Carriage and vehicle

Abstract

The utility model discloses a carriage and a vehicle, the carriage comprises a carriage body, the carriage body comprises a top plate, a front plate and a rear plate, the front plate and the rear plate are connected with two ends of the top plate, and the rear plate is lower than the top plate; at least part of the end, connected with the rear plate, of the top plate obliquely extends towards the rear plate. Therefore, the compartment is arranged on the vehicle, and at least part of the end, connected with the rear plate, of the compartment top plate obliquely extends towards the rear plate, namely the inclination angle is arranged at the rear end of the top plate, so that distribution of airflow at the rear end of the compartment in the vehicle running process can be optimized, the airflow is more stable, and the position of an airflow intersection at the rear end of the compartment is changed; and airflow separation and vortex formation are reduced, so that formation of a local high-pressure area is reduced, wind resistance is reduced, energy consumption in the vehicle running process is reduced, and the vehicle running stability is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a carriage and a vehicle. Background Technology

[0002] In existing technologies, due to limitations imposed by the trailer's turning radius and turning requirements, there is limited room for optimization of the main pipe clearance in conventional square box trailers. Furthermore, the lack of a rear airflow guide structure prevents the formation of a favorable high-pressure zone at the rear. Some models only have side skirts, which are insufficient to block the impact resistance of airflow from the undercarriage on the trailer chassis, thus failing to effectively reduce wind resistance and resulting in higher overall fuel consumption. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the first objective of the present invention is to provide a carriage that can effectively reduce wind resistance and improve vehicle stability during operation.

[0004] The second objective of this utility model is to provide a vehicle comprising the carriage described in the above embodiments.

[0005] According to a first aspect of the present invention, a carriage includes: a body, the body including a top plate, a front plate and a rear plate, the front plate and the rear plate being connected to both ends of the top plate, the rear plate being disposed below the top plate; wherein at least a portion of the end of the top plate connected to the rear plate extends obliquely toward the rear plate.

[0006] According to the embodiment of this utility model, the carriage is installed on the vehicle. The arrangement in which at least a portion of the end of the carriage top panel connected to the rear panel extends inclined toward the rear panel, i.e., an inclination angle is set at the rear end of the top panel, can optimize the distribution of airflow at the rear end of the carriage during vehicle operation, making the airflow more stable, changing the position of the airflow convergence point at the rear end of the carriage, reducing airflow separation and vortex formation, thereby reducing the formation of local high-pressure areas, reducing wind resistance, helping to reduce energy consumption during vehicle operation, and improving vehicle driving stability.

[0007] In some embodiments, the top plate includes: a first connecting plate and a second connecting plate, the first connecting plate extending in a horizontal direction; the second connecting plate being disposed between the first connecting plate and the rear plate, the second connecting plate being connected to the first connecting plate and the rear plate respectively, the first connecting plate and the second connecting plate forming an included angle α, wherein α satisfies: 5°≤α≤7°.

[0008] In some embodiments, the carriage further includes a first flow guiding structure connected to the rear panel. The first flow guiding structure includes a first flow guiding plate and a second flow guiding plate. The first flow guiding plate is connected to the end of the second connecting plate away from the first connecting plate. The first flow guiding plate is rotatably connected to the carriage body. And / or, the second flow guiding plate is disposed on both sides of the carriage body along the width direction of the carriage body. The second flow guiding plate is rotatably connected to the carriage body.

[0009] In some embodiments, the first guide plate and the second connecting plate extend in the same direction.

[0010] In some embodiments, the second guide vane rotates at an angle β, where β satisfies: 13°≤β≤17°.

[0011] In some embodiments, the top plate further includes a third connecting plate disposed between the first connecting plate and the front plate, the third connecting plate being connected to the first connecting plate and the front plate respectively, and at least a portion of the end of the third connecting plate connected to the front plate extending obliquely toward the front plate.

[0012] In some embodiments, the carriage includes a second flow guiding structure, which is an arc-shaped structural member with a radius of R, wherein R satisfies: 1275mm≤R≤2040mm.

