Cargo compartment and vehicle

Abstract

The cargo compartment comprises a compartment body and a resistance reducing beam, the compartment body is provided with a first end and a second end in the length direction of the compartment body, the first end is located on the upstream of the second end in the advancing direction of the vehicle, the resistance reducing beam is installed at the first end of the compartment body, and the end, away from the compartment body, of the resistance reducing beam is an arc-shaped face protruding away from the compartment body. According to the cargo compartment, the wind resistance of the cargo compartment can be reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and in particular relates to a cargo compartment and a vehicle. Background Art

[0002] During the operation of a light truck, the cargo compartment has the largest width and height of the entire vehicle, so the wind resistance on the windward side increases, which increases the vehicle's energy consumption and reduces its cruising range. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, an embodiment of the present invention provides a cargo compartment that can reduce wind resistance in the cargo compartment.

[0004] The utility model also provides a vehicle.

[0005] The cargo compartment of an embodiment of the present invention includes a box body, which has a first end and a second end in its length direction, and the first end is located upstream of the second end in the direction of the vehicle's advance; a resistance reduction beam, which is installed at the first end of the box body, and the end of the resistance reduction beam away from the box body is an arc-shaped surface protruding away from the box body.

[0006] The cargo compartment of the utility model can reduce the wind resistance of the cargo compartment.

[0007] In some embodiments, there are multiple resistance-reducing beams, and the multiple resistance-reducing beams are arranged around the first end.

[0008] In some embodiments, the cargo compartment further includes a corner block, wherein the corner block is located between two adjacent resistance reduction beams, and an end of the corner block away from the box body is an arc-shaped surface protruding away from the box body.

[0009] In some embodiments, an end surface of the corner block away from the box body is flush with an end surface of the resistance reduction beam away from the box body.

[0010] In some embodiments, the outer contour of the longitudinal section of the contact surface between the corner block and the resistance reduction beam is an arc-shaped surface, and the longitudinal section of the contact surface between the corner block and the longitudinal beam in the width direction of the cargo compartment is a rectangle.

[0011] In some embodiments, the cargo compartment further includes a drag reduction plate, which is mounted at the second end of the box body and extends from top to bottom.

[0012] In some embodiments, the resistance reducing plate extends downward to a height of 10 mm to 15 mm.

[0013] In some embodiments, the upper end surface of the resistance reduction plate is flush with the upper end surface of the box.

[0014] In some embodiments, the resistance reducing plate is provided with a reinforcing plate in the width direction of the box.

[0015] The vehicle according to the embodiment of the present invention includes the cargo compartment as described in any one of the above embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of the cargo compartment of an embodiment of the present utility model.

[0017] Figure 2 yes Figure 1 A partial enlarged view of area A of the cargo compartment shown in .

[0018] Figure 3 It is a schematic diagram of air simulation of a cargo compartment in the prior art.

[0019] Figure 4 Schematic diagram of air simulation of the cargo compartment of the embodiment of the present invention.

[0020] Reference numerals:

[0021] Box body 1, resistance reduction beam 2, corner block 3, resistance reduction plate 4, reinforcement plate 5. DETAILED DESCRIPTION

[0022] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0023] The cargo compartment of an embodiment of the present invention includes a box body 1 and a resistance reduction beam 2. The box body 1 has a first end and a second end in its length direction. In the direction of vehicle advance, the first end is located upstream of the second end. The resistance reduction beam 2 is installed at the first end of the box body 1, and the end of the resistance reduction beam 2 away from the box body 1 is an arc-shaped surface protruding away from the box body 1.

[0024] Specifically, if Figure 1 As shown, the first end of the box body 1 is the front end of the box body 1, and the second end of the box body 1 is the rear end of the box body 1. In other words, the first end of the box body 1 is the windward side of the box body 1, and the second end of the box body 1 is the leeward side of the box body 1.

[0025] The resistance reduction beam 2 is located on the windward side of the box body 1 , and the windward side of the resistance reduction beam 2 is an outwardly convex arc surface.

[0026] The cargo compartment of the present invention has a resistance-reducing beam 2 installed on the windward side of the box body 1. The curved surface of the beam can effectively guide the airflow, allowing the air to flow more smoothly over the surface of the cargo compartment, reducing the generation of eddy currents, thereby reducing the wind resistance of the cargo compartment and reducing the driving noise and vibration of the vehicle.

[0027] In some embodiments, there are multiple resistance-reducing beams 2 , and the multiple resistance-reducing beams 2 are arranged around the first end.

[0028] Specifically, if Figure 1 As shown, the resistance-reducing beam 2 surrounds the four edges of the box body 1. In other words, the front cross beam and the front column of the box body 1 are both resistance-reducing beams 2.

