Vehicle

Abstract

The utility model relates to a vehicle. The vehicle comprises a vehicle frame; the cab is arranged on the frame; the cargo tank is arranged on the frame, and the cargo tank and the cab are arranged in the X direction; in the X direction, the distance between the end face of the side, facing the cab, of the container and the end face of the side, facing the container, of the cab is L1, and L1 is larger than or equal to 50 mm and smaller than or equal to 100 mm. According to the vehicle, wind resistance can be reduced.

Description

vehicle Technical Field

[0001] This application relates to the field of driving technology, and in particular to a vehicle. Background Technology

[0002] Light trucks are commonly used freight vehicles, capable of short-distance intercity logistics delivery, transportation of building and decoration materials, and freight for small businesses, offering good mobility and passability. During operation, wind resistance significantly impacts fuel consumption. At high speeds, the fuel / electricity consumed to overcome wind resistance can account for over 60% of total energy consumption. Furthermore, unstable airflow around the vehicle can generate yaw moments, especially in vehicles with a high center of gravity like vans, severely affecting handling stability and safety.

[0003] Therefore, there is an urgent need for a vehicle that can reduce wind resistance. Summary of the Invention

[0004] This application provides a vehicle that can reduce wind resistance.

[0005] In a first aspect, according to an embodiment of this application, a vehicle is provided, comprising: a frame; a cab disposed on the frame; and a cargo box disposed on the frame, wherein the cargo box and the cab are arranged along the X direction; wherein, along the X direction, the distance between the end face of the cargo box facing the cab and the end face of the cab facing the cargo box is L1, 50mm≤L1≤100mm.

[0006] According to one aspect of an embodiment of this application, 65mm ≤ L1 ≤ 95mm.

[0007] According to one aspect of the embodiments of this application, the end of the cab near the cargo box has a first surface and a second surface opposite each other in the Y direction, and the end of the cargo box near the cab has a third surface and a fourth surface opposite each other in the Y direction. Along the Y direction, the distance between the first surface and the third surface is L2, and the distance between the second surface and the fourth surface is L3. A reference surface perpendicular to the Z direction is selected. Along the Z direction, the maximum distance between the top edge of the cab away from the frame and the reference surface is H1, and the distance between the top surface of the cargo box near the cab away from the frame and the reference surface is H2. The X, Y, and Z directions are arranged perpendicularly to each other. Wherein, L2≤20mm, L3≤20mm, and |H1-H2|≤50mm.

[0008] According to one aspect of an embodiment of this application, |H1-H2|≤5mm, L2≤5mm, L3≤5mm.

[0009] According to one aspect of the embodiments of this application, the cab includes a lower part, a middle part and an upper part arranged sequentially and connected to each other along the Z direction, the cab enclosing to form a driving cavity, the driving cavity being at least partially located in the middle and upper parts, the upper part having at least partially arcuate surface on the side facing away from the cargo box, and extending towards the side where the cargo box is located along the direction away from the vehicle frame.

[0010] According to one aspect of the embodiments of this application, the first surface includes a first sub-surface located in the middle and a second sub-surface located at the top, the second surface includes a third sub-surface located in the middle and a fourth sub-surface located at the top, and along the Y direction, the distance between the first sub-surface, the second sub-surface and the third surface is less than or equal to 20 mm, and the distance between the third sub-surface, the fourth sub-surface and the fourth surface is less than or equal to 20 mm.

[0011] According to one aspect of the embodiments of this application, the vehicle further includes side skirts, with side skirts respectively connected to opposite sides of the cargo box in the Y direction, and the side skirts extending in the X direction; along the Y direction, the orthographic projections of the two side skirts at least partially overlap with the orthographic projections of the vehicle frame.

[0012] According to one aspect of the embodiments of this application, the vehicle further includes a transition connector disposed between the cab and the cargo box and connected to at least one of the cab and the cargo box. The transition connector is disposed around the gap between the cab and the cargo box, and the opposite two side edges of the transition connector in the X direction are respectively conformally disposed to the edges of the one-sided end faces of the cab and the cargo box facing each other.