[0013] In some embodiments, the second flow guiding structure is connected to the two side panels of the compartment via an arc transition at both ends along the width direction of the compartment; and / or, the second flow guiding structure is connected to the top panel via an arc transition.

[0014] In some embodiments, the carriage includes a third flow-guiding structure disposed at the bottom of one end of the carriage near the front panel. The third flow-guiding structure includes a third flow-guiding plate, a fourth flow-guiding plate, and a fifth flow-guiding plate. One end of the third flow-guiding plate is connected to the carriage, and the other end of the third flow-guiding plate extends in a direction away from the carriage. The fourth flow-guiding plate is disposed on both sides of the third flow-guiding plate along the width direction of the carriage and is rotatably connected to the carriage. One end of the fifth flow-guiding plate is connected to the carriage, and the other end of the fifth flow-guiding plate extends toward the end of the third flow-guiding plate connected to the carriage.

[0015] In some embodiments, the carriage further includes a fourth flow guiding structure, which is disposed on both sides of the carriage and located at the bottom of the carriage, and is rotatably connected to the carriage.

[0016] In some embodiments, the fourth flow guiding structure includes: a plurality of sixth flow guiding plates, the plurality of sixth flow guiding plates being arranged along the length direction of the compartment, each sixth flow guiding plate being rotatably connected to the compartment, and adjacent two sixth flow guiding plates being separably coupled.

[0017] In some embodiments, the carriage further includes: a fifth flow guiding structure, the fifth flow guiding structure being disposed on both sides of the carriage along the width direction of the carriage, the fifth flow guiding structure being rotatably connected to the carriage, and the fifth flow guiding structure and the sixth flow guiding plate being disposed on the same side of the carriage.

[0018] In some embodiments, a flow guide groove is formed on the fifth flow guide structure, and the cross-sectional area of ​​the flow guide groove gradually increases along the length direction of the compartment toward the rear plate.

[0019] In some embodiments, one end of the flow channel adjacent to the rear panel extends obliquely toward the center of the compartment along the length of the compartment.

[0020] A vehicle according to a second aspect of the present invention includes: a cab and a cargo box, wherein the cargo box is the same as the cargo box according to the first aspect of the present invention described above, and the end of the third connecting plate of the cargo box that is away from the first connecting plate is lower than the cab.

[0021] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0023] Figure 1 This is a front view of the carriage according to an embodiment of the present utility model;

[0024] Figure 2 This is a bottom view of the carriage according to an embodiment of the present utility model;

[0025] Figure 3 This is a side view of the carriage according to an embodiment of the present utility model.

[0026] Figure label:

[0027] 100. Train carriage;

[0028] 10. Body; 11. Top plate; 111. First connecting plate; 112. Second connecting plate; 113. Third connecting plate; 12. Front plate; 13. Rear plate; 14. First flow guide structure; 141. First flow guide plate; 142. Second flow guide plate; 15. Second flow guide structure; 16. Third flow guide structure; 17. Fourth flow guide structure; 171. Sixth flow guide plate; 18. Fifth flow guide structure; 181. Flow guide channel;

[0029] A. Length direction; B. Width direction; C. Height direction. Detailed Implementation

[0030] The embodiments of this utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Figures 1-3 The carriage 100 according to an embodiment of the present utility model includes: a body 10, the body 10 including a top plate 11, a front plate 12 and a rear plate 13, and the carriage 100 having a length direction A, a height direction C and a width direction B.

[0031] Specifically, such as Figure 1 and Figure 3 As shown, the front plate 12 and the rear plate 13 are connected to both ends of the top plate 11, and the rear plate 13 is set lower than the top plate 11; wherein, at least a portion of the end of the top plate 11 connected to the rear plate 13 extends obliquely toward the rear plate 13.

[0032] Combination Figures 1-3 The front panel 12 and the rear panel 13 are opposite each other along the length direction A of the carriage 100. The front panel 12 and the rear panel 13 are respectively located at both ends of the carriage 100 along the longitudinal direction. The top panel 11 is located at the upper end of the carriage 100 along the height direction C. One end of the front panel 12 and the rear panel 13 along the height direction C are respectively connected to both ends of the front panel 12 along the length direction A of the carriage 100. At least the portion of the top panel 11 connected to the rear panel 13 extends obliquely along the length direction A of the carriage 100 toward the direction closer to the rear panel 13 and along the height direction C of the carriage 100 toward the side where the rear panel 13 is located.

