movement of the vehicle, external air flow enters the second sub-air duct 72 from the gap 50 along the first direction towards the rear, effectively reducing the air flow entering the engine compartment; the air flow flows towards both sides of the cab along the extending direction of the first sub-air duct 71 and enters the first sub-air duct 71 and the third sub-air duct 73 respectively; referring toFigure 5 the shown orientation, and in combination with Figure 1 the shown structure, one end of the first sub-air duct 71 far from the second sub-air duct 72 extends obliquely upward to the left rear, and one end of the third sub-air duct 73 far from the second sub-air duct 72 extends obliquely upward to the right rear. In this way, an included angle is formed between the first sub-air duct 71 and the third sub-air duct 73, so that the wind resistance along the first direction can be effectively reduced, achieving the effect of energy conservation and emission reduction.

[0054] In some embodiments, the hemming structure 60 is detachably connected to the bumper 30; the detachable connection method can be selected as bolt connection or snap connection. In this way, the hemming structure 60 and the bumper 30 can be separately processed and manufactured, reducing the process difficulty and facilitating maintenance and replacement.

[0055] In some other embodiments, the hemming structure 60 can be integrally connected to the bumper 30, such as by welding, etc., so that the connection strength between the two is good and it is suitable for complex road bump environments.

[0056] In some embodiments, referring to Figures 1 to 5 the shown figure, a second air guiding profile 41 is formed at the bottom side of the front bulkhead 40 close to the bumper 30; thus, the wind resistance of the whole vehicle is effectively reduced, achieving the effect of energy conservation and emission reduction. Specifically, the second air guiding profile 41 is an overall smooth large curved surface, and along the first direction, the front end of the second air guiding profile 41 can protrude from the body-in-white 20 by a distance, and this distance can be designed to be 100 mm - 300 mm according to needs. Considering the overall length of the vehicle, 150 mm, 190 mm, or 260 mm can be selected and designed here.

[0057] The bottom edge of the second air guiding profile 41 is turned inward to form a wind guiding section 42. In this way, when the air flow flows to the front bulkhead 40 along the first direction, after being guided by the second air guiding profile 41, part of the air flow moves downward and enters the air duct 70 under the guidance of the wind guiding section 42, and then flows toward both sides of the cab along the extending direction of the air duct 70, effectively reducing the air flow entering the engine compartment and effectively reducing the wind resistance of the whole vehicle, achieving the effect of energy conservation and emission reduction.

[0058] In some embodiments, referring to Figures 1 to 5 the shown figure, the front-rear dimension of the bumper 30 along the first direction can be designed to be 400 - 700 mm according to needs. Considering the overall length of the vehicle, 416 mm, 516 mm, or 616 mm can be selected and designed here.

[0059] The front profile of the bumper 30 along the first direction should be constructed as a smooth streamlined bar member. A first air guiding surface 31 is formed on the top side of the bumper 30 close to the front bulkhead 40, thereby effectively reducing the air resistance of the bumper 30. Since relative shaking will occur between the bumper 30 and the front bulkhead 40, the first air guiding surface 31 floats relative to the second air guiding surface 41, that is, there is no direct connection between the first air guiding surface 31 and the second air guiding surface 41, and the two are in a separated state. The space between the first air guiding surface 31 and the second air guiding surface 41 is the gap 50.

[0060] In some embodiments, referring to Figures 1 to 5 As shown, the cab includes a top cover 80, and the top cover 80 is installed on the top of the body-in-white 20. The top of the body-in-white 20 has an installation groove (not marked) for installing the top cover 80, and the top cover 80 is installed in the installation groove. The top cover 80 is a streamlined arc surface. Usually, the top cover 80 can be made of fiberglass material and formed into a streamlined arc surface feature by using the SMC molding process, thereby effectively reducing the air resistance.

[0061] In some embodiments, referring to Figures 1 to 5 As shown, the cab includes a plurality of fairings 100, and the plurality of fairings 100 are respectively installed on the top and both sides of the body-in-white 20; the top and both sides of the body-in-white 20 have installation parts (not marked) for installing the fairings 100, and the fairings 100 are detachably connected to the installation parts; for example, bolt connection or snap connection, so that maintenance and replacement are convenient; of course, welding connection can also be directly used to have good fixing strength.

[0062] The fairing 100 is a streamlined cover body; usually, one fairing 100 can be provided on the top of the body-in-white 20, and two fairings 100 are respectively provided on both sides of the body-in-white 20. The two fairings 100 are arranged vertically and are provided on both sides of the rear end of the side wall of the body-in-white 20. In this way, the fairing 100 can guide the airflow along the first direction in the front, avoiding the front end of the vehicle's cargo box, thereby reducing the overall air resistance of the vehicle.

[0063] In some embodiments, referring to Figures 1 to 5 As shown, the cab includes a front windshield 90, and the front windshield 90 is installed on the front side of the body-in-white 20 along the first direction.

[0064] The front side wall surface of the body-in-white 20 has a fixing groove (not marked) for installing the front windshield 90, and the front windshield 90 is installed in the fixing groove; the front windshield 90 can be a smooth curved surface with an inclination angle of 18°, smoothly connected to the top of the body-in-white 20 above and smoothly connected to the front bulkhead 40 below. In this way, the air resistance of the cab can be minimized as much as possible, achieving the effect of energy conservation and emission reduction.