[0013] According to one aspect of the embodiments of this application, the transition connector is a flexible structure, and the two opposite ends of the transition connector in the X direction are respectively connected to the cab and the cargo box.

[0014] According to one aspect of the embodiments of this application, along the X direction, at least one of the orthographic projection of the cab and the orthographic projection of the cargo box covers the orthographic projection of the transition connector, the transition connector having an outer peripheral surface on the side opposite to the gap between the cab and the cargo box, the outer peripheral surface being at least partially flush with the edge of the side end face of the cab and the cargo box facing each other.

[0015] The vehicle provided in this application includes a frame and a cab and a cargo box disposed on the frame. The cab and the cargo box are arranged along the X direction, and the gap between them along this direction is between 50mm and 100mm. Thus, the flow rate and volume of air entering the gap between the cab and the cargo box during driving can be reduced while avoiding collision between them, thereby reducing wind resistance and reducing energy loss caused by wind resistance during driving. Attached Figure Description

[0016] The features, advantages, and technical effects of exemplary embodiments of this application will now be described with reference to the accompanying drawings.

[0017] Figure 1 is a side view structural diagram of a vehicle provided in an embodiment of this application;

[0018] Figure 2 is a top view of a vehicle provided in one embodiment of this application;

[0019] Figure 3 is a simulated pressure cloud map of a vehicle in the prior art;

[0020] Figure 4 is a simulated pressure cloud map of a vehicle provided in one embodiment of this application;

[0021] Figure 5 is a simulated speed cloud map of a vehicle in the prior art;

[0022] Figure 6 is a simulated speed cloud map of a vehicle provided in one embodiment of this application.

[0023] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale.

[0024] in:

[0025] 100 - Vehicles;

[0026] 10 - Chassis; 20 - Cab; 30 - Cargo box; 40 - Side skirts; 50 - Transition connectors;

[0027] 21-First surface; 22-Second surface; 23-Lower part; 24-Middle part; 25-Upper part; 31-Third surface; 32-Fourth surface. Detailed Implementation

[0028] The features and exemplary embodiments of various aspects of this application will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a comprehensive understanding of this application. However, it will be apparent to those skilled in the art that this application can be implemented without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of this application by illustrating examples. In the accompanying drawings and the following description, at least some well-known structures and techniques are not shown to avoid unnecessarily obscuring the application; and, for clarity, the dimensions of some structures may be exaggerated. Furthermore, the features, structures, or characteristics described below can be combined in any suitable manner in one or more embodiments.

[0029] The directional terms used in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of the molding die and molding method of this application. It should also be noted that, unless otherwise explicitly specified and limited, "multiple" means two or more, and the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection. The terms "upper," "lower," "left," "right," "inner," and "outer," etc., indicating orientation or positional relationships, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0030] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Those skilled in the art will understand the specific meaning of these terms in this application based on the specific circumstances.

[0031] Among existing freight vehicles, light trucks are a commonly used type, capable of short-distance intercity logistics delivery, transportation of building and decoration materials, and freight for small businesses, offering good mobility and passability. Light trucks typically include a cab and cargo box arranged along the direction of travel, and can be driven by fuel or electricity.

[0032] Based on this, the applicant found that wind resistance has a significant impact on the fuel consumption of this type of light truck during operation. At high speeds, the fuel / electric energy consumed to overcome wind resistance may account for more than 60% of the total energy consumption. Furthermore, unstable airflow around the vehicle can generate yaw moments on the vehicle, especially vans with a high center of gravity, which seriously affects the stability and safety of handling.

[0033] In some solutions, the aforementioned light freight vehicles reduce wind resistance by adjusting the position of external structural accessories, adding fairings, and changing the windward tilt angle. However, airflow separation and vortices at the gap between the rear end of the cab and the front end of the cargo box are difficult to solve.

