Container and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to a container and a vehicle. The cargo box provided by the utility model comprises a cargo box frame which comprises a front stand column and a rear stand column which are arranged in the X direction; the surrounding plates are arranged on the container frame in a surrounding mode, a storage space is defined, and the surrounding plates comprise side surrounding plates arranged between the front stand columns and the rear stand columns in the X direction; wherein the container frame is provided with a Y0 datum plane in the Y direction, in the Y direction, the maximum vertical distance from the side coaming to the Y0 datum plane is Y1, the maximum vertical distance from the rear stand column to the Y0 datum plane is Y2, and Y2 is smaller than or equal to Y1. According to the container, air resistance can be reduced, so that energy consumption during running of the vehicle is reduced, and the energy utilization rate of the vehicle is increased.

Description

Cargo boxes and vehicles Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a cargo box and a vehicle. Background Technology

[0002] The cargo box is the core cargo-carrying unit of a freight vehicle, typically consisting of a metal frame and composite panels forming an enclosed loading space. As the physical carrier for storing and transporting goods, the cargo box plays an irreplaceable role in ensuring cargo safety and improving transportation efficiency.

[0003] Traditional cargo boxes typically employ a standard rectangular structure design, maximizing the utilization of internal space to increase the amount of cargo transported per trip. However, with the increasing adoption of new energy trucks, this cargo box structure suffers from a high drag coefficient, leading to increased vehicle rolling resistance and consequently lower energy efficiency. Summary of the Invention

[0004] This application provides a cargo box and a vehicle to solve the problem that the current cargo box has a large drag coefficient, which increases the vehicle's driving resistance and thus leads to low energy utilization.

[0005] To achieve the above objectives, the technical solution of this application is as follows:

[0006] In a first aspect, this application provides a cargo box, comprising: a cargo box frame, including a front column and a rear column arranged along the X direction; and a side panel, which surrounds the cargo box frame and defines a storage space, the side panel including a side panel arranged between the front column and the rear column along the X direction; wherein the cargo box frame has a Y0 reference plane in the Y direction, the maximum vertical distance from the side panel to the Y0 reference plane in the Y direction is Y1, the maximum vertical distance from the rear column to the Y0 reference plane is Y2, and Y2 is less than or equal to Y1.

[0007] In one possible implementation, the cargo box provided in this application has a difference between Y1 and Y2 in the Y direction that satisfies the following range: -3mm≤Y2-Y1≤0mm.

[0008] In one possible implementation, the cargo box provided in this application has a maximum vertical distance of Y3 from the front upright to the Y0 reference plane in the Y direction, where Y2 is less than Y3.

[0009] In one possible implementation, the cargo box provided in this application has a difference between Y2 and Y3 in the Y direction that satisfies the following range: -8mm≤Y2-Y3≤-3mm.

[0010] In one possible implementation, the cargo box provided in this application further includes a rear panel, and the rear upright includes a side panel and a rear panel. The side panel has a parallel portion arranged parallel to the side panel, and the rear panel is arranged parallel to the rear panel. The maximum vertical distance from the side panel of the rear upright to the Y0 reference plane is Y2, where Y2 is less than or equal to Y1.

[0011] In one possible implementation, the cargo box provided in this application further includes an air guide section that is inclined toward the Y0 reference plane, with its two ends connected to the parallel section and the rear plate, respectively.

[0012] In one possible implementation, the side panel of the cargo box provided in this application extends along the Y direction toward the storage space by a distance L1, and the value of L1 satisfies the following range: 0mm<L1≤330mm.

[0013] In one possible implementation, the cargo box provided in this application has a side panel with a dimension of L2 along the X direction, and the value of L2 satisfies: 0mm < L2 ≤ 2000mm.

[0014] In one possible implementation, the cargo box provided in this application includes an inner sealing plate in the cargo box frame. The rear uprights are arranged in pairs and spaced apart along the Y direction. The inner sealing plate is located on the side of the paired rear uprights facing each other, and the inner sealing plate is connected to the rear uprights one by one. The inner sealing plate includes a first plate component that is bent, and the thickness of the first plate component is d1, 1mm≤d1≤2mm. The rear uprights include a second plate component that is bent, and the thickness of the second plate component is d2, 2mm≤d2≤2.5mm.

[0015] In one possible implementation, the cargo box provided in this application has an inner sealing panel including a bent portion, the bending angle of which is α, 90°≤α≤135°.

[0016] In one possible implementation, the cargo box provided in this application has a first bent edge on the side panel facing the rear column, and a second bent edge on the side of the rear column facing the side panel, with the first bent edge and the second bent edge being fitted together; wherein, a transition adhesive layer is provided between the bend of the first bent edge and the bend of the second bent edge.