[0065] In some embodiments, referring to Figures 1 to 5As shown in the figure, the cab includes two groups of rearview mirror assemblies 110, and the two groups of rearview mirror assemblies 110 are respectively installed on both sides of the body-in-white 20.

[0066] Each rearview mirror assembly 110 includes a first rearview mirror 111 and a second rearview mirror 112. The first rearview mirror 111 is a wide-angle mirror, which can provide a larger viewing angle for the driver in the cab to ensure safety. The first rearview mirror 111 is located above the second rearview mirror 112.

[0067] Refer to Figure 1 As shown in the orientation, the back surfaces of the first rearview mirror 111 and the second rearview mirror 112 are the left side surfaces along the first direction. The mirror housings on the back surfaces of the first rearview mirror 111 and the second rearview mirror 112 should be designed as streamlined smooth housings. In this way, the air resistance of the cab can be effectively reduced, achieving the effect of energy conservation and emission reduction.

[0068] Optionally, the arc change of the mirror housing on the back surface of the second rearview mirror 112 can be set to be appropriately small. In this way, the air guiding ability can be increased, which is beneficial to reducing the air resistance; the arc change of the mirror housing on the back surface of the first rearview mirror 111 can be set to be appropriately small, which is beneficial to reducing the air resistance.

[0069] In some embodiments, refer to Figures 1 to 5 As shown in the figure, the cab includes a front lower-view mirror 120. The front lower-view mirror 120 can be fixed to the upper right of the area where the front windshield 90 is installed on the body-in-white 20 and fixed as a whole through connection structures such as bolts, providing a wider field of view for the driver to ensure safety. The front lower-view mirror 120 can adopt a round tube support structure, and the mirror housing on the back surface is a large-sized disc shape. The back side of the mirror housing along the first direction can be set as a streamlined smooth housing. In this way, the air resistance of the cab can be effectively reduced, achieving the effect of energy conservation and emission reduction.

[0070] In some embodiments, refer to Figures 1 to 7 As shown in the figure, the cab further includes a first air guiding bottom plate 131, a second air guiding bottom plate 132 and a bumper beam 140. The bumper 30 is connected to the bumper beam 140 to enhance the buffering ability of impacts. The second air guiding bottom plate 132 is arranged on the bumper beam 140. The first air guiding bottom plate 131 and the second air guiding bottom plate 132 are located at the bottom of the engine compartment, used to guide the air flow to flow from the bottom to prevent it from entering the engine compartment, thereby avoiding the formation of a large air resistance and achieving the effect of energy conservation and emission reduction.

[0071] The first aspect of the present application provides a vehicle, including the cab described above.

[0072] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as falling within the scope described in this specification.

[0073] The above-described embodiments merely represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A cab, characterized in that, Comprising: A sill beam extending along a first direction; A body-in-white disposed on the sill beam; A bumper fixedly provided at the front end of the sill beam; A front bulkhead disposed on the front side of the body-in-white, with a gap between the bumper and the front bulkhead; and a hemming structure disposed on the top side of the bumper close to the front bulkhead, the hemming structure at least partially covering the gap; The hemming structure includes a first hem and a second hem integrally connected. The first hem is connected to the bumper, and the second hem is disposed opposite to the front bulkhead at an interval; the first hem and the second hem are arranged in an inverted L shape on the top side of the bumper, and the end of the second hem away from the first hem extends towards the front bulkhead; the first hem is the windward surface of the hemming structure facing the airflow along the first direction, and the second hem is horizontally arranged; a wind channel is formed by enclosing the top side of the bumper, the first hem and the second hem. The wind channel is an open slot with a semi-rectangular cross-section, and the direction of the slot opening is directly opposite to the gap; External airflow can enter the wind channel along the first direction and flow towards both sides of the cab along the extending direction of the wind channel; the wind channel includes a first sub-wind channel, a second sub-wind channel and a third sub-wind channel that are sequentially connected; the first sub-wind channel and the third sub-wind channel are smoothly and curvilinearly connected to the two ends of the second sub-wind channel respectively. The first sub-wind channel and the third sub-wind channel are arranged at an angle. One end of the first sub-wind channel away from the second sub-wind channel extends obliquely upwards to the left rear, and one end of the third sub-wind channel away from the second sub-wind channel extends obliquely upwards to the right rear; A second air guiding profile is formed at the bottom side of the front bulkhead close to the bumper; the bottom edge of the second air guiding profile is turned inwards to form a guiding section; the second air guiding profile is an overall smooth large curved surface, and along the first direction, the foremost end of the second air guiding profile can protrude from the body-in-white by a certain distance; Its bottom edge is turned inwards to form a guiding section; a first air guiding profile is formed at the top side of the bumper close to the front bulkhead.

2. The cab according to claim 1, characterized in that, The hemming structure is detachably connected to the bumper.

3. The cab according to claim 1, characterized in that, The cab includes a roof cover, and the roof cover is installed on the top of the body-in-white; the roof cover is a streamlined arc surface.

4. The cab according to claim 1, characterized in that, The cab includes a plurality of fairings, and the plurality of fairings are respectively installed on the top and both sides of the body-in-white; the fairings are streamlined covers.

5. A vehicle, characterized in that, Including the cab according to any one of claims 1 to 4.

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