LOCKING MODULE FRAME STRUCTURE OF A VEHICLE

Abstract

Frame structure of a locking module for a vehicle, wherein the frame structure of the locking module comprises: a platform (100) extending from a front to a rear of the vehicle to form an outer floor surface; a first and a second cabin frame (210, 220) which are provided on the platform (100) such that the first and the second cabin frame (210, 220) are spaced apart from each other while facing each other; at least one central connecting part (300) arranged between the first and second cabin frames (210, 220); Load path units (400) that are in contact with the first and second cabin frames (210, 220) and are connected to opposite sides starting from the central connecting part (300); and a cabin unit (500) which is removablely inserted between the load path units (400) and fixed to the first and second cabin frames (210, 220).

Description

TECHNICAL AREA

[0001] The present disclosure relates to a locking module frame structure of a vehicle and to a purpose-built vehicle with such a frame structure, wherein the frame structure enables a vehicle cabin to be detachably attached to a frame in such a way that different door parts can be assembled to form a PBV vehicle, and the frame structure includes a load path structure designed to dissipate impact energy. BACKGROUND

[0002] There are different types of car doors. For example, there is a swing door (hinged door), which is mainly used for sedans, a sliding door, which is mainly used for medium-sized vans, and a tailgate, which is mainly used for the rear doors of vans and motorhomes.

[0003] Meanwhile, purpose-built vehicles (PBVs) have emerged as a future form of mobility that expands living space. For example, if a PBV consisting of a shoe store and a PBV consisting of a clothing store are docked at a hub, the hub becomes a shopping center. Depending on the purpose of the PBV, its functions and designs can be extensively expanded. The PBV is neither public transportation like a bus nor a private car, but a new type of mobility, and the PBV is used as a flexible space where the purpose of the hub itself varies depending on the purpose of the PBV docked to it.

[0004] To maximize the utilization of a purpose-built passenger vehicle (PBV), a frame structure is required that allows the door type to be changed depending on the purpose. For example, if space is limited, such as when only passengers are disembarking or the ceiling is low, a sliding or rear-hinged door must be used. Conversely, if a lot of luggage is being carried, a door that widens the opening is necessary. Among the rear doors, a clamshell type, split in the middle and then splits upwards and downwards, requires less force to open than opening and closing a single large rear door and takes up less space at the rear. The clamshell type is in the spotlight because the PBV opening can be widened when both the upper and lower doors are opened.

[0005] Meanwhile, the frame structure of a normal car is designed so that in a collision, the impact load is concentrated on a specific part, such as a longitudinal member. If the impact load is concentrated on a particular part of the frame, there is a risk of the vehicle sustaining more damage and the occupants being injured, which is problematic.

[0006] From CN 1 05 151 127 A a modular structure for a vehicle body is known, comprising a platform, several cabin frames, several connecting parts between the cabin frames and load path units that are in contact with the cabin frames.

[0007] DE 10 2020 116 388 A1 reveals a vehicle body with two cabin frames and two connecting parts between the cabin frames.

[0008] US patent 2022 / 0363328A1 describes a modular vehicle consisting of a drive module and a non-drive module. The modules are automatically coupled via body-frame couplers, including those located in the longitudinal members.

[0009] DE 69 604 201 T2 provides a drive unit that can be coupled to a mobile body to form a vehicle. It has two opposing surfaces on its side walls, perpendicular to the forward direction, and these surfaces are equipped with coupling / uncoupling devices for the releasable engagement of the wheel assembly.

[0010] Furthermore, US Patent 3,888,539 A shows a self-contained kitchen unit for a vehicle that fits through the vehicle's rear door opening. The kitchen unit is mounted in the vehicle by guide elements attached to the vehicle floor and by interacting support rails and rollers in the side walls of the kitchen unit.

[0011] The foregoing statements are intended only to facilitate the background understanding of the present disclosure and do not imply that the present disclosure belongs to the area of ​​prior art which is already known to the person skilled in the art. OVERVIEW

[0012] The present invention was developed to solve the above-mentioned problems, and the present disclosure provides a locking module frame structure of a vehicle that enables the use of various locking modules and cabin units in a PBV.