[0017] In one possible implementation, the cargo box provided in this application further includes a side skirt panel connected to the lower part of the side panel. Along the X direction, the side skirt panel extends from the front upright to the rear upright. The side skirt panel has a slanted edge located at the end of the side skirt panel that is closer to the rear upright relative to the front upright, and the slanted edge extends obliquely toward the rear upright from the side of the side skirt panel away from the side panel.

[0018] In one possible implementation, the cargo box provided in this application has an entrance and exit on the side panel, and the cargo box also includes a side door and a door lock hidden in the side door. The side door is connected to the side panel and covers the entrance and exit.

[0019] Secondly, this application provides a vehicle, including a vehicle body and the aforementioned cargo box, the cargo box being connected to the vehicle body.

[0020] The cargo box and vehicle provided in this application include a cargo box frame and side panels. The cargo box frame includes front and rear uprights arranged along the X direction. The front and rear uprights support the side panels. The side panels surround the cargo box frame and define a storage space for storing goods. The side panels include side panels arranged along the X direction between the front and rear uprights. The cargo box frame has a Y0 reference plane in the Y direction. In the Y direction, the maximum vertical distance from the side panels to the Y0 reference plane is Y1, and the maximum vertical distance from the rear upright, which is arranged on the same side as the side panels, to the Y0 reference plane is Y2. By setting Y2 to be less than or equal to Y1, airflow can flow more smoothly over the sides of the cargo box, reducing air resistance, thereby reducing energy consumption during vehicle operation and improving the energy utilization rate of the vehicle. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 is a structural schematic diagram of the cargo box provided in an embodiment of this application;

[0023] Figure 2 is a schematic diagram of Figure 1 from another perspective;

[0024] Figure 3 is a partial structural cross-sectional view of the cargo box provided in an embodiment of this application;

[0025] Figure 4 is a schematic diagram of Figure 1 from another perspective;

[0026] Figure 5 is a schematic diagram of the structure of the inner sealing plate provided in an embodiment of this application;

[0027] Figure 6 is a speed cloud simulation diagram of a vehicle in operation in the prior art;

[0028] Figure 7 is a speed cloud simulation diagram of the vehicle during operation provided in the embodiment of this application.

[0029] Explanation of reference numerals in the attached figures:

[0030] 110-Front upright; 120-Rear upright; 121-Second bend edge; 122-Side plate; 122a-Parallel section; 122b-Air guide section; 123-Rear plate; 130-Inner sealing plate; 131-Bend section;

[0031] 200 - Enclosure panel; 210 - Side enclosure panel; 211 - First bend edge; 212 - Entrance / exit; 220 - Rear enclosure panel;

[0032] 300 - Side skirt; 310 - Bevel;

[0033] 400-Side door;

[0034] 500 - Door lock.

[0035] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the preferred embodiments of this application will be described in more detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0037] It should be noted that in the description of the embodiments of this application, the terms "upper", "lower", "inner", "outer" and other terms indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of description, and do not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the embodiments of this application.

[0038] Furthermore, it should be noted that 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0039] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "fixation," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0040] The cargo box is the core cargo-carrying unit of a freight vehicle, typically consisting of a metal frame and composite panels forming an enclosed loading space. As the physical carrier for storing and transporting goods, the cargo box plays an irreplaceable role in ensuring cargo safety and improving transportation efficiency.

[0041] Traditional cargo boxes typically employ a standard rectangular structure design, maximizing the utilization of internal space to increase the amount of cargo transported per trip. However, with the increasing adoption of new energy trucks, this cargo box structure suffers from a high drag coefficient, leading to increased vehicle rolling resistance and consequently lower energy efficiency.

[0042] In view of this, the cargo box and vehicle provided in this application include a cargo box frame and side panels. The cargo box frame includes front and rear pillars arranged along the X direction. The front and rear pillars support the side panels. The side panels surround the cargo box frame and define a storage space for storing goods. The side panels include side panels arranged along the X direction between the front and rear pillars. The cargo box frame has a Y0 reference plane in the Y direction. In the Y direction, the maximum vertical distance from the side panels to the Y0 reference plane is Y1, and the maximum vertical distance from the rear pillar arranged on the same side as the side panels to the Y0 reference plane is Y2. By setting Y2 to be less than or equal to Y1, airflow can flow more smoothly over the sides of the cargo box, reducing air resistance, thereby reducing energy consumption during vehicle operation and improving the energy utilization rate of the vehicle.

[0043] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0044] Referring to Figures 1 and 3, this application provides a cargo box, including a cargo box frame and side panels 200. The cargo box frame may include a front upright 110 and a rear upright 120 arranged along the X direction. The side panels 200 surround the cargo box frame and define a storage space. The side panels 200 include side panels 210 arranged along the X direction between the front upright 110 and the rear upright 120. The cargo box frame has a Y0 reference plane in the Y direction. In the Y direction, the maximum vertical distance from the side panels 210 to the Y0 reference plane is Y1, and the maximum vertical distance from the rear upright 120 to the Y0 reference plane is Y2, where Y2 is less than or equal to Y1.