[0033] According to the embodiment of the present utility model, the carriage 100 is installed on a vehicle. At least a portion of the end of the carriage 100 where the top plate 11 is connected to the rear plate 13 is inclined towards the rear plate 13, i.e., an inclination angle is set at the rear end of the top plate 11. This can optimize the distribution of airflow at the rear end of the carriage 100 during vehicle operation, making the airflow more stable, changing the position of the airflow convergence point at the rear end of the carriage 100, reducing airflow separation and vortex formation, thereby reducing the formation of local high-pressure areas, reducing wind resistance, helping to reduce energy consumption during vehicle operation, and improving vehicle driving stability.

[0034] According to some embodiments of this utility model, such as Figures 1-3As shown, the top plate 11 includes: a first connecting plate 111 and a second connecting plate 112. The first connecting plate 111 extends in the horizontal direction. The second connecting plate 112 is disposed between the first connecting plate 111 and the rear plate 13. The second connecting plate 112 is connected to the first connecting plate 111 and the rear plate 13 respectively. The first connecting plate 111 and the second connecting plate 112 form an included angle α, where α satisfies: 5°≤α≤7°.

[0035] The first connecting plate 111 extends along the length direction A of the carriage 100. One end of the first connecting plate 111 along the length direction A is connected to one end of the second connecting plate 112. The other end of the second connecting plate 112 extends obliquely along the length direction A toward the adjacent rear plate 13 and along the height direction C toward the side where the rear plate 13 is located. The other end of the second connecting plate 112 is connected to one end of the rear plate 13 along the height direction C. If the included angle between the first connecting plate 111 and the second connecting plate 112 is less than 5°, the included angle between the first connecting plate 111 and the second connecting plate 112 is controlled between 5° and 7° to ensure that the inclination of the second connecting plate 112 is moderate, which can achieve the purpose of improving aerodynamic performance without affecting the overall structural strength of the carriage 100.

[0036] Therefore, limiting the angle range between the first connecting plate 111 and the second connecting plate 112 can effectively reduce airflow separation at the rear end of the top plate 11, which helps the airflow transition smoothly, reduces turbulence at the airflow convergence point, and improves airflow stability. The inclined design changes the position of the airflow convergence point, which helps reduce the formation of vortices, further reduces wind resistance, and thus reduces the power required during vehicle formation, which helps reduce energy consumption.

[0037] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the carriage 100 also includes a first flow guiding structure 14, which is connected to the rear panel 13. The first flow guiding structure 14 includes a first flow guiding plate 141 and a second flow guiding plate 142. The first flow guiding plate 141 is connected to the end of the second connecting plate 112 away from the first connecting plate 111, and the first flow guiding plate 141 is rotatably connected to the carriage 10. The second flow guiding plate 142 is disposed on both sides of the carriage 10 along the width direction B of the carriage 10, and the second flow guiding plate 142 is rotatably connected to the carriage 10.

[0038] The first guide plate 141 is rotatably connected to the second connecting plate 112 away from the first connecting plate 111, and the other end of the first guide plate 141 extends in a direction away from the second connecting plate 112. There can be two second guide plates 142, which are connected to the rear end of the body 10 along the length direction A, and are rotatably connected to the two side edges of the body 10 along the width direction B.

[0039] Therefore, the first guide plate 141 and the second guide plate 142 are rotatably connected to the body 10, so that the first guide structure 14 can rotate at a certain angle relative to the body 10 to adapt to different forms of adjustment. This allows the first guide plate 141 and the second guide plate 142 to be adjusted according to the airflow conditions. The second guide plate 142 located on both sides of the body 10 can guide the airflow on both sides of the carriage 100, reduce the interference of side airflow, and improve the stability of vehicle driving.