[0013] The purpose of the present disclosure is to provide a framework structure for a vehicle locking module that is capable of dissipating the impact energy in a vehicle collision through the use of multiple load path units.

[0014] The problem is solved by a framework structure with the features of claim 1 and a purpose-built vehicle with the features of claim 13. Advantageous further developments are found in the dependent claims.

[0015] The objectives of the present invention are not limited to the aforementioned subject matter, and other subject matter of the invention not mentioned can be understood from the following description and can be further clarified by examples relating to the invention. Furthermore, the objectives of the present invention can be achieved by the means and combinations thereof described in the claims.

[0016] To achieve the above-mentioned goals, the frame structure of a vehicle with locking modules can include the following components.

[0017] According to an exemplary embodiment of the present invention, the frame structure of the vehicle's locking module can comprise a platform extending from a front to a rear of the vehicle to form an outer floor surface; a first and a second cabin frame provided on the platform such that the first and the second cabin frames are spaced apart from each other while facing each other; at least one central connecting element arranged between the first and the second cabin frames; load path units in contact with the first and the second cabin frames and connected to opposite sides starting from the central connecting element; and a cabin unit detachably inserted between the load path units to be fixed to the first and the second cabin frames.

[0018] Furthermore, the central connecting part in the frame structure of the vehicle's locking module can be formed in an integrated manner with at least the first or the second cabin frame.

[0019] Furthermore, the central connecting part can be integrated into the vehicle's frame structure with the load path units.

[0020] Furthermore, in the frame structure of the vehicle's locking module, at least the first or second cabin frame may have a groove designed to accommodate the central connecting part.

[0021] Furthermore, the cabin unit in the frame structure of the vehicle's locking module can comprise at least one load path coupling part inserted between the load path units and a cabin space part connected to the first or second cabin frame.

[0022] Furthermore, the frame structure of the vehicle's locking module may also include a guide rail extending from opposite sides of an outer surface of the platform and a cabin guide element formed in the cabin space part at a location corresponding to and engaging with the guide rail.

[0023] Furthermore, the frame structure of the vehicle's locking module may also include a fastening unit that secures the cabin unit to the load path units.

[0024] Furthermore, the fastening unit in the frame structure of the vehicle's locking module can comprise a hook support part inserted into the load path units, a hook formed on the load path units at a location corresponding to the hook support part, and a hook engagement groove located on the load path coupling part and designed to secure the load path coupling part by receiving the hook therein.

[0025] Furthermore, the frame structure of the vehicle's locking module may have a fastening bolt that penetrates both the guide rail and the cabin guide part.

[0026] Furthermore, when the load path coupling part and the load path units are connected, the hook in the frame structure of the vehicle's locking module can be firmly connected to the hook support part.

[0027] Furthermore, in the frame structure of the vehicle's locking module, the hook support part can be detached from the hook when the load path coupling part is detached from the load path units.

[0028] Furthermore, the frame structure of the vehicle's locking module may include a door section located between the first and second cabin frames.

[0029] The present invention can achieve various effects as follows by combining the present embodiment and a configuration described below, as well as a context of use.

[0030] The frame structure can be used depending on the purpose, as different locking modules and cabin units can be used for PBVs.