[0034] To address the aforementioned issues, this application proposes a vehicle that can reduce wind resistance during operation by adjusting its structural dimensions.

[0035] It is understood that the following embodiments of this application are only used as examples of applying this structural form to a van-type light truck. However, the technical solutions provided by the embodiments of this application are not limited to the following embodiments. They can also be used in other situations where other structural components are installed behind the cab and wind resistance needs to be reduced, and to protect them.

[0036] To better understand this application, the vehicle provided in the embodiments of this application will be described in detail below with reference to Figures 1 to 6.

[0037] Please refer to Figures 1 and 2 together. Figure 1 is a side view of a vehicle provided in an embodiment of this application, and Figure 2 is a top view of a vehicle provided in an embodiment of this application.

[0038] In a first aspect, according to an embodiment of this application, a vehicle 100 is provided, including: a frame 10; a cab 20 disposed on the frame 10; and a cargo box 30 disposed on the frame 10. The cargo box 30 and the cab 20 are arranged along the X direction. The distance between the end face of the cargo box 30 facing the cab 20 and the end face of the cab 20 facing the cargo box 30 along the X direction is L1, where 50mm≤L1≤100mm.

[0039] This application discloses a vehicle 100, including a frame 10, a cab 20, and a cargo box 30. The frame 10 may include a chassis, tires, and a transmission structure connecting the two, for driving the vehicle 100 to move and carrying other components. The cab 20 and the cargo box 30 are respectively connected and disposed on the same side of the frame 10 in the Z direction, which can be selected as the vertical direction, i.e., the height direction, during the driving of the vehicle 100.

[0040] The connection between the cab 20 and the frame 10 can be a fixed connection and / or a detachable connection. The connection method can be one or more of the following: welding connection, snap-fit ​​connection, fastener connection, or connection via gear or pin drive. The cab 20 may include a main structure for enclosing and forming a chamber, as well as necessary components such as a steering assembly, instrument structure, and seat disposed within the chamber. The steering assembly may include a steering wheel, steering shaft, and steering shaft bracket, and at least a portion of the steering assembly can be connected to the frame 10 to achieve vehicle 100 steering through connection with the wheel axles. This application does not impose specific limitations on this aspect.

[0041] The cargo box 30 is connected to the side of the frame 10 facing the cab 20, meaning that the cab 20 and the cargo box 30 are located on the same side of the frame 10 in the X direction. The cargo box 30 can be a hollow box structure composed of columns and wall panels, and is connected to the frame 10 by welding, snap-fitting, pressing, or fasteners. The cargo box 30 and the cab 20 are arranged at intervals along the X direction, that is, the direction of travel of the vehicle 100.

[0042] Based on this, along the X direction, there is a certain gap between the ends of the cab 20 and the cargo box 30 facing each other, which provides assembly space and prevents the two from colliding during vehicle 100 turning. Let the dimension of this gap in the X direction be denoted as L1. L1 can be between 50mm and 100mm, for example, any one of 50mm, 60mm, 70mm, 80mm, 90mm, and 100mm, or any two of these. It is understood that the numerical limitation of L1 here can refer to the gap width at all points between the cab 20 and the cargo box 30 being within this range.

[0043] By limiting the distance between the cab 20 and the cargo box 30 facing each other within the aforementioned range, it is possible to reduce the gap width between the two while maintaining the steering flexibility of the vehicle 100 and avoiding mutual collision and interference. This reduces the airflow entering the gap during driving, thereby reducing the wind resistance of the vehicle 100, reducing energy consumption during high-speed driving, and improving economy.

[0044] In some alternative embodiments, 65mm ≤ L1 ≤ 95mm.

[0045] Furthermore, the distance L1 between the ends of the cab 20 and the cargo box 30 facing each other along the X direction can be further defined as being between 65mm and 95mm, for example, it can be selected as any one of 65mm, 75mm, 85mm, 95mm or between any two of them, and can be further selected as being around 80mm.