[0029] like Figure 3 and Figure 4 As shown in Figure 2, the low-pressure area generated by the airflow above the cargo compartment roof is significantly reduced. Figure 2 It should be noted that the greater the curvature of the curved surface of the drag reduction beam 2, the better the wind resistance reduction effect. However, considering the practicality of loading the box 1, the chamfer angle of the curved surface of the drag reduction beam 2 is R50mm to R60mm. For example, the chamfer angle of the curved surface of the drag reduction beam 2 can be R50mm, R55mm, R57mm, or R60mm.

[0030] By providing multiple drag-reducing beams 2 and arranging them around the first end of the cargo compartment, the aerodynamic performance can be further optimized. Each drag-reducing beam 2 is like a small deflector, acting together on the airflow at the front end of the cargo compartment. When the vehicle is driving, the airflow from different directions will be guided by the drag-reducing beams 2 to form a more stable and orderly airflow field. This surrounding arrangement makes the wind resistance reduction effect of the cargo compartment more significant, especially when the vehicle is turning or driving in an environment with changing wind direction, it can effectively reduce the additional resistance caused by airflow turbulence. At the same time, the synergistic effect of multiple drag-reducing beams 2 can also improve the structural stability of the cargo compartment, enhance its wind resistance at high speeds, and ensure the safe driving of the vehicle.

[0031] In some embodiments, the cargo compartment further includes a corner block 3 , which is located between two adjacent resistance reduction beams 2 , and one end of the corner block 3 away from the box body 1 is a curved surface protruding away from the box body 1 .

[0032] Specifically, if Figure 1 As shown, a corner block 3 is provided at the intersection of the front crossbeam and the front pillar. The windward surface of the corner block 3 is an outwardly convex curved surface. The corner block 3 is located between adjacent drag reduction beams 2, filling the gap between the drag reduction beams 2, making the surface of the front end of the cargo compartment smoother and more continuous. The curved surface of the corner block 3 cooperates with the curved surface of the drag reduction beam 2, which can guide the airflow more accurately and reduce the collision and vortex generation of the airflow between the drag reduction beams 2. This design not only further reduces the wind resistance of the cargo compartment, but also improves the sealing performance of the cargo compartment, prevents impurities such as dust and rainwater from entering the interior of the cargo compartment, and protects the safety and cleanliness of the goods. In addition, the provision of the corner block 3 also makes the appearance of the cargo compartment more refined and beautiful, improving the overall image of the vehicle.

[0033] In some embodiments, the end surface of the corner block 3 away from the box body 1 is flush with the end surface of the resistance reduction beam 2 away from the box body 1 .

[0034] Specifically, if Figure 1 As shown, the outer end surface of the corner block 3 is flush with the outer end surface of the drag reduction beam 2, making the surface of the front of the cargo compartment more flat and smooth. This design eliminates the height difference between the corner block 3 and the drag reduction beam 2, preventing airflow from generating eddies and resistance there. When air flows over the front of the cargo compartment, it can flow more smoothly over the surfaces of the drag reduction beam 2 and the corner block 3, reducing airflow separation and disturbance.

[0035] In some embodiments, the outer contour of the longitudinal section of the contact surface between the corner block 3 and the resistance reduction beam 2 is an arc-shaped surface, and the longitudinal section of the contact surface between the corner block 3 and the longitudinal beam in the width direction of the cargo compartment is a rectangle.

[0036] Specifically, if Figure 1 As shown, the fitting surface between the corner block 3 and the drag reduction beam 2 is arc-shaped, and the fitting surface between the corner block 3 and the left and right longitudinal beams of the box body 1 is at right angles. The fitting surface between the corner block 3 and the drag reduction beam 2 is arc-shaped, while the fitting surface with the longitudinal beam of the box body 1 is at right angles. It combines the advantages of arc and rectangle, which can not only ensure aerodynamic performance, but also meet the requirements of structural strength and stability. The arc-shaped contact surface makes the transition of airflow between the corner block 3 and the drag reduction beam 2 smoother, reduces the separation of airflow and the generation of vortices, and further reduces wind resistance. The rectangular contact surface provides stable support for the corner block 3, making its connection with the longitudinal beam of the cargo compartment more firm and reliable, and enhancing the overall structural strength of the cargo compartment.

[0037] In some embodiments, the cargo compartment further includes a drag reduction plate 4 , which is mounted on the second end of the box body 1 and extends from top to bottom.

[0038] Specifically, if Figure 1 As shown, the drag reduction plate 4 is installed at the rear end of the housing 1. In other words, it is located on the leeward side of the housing 1. Its downward-bending structure further optimizes the aerodynamic performance of the rear end of the housing 1. Its upward-downward extension effectively guides airflow, ensuring a smoother outflow from the rear end of the housing 1. When the vehicle is in motion, the drag reduction plate 4 reduces airflow separation and vortex generation at the rear end of the housing 1, reducing tail drag and thus further reducing wind resistance within the housing 1.

