Cab

Abstract

A cab (10. The cab (10) comprises a compartment (1) and vehicle doors (2). The compartment (1) comprises a front portion (11) and side portions (12) located on two sides of the front portion (11). Each side portion (12) is provided with a wheel arch (121), the wheel arch (121) being used for fitting with a front wheel (20), and being concentrically arranged with the front wheel (20). The vehicle doors (2) are connected to the side portions (12) and can be opened relative to the side portions (12). Each vehicle door (2) comprises a front edge and a rear edge arranged in the front-rear direction of a vehicle body. In the front-rear direction of the vehicle body, the front edge and the rear edge of each vehicle door (2) are respectively located on two sides of the center point of a wheel arch (121). In the front-rear direction of the vehicle body, the distance between the rear edge and the center point of the wheel arch (121) is L1, the distance between the front edge and the rear edge is L2, and the ratio a of L1 to L2 satisfies: 0.65 ≤ a ≤ 0.95.

Description

A driver's cab Cross-references to related applications

[0001] This application claims priority to Chinese patent application 202411794424.X, entitled “A Driver’s Cab,” filed on December 6, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of driving technology, and in particular to a driver's cab. Background Technology

[0003] The cab is the driver's main workplace and a major component of the vehicle. Therefore, the design of the cab not only affects the driver's comfort but also the competitiveness of the vehicle.

[0004] Driving comfort and ease of getting in and out of the vehicle are of great concern to drivers because they directly affect the driving experience.

[0005] Furthermore, reducing cabin air resistance is receiving increasing attention because it can enhance the competitiveness of related vehicle products. This is because air resistance increases significantly with vehicle speed, leading to a significant increase in energy consumption due to increased air resistance. Given a fixed total vehicle energy (e.g., a fixed battery capacity), this affects the vehicle's driving range. Summary of the Invention

[0006] This application provides a cab that, within a limited space, optimizes the cab's ergonomic design, improves driver comfort and ease of getting in and out of the vehicle, and further, while optimizing the cab's ergonomic design, also takes into account driving length requirements and / or cab aerodynamic design requirements, forming a streamlined cab with low aerodynamic resistance.

[0007] The first aspect of this application provides a driver's cab, which includes a driver's compartment and a door. The driver's compartment includes a front part and side parts located on both sides of the front part. The side parts are provided with wheel wells for engaging with the front wheels and are concentrically arranged with the front wheels. The door is connected to the side parts and can be opened relative to the side parts. The door includes a front edge and a rear edge arranged along the X direction. In the X direction, the front edge and the rear edge of the door are located on both sides of the center point of the wheel wells, and in the X direction, the distance between the rear edge and the center point of the wheel wells is L1, and the distance between the front edge and the rear edge is L2. The ratio a of L1 and L2 satisfies: 0.65≤a≤0.95.

[0008] According to any embodiment of the first aspect of this application, in the X direction, the ratio a of the distance L1 between the rear edge of the door and the center point of the wheel well to the distance L2 between the front edge and the rear edge satisfies: 0.75≤a≤0.85.

[0009] According to any embodiment of the first aspect of this application, the distance L1 between the rear edge of the door and the center point of the wheel well satisfies the range of 630mm≤L1≤1030mm.

[0010] According to any embodiment of the first aspect of this application, the distance L1 between the rear edge of the door and the center point of the wheel well satisfies the range of 680mm≤L1≤980mm.

[0011] According to any embodiment of the first aspect of this application, the side includes a pillar. In the X direction, the pillar is located on the side of the rear edge of the door away from the front. The size of the pillar is L3, and the value range of L3 satisfies: 60mm≤L3≤260mm.

[0012] According to any embodiment of the first aspect of this application, in the X direction, the maximum dimension of the driver's compartment is L4, and the value range of L4 satisfies: 1550mm≤L4≤1950mm.

[0013] According to any embodiment of the first aspect of this application, the front part includes a windshield portion, which is inclined relative to the vertical plane and the inclination angle is α1, wherein the value of α1 is within the range of 15°≤α1≤25°.