[0031] Furthermore, it is possible to distribute the impact energy in a car collision by applying multiple load path units, thereby reducing damage to the vehicle and ensuring the safety of the occupants. BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0032] The above and other objectives, features and other advantages of the present invention will be more clearly understood by the following detailed description in conjunction with the accompanying drawings, in which: Fig. 1 a perspective view of a PBV to which a locking module frame structure of a vehicle according to an exemplary embodiment of the invention is attached; Fig. Figure 2 is a perspective view of the frame structure of the vehicle's locking module and a load path section showing the transfer of impact energy according to an exemplary embodiment of the invention; Fig. Figure 3 is a perspective view showing a case in which a cabin unit is connected to load path units of the frame structure of the locking module of the vehicle according to an exemplary embodiment according to the invention; Fig. Figure 4 is a perspective view showing a state in which the cabin unit is connected to the load path units and a first cabin frame of the frame structure of the locking module of the vehicle according to an exemplary embodiment according to the invention; Fig. Figure 5 is a cross-sectional view showing a guide rail and a cabin guide part of the frame structure of the locking module of the vehicle according to an exemplary embodiment according to the invention; Fig. 6A is a cross-sectional view of a fastening unit in a state in which a load path coupling part of the locking module frame structure of the vehicle is connected to the load path units according to an exemplary embodiment of the invention; Fig. Figure 6B is a view showing a hook-bearing part of the frame structure of the vehicle's locking module, which is to be released by a hook according to an exemplary embodiment of the invention; and Fig. 6C is a cross-sectional view of the fastening unit in the case where the load path coupling part of the locking module frame structure of the vehicle is to be released from the load path units. DETAILED DESCRIPTION OF EXAMPLES OF EXECUTION

[0033] Exemplary embodiments of the invention are described in detail below with reference to the accompanying drawings. It is understood that the exemplary embodiment of the invention can be modified into a multitude of embodiments and that the scope of protection and the inventive concept are not limited to the embodiments described herein. The embodiment of the invention described below is intended to enable the person skilled in the art to better understand the present disclosure.

[0034] Furthermore, terms such as "...part" and "...unit" in this revelation can represent a unit that processes at least one function or operation and may be implemented as a combination of hardware.

[0035] Furthermore, terms such as “a first ~” and “a second ~” are used in this revelation only to distinguish between components designated by the same term. Accordingly, the terms in the following description are not necessarily restricted to a specific order.

[0036] Furthermore, the terms "front" and "rear" in this revelation refer to the direction of travel of the vehicle.

[0037] Furthermore, in this disclosure, the term “longitudinal direction” refers to a direction extending from front to rear in relation to the vehicle, and “vertical direction” refers to a direction relative to the vehicle.

[0038] When a part is described as being positioned “on” another part, this means that the part is “directly on” another part or above the other part in between.

[0039] When a part is described as lying “under” another part, this means that the part lies “directly under” another part or under the other part in between.

[0040] Fig. Figure 1 is a perspective view of a PBV to which a locking module frame structure of a vehicle according to an exemplary embodiment of the invention is attached.

[0041] According to Fig. 1. According to an exemplary embodiment of the invention, the frame structure of the vehicle's locking module can comprise a platform 100 forming an outer floor surface, a first cabin frame 210, and a second cabin frame 220 arranged on the platform 100. The present disclosure can be applied to the PBV and can include a structure in which a door part 800 is opened and closed on the side of the vehicle.

[0042] The platform 100 can form an outer floor surface by extending from the front of the vehicle to a rear. The first and second cabin frames 210 and 220 can be arranged such that they are opposite each other on the platform 100. In an embodiment according to the invention, the first and second cabin frames 210 and 220 can have a symmetrical structure such that they are opposite each other with respect to the center of the platform 100. The first cabin frame 210 can be located at the front and the second cabin frame 220 at the rear. The first cabin frame 210 and the second cabin frame 220 can have the same "□" shape.

[0043] According to Fig. 2. At least one door frame 230 can be formed between a top surface of the first cabin frame 210 and a top surface of the second cabin frame 220. In one embodiment of the invention, the first and second cabin frames 210 and 220 can be connected by at least one door frame 230. In another embodiment of the invention, the first and second cabin frames 210 and 220 can be formed in an integrated manner with at least one door frame 230.

[0044] The present invention can further comprise the door part 800, which is arranged between the first and the second cabin frames 210 and 220. The door part 800 can be a flap type (clamshell type) in which an upper door and a lower door are separated, or an opposing type that is rotatably opened to opposite sides, or a sliding door part; however, the invention is not specifically limited in this respect. In one embodiment of the invention, the door part 800 can be hinged to the door frame 230 in order to be rotatably opened. Depending on the door part 800, the distance or the shape of the first and the second cabin frames 210 and 220 can change.