[0046] By further limiting the numerical range of the gap width L1, the relative positional relationship between the cab 20 and the cargo box 30 can be further defined, thereby further improving the effect of reducing wind resistance.

[0047] Please refer to Figures 3 to 6 together. Figure 3 is a simulated pressure cloud map of a vehicle in the prior art. Figure 4 is a simulated pressure cloud map of a vehicle provided in an embodiment of this application. Figure 5 is a simulated speed cloud map of a vehicle in the prior art. Figure 6 is a simulated speed cloud map of a vehicle provided in an embodiment of this application.

[0048] In some optional embodiments, the end of the cab 20 near the cargo box 30 has opposing first surfaces 21 and second surfaces 22 in the Y direction, and the end of the cargo box 30 near the cab 20 has opposing third surfaces 31 and fourth surfaces 32 in the Y direction. Along the Y direction, the distance between the first surface 21 and the third surface 31 is L2, and the distance between the second surface 22 and the fourth surface 32 is L3. A reference plane perpendicular to the Z direction is selected. Along the Z direction, the maximum distance between the top edge of the cab 20 away from the frame 10 and the reference plane is H1, and the distance between the top surface of the cargo box 30 near the cab 20 away from the frame 10 and the reference plane is H2. The X, Y, and Z directions are arranged perpendicularly to each other. Wherein, L2≤20mm, L3≤20mm, and |H1-H2|≤50mm.

[0049] Based on satisfying the aforementioned gap width dimensions, the two opposing surfaces of the cab 20 near the cargo box 30 in the Y direction, i.e., the width direction of the vehicle 100, are respectively designated as the first surface 21 and the second surface 22. They are arranged intersecting each other in the X, Y, and Z directions, and can be further selected to be arranged perpendicularly to each other. The two opposing surfaces of the cargo box 30 near the cab 20 in the Y direction are respectively designated as the third surface 31 and the fourth surface 32, wherein the third surface 31 and the first surface 21 can be located on the same side, and the second surface 22 and the fourth surface 32 can be located on the same side.

[0050] It is understood that the aforementioned two opposing surfaces in the Y direction at the end of the cab 20 near the cargo box 30 refer to the surfaces to which the opposing edges of the cab 20 facing the cargo box 30 in the Y direction are respectively connected. In embodiments where the opposing surfaces of the cab 20 in the Y direction extend as a whole along a plane perpendicular to the Y direction or a curved surface adjacent to that plane, the first surface 21 and the second surface 22 may refer to the entire surface of the two sides of the cab 20; in embodiments where the dimensions of the cab 20 in the Y direction have a stepped or gradual change, and the opposing surfaces in that direction do not extend along a plane perpendicular to the Y direction, the first surface 21 and the second surface 22 refer to a portion of the surface of the two sides of the cab 20, which is connected to the aforementioned end face of the cab 20 facing the cargo box 30.

[0051] The selection method of the third surface 31 and the fourth surface 32 of the cargo box 30 is the same as that of the first surface 21 and the second surface 22 mentioned above. That is, the third surface 31 and the fourth surface 32 refer to two surfaces that are connected to the side end face of the cargo box 30 facing the cab 20 and are opposite to each other in the Y direction.

[0052] Based on this, along the Y direction, the distance between the first surface 21 and the third surface 31 is denoted as L2, and the distance between the second surface 22 and the fourth surface 32 is denoted as L3. Both L2 and L3 are between 0 and 20 mm, for example, they can be any of 0, 5 mm, 10 mm, 15 mm, or 20 mm, or any two of these. While conforming to the aforementioned parameter range, L2 and L3 can be the same or different. This allows the opposite side surfaces of the cab 20 and the cargo box 30 at their closest points in the Y direction to be close together and nearly flush.