[0014] According to any embodiment of the first aspect of this application, the front part includes a first section and a second section disposed in the Z direction, the second section being located on the side of the first section facing the windshield section and connected to the windshield section; along the Z direction, the second section is disposed at an inclination angle of α2 relative to the vertical plane, and the difference between the inclination angle α1 of the windshield section relative to the vertical plane and the inclination angle α2 of the second section relative to the vertical plane satisfies: 0°≤α1-α2≤5°.

[0015] According to any embodiment of the first aspect of this application, the tilt angle of the first region relative to the vertical plane is smaller than the tilt angle of the second region relative to the vertical plane, and the tilt angle of the first region relative to the vertical plane is α3, 0°≤α3≤10°.

[0016] According to any embodiment of the first aspect of this application, the maximum dimension of the first region along the Z direction is L5, and the value range of L5 satisfies 320mm≤L5≤420mm.

[0017] According to any embodiment of the first aspect of this application, the front part further includes a third section. Along the Z direction, the third section is located on the side of the windshield part away from the wheel opening and is connected to the windshield part. The third section is inclined relative to the vertical plane and the inclination angle is α4. The value range of α4 satisfies: 25°≤α4≤40°.

[0018] A second aspect of this application provides a chassis including the cab described in the above embodiment.

[0019] A third aspect of this application provides a light truck, including a chassis, a cargo box, and a cab as described in the above embodiment. The chassis has front wheels and rear wheels, with the center of the front wheels coinciding with the center of the wheel well of the cab. The cargo box is mounted on the chassis.

[0020] According to any embodiment of the third aspect of this application, a front bumper is provided at the front of the cab. Along the Z direction, the distance between the lowest edge of the front bumper and the lowest edge of the front wheel is L6, and the value of L6 is in the range of 220mm≤L6≤320mm.

[0021] According to the cab provided in this application embodiment, the door is positioned based on the location of the front wheel center, which, compared to existing light trucks, allows for an innovative adjustment to the driver's seating position relative to the entire vehicle. Specifically, the front and rear edges of the door are located on either side of the center point of the wheel well. That is, the front edge of the door is located in front of the center point of the wheel well along the X-direction, and the rear edge of the door is located behind the center point of the wheel well along the X-direction. Furthermore, the distance between the rear edge and the center point of the wheel well is greater than the distance between the front edge and the center point of the wheel well. This allows the driver's seating position to be moved rearward while maintaining a fixed cab length, enabling the driver to enter the vehicle from behind the front wheels. This improves the convenience of getting in and out of the vehicle while ensuring sufficient driver visibility and operating space.

[0022] Furthermore, by ensuring that the ratio a of the distance L1 between the rear edge of the door and the center point of the wheel well and the distance L2 between the front edge and the rear edge satisfies 0.65≤a≤0.95, sufficient space can be left at the front to form a streamlined structure at the front of the cab, achieving a low-drag cab design. This reduces the drag coefficient and energy consumption while ensuring easy entry and exit.

[0023] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0024] The features, advantages, and technical effects of exemplary embodiments of this application will now be described with reference to the accompanying drawings.

[0025] Figure 1 is a side view of a chassis provided in one embodiment of this application;

[0026] Figure 2 shows a side view of the cab without doors provided in some embodiments of this application;

[0027] Figure 3 shows a side view of the cab provided in some embodiments of this application;

[0028] Figure 4 shows a top view of a chassis provided in some embodiments of this application;

[0029] Figure 5 shows a side view of the cab provided in some other embodiments of this application;

[0030] Figure 6 shows a side view of the cab provided in some embodiments of this application;

[0031] Figure 7 shows a side view of the cab provided in some embodiments of this application;

[0032] Figure 8 shows a top view of the driver's cab provided in some embodiments of this application;

[0033] Figure 9 shows a structural schematic diagram of the driver's cab provided in some embodiments of this application;

[0034] Figure 10 shows a side view of the cab provided in some embodiments of this application;

[0035] Figure 11 shows a schematic diagram of tilt angle measurement provided in some embodiments of this application;

[0036] Figure 12 shows a simplified diagram of the tilt angle of the first region provided in some embodiments of this application;

[0037] Figure 13 shows a side view of the cab provided in some embodiments of this application.