[0040] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the first guide plate 141 and the second connecting plate 112 extend in the same direction. The first guide plate 141 and the second connecting plate 112 extend in the same direction, and the upper surfaces of the first guide plate 141 and the second connecting plate 112 are flush, forming a continuous and smooth surface.

[0041] Therefore, the fact that the first deflector 141 and the second connecting plate 112 extend in the same direction helps the airflow to transition more smoothly, reduces airflow separation and vortex formation, which can further improve the aerodynamic performance of the vehicle, reduce wind resistance, reduce energy consumption, and improve driving stability.

[0042] According to some embodiments of this utility model, such as Figures 1-3 As shown, the second guide plate 142 rotates at an angle of β, where β satisfies: 13°≤β≤17°.

[0043] The second deflector 142 rotates relative to the two sides of the vehicle body 100 along the width direction B by an angle β. If the rotation angle β of the second deflector 142 is less than 13°, the adjustment range of the second deflector 142 is small, and the second deflector 142 cannot fully adapt to airflow changes under various driving conditions. If the rotation angle β of the second deflector 142 is greater than 17°, the adjustment range of the second deflector 142 is large, which may have a negative impact on the aerodynamic performance of the vehicle.

[0044] Therefore, limiting the range of rotation angle of the second deflector 142 can ensure the stability and effectiveness of airflow distribution, thereby reducing wind resistance and improving vehicle driving stability.

[0045] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the top plate 11 also includes a third connecting plate 113, which is disposed between the first connecting plate 111 and the front plate 12. The third connecting plate 113 is connected to the first connecting plate 111 and the front plate 12 respectively, and at least a portion of the end of the third connecting plate 113 connected to the front plate 12 extends obliquely toward the front plate 12.

[0046] The other end of the first connecting plate 111 along the length direction A is connected to one end of the third connecting plate 113. The other end of the third connecting plate 113 extends obliquely along the length direction A toward the direction adjacent to the front plate 12 and along the height direction C toward the side where the front plate 12 is located. The other end of the second connecting plate 112 is connected to one end of the rear plate 13 along the height direction C. The third connecting plate 113 forms an angle with the first connecting plate 111.

[0047] Therefore, the third connecting plate 113 can strengthen the connection between the front end of the top plate 11 and the front plate 12, and improve the stability of the entire body 10 structure. The inclined setting of the third connecting plate 113 can create a height difference between the front of the carriage 100 and the front of the vehicle, guide the airflow to re-attach at the third connecting plate 113, avoid the occurrence of local high pressure areas, and reduce the resistance at the front of the carriage 100.

[0048] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the carriage 100 includes: a second flow guiding structure 15, which is an arc-shaped structural component with a radius of R, satisfying: 1275mm≤R≤2040mm.

[0049] One end of the second flow guiding structure 15 is connected to one end of the front panel 12 of the carriage 100 along the width direction B, and the other end of the second flow guiding structure 15 is connected to the other end of the front panel 12 of the carriage 100 along the width direction B. The second flow guiding structure 15 bends and protrudes along the length direction A of the carriage 100 in a direction away from the carriage body 10 to form an arc-shaped structural component.

[0050] Therefore, the second airflow guiding structure 15, being an arc-shaped component, reduces the gap between the vehicle body 100 and the front of the vehicle, avoiding interference between the front of the vehicle and the vehicle body 100 when the vehicle turns. The arc-shaped design guides airflow more smoothly, thereby reducing air separation in this area and thus reducing wind resistance. Limiting the radius of the arc-shaped component can further improve the vehicle's aerodynamic performance, reduce wind resistance, reduce energy consumption, and improve driving stability.

[0051] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the second flow guiding structure 15 is connected to the two side panels of the body 10 by a circular arc transition at both ends along the width direction B of the carriage 100; or, the second flow guiding structure 15 is connected to the top plate 11 by a circular arc transition.