[0053] Similarly, a reference plane extending along the plane and perpendicular to the Z direction is selected. The distance along the Z direction between the top edge of the cab 20 away from the frame 10 and this reference plane is denoted as H1, and the distance along the Z direction between the top surface of the cargo box 30 near the cab 20 and this reference plane is denoted as H2. Similar to the selection of the first surface 21 to the fourth surface 32 mentioned above, the plane selected for calculating H1 can be the plane where the highest point of the cab 20 away from the frame 10 is located, and the plane selected for calculating H2 can be the part of the top surface that connects with the side end face of the cargo box 30 facing the cab 20.

[0054] Based on this, the difference between H1 and H2 can be between 0 and 50 mm, for example, it can be any one of 0, 10 mm, 20 mm, 30 mm, 40 mm, or 50 mm, or any two of them. This allows the plane where the highest point of the cab 20 is located to be flush with or nearly flush with the top surface of the cargo box 30 at the end closest to the cab 20.

[0055] As shown in Figures 3 and 4, by reducing the distance between the cab 20 and the cargo box 30 in the X direction and making their outer contours flush, the positive pressure area on the surface of the vehicle 100 can be effectively reduced, as can pressure drag, the pressure at the gap between the cab 20 and the cargo box 30, and the overall vehicle drag. Simultaneously, as shown in Figures 5 and 6, by reducing the distance between the cab 20 and the cargo box 30 in the X direction and making their outer contours flush, the airflow at the top of the vehicle 100 can also flow close to the vehicle body surface, further reducing the overall vehicle drag.

[0056] In some alternative embodiments, |H1-H2|≤5mm, L2≤5mm, L3≤5mm.

[0057] Furthermore, along the Y direction, the spacing L2 and L3 can be between 0 and 5 mm, for example, any one of 0, 1 mm, 2 mm, 3 mm, 4 mm, and 5 mm or between any two of them, in order to further reduce the spacing between the first surface 21 and the third surface 31 and the spacing between the second surface 22 and the fourth surface 32.

[0058] Similarly, the difference between H1 and H2 can also be between 0 and 5 mm, for example, it can be any one of 0, 1 mm, 2 mm, 3 mm, 4 mm, 5 mm or between any two of them, thereby further making the plane where the highest point of the cab 20 is located flush with the top surface of the cargo box 30.

[0059] By further limiting the numerical range of the aforementioned spacing L2, spacing L3, and the difference between H1 and H2, the outer contour of the cab 20 can be made flush with the outer contour of the cargo box 30, thereby further reducing the wind resistance of the vehicle 100.

[0060] In some alternative embodiments, the cab 20 includes a lower part 23, a middle part 24 and an upper part 25 arranged sequentially and connected to each other along the Z direction. The cab 20 encloses a driving cavity, which is at least partially located in the middle part 24 and the upper part 25. The surface of the upper part 25 facing away from the cargo box 30 is at least partially arc-shaped, and the surface of the upper part 25 facing away from the cargo box 30 extends toward the side where the cargo box 30 is located in a direction away from the frame 10.

[0061] Optionally, the cab 20 may include multiple parts arranged along the Z direction, such as a lower part 23, a middle part 24, and an upper part 25 arranged sequentially in a direction away from the frame 10. The middle part 24 connects the lower part 23 and the upper part 25. The three parts may be connected by welding, fasteners, or an integral structure. The lower part 23 may be a part connected to the frame 10 and equipped with a crash panel. The middle part 24 may be a part that encloses the main body of the cab and is equipped with structures such as a windshield, rearview mirrors, and doors. The upper part 25 may be a part located at the top and used to provide airflow guidance.

[0062] Specifically, the cab 20 encloses a driving cavity, which can be equipped with functional components required by the driver of the vehicle 100, such as a steering wheel and a seat. The cavity is located at least partially in the middle 24 and the upper 25, that is, the bottom wall of the cavity can be located in the lower 23 or the middle 24, while its top wall can be located in the upper 25. The middle 24 and the upper 25 can be integrally set, thereby increasing the extension dimension of the driving cavity along the Z direction while retaining the airflow function of the upper 25, making it easier for the driver to perform actions that require more space, such as standing, and improving the comfort and convenience of driving the vehicle 100.