[0045] It's understandable that the X direction can be interpreted as the front-to-back direction of the cargo box, the front-to-back direction of the vehicle's movement, or the length direction of the cargo box. The Y direction can be interpreted as the left-to-right direction of the cargo box, the left-to-right direction of the vehicle, or the width direction of the cargo box.

[0046] The cargo box frame, serving as the supporting structure of the cargo box, has front uprights 110 and rear uprights 120 arranged along the X-direction. The front uprights 110 can be understood as being positioned closer to the vehicle cab than the rear uprights 120, and the rear uprights 120 as being positioned further away from the vehicle cab than the front uprights 110. Optionally, both the front uprights 110 and rear uprights 120 can be vertical members. The front uprights 110 can be symmetrically arranged on the left and right sides of the front end of the cargo box (i.e., in the Y-direction). The number of front uprights 110 can be determined according to load-bearing requirements; for example, two or more can be arranged at intervals along the Y-direction. Optionally, the rear uprights 120 are also symmetrically arranged on the left and right sides of the rear end of the cargo box (i.e., in the Y-direction), thus forming a supporting structure. Again, the number of rear uprights 120 can be determined according to load-bearing requirements; for example, two or more can be arranged at intervals along the Y-direction.

[0047] To better understand the cargo box provided in one embodiment of this application, in an optional embodiment of this application, the number of front uprights 110 and rear uprights 120 can both be two, with the two front uprights 110 symmetrically arranged in the Y direction and the two rear uprights 120 symmetrically arranged in the Y direction.

[0048] Optionally, both the front uprights 110 and the rear uprights 120 can be made of high-strength materials, such as steel or aluminum alloy, to ensure structural strength and reduce the overall weight of the cargo box.

[0049] The enclosure 200 is installed around the cargo box frame to define a storage space for storing goods together with the cargo box frame. Referring to Figure 4, the enclosure 200 may include side enclosures 210 disposed along the X direction between the front upright 110 and the rear upright 120, that is, the side enclosures 210 may be enclosures 200 located on the left and right sides of the cargo box.

[0050] It should be noted that the cargo box frame has a Y0 reference plane in the Y direction. The Y0 reference plane can be understood as a vertical plane that divides the cargo box evenly along the Y direction. In other words, the Y0 reference plane can be understood as a plane that passes through the midpoint of the width direction of the cargo box and is perpendicular to the ground.

[0051] The following explanation uses the left-side panel 210 and the left-side rear pillar 120 of the cargo box as examples. The maximum distance from the left-side panel 210 to the Y0 reference plane in the Y direction is Y1, and the distance from the left-side rear pillar 120 to the Y0 reference plane in the Y direction is Y2. Setting Y2 to be less than or equal to Y1 ensures that the outer contour of the rear pillar 120 in the Y direction does not exceed the outer contour of the side panel 210, thereby avoiding increased air resistance caused by protruding structures in the X direction.

[0052] From an aerodynamic perspective, when a vehicle is in motion, air flows past the side of the cargo box. If the rear pillar 120 protrudes beyond the side panel 210 in the Y direction, it will form a protruding angle or step, causing airflow separation and generating vortices, thus increasing wind resistance. Therefore, in this application, the side panel 210 protrudes beyond the rear pillar 120 in the Y direction, allowing airflow to pass more smoothly, reducing the generation of vortices, and thus reducing the drag coefficient.

[0053] It should also be noted that the cargo box frame may also include crossbeams and longitudinal beams, which, together with the front uprights 110 and the rear uprights 120, form a stable frame structure. The side panels 210 can be fixed to the cargo box frame by welding, bolting, or other methods to ensure a firm connection. Optionally, the side panels 210 may include metal sheets, composite sheets, etc.

[0054] In summary, when a cargo box is used on a vehicle, its aerodynamic shape can affect the vehicle's drag during operation. This application reduces the protruding structures on the sides of the cargo box by setting Y2 to be less than or equal to Y1, allowing airflow to pass more smoothly over the sides of the cargo box, reducing air resistance, thereby reducing energy consumption during vehicle operation and improving the vehicle's energy utilization rate.

[0055] In some embodiments, the difference between Y1 and Y2 in the Y direction satisfies the following range: -3mm ≤ Y2 - Y1 ≤ 0mm.

[0056] It should be noted that when Y2-Y1 equals 0mm, the outer surface of the rear column 120 and the outer surface of the side panel 210 can be flush in the Y direction to form a continuous and flat side profile. After the side panel 210 and the rear column 120 are connected by welding or high-strength bolts, a smooth transition surface without steps can be formed between the side panel 210 and the rear column 120. Therefore, the separation phenomenon caused by surface abruptness can be reduced when airflow passes through.