[0052] The arc-shaped transition design helps the airflow transition more smoothly to other parts of the carriage 100, reducing airflow separation and vortex formation. The arc-shaped transition between the second airflow guide structure 15 and the side panel helps guide the airflow along both sides of the carriage 100, reducing interference from side airflow and improving airflow stability. The arc-shaped transition between the second airflow guide structure 15 and the top panel 11 helps the airflow smoothly transition to the top panel 11, reducing airflow separation at the front end of the top panel 11 and improving airflow stability. Therefore, the arc-shaped transition design helps reduce airflow separation and vortex formation, thereby reducing wind resistance.

[0053] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the carriage 100 includes a third flow guiding structure 16, which is located at the bottom of one end of the carriage 10 near the front panel 12. The third flow guiding structure 16 includes a third flow guiding plate, a fourth flow guiding plate, and a fifth flow guiding plate. One end of the third flow guiding plate is connected to the carriage 10, and the other end of the third flow guiding plate extends away from the carriage 10. The fourth flow guiding plate is located on both sides of the third flow guiding plate along the width direction B of the carriage 10, and the fourth flow guiding plate is rotatably connected to the carriage 10. One end of the fifth flow guiding plate is connected to the carriage 10, and the other end of the fifth flow guiding plate extends toward the end of the third flow guiding plate connected to the carriage 10.

[0054] The third guide vane is located below the body 10 along the height direction C. One end of the third guide vane along the height direction C of the body 100 is connected to the bottom of the body 10, and the other end of the third guide vane extends away from the body 10 along the height direction C of the body 10. The fourth guide vane extends along the width direction B of the body 10. There can be two fourth guide vanes. One end of the two fourth guide vanes along the width direction B of the body 10 is distributed on both sides of the third guide vane, and the other end of the fourth guide vane along the height direction C of the body 10 is rotatably connected to the body 10.

[0055] Therefore, the third airflow deflector 16 is used to block the airflow from the bottom of the carriage 100, reduce the impact of the airflow on the bottom components of the carriage 100, and the setting of the third airflow deflector can effectively improve the airflow distribution of the carriage. The setting of the fifth airflow deflector helps the airflow to smoothly transition to the third airflow deflector and reduces the turbulence at the airflow intersection.

[0056] According to some embodiments of this utility model, such as 1- Figure 3As shown, the carriage 100 also includes a fourth airflow guiding structure 17, which is disposed on both sides of the carriage 10 and located at the bottom of the carriage 10. The fourth airflow guiding structure 17 is rotatably connected to the carriage 10. The fourth airflow guiding structure 17 is disposed on both sides of the carriage 10 along the width direction B, and is rotatably connected to the bottom of the carriage 10 along the height direction C. Thus, the fourth airflow guiding structure 17 is used to effectively block external airflow from entering the bottom of the vehicle from the side, reducing the impact of airflow on the bottom components of the carriage 10. It can also guide external airflow to the rear of the carriage 100, reducing airflow separation and further reducing air resistance.

[0057] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the fourth flow guiding structure 17 includes: a plurality of sixth flow guiding plates 171, which are arranged along the length direction A of the compartment 10. Each sixth flow guiding plate 171 is rotatably connected to the compartment 10, and two adjacent sixth flow guiding plates 171 can be separably coupled.

[0058] Multiple sixth guide vanes 171 are respectively disposed on both sides of the body 10 along the width direction B, and arranged sequentially along the length direction A of the body 10. The upper end of the sixth guide vanes 171 along the height direction C of the body 10 is rotatably connected to the body 10. During vehicle operation, adjacent sixth guide vanes 171 are fixedly engaged by a locking structure, thus locking each other in place. When the bottom components of the body 100 need maintenance, inspection, or replacement, the adjacent sixth guide vanes 171 separate from each other, and the user can rotate the sixth guide vanes 171 to facilitate inspection and maintenance of the bottom components of the body 100.

[0059] Therefore, the setting of the sixth guide plate 171 can reduce the production difficulty of the fourth guide structure 17 and facilitate the assembly of the fourth guide structure 17. The design of the two adjacent sixth guide plates 171 being separable and compatible makes it easy to adjust or replace the sixth guide plate 171 during maintenance.