[0063] Optionally, the upper part 25 has an arc-shaped airflow guide surface on the side away from the cargo box 30, that is, at least part of the surface of the upper part 25 away from the cargo box 30 is an arc-shaped surface. Along the direction away from the frame 10, the arc-shaped surface bends on the side where the cargo box 30 is located, forming an airflow guide structure that smoothly guides the airflow above the cargo box 30.

[0064] Optionally, the side edge of the airflow guide surface away from the frame 10 can extend in a straight line, or the side edge can extend along an arc, with the middle region 24 of the arc protruding away from the frame 10. By further setting the top edge of the arc surface to extend along an arc, the airflow guiding effect can be further improved.

[0065] By simultaneously placing the driver's cabin in the middle 24 and the upper 25 of the cab 20, the usable space for the driver in the Z direction can be increased, thereby further improving the driving experience.

[0066] In some optional embodiments, the first surface 21 includes a first sub-surface located in the middle portion 24 and a second sub-surface located in the upper portion 25, and the second surface 22 includes a third sub-surface located in the middle portion 24 and a fourth sub-surface located in the upper portion 25. Along the Y direction, the distance between the first sub-surface, the second sub-surface and the third surface 31 is less than or equal to 20 mm, and the distance between the third sub-surface, the fourth sub-surface and the fourth surface 32 is less than or equal to 20 mm.

[0067] Based on the cab 20 including the lower part 23, the middle part 24, and the upper part 25, the first surface 21 may include a first sub-surface located in the middle part 24 and a second sub-surface located in the upper part 25, and the second surface 22 may include a third sub-surface located in the middle part 24 and a fourth sub-surface located in the upper part 25.

[0068] In the Y direction, the distances between the first sub-surface, the second sub-surface, and the third surface 31 can all be between 0 and 20 mm, and more preferably between 0 and 5 mm. For example, they can be any one of 0, 1 mm, 2 mm, 3 mm, 4 mm, and 5 mm, or between any two of them. Furthermore, the distances between the first and third sub-surfaces 31 can be the same as or different from the distances between the second and third sub-surfaces 31. Similarly, the distances between the third and fourth sub-surfaces 32 can all be between 0 and 20 mm, and more preferably between 0 and 5 mm. The distances between the third and fourth sub-surfaces 32 can be the same as or different from the distances between the fourth sub-surfaces 32.

[0069] By aligning the opposite sides of the middle section 24 and the upper section 25 in the Y direction with the opposite sides of the cargo box 30 in the same direction, the outer surface shape of the cab 20 can be further regularized, and wind resistance during high-speed driving can be further reduced.

[0070] In some alternative embodiments, the vehicle 100 further includes side skirts 40, with the side skirts 40 connected to opposite sides of the cargo box 30 in the Y direction, and the side skirts 40 extending in the X direction; in the Y direction, the orthographic projections of the two side skirts 40 at least partially overlap with the orthographic projections of the frame 10.

[0071] Optionally, the vehicle 100 may also be provided with side skirts 40, which are connected to the opposite two surfaces of the cargo box 30 in the Y direction. The connection position can be located in the bottom area of ​​the aforementioned two surfaces near the frame 10, so that the side skirts 40 can cover part of the frame 10. The side skirts 40 may extend along the X direction, and their extension dimension may be the same as the size of the cargo box 30 but slightly smaller than the size of the cargo box 30. The dimensions of the side skirts 40 in the Z direction can be the same at all points.

[0072] Specifically, the side skirts 40 can be rotatably connected to the cargo box 30 via a pivot or other structure, or can be detachably connected to the cargo box 30 via fasteners or other structures. The side skirts 40 on both sides can have the same shape and size and be symmetrically arranged in the Y direction to ensure uniform force distribution on both sides of the vehicle 100. Simultaneously, the side skirts 40 should have a certain width in the Z direction so that the orthographic projection of the side skirts 40 along the Y direction covers a portion of the orthographic projection of the vehicle frame 10 in that direction, thereby shielding the area below the cargo box 30 and reducing airflow into that area, thus lowering wind resistance during vehicle 100 operation.