[0039] In some embodiments, the downwardly extending height of the resistance reducing plate 4 is 10 mm to 15 mm.

[0040] For example, the downward extension height of the drag reduction plate 4 can be 10 mm, 12 mm, 13 mm, 14 mm, or 15 mm. It should be noted that the downward extension height of the drag reduction plate 4 is 10 mm to 15 mm. The drag reduction plate 4 can effectively guide the airflow, reduce the eddy current and resistance at the rear end of the cargo compartment, and will not affect the loading and unloading of the vehicle. If the downward extension height of the drag reduction plate 4 is too high, it may increase the manufacturing cost and maintenance difficulty of the vehicle, and it may be easily hit and damaged during loading and unloading. If the downward extension height of the drag reduction plate 4 is too low, the ideal drag reduction effect cannot be achieved.

[0041] In some embodiments, the upper end surface of the resistance reduction plate 4 is flush with the upper end surface of the box body 1 .

[0042] Specifically, if Figure 1 As shown, the upper end surface of the resistance reduction plate 4 is flush with the upper end surface of the box body 1, which means that there is a smooth transition between the upper end surface of the resistance reduction plate 4 and the upper end surface of the box body 1, and no step surface is formed between the two. This can reduce the collision of the airflow and the generation of vortexes between the resistance reduction plate 4 and the box body 1, and further reduce the wind resistance of the box body 1.

[0043] In some embodiments, the resistance reducing plate 4 is provided with a reinforcing plate 5 in the width direction of the box body 1 .

[0044] Specifically, if Figure 2 As shown, reinforcing plates 5 are installed on both ends of the resistance reduction plate 4. The number of reinforcing plates 5 can be multiple, and the multiple reinforcing plates 5 are arranged at intervals in the left and right directions, and the multiple reinforcing plates 5 are respectively connected to the resistance reduction plate 4, and the lower ends of the reinforcing plates 5 are connected to the outer wall surface of the box body 1.

[0045] Installing the reinforcing plate 5 on the drag reduction plate 4 can improve the structural strength and stability of the drag reduction plate 4. The reinforcing plate 5 is usually made of high-strength material. For example, the reinforcing plate 5 is a steel plate. By connecting with the drag reduction plate 4, the deformation resistance and impact resistance of the drag reduction plate 4 are enhanced. During vehicle driving, especially when driving at high speed or under harsh road conditions, the drag reduction plate 4 may be affected by large airflow impact and vibration. The provision of the reinforcing plate 5 can effectively prevent the drag reduction plate 4 from deformation or damage, ensuring that it can play a long-term and stable drag reduction role. In addition, the provision of the reinforcing plate 5 also helps to improve the overall structural strength of the cargo compartment, enhance the durability and reliability of the vehicle, and extend the service life of the vehicle.

[0046] The vehicle of the embodiment of the present invention includes a cargo compartment as in any of the above-mentioned embodiments. In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention.

[0047] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this utility model, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0048] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0049] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0050] In the present invention, the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" mean that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.

[0051] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are illustrative and cannot be understood as limitations on the present invention. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A cargo compartment, characterized in that: include: a box body, the box body having a first end and a second end in a length direction thereof, the first end being located upstream of the second end in a direction in which the vehicle travels; The resistance-reducing beam is installed at the first end of the box body, and one end of the resistance-reducing beam away from the box body is a curved surface protruding away from the box body.

2. The cargo compartment according to claim 1, characterized in that: There are multiple resistance-reducing beams, and the multiple resistance-reducing beams are arranged around the first end.

3. The cargo box according to claim 2, characterized in that: It also includes a corner block, which is located between two adjacent resistance-reducing beams, and one end of the corner block away from the box body is a curved surface protruding away from the box body.

4. The cargo box according to claim 3, characterized in that: An end surface of the corner block away from the box body is flush with an end surface of the resistance reducing beam away from the box body.

5. The cargo box according to claim 4, characterized in that: The outer contour of the longitudinal section of the contact surface between the corner block and the resistance reduction beam is an arc-shaped surface, and the longitudinal section of the contact surface between the corner block and the longitudinal beam in the width direction of the cargo compartment is a rectangle.

6. The cargo compartment according to any one of claims 1 to 5, characterized in that: It also includes a resistance reducing plate, which is installed at the second end of the box body and extends from top to bottom.

7. The cargo box according to claim 6, characterized in that: The resistance reducing plate extends downward to a height of 10 mm to 15 mm.

8. The cargo box according to claim 6, characterized in that: The upper end surface of the resistance reducing plate is flush with the upper end surface of the box body.

9. The cargo box according to claim 6, characterized in that: The resistance reducing plate is provided with a reinforcing plate in the width direction of the box body.

10. A vehicle, characterized in that: Comprising the cargo box according to any one of claims 1-9.

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