[0057] When Y2-Y1 is between -3mm and 0mm (i.e., the rear upright 120 is retracted relative to the side panel 210), for example, Y2-Y1 = -3mm, Y2-Y1 = -2.5mm, Y2-Y1 = -2mm, Y2-Y1 = -1.5mm, Y2-Y1 = -1mm, etc., the airflow can flow more smoothly through the cargo box, reducing the generation of eddies and thus reducing the drag coefficient.

[0058] It should also be noted that, through simulation testing, when the outer contour of the rear pillar 120 exceeds the side panel 210 (i.e., Y2>Y1), referring to point A in Figure 6, which can be understood as the connection area between the side panel 210 and the rear pillar in the prior art, a protruding structure will be formed on the side of the cargo box, causing the airflow to separate at this location and generating turbulence. Then, referring to point B in Figure 6, which can be understood as the rear area of ​​the cargo box during driving, due to the turbulence formed at point A, compared with point D in Figure 7, the rear negative pressure area in the prior art is increased, resulting in greater wind resistance and affecting the energy utilization rate of the vehicle. When the rear pillar 120 is controlled to be within 3mm in the Y direction relative to the side panel 210, referring to points C and D in Figure 7, point C can be understood as the connection area between the side panel 210 and the rear pillar 120 in this embodiment. The outer surface of the side panel 210 can form a continuous aerodynamic profile, and the airflow can smoothly transition to the rear pillar 120 along the side panel 210, reducing airflow separation and thus reducing the negative pressure area at the rear of the cargo box, effectively reducing the wind resistance of the cargo box.

[0059] Referring to Figures 1 and 2, in some embodiments, in the Y direction, the maximum vertical distance from the front column 110, which is located on the same side as the rear column 120, to the Y0 reference plane is Y3, where Y2 is less than Y3.

[0060] In other words, the outer contour width of the front pillar 110 in the Y direction can be set to be greater than the outer contour width of the rear pillar 120. This setting, together with the outer contour of the side panel 210, can effectively guide the airflow to flow smoothly over the side of the cargo box, reduce the generation of tail vortices, and further reduce the drag coefficient.

[0061] Taking the front pillar 110 and rear pillar 120 on the left side of the cargo box as examples, the distance Y3 from the outermost point of the front pillar 110 in the Y direction to the Y0 reference plane is greater than the distance Y2 from the outermost point of the rear pillar 120 in the Y direction to the Y0 reference plane. This causes the line connecting the front pillar 110 and the rear pillar 120 to converge towards the Y0 reference plane in the Y direction. In other words, from the front pillar 110 to the rear pillar 120, the outer contour width in the Y direction gradually decreases, thereby avoiding increased air resistance caused by protruding structures in the X direction.

[0062] When the vehicle is in motion, airflow enters the side area from the front of the cargo box. The wider outer contour of the front pillar 110 guides the airflow to adhere smoothly to the surface of the side panel 210. As the side panel 210 extends rearward to the rear pillar 120, the airflow can flow continuously along the gradually changing surface, avoiding airflow separation caused by the expansion of the outer contour. This design helps to reduce the resistance generated by turbulence.

[0063] It should be noted that by setting the outer contour width of the front pillar 110 in the Y direction to be greater than that of the rear pillar 120, it is possible to ensure that the outer surface of the cargo box forms a smooth transition surface in the Y direction, effectively reducing driving resistance and improving vehicle energy utilization efficiency.

[0064] In some embodiments, the difference between Y2 and Y3 in the Y direction satisfies the following range: -8mm ≤ Y2 - Y3 ≤ -3mm.

[0065] If Y2-Y3 is greater than -3mm (i.e., the inward contraction of the rear pillar 120 relative to the front pillar 110 in the Y direction is not less than 3mm), the convergence gradient of the cargo box side from the front to the rear is too small, resulting in a weakened airflow contraction effect in the rear region (i.e., the rear pillar 120 region). At this time, the transition area formed by the front pillar 110, the side panel 210, and the outer surface of the rear pillar 120 is close to a straight line, which may form a low-pressure area at the rear of the cargo box (i.e., the rear pillar 120 region), inducing vortex separation and increasing pressure drag.

[0066] If Y2-Y3 is less than -8mm (i.e., the inward contraction of the rear pillar 120 compared to the front pillar 110 in the Y direction exceeds 8mm), the convergence gradient of the cargo box side from the front to the rear is too steep. During rapid contraction, the airflow is prone to separate from the surface of the side panel 210, forming a turbulent boundary layer. Therefore, although the width of the rear pillar 120 area of ​​the cargo box is reduced in the Y direction, the separated airflow will generate significant frictional resistance on the surface of the side panel 210. At the same time, unstable eddies may cause structural vibration, affecting the durability of the cargo box.