[0073] In some alternative embodiments, the vehicle 100 further includes a transition connector 50 disposed between the cab 20 and the cargo box 30 and connected to at least one of the cab 20 and the cargo box 30. The transition connector 50 is disposed around the gap between the cab 20 and the cargo box 30, and the opposite side edges of the transition connector 50 in the X direction are respectively conformed to the edges of the side end faces of the cab 20 and the cargo box 30 facing each other.

[0074] Optionally, to further reduce wind resistance, the vehicle 100 may also include a transition connector 50, which is disposed between the cab 20 and the cargo box 30 and is used to further reduce the airflow entering the gap between the two.

[0075] Specifically, the transition connector 50 can be arranged around the gap between the cab 20 and the cargo box 30. The transition connector 50 can form a ring structure with the vehicle 100, surrounding the aforementioned gap. The transition connector 50 can be connected to at least one of the cargo box 30 and the cab 20. This application does not make any specific limitation on this, as long as it can maintain the state of surrounding the gap.

[0076] Furthermore, the two opposite ends of the transition connector 50 in the X direction can be respectively conformally arranged to the end face edges of the cab 20 and the cargo box 30 facing each other. For example, if the end face of the cargo box 30 facing the cab 20 can be rectangular, then the side edge of the transition connector 50 near the cargo box 30 can correspondingly be a rectangle with the same side length ratio. By setting the two sides of the transition connector 50 to conform to the edges of the connected end faces, the airflow passing through this area can be smoother, thereby further reducing wind resistance.

[0077] In some alternative embodiments, the transition connector 50 is a flexible structure, and the two opposite ends of the transition connector 50 in the X direction are respectively connected to the cab 20 and the cargo box 30.

[0078] Optionally, to reduce the possibility of collision between the transition connector 50 and the cab 20 and / or cargo box 30 during vehicle 100 turning, the transition connector 50 may adopt a flexible structure, i.e., a structure that can be bent or rolled up. It is understood that the flexible structure may be achieved by using flexible materials, such as a windproof and dust-suppressing net made of polyethylene, polypropylene, polyester fiber, etc.; and / or, the flexible structure may be achieved by using a flexible connection method, such as a foldable windproof panel made of metal or fiberglass with a roller shutter or louver structure.

[0079] Based on this, the two opposite ends of the transition connector 50 can be connected to the cab 20 and the cargo box 30 respectively to secure the flexible structure. The dimension of the transition connector 50 in the X direction can be slightly larger than the gap between the cab 20 and the cargo box 30. For example, the width of the transition connector 50 can be adjusted so that one side of it in the Y direction is tensioned when turning to the opposite side. For instance, the portion of the transition connector 50 located on the right side of the vehicle 100 can be tensioned when the vehicle 100 turns left. This reduces the overall size of the transition connector 50 while avoiding damage, further improving the airflow and reducing the wind resistance of the vehicle 100.

[0080] In some alternative embodiments, along the X direction, at least one of the orthographic projection of the cab 20 and the orthographic projection of the cargo box 30 covers the orthographic projection of the transition connector 50, the transition connector 50 having an outer peripheral surface on the side opposite to the gap between the cab 20 and the cargo box 30, the outer peripheral surface being at least partially flush with the edges of the side end faces of the cab 20 and the cargo box 30 facing each other.

[0081] In embodiments where a transition connector 50 is provided, the transition connector 50 can be embedded in the gap between the cab 20 and the cargo box 30, meaning that the orthographic projection of at least one of the cab 20 and the cargo box 30 along the Y direction can cover the orthographic projection of the transition connector 50 in that direction. By completely embedding the transition connector 50 into the gap, its two ends can be connected to the cab 20 and the cargo box 30 more conveniently and stably. At the same time, it can prevent the transition connector 50 from protruding and being impacted by airflow during driving, thereby further reducing wind resistance.