[0045] A cabin unit 500 can be fixed to the first cabin frame 210 and the second cabin frame 220. Fig. Figure 1 shows the states of the first cabin frame 210 and the second cabin frame 220, to which the cabin unit 500 is fixed and the door part 800 is attached. The first cabin frame 210, the second cabin frame 220, the cabin unit 500, and the door part 800 can be arranged on the platform 100 to form the outer perimeter of the PBV vehicle.

[0046] Fig. Figure 2 is a perspective view of the frame structure of the vehicle's locking module and a load path section showing the transfer of impact energy according to an embodiment of the invention.

[0047] According to Fig. 2. In the frame structure of the locking module of the vehicle, according to an exemplary embodiment of the invention, at least one central connecting part 300 and one load path unit 400 can be connected from front to rear.

[0048] The central connecting element 300 can be arranged between the first cabin frame 210 and the second cabin frame 220. The first cabin frame 210 and the second cabin frame 220 can be arranged on the platform 100. The central connecting element 300 can be arranged on the upper side of the platform 100 between one end of the first cabin frame 210 and one end of the second cabin frame 220. Preferably, at least one central connecting element 300 can be configured with a specific spacing in the width direction of the vehicle. The central connecting element 300 and the lower ends of the first cabin frame 210 and the second cabin frame 220 can be bolted together. In an embodiment according to the invention, Fig. 2. Three central connecting parts 300 can be spaced apart from each other at regular intervals and designed such that they extend longitudinally by a distance between the first and the second cabin frames 210 and 220. In a further embodiment of the invention, the central connecting part 300 can be integrated with at least one of the first and second cabin frames 210 and 220.

[0049] The load path unit 400 can be configured to be in contact with the first and second cabin frames 210 and 220. Preferably, the load path unit 400 can be in contact with the other end of the first cabin frame 210 or the other end of the second cabin frame 220. The load path unit 400 is adjacent to the central connecting part 300 and can extend from the other ends of the first and second cabin frames 210 and 220, respectively, to the end of the platform 100. At least one of the load path units 400 can be configured to coincide with the central connecting part 300. Several load path units 400 can extend longitudinally in contact with the first and second cabin frames 210 and 220 at positions corresponding to the central connecting part 300. The load path unit 400 can be bolted to the first cabin frame 210 and the second cabin frame 220.

[0050] In one embodiment of the invention, three load path units 400 can be spaced apart such that their distance corresponds to the distance to the central connecting part 300, and they can be configured to extend longitudinally to both ends of the platform 100. The three load path units 400 can have the same shape as the central connecting part 300. In another embodiment of the invention, the load path unit 400 adjacent to a vehicle wheel can extend to the end of the platform 100 and is tapered in the lateral direction in a certain region.

[0051] In a further embodiment of the invention, the central connecting part 300 can be integrated with the load path unit 400. In this case, at least one of the first cabin frame 210 and the second cabin frame 220 can be provided with a groove 211 that can receive the central connecting part 300. The groove can be designed to receive the central connecting part 300. Accordingly, at least one central connecting part 300 and at least one load path unit 400 can be integrated from the front to the rear of the vehicle.

[0052] A load path can be formed in which, during a forward collision, the collision load transferred to the front load path unit 400 is transferred to a connecting piece with the first cabin frame 210, and the transferred collision load passes through the middle connecting piece 300 and is transferred to the second cabin frame 220 and the rear load path unit 400. Likewise, a load path can be formed in which, if a rear-end collision occurs, the collision load transferred to the rear load path unit 400 is transferred to a connecting piece with the second cabin frame 220, and the transferred collision load passes through the middle connecting piece 300 and is transferred to the first cabin frame 210 and the front load path unit 400.The central connecting part 300 and the load path unit 400 can be formed with a variety of the respective parts to have a multiple load path structure that is set up to distribute collision energy over multiple paths when a collision occurs.

[0053] Fig. Figure 3 is a perspective view showing a case in which a cabin unit 500 is connected to the load path units 400 of the locking module frame structure of the vehicle according to an exemplary embodiment of the invention; and Fig. Figure 4 is a perspective view showing a state in which the cabin unit 500 is connected to the load path units 400 and the first cabin frame 210 of the closing module frame structure of the vehicle according to an exemplary embodiment of the invention.