[0067] Therefore, by setting the difference between Y2 and Y3 within the range of -8mm ≤ Y2 - Y3 ≤ -3mm, such as Y2 - Y3 = -6mm, Y2 - Y3 = -5.4mm, Y2 - Y3 = -5mm, Y2 - Y3 = -4mm, Y2 - Y3 = -3.5mm, it is possible to ensure that the outer surface of the cargo box forms a smooth transition surface in the Y direction, effectively reducing driving resistance and improving vehicle energy utilization efficiency.

[0068] In some embodiments, the enclosure 200 further includes a rear enclosure 220, and the rear column 120 includes a side plate 122 and a rear plate 123. The side plate 122 has a parallel portion 122a that is parallel to the side enclosure 210, and the rear plate 123 is parallel to the rear enclosure 220. The maximum vertical distance from the side plate 122 of the rear column 120 to the Y0 reference plane is Y2, where Y2 is less than or equal to Y1.

[0069] It should be noted that the side panel 122 can be entirely configured as parallel portion 122a, or only partially configured as parallel portion 122a. When the side panel 122 is partially configured as parallel portion 122a, the parallel portion 122a is positioned closer to the side panel 210 relative to the rear panel 220. This allows for a smooth transition of airflow between the side panel 210 and the side panel 122, thereby effectively reducing the drag coefficient of the cargo box.

[0070] The maximum vertical distance from the side panel 122 to the Y0 reference plane is Y2, and the maximum vertical distance from the rear column 120 to the Y0 reference plane is Y1. Setting Y2 to be less than or equal to Y1 ensures that the outer contour of the side panel 122 in the Y direction does not exceed the outer contour of the side panel 210, thereby avoiding the increase in air resistance caused by protruding structures in the X direction.

[0071] In some other embodiments, the side plate 122 further includes an air guide portion 122b that is inclined toward the Y0 reference plane, and the two ends of the air guide portion 122b are respectively connected to the parallel portion 122a and the rear plate 123.

[0072] That is, part of the side panel 122 is set as a parallel part 122a, and another part is set as an air guide part 122b. Optionally, the parallel part 122a can be set closer to the side panel 210 relative to the rear panel 220, and the air guide part 122b can be set closer to the rear panel 220 relative to the side panel 210. This setting can further adjust the airflow guiding effect, so that the airflow transitions more smoothly in the side panel 210, the parallel part 122a and the air guide part 122b, thereby reducing the wind resistance coefficient of the cargo box.

[0073] In some alternative embodiments, the side panel 122 can also be entirely configured as air guides 122b, that is, the air guides 122b gradually slope towards the Y0 reference plane from the end where the side panel 122 is connected to the side wall panel 210 to the end where the side panel 122 is connected to the rear panel 123. This configuration can also adjust the airflow guiding effect.

[0074] In some embodiments, the side panel 122 extends along the Y direction toward the storage space by a distance L1, and the value of L1 is within the range of: 0mm < L1 ≤ 330mm.

[0075] It should be noted that when L1 is set to be greater than 0 mm, the side panel 122 can form an air-guiding area that converges towards the storage space, thereby reducing the drag coefficient of the cargo box. Alternatively, L1 can be set to be less than or equal to 330 mm to avoid severely affecting the entry and exit of goods through the rear door of the cargo box, thus better meeting the usage requirements of the cargo box.

[0076] Preferably, L1 can be set to satisfy the value range: 10mm < L1 ≤ 20mm. On the one hand, L1 should not be too small, otherwise the effect of reducing the wind resistance coefficient of the cargo box will not be obvious. On the other hand, L1 should not be too large. The extension dimension of the side panel 122 along the Y direction toward the storage space will affect the setting dimension of the rear panel 123. Since the rear panel 123 needs a certain space to install a reflector, the reflector will reflect the light source (such as vehicle lights) of other vehicles or pedestrians back to the light source direction, and clarify the outline of the cargo box 10 to reduce the risk of rear-end collision or collision.

[0077] In some embodiments, the dimension of the side plate 122 along the X direction is L2, and the value range of L2 satisfies: 0mm < L2 ≤ 2000mm.

[0078] Understandably, the dimensions of the side panel 122 along the X direction can be selected based on the specifications of the cargo box 10 and the manufacturing conditions of the rear column 120. For example, when the rear column 120 is integrally bent from a steel coil, since the dimensions of the rear column 120 along the Z direction are relatively large, the steel coil is often formed by bending it along its width. Because the width of the steel coil is limited, the dimensions of the side panel 122 along the X direction can be selected based on the width of the steel coil.

[0079] Therefore, by making the side plate 122 less than or equal to 2000 mm in the X direction, it is easier to purchase steel coils with suitable conditions and also easier to process, reducing the manufacturing difficulty and cost of the rear column 12.

[0080] Preferably, considering the utilization rate of steel coil materials and structural stability, the value range of L1 can satisfy: 50mm < L2 ≤ 200mm.