[0038] Explanation of icon numbers:

[0039] 100 - Chassis; 10 - Cab; 20 - Front wheel; 30 - Rear wheel;

[0040] 1-Driver's compartment; 11-Front section; 111-Windshield section; 112-First section; 113-Second section; 114-Third section; 12-Side section; 121-Wheel opening; 122-Door opening; 123-Column; 2-Door; 3-Brake pedal; 4-Driver's seat; 5-Steering mechanism; 51-Steering wheel;

[0041] S1 - Wheel cover area; S2 - Step area.

[0042] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0043] 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.

[0044] 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 this application. It should also be noted in the description of this application that, unless otherwise explicitly specified and limited, 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. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0045] Please refer to Figure 1, which shows a side view of a chassis 100 provided in some embodiments of this application.

[0046] This application provides a light truck, which includes a chassis 100 and a cargo box mounted on the chassis 100.

[0047] Light-duty trucks refer to cargo vehicles equipped with cargo boxes. According to relevant standards, they specifically refer to cargo vehicles with a total length of less than 6000mm and a total mass of less than 4500kg along the X direction.

[0048] The chassis 100 includes a chassis 100 with a cab and a chassis 100 without a cab. That is, a light truck may include a chassis 100 with a cab and a cargo box, or it may include a chassis 100 without a cab, a cargo box and a cab 10.

[0049] Taking a chassis 100 without a cab 10 as an example, the chassis 100 can carry multiple functional systems such as a power system (engine and / or power battery, motor, etc.), a transmission system, a suspension system, and a braking system. The chassis 100 also has front wheels 20 and rear wheels 30. The transmission system is used to transmit the power of the power system to the front wheels 20 and / or the rear wheels 30 to drive the light truck.

[0050] It should be noted that the cab 10 in this application embodiment can be used in the chassis 100 or related complete vehicle products (e.g., light trucks) of the above embodiments, and as a component of the chassis 100 or related complete vehicle products (e.g., light trucks). Of course, it can also be produced or sold separately as an independent component.

[0051] Please refer to Figures 1 to 3 together. Figure 2 shows a side view of the cab 10 provided in some embodiments of this application without the door 2, and Figure 3 shows a side view of the cab 10 provided in some embodiments of this application.

[0052] This application provides a driver's cab 10, which includes a driver's compartment 1 and a door 2. The driver's compartment 1 includes a front part 11 and side parts 12 located on both sides of the front part 11. The side parts 12 are provided with wheel wells 121, which are used to cooperate with the front wheels 20 and are concentrically arranged with the front wheels 20. The door 2 is connected to the side parts 12 and can be used to open or close the door opening located on the side parts 12. The door 2 includes a front edge and a rear edge arranged along the X direction. In the X direction, the front edge and the rear edge of the door 2 are located on both sides of the center point of the wheel well 121, and the distance between the front edge and the rear edge in the X direction is L2. The ratio α of the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 and the distance L2 between the front edge and the rear edge satisfies: 0.65≤a≤0.95.

[0053] In this paper, directions are defined with reference to the vehicle coordinate system. For example, the X-direction is parallel to the ground and points forward of the vehicle, describing the front-to-back direction of the cab; the Y-direction is parallel to the ground and points to the driver's left, describing the left-to-right direction of the cab; and the Z-direction is parallel to the ground and points upward, describing the vertical direction of the cab. Furthermore, the Y0 plane is the left-to-right center symmetry plane of the cab, the Z0 plane is a plane perpendicular to the Y0 plane and parallel to the ground, and the X0 plane is a plane perpendicular to both the Y0 and Z0 planes.

[0054] In this paper, for example, the distance L2 between the front edge and the rear edge of the door can be the distance measured along the X direction by the projections of the front edge and the rear edge of the door onto the Y0 plane, respectively; similarly, the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 can be the distance measured along the X direction by the projections of the rear edge of the door 2 and the wheel well 121 onto the Y0 plane, respectively.

[0055] The driver's cab 1 refers to the external structure used to form the driver's cab 10. The driver's cab 1 includes a front part 11 and a side part 12. The side part 12 refers to the parts located on the left and right sides of the driver's cab 10.

[0056] A wheel well 121 is provided on the side 12 of the driver's compartment 1 near