[0054] According to the Fig. 3 and Fig. 4. The cabin unit 500 can be inserted between at least one load path unit 400. Preferably, the cabin unit 500 can comprise at least one load path coupling part 510 and one cabin space part 520. The cabin unit 500 can be arranged on opposite sides with respect to the central connecting part 300.

[0055] The load path coupling element 510 can be inserted between at least one load path unit 400. In an embodiment according to the invention Fig. 3. The two load path coupling parts 510 can be inserted between the three load path units 400. One shape of the load path coupling part 510 can correspond to one shape of the load path unit 400 such that the cabin unit 500 can be assembled without interference.

[0056] The cabin compartment section 520 can be connected to the first cabin frame 210 or the second cabin frame 220. When the cabin unit 500 is installed in the vehicle, the cabin compartment section 520 can form the outermost surface of the vehicle interior. Furthermore, according to Fig. 4 the load path unit 400 and the load path coupling part 510 must be set up to form the same plane.

[0057] Meanwhile, the present invention can also include a guide rail 110 on the side of the platform 100 and a cabin guide element 521 on the side of the cabin compartment section 520 for assembling the cabin unit 500. The guide rail 110 can be configured to extend from opposite sides of the outside of the platform 100. Preferably, the guide rail 110 can extend longitudinally from the end of the platform 100 to a section adjacent to the wheel and wheel housing. The cabin guide element 521 can be configured at a location corresponding to the guide rail 110 at both lower ends of the cabin compartment section 520. When the cabin unit 500 is assembled, the cabin guide element 521 is connected to the guide rail 110.

[0058] The present invention can further comprise a fastening unit 600 for fastening the cabin unit 500 to the load path unit 400. Preferably, the fastening unit 600 secures the load path coupling part 510 to the load path unit 400 after the load path coupling part 510 has been fully inserted between the load path units 400. After releasing the fastening unit 600, the load path coupling part 510 is detached from the load path unit 400.

[0059] Fig. Figure 5 is a cross-sectional view showing the guide rail 110 and the cabin guide part 521 of the frame structure of the locking module of the vehicle according to an exemplary embodiment according to the invention.

[0060] According to Fig. 5. The shapes of an inner circumferential surface of the guide rail 110 and an outer circumferential surface of the cabin guide part 521 can be designed to correspond to each other. When the cabin unit 500 is assembled, the cabin guide part 521 is engaged with the guide rail 110 to limit the extent of movement of the cabin unit 500 in the left and right directions.

[0061] According to an exemplary embodiment of the invention, the frame structure of the vehicle's locking module can further comprise a fastening bolt 700 that completely penetrates the guide rail 110 and the cabin guide element 521. The fastening bolt 700 can be fixed vertically to the upper surface of the guide rail 110. Once the fastening bolt 700 is fastened, a base side of the cabin guide element 521 can contact a base side of the guide rail 110. In an embodiment of the invention, when the fastening bolt 700 is fastened, the cabin guide element 521 is pressed against and fixed to the sealing part of the guide rail 110. This can limit the vertical range of movement of the cabin unit 500.

[0062] Fig. Figure 6A is a cross-sectional view of the fastening unit 600 in a state in which, according to an exemplary embodiment of the invention, the load path coupling part 510 of the locking module frame structure of the vehicle is connected to the load path unit.

[0063] According to Fig. 6A The fastening unit 600 can comprise a hook support 610, a hook 620, and a hook insertion groove 630. The hook support 610 can be inserted into at least one of the load path units 400. The hook support 610 can be configured to secure the load path coupling element 510. Preferably, a groove is formed in at least one of the load path units 400 such that the hook support 610 can be fitted vertically. In one embodiment according to the invention, a cover is formed at a position corresponding to the groove of the load path unit 400, and when the hook support 610 is released, the groove is covered by the cover. The cabin unit 500 can be selectively secured and releasable by the fastening unit 600.