[0060] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the carriage 100 also includes: a fifth flow guiding structure 18, which is disposed on both sides of the carriage 10 along the width direction B of the carriage 10. The fifth flow guiding structure 18 is rotatably connected to the carriage 10, and the fifth flow guiding structure 18 and the sixth flow guiding plate 171 are disposed on the same side of the carriage 10.

[0061] One end of the fifth flow guide structure 18 along the length A of the body 10 is detachably engaged with the fourth flow guide structure 17, and the upper end of the fifth flow guide structure 18 along the height C of the body 10 is rotatably connected to the body 10. During vehicle operation, the sixth flow guide plate 171 and the fifth flow guide structure 18 are fixedly engaged by a locking structure, thus locking each other in place. When the bottom components of the body 100 need maintenance, inspection, or replacement, the sixth flow guide plate 171 and the fifth flow guide structure 18 are separated, and the user can rotate the fifth flow guide structure 18 to facilitate inspection and maintenance of the bottom components of the body 100.

[0062] Therefore, the fifth airflow guiding structure 18 is set to optimize the airflow distribution at the rear of the carriage 100, so that the symmetrical vortices on both sides of the carriage 100 flow back to the rear of the carriage 100, forming a large high-pressure zone, increasing the pressure at the rear of the carriage 100, and achieving the purpose of reducing wind resistance.

[0063] According to some embodiments of this utility model, such as 1- Figure 3 As shown, a flow guide groove 181 is formed on the fifth flow guide structure 18, and the cross-sectional area of ​​the flow guide groove 181 gradually increases along the length direction A of the compartment 10 toward the rear plate 13.

[0064] The flow channel 181 is formed by at least a portion of the surface of the fifth flow channel 18 being recessed toward the center of the carriage 100 along the width direction B of the carriage 100, and the flow channel 181 extends along the length direction A of the carriage 100.

[0065] Therefore, when the airflow passes through the guide channel 181, it will be guided by the channel wall of the guide channel 181, and the airflow will flow more concentratedly and orderly to the rear of the carriage 100. The design of the guide grass with the cross-sectional area gradually increasing along the length direction A of the carriage 10 towards the rear panel 13 will make the airflow gradually diffuse when passing through, which will help the airflow separation and turbulence, so that the airflow flows to the rear of the carriage 100, increases the pressure at the rear of the carriage 100, and achieves the purpose of reducing the wind resistance of the whole vehicle.

[0066] According to some embodiments of this utility model, such as 1- Figure 3 As shown, the end of the air guide trough 181 adjacent to the rear panel 13 extends obliquely towards the center of the body 10 along the length A of the body 10. The inner wall of the air guide trough 181 along the width B of the body 100 extends obliquely towards the side where the tail panel is located along the length A of the body 10 and towards the center of the body 10 along the width B of the body 10. Therefore, the oblique extension of the end of the air guide trough 181 adjacent to the rear panel 13 along the length A of the body 10 towards the center of the body 10 helps to distribute airflow more evenly to the center of the trailer's rear, forming a more stable high-pressure zone, thereby increasing the pressure at the rear and reducing wind resistance.

[0067] The vehicle according to the second aspect of the present invention includes: a front end and a cargo box 100, the cargo box 100 being the same as the cargo box 100 according to the first aspect of the present invention described above, wherein the end of the third connecting plate 113 of the cargo box 100 that is away from the first connecting plate 111 is lower than the front end.

[0068] The end of the carriage 100 adjacent to the front of the train along the length direction A is set lower than the front of the train, forming a height difference between the carriage 100 and the front of the train. This allows the airflow to pass through the front of the train more smoothly and transition to the top of the carriage 100, i.e., the first connecting plate 111, reducing the separation of airflow at the front of the carriage 100, avoiding the occurrence of local high-pressure areas, and thus reducing wind resistance.

[0069] According to the vehicle of the present invention, by applying the carriage 100 described in the above embodiments and by optimizing the structural configuration of the carriage 100, the overall aerodynamic performance of the vehicle can be improved, air resistance can be reduced, fuel efficiency can be improved, and the driving stability of the vehicle can be enhanced.