[0082] Furthermore, the outer peripheral surface of the transition connector 50 can be flush with the end edge of at least one of the cab 20 and the cargo box 30. Here, the outer peripheral surface of the transition connector 50 refers to the outward-facing surface on the side away from the gap, which may include two sub-surfaces opposite each other in the Y direction and one sub-surface opposite to the frame 10 in the Z direction. The two opposite edges of this portion of the outer peripheral surface in the X direction can be flush with the end edges of the cab 20 and the cargo box 30 facing each other, respectively, so that the airflow can flow smoothly and evenly in the direction of the cab 20, the transition connector 50, and the cargo box 30, thereby further reducing wind resistance.

[0083] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle, characterized in that, include: Frame; The driver's cab is mounted on the vehicle frame; A cargo box is disposed on the vehicle frame. The cargo box and the cab are arranged along the X direction. The distance between the side end face of the cargo box facing the cab and the side end face of the cab facing the cargo box along the X direction is L1, where 50mm≤L1≤100mm.

2. The vehicle according to claim 1, characterized in that, 65mm≤L1≤95mm.

3. The vehicle according to claim 1, characterized in that, The cab has a first surface and a second surface facing each other in the Y direction at the end near the cargo box, and the cargo box has a third surface and a fourth surface facing each other in the Y direction at the end near the cab. Along the Y direction, the distance between the first surface and the third surface is L2, and the distance between the second surface and the fourth surface is L3. A reference plane perpendicular to the Z direction is selected. Along the Z direction, the maximum distance between the top edge of the cab away from the frame and the reference plane is H1. The distance between the top surface of the cargo box near the cab away from the frame and the reference plane is H2. The X direction, the Y direction, and the Z direction are set perpendicular to each other. Wherein, L2≤20mm, L3≤20mm, and |H1-H2|≤50mm.

4. The vehicle according to claim 3, characterized in that, |H1-H2|≤5mm, L2≤5mm, L3≤5mm.

5. The vehicle according to claim 3, characterized in that, The cab includes a lower part, a middle part, and an upper part arranged sequentially and connected to each other along the Z direction. The cab encloses a driving cavity, which is at least partially located in the middle part and the upper part. The upper part has at least a partially curved surface on the side facing away from the cargo box, and extends towards the side where the cargo box is located along a direction away from the vehicle frame.

6. The vehicle according to claim 5, characterized in that, The first surface includes a first sub-surface located in the middle and a second sub-surface located in the upper part. The second surface includes a third sub-surface located in the middle and a fourth sub-surface located in the upper part. Along the Y direction, the distance between the first sub-surface, the second sub-surface and the third surface is less than or equal to 20 mm, and the distance between the third sub-surface, the fourth sub-surface and the fourth surface is less than or equal to 20 mm.

7. The vehicle according to claim 1, characterized in that, The vehicle also includes side skirts, which are connected to opposite sides of the cargo box in the Y direction and extend along the X direction. Along the Y direction, the orthographic projections of the two side skirts at least partially overlap with the orthographic projection of the vehicle frame.

8. The vehicle according to claim 1, characterized in that, The vehicle also includes a transition connector disposed between the cab and the cargo box and connected to at least one of the cab and the cargo box. The transition connector is disposed around the gap between the cab and the cargo box, and the opposite two edges of the transition connector in the X direction are respectively conforming to the edges of the one-sided end faces of the cab and the cargo box facing each other.

9. The vehicle according to claim 8, characterized in that, The transition connector is a flexible structure, and its two opposite ends in the X direction are respectively connected to the cab and the cargo box.

10. The vehicle according to claim 8, characterized in that, Along the X direction, at least one of the orthographic projection of the cab and the orthographic projection of the cargo box covers the orthographic projection of the transition connector, the transition connector having an outer peripheral surface on the side opposite to the gap between the cab and the cargo box, the outer peripheral surface being at least partially flush with the edge of the side end face of the cab and the cargo box facing each other.

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