[0064] The hook 620 can be formed on the load path unit 400 at a position corresponding to the hook support part 610. Preferably, the hook 620 can be configured such that one end is fixed to the load path unit 400 and the other end is rotated. The hook 620 can be formed in a pair that fixes both ends of the hook support part 610. In an embodiment according to the invention, the hook 620 is positively connected to the hook support part 610 when the load path coupling part 510 and the load path unit 400 are coupled. When the load path coupling part 510 is fully inserted between the load path units 400, the hook support part 610 is inserted such that the hooks 620 are spaced apart from each other. After the assembly of the cabin unit 500, floor coverings can be formed on the top of the middle connecting part 300, the top of the load path unit 400 and the load path coupling part 510.

[0065] The hook insertion groove 630 is positioned in the load path coupling part 510 and can be configured such that the hook 620 is inserted in such a way that the load path coupling part 510 is fixed. Preferably, the hook insertion grooves 630 limit the amount of rotation of the hooks 620 when the hooks 620 are spaced apart from each other by inserting the hook support part 610. The hook insertion groove 630 can be configured in each of the load path coupling parts 510 in a shape corresponding to the hook 620. The hook insertion groove 630 is formed at a position that corresponds to the longitudinal position of the hook 620 when the load path coupling part 510 is fully inserted between the load path units 400.

[0066] Fig. Figure 6B is a view showing the hook support element 610 of the frame structure of the locking module of the vehicle, which, according to an exemplary embodiment of the invention, is to be released by a hook 620; and Fig. Figure 6C is a cross-sectional view of the fastening unit 600 in the case that the load path coupling part 510 of the frame structure of the vehicle locking module of the vehicle is to be detached from the load path unit 400 according to an exemplary embodiment of the invention.

[0067] According to Fig. 6B and Fig. 6C, the hook support part 610 is released from the hook 620 when the load path coupling part 510 is released from the load path unit 400. Preferably, when the hook support part 610 is released from the hook 620, the hook 620 is reattached and released from the hook insertion groove 630. When the hook 620 is released from the hook insertion groove 630, the load path coupling part 510 is released from the load path unit 400.

[0068] In one embodiment according to the invention, the hook 620 is restored when the hook support part 610 is released such that the load path coupling part 510 is released without interference from the load path unit 400. One end of the hook 620 can be hinged to the load path unit 400 by an elastic element. When the hook support part 610 is fitted into the hook 620, it is secured by an elastic repulsive force. When the hook support part 610 is released from the hook 620, the hook 620 can be returned to its original state by an elastic restoring force.

[0069] The cabin unit 500 can be stably attached to the vehicle by means of a guide rail 110, a cabin guide element 521, and the fastening unit 600. Preferably, the side surface of the cabin unit 500 can be fastened by the guide rail 110 and the cabin guide element 521, and the central part of the cabin unit 500 can be fastened by the fastening unit 600. If the cabin unit 500 needs to be replaced, the fastening bolt 700 is loosened and the hook support element 610 is removed. Once the fastening bolt 700 and the hook support element 610 are loosened, the cabin unit 500 is released in a direction opposite to the direction it was inserted into the load path units 400.

[0070] In summary, the present invention provides the frame structure of the vehicle's locking module, wherein the frame structure allows the cabin unit 500 to be detachably fixed to a frame in such a way that various door parts 800 can be assembled to form a PBV vehicle, and includes a load path structure designed to dissipate impact energy.