[0081] Referring to Figures 3 and 5, in some embodiments, the cargo box frame further includes an inner sealing plate 130, and the rear uprights 120 are arranged in pairs and spaced apart along the Y direction. The inner sealing plate 130 is located on the side of the pair of rear uprights 120 facing each other, and the inner sealing plate 130 is connected to the rear uprights 120 in a one-to-one correspondence.

[0082] To enhance the structural strength of the cargo box and further improve the sealing of the storage space, the cargo box frame may also include an inner sealing plate 130. Specifically, the rear uprights 120 of the cargo box frame can be arranged in pairs and symmetrically distributed along the Y direction on both sides of the Y0 reference plane. The inner sealing plate 130 can be located on the side of the paired rear uprights 120 facing each other; that is, the inner sealing plate 130 can be located on the right side of the left rear upright 120 and the left side of the right rear upright 120, achieving a one-to-one correspondence between the inner sealing plate 130 and the rear uprights 120.

[0083] Since the rear uprights 120 are key support components at the rear of the cargo box, they need to withstand lateral loads and vibrations during cargo loading or vehicle movement. The addition of inner sealing plates 130 to the paired rear uprights 120 enhances structural strength. For example, the left inner sealing plate 130 is vertically fixed to the inner surface of the left rear upright 120, and the right inner sealing plate 130 is vertically fixed to the inner surface of the right rear upright 120. With both plates positioned opposite each other in the Y0 reference plane, they effectively resist lateral deformation of the rear uprights 120, improving the impact resistance of the cargo box's rear end.

[0084] Optionally, the inner sealing plate 130 and the rear column 120 can be connected by welding, bolting, or riveting. If welding is used, the edge of the inner sealing plate 130 is fixed to the inner surface of the rear column 120 through a continuous weld, forming a rigid connection. If bolting is used, threaded holes are pre-drilled or nuts are installed on the inner side of the rear column 120, and the inner sealing plate 130 is fastened by bolts passing through the pre-drilled holes, facilitating disassembly and maintenance. Specifically, the inner sealing plate 130 and the rear column 120 can be connected by welding.

[0085] In some embodiments, the inner sealing plate 130 includes a first plate member that is bent, the thickness of the first plate member being d1, where 1mm≤d1≤2mm.

[0086] If d1 is less than 1mm, the structural stiffness of the inner sealing plate 130 will be too low. During cargo loading, excessively thin plates are prone to plastic deformation, leading to surface dents or cracks, affecting the sealing and structural strength of the cargo box. Furthermore, as the inner sealing plate 130 serves as a lateral support structure for the rear upright 120, insufficient thickness will weaken its restraining effect on the rear upright 120, reducing the overall stability of the rear of the cargo box.

[0087] If d1 is greater than 2mm, it will significantly increase the overall weight of the cargo box, which is detrimental to the goal of lightweight cargo box design. Excessive use of materials not only increases manufacturing costs but also increases the vehicle's unproductive load and reduces energy efficiency.

[0088] Therefore, the thickness of the first plate component can be set to 1.2mm, 1.5mm, 1.7mm, etc., to ensure the structural rigidity of the inner sealing plate 130, while also taking into account the lightweight design goal of the cargo box.

[0089] In some alternative embodiments, the rear column 120 includes a bent second plate member with a thickness of d2, where 2mm ≤ d2 ≤ 2.5mm.

[0090] For the second plate component of the rear pillar 120, if d2 is less than 2mm, the rear pillar 120 may bend and deform when subjected to the vertical load of the cargo or the inertial force generated when the vehicle brakes or accelerates, resulting in the instability of the cargo box frame.

[0091] If d2 is greater than 2.5mm, the weight of the rear column 120 will increase significantly, and it may also reduce the storage space inside the cargo box. In addition, an excessively thick second plate component will increase the difficulty of welding or bolting, affecting assembly efficiency and connection strength, while also increasing material costs and processing energy consumption.

[0092] Referring to Figures 3 and 5, in some embodiments, the inner sealing plate 130 includes a bent portion 131 with a bending angle of α, where 90°≤α≤135°.

[0093] It should be noted that the inner sealing plate 130 may include two bent portions 131. For example, one end of the first plate component is connected to one end of the rear column 120, and then the first bent portion bends towards the rear column 120 at a 120° angle, and the second bent portion also bends towards the rear column 120 at a 120° angle, so that the other end of the first plate component is connected to the other end of the rear column 120. This can improve the torsional stiffness of the inner sealing plate 130 and reduce stress concentration.