[0070] In the description of this utility model, 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., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0071] In the description of this utility model, "first feature" and "second feature" may include one or more of the features. In the description of this utility model, "multiple" means two or more. In the description of this utility model, "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. In the description of this utility model, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0072] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0073] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A type of carriage, characterized in that, include: The compartment includes a top panel, a front panel, and a rear panel, the front panel and the rear panel being connected to both ends of the top panel, and the rear panel being positioned lower than the top panel; At least a portion of the end of the top plate that connects to the rear plate extends obliquely toward the rear plate.

2. The carriage according to claim 1, characterized in that, The top plate includes: A first connecting plate, the first connecting plate extending horizontally; The second connecting plate is disposed between the first connecting plate and the rear plate. The second connecting plate is connected to the first connecting plate and the rear plate respectively. The first connecting plate and the second connecting plate form an included angle α, wherein α satisfies: 5°≤α≤7°.

3. The carriage according to claim 2, characterized in that, The carriage also includes a first flow-guiding structure, which is connected to the rear panel. The first flow-guiding structure includes: A first deflector plate is connected to the end of a second connecting plate away from the first connecting plate, and the first deflector plate is rotatably connected to the compartment body; and / or The second guide plate is disposed on both sides of the compartment along the width direction of the compartment, and the second guide plate is rotatably connected to the compartment.

4. The carriage according to claim 3, characterized in that, The first guide plate and the second connecting plate extend in the same direction.

5. The carriage according to claim 3, characterized in that, The second guide vane rotates at an angle β, where β satisfies: 13°≤β≤17°.

6. The carriage according to claim 2, characterized in that, The top plate also includes: A third connecting plate is disposed between the first connecting plate and the front plate. The third connecting plate is connected to both the first connecting plate and the front plate. At least a portion of the end of the third connecting plate connected to the front plate extends obliquely toward the front plate.

7. The carriage according to claim 1, characterized in that, The carriage includes a second flow guiding structure, which is an arc-shaped structural component with a radius of R, wherein R satisfies the following condition: 1275mm≤R≤2040mm.

8. The carriage according to claim 7, characterized in that, The second flow-guiding structure is connected at both ends along the width direction of the carriage to the two side panels of the carriage body via an arc transition; and / or, The second flow guiding structure is connected to the top plate by a circular arc transition.

9. The carriage according to claim 1, characterized in that, The carriage includes a third flow-guiding structure, which is located at the bottom of one end of the carriage near the front panel. The third flow-guiding structure includes: The third guide plate has one end connected to the compartment body and the other end extending away from the compartment body; A fourth guide plate is provided on both sides of the third guide plate along the width direction of the compartment, and the fourth guide plate is rotatably connected to the compartment. The fifth guide vane has one end connected to the compartment body, and the other end extends toward the end of the third guide vane that is connected to the compartment body.

10. The carriage according to claim 1, characterized in that, The carriage also includes a fourth flow guiding structure, which is disposed on both sides of the carriage and located at the bottom of the carriage, and is rotatably connected to the carriage.

11. The carriage according to claim 10, characterized in that, The fourth flow guiding structure includes: a plurality of sixth flow guiding plates, which are arranged along the length of the compartment, each of which is rotatably connected to the compartment, and adjacent sixth flow guiding plates can be separably coupled.

12. The carriage according to claim 11, characterized in that, The carriage further includes: a fifth flow guiding structure, which is disposed on both sides of the carriage along the width direction of the carriage body. The fifth flow guiding structure is rotatably connected to the carriage body, and the fifth flow guiding structure and the sixth flow guiding plate are disposed on the same side of the carriage body.

13. The carriage according to claim 12, characterized in that, The fifth flow guiding structure has a flow guiding groove formed thereon, and the cross-sectional area of ​​the flow guiding groove gradually increases along the length of the compartment toward the rear plate.

14. The carriage according to claim 13, characterized in that, The guide channel extends at an angle toward the center of the compartment along the length of the compartment, near one end of the rear panel.

15. A vehicle, characterized in that, include: The front of the car; The carriage is a carriage according to any one of claims 1-14, wherein the end of the third connecting plate of the carriage away from the first connecting plate is lower than the front of the carriage.

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