Claims

[1] Frame structure of a locking module for a vehicle, wherein the frame structure of the locking module comprises: a platform (100) extending from a front to a rear of the vehicle to form an outer floor surface; a first and a second cabin frame (210, 220) which are provided on the platform (100) such that the first and the second cabin frame (210, 220) are spaced apart from each other while facing each other; at least one central connecting part (300) arranged between the first and second cabin frames (210, 220); Load path units (400) that are in contact with the first and second cabin frames (210, 220) and are connected to opposite sides starting from the central connecting part (300); and a cabin unit (500) which is removablely inserted between the load path units (400) and fixed to the first and second cabin frames (210, 220). [2] Frame structure of the locking module according to claim 1, characterized by , that the middle connecting part (300) is formed in an integrated manner with at least the first or the second cabin frame (210, 220). [3] Frame structure of the locking module according to claim 1, characterized by , that the middle connecting part (300) is designed to be integrated with the load path units (400). [4] Frame structure of the locking module according to claim 3, characterized by , that at least the first or the second cabin frame (210, 220) also includes a groove designed to accommodate the central connecting part (300). [5] Frame structure of the locking module according to claim 1, characterized by , that the cabin unit (500) comprises: at least one load path coupling part (510) that is inserted between the load path units (400); and a cabin space section (520) that is connected to the first or second cabin frame (210, 220). [6] Frame structure of the locking module according to claim 5, further comprising: a guide rail (110) extending from opposite sides of an outer surface of the platform (100); and a cabin guide part (521) which is formed in the cabin space part (520) at a location corresponding to the guide rail (110) and engaging with the guide rail (110). [7] Frame structure of the locking module according to claim 5, further comprising a fastening unit (600) which secures the cabin unit (500) to the load path units (400). [8] Frame structure of the locking module according to claim 7, characterized by , that the fastening unit (600) includes: a hook support element (610) that is inserted into the load path units (400); a hook (620) formed on the load path units (400) at a location corresponding to the hook support part (610); and a hook insertion groove (630) located on the load path coupling part (510) and designed to secure the load path coupling part (510) by receiving the hook (620) therein. [9] Frame structure of the locking module according to claim 6, further comprising: a fastening bolt (700) that penetrates both the guide rail (110) and the cabin guide part (521). [10] Frame structure of the locking module according to claim 8, characterized by , that the hook (620) is fitted into the hook support part (610) when the load path coupling part (510) and the load path units (400) are connected. [11] Frame structure of the locking module according to claim 8, characterized by, that the hook support part (610) is released from the hook (620) when the load path coupling part (510) is released from the load path units (400). [12] Frame structure of the locking module according to claim 1, further comprising: a door part which is located between the first and the second cabin frame (210, 220). [13] Purpose vehicle, with a locking module frame structure comprising the following: a platform (100) extending from a front to a rear of a purpose-built vehicle to form an outer floor surface; a first and a second cabin frame (210, 220) which are provided on the platform (100) such that the first and the second cabin frame (210, 220) are spaced apart from each other while facing each other; at least one central connecting part (300) arranged between the first and second cabin frames (210, 220); Load path units (400) that are in contact with the first and second cabin frames (210, 220) and are connected to opposite sides starting from the central connecting part (300); and a cabin unit (500) which is detachably inserted between the load path units (400) and fixed to the first and second cabin frames (210, 220); and a set of wheels arranged in corresponding wheel recesses, each wheel recess being adjacent to a corresponding load path unit (400). [14] Purpose-built vehicle according to claim 13, characterized by , that the middle connecting part (300) is formed in an integrated manner with the first and / or the second cabin frame (210, 220). [15] Purpose-built vehicle according to claim 13, characterized by , that the middle connecting part (300) is designed to be integrated with the load path units (400). [16] Purpose-built vehicle according to claim 15, characterized by , that at least one of the two cabin frames (210, 220) has a groove designed to accommodate the central connecting part (300). [17] Purpose-built vehicle according to claim 13, characterized by , that the cabin unit (500) comprises the following: at least one load path coupling part (510) that is inserted between the load path units (400); and a cabin space section (520) that is connected to the first or second cabin frame (210, 220). [18] Purpose-built vehicle according to claim 17, characterized by , that the frame structure of the locking module further includes: a guide rail (110) extending from opposite sides of an outer surface of the platform (100); and a cabin guide part (521) which is formed in the cabin space part (520) at a location corresponding to the guide rail (110) and engaging with the guide rail (110). [19] Purpose-built vehicle according to claim 17, characterized by , that the frame structure of the locking module further comprises a fastening unit (600) which secures the cabin unit (500) to the load path units (400). [20] Purpose-built vehicle according to claim 13, characterized by , that the frame structure of the locking module further includes a door part which is located between the first and the second cabin frame (210, 220).

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