[0094] Alternatively, the inner sealing panel 130 may also include three bends 131. For example, one end of the first panel is connected to one end of the rear column 120, then the first bend is bent at 90° toward the rear column 120, the second bend is bent at 90° away from the rear column 120, and the third bend is bent again at 90° toward the rear column 120, so that the other end of the first panel is connected to the other end of the rear column 120. This satisfies the auxiliary support requirement of the inner sealing panel 130 for the rear column 120 and improves structural strength. In addition, the second bend away from the rear column 120 increases the storage space capacity and reduces the probability of interference between goods and the inner sealing panel 130. It is understood that the number and bending angle of the bends 131 can be set according to actual needs, and this embodiment does not limit them.

[0095] By setting the bending angle of the bending portion 131 within the range of 90° to 135°, stress concentration can be reduced, and the probability of processing defects caused by excessive bending can be lowered.

[0096] Referring to Figure 3, in some embodiments, the side panel 210 has a first bent edge 211 on the side facing the rear column 120, and the rear column 120 has a second bent edge 121 on the side facing the side panel 210. The first bent edge 211 and the second bent edge 121 are fitted together. A transition adhesive layer is provided between the bend of the first bent edge 211 and the bend of the second bent edge 121.

[0097] In practice, the side panel 210 has a first bent edge 211 on one edge facing the rear column 120, and the rear column 120 has a second bent edge 121 on one edge facing the side panel 210. The first bent edge 211 and the second bent edge 121 are connected by a fitted joint to form a stable structural interface. This design increases the connection area between the side panel 210 and the rear column 120, and also distributes the load and reduces stress concentration through geometric optimization.

[0098] The first bent edge 211 and the second bent edge 121 can be connected by welding, bolting, or riveting. For example, when welding is used, the mating surfaces of the first bent edge 211 and the second bent edge 121 are fixed by a continuous weld to form a rigid connection. If bolting is used, through holes are pre-drilled on the bent edges, and bolts and nuts passing through the through holes are used for fastening, facilitating disassembly and maintenance. Specifically, the first bent edge 211 and the second bent edge 121 can be connected by welding.

[0099] To ensure a tight seal and fatigue resistance, a transition adhesive layer can be provided between the bends of the first bend 211 and the second bend 121. This transition adhesive layer effectively prevents rainwater, dust, or corrosive media from entering the cargo box through the first bend 211 and the second bend 121, extending the cargo box's service life. The transition adhesive layer also evenly distributes the load to the mating surfaces of the first bend 211 and the second bend 121, reducing localized stress concentration.

[0100] In addition, by setting a transition adhesive layer, the airflow can flow more smoothly over the side panel 210 and the rear column 120, reducing the generation of vortices and thus reducing the drag coefficient.

[0101] Referring to Figure 1, in some embodiments, a side skirt 300 is also included. The side skirt 300 is connected to the lower part of the side panel 210 and extends from the front pillar 110 to the rear pillar 120 along the X direction. The side skirt 300 has a beveled edge 310 located at the end of the side skirt 300 relative to the front pillar 110 and closer to the rear pillar 120. The beveled edge 310 extends obliquely towards the rear pillar 120 from the side of the side skirt 300 away from the side panel 210.

[0102] It should be noted that the side skirt 300 extends from the front pillar 110 to the rear pillar 120 along the X direction (front-to-back direction of the cargo box), forming a continuous protective plate covering the bottom side of the cargo box. This prevents airflow from directly entering the cargo box from the bottom and creating turbulent vortices during high-speed driving. The inclined design of the sloping edge 310 further guides the airflow to flow rearward along the outer surface of the side skirt 300, reducing the mutual interference between the bottom airflow and the side airflow, reducing the additional drag caused by turbulence, and improving the overall aerodynamic performance of the cargo box. In addition, the inclined design of the sloping edge 310 can also prevent the side skirt 300 from interfering with the slope surface when the vehicle is going uphill.

[0103] Optionally, the side skirt 300 is fixed to the bottom edge of the side panel 210 by means of bolts, clips or welding. The side skirt 300 may include aluminum alloy sheet or composite material sheet, taking into account both impact resistance and lightweight requirements.

[0104] Referring to Figure 1, in some embodiments, the side panel 210 is provided with an entrance 212, and the cargo box also includes a side door 400 and a door lock 500 hidden in the side door 400. The side door 400 is connected to the side panel 210 and covers the entrance 212.

[0105] Understandably, by incorporating an openable and closable side door 400 and a concealed door lock 500, cargo loading and unloading needs can be met while enhancing operational safety. The concealed door lock 500 avoids the impact of traditional exposed locks on the aerodynamic shape of the cargo box. Specifically, by setting the outer contour of the door lock 500 to not exceed the outer surface of the side door 400 in the Y direction, it maintains consistency with the overall aerodynamic profile of the side panel 210. This effectively guides airflow smoothly across the side of the cargo box, reducing vortex generation and further lowering the drag coefficient.

[0106] Based on the above embodiments, this application provides a vehicle including a vehicle body and a cargo box provided in any of the above embodiments, the cargo box being connected to the vehicle body.

[0107] The cargo box has been described in detail in the above embodiments and will not be repeated here.

[0108] It is understood that by adopting the cargo box provided in any of the above embodiments, airflow can be guided to flow orderly along the outer surface of the cargo box, reducing tail vortices. Compared with traditional cargo boxes, the cargo box of this application can reduce air resistance when the vehicle is in motion, thereby reducing power loss of the engine or motor. For new energy vehicles, adopting the cargo box of this application can improve the driving range, thereby improving the vehicle's energy utilization rate.

[0109] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A cargo box, characterized in that, include: The cargo box frame includes a front upright (110) and a rear upright (120) arranged along the X direction; a side panel (200) surrounds the cargo box frame and defines a storage space, the side panel (200) includes a side panel (210) arranged along the X direction between the front upright (110) and the rear upright (120); wherein the cargo box frame has a Y0 reference plane in the Y direction, the maximum vertical distance from the side panel (210) to the Y0 reference plane in the Y direction is Y1, the maximum vertical distance from the rear upright (120) to the Y0 reference plane is Y2, and Y2 is less than or equal to Y1.

2. The cargo box according to claim 1, characterized in that, In the Y direction, the difference between Y1 and Y2 satisfies the following range: -3mm ≤ Y2 - Y1 ≤ 0mm.

3. The cargo box according to claim 1, characterized in that, In the Y direction, the maximum vertical distance from the front column (110) to the Y0 reference plane is Y3, where Y2 is less than Y3.

4. The cargo box according to claim 3, characterized in that, In the Y direction, the difference between Y2 and Y3 satisfies the following range: -8mm ≤ Y2 - Y3 ≤ -3mm.

5. The cargo box according to claim 1, characterized in that, The enclosure (200) also includes a rear enclosure (220), and the rear column (120) includes a side plate (122) and a rear plate (123). The side plate (122) has a parallel portion (122a) arranged parallel to the side enclosure (210), and the rear plate (123) is arranged parallel to the rear enclosure (220). The maximum vertical distance from the side plate (122) of the rear column (120) to the Y0 reference plane is Y2, where Y2 is less than or equal to Y1.

6. The cargo box according to claim 5, characterized in that, The side plate (122) also includes an air guide (122b) that is inclined toward the Y0 reference plane, and the two ends of the air guide (122b) are respectively connected to the parallel part (122a) and the rear plate (123).

7. The cargo box according to claim 5, characterized in that, The side plate (122) extends along the Y direction toward the storage space by a distance L1, and the value of L1 is within the range of: 0mm < L1 ≤ 330mm.

8. The cargo box according to claim 5, characterized in that, The side plate (122) has a dimension of L2 along the X direction, and the value of L2 is within the range of: 0mm < L2 ≤ 2000mm.

9. The cargo box according to claim 1, characterized in that, The cargo box frame also includes an inner sealing plate (130). The rear uprights (120) are arranged in pairs and spaced apart along the Y direction. The inner sealing plate (130) is located on the side of the pair of rear uprights (120) facing each other, and the inner sealing plate (130) and the rear uprights (120) are connected in a one-to-one correspondence. The inner sealing plate (130) includes a first plate component that is bent, and the thickness of the first plate component is d1, 1mm≤d1≤2mm. The rear uprights (120) include a second plate component that is bent, and the thickness of the second plate component is d2, 2mm≤d2≤2.5mm.

10. The cargo box according to claim 9, characterized in that, The inner sealing plate (130) includes a bent portion (131), and the bending angle of the bent portion (131) is a, where 90°≤a≤135°.

11. The cargo box according to any one of claims 1 to 10, characterized in that, The side panel (210) has a first bent edge (211) on the side facing the rear column (120), and the rear column (120) has a second bent edge (121) on the side facing the side panel (210). The first bent edge (211) and the second bent edge (121) are fitted together. A transition adhesive layer is provided between the bend of the first bent edge (211) and the bend of the second bent edge (121).

12. The cargo box according to any one of claims 1 to 10, characterized in that, It also includes a side skirt (300) connected below the side panel (210), extending from the front pillar (110) to the rear pillar (120) along the X direction; wherein the side skirt (300) has a sloping edge (310) located at the end of the side skirt (300) relative to the front pillar (110) closer to the rear pillar (120), and the sloping edge (310) extends obliquely toward the rear pillar (120) from the side of the side skirt (300) away from the side panel (210).

13. The cargo box according to any one of claims 1 to 10, characterized in that, The side panel (210) is provided with an entrance (212), and the cargo box also includes a side door (400) and a door lock (500) hidden in the side door (400). The side door (400) is connected to the side panel (210) and covers the entrance (212).

14. A vehicle, characterized in that, It includes a vehicle body and a cargo box as described in any one of claims 1 to 13, the cargo box being connected to the vehicle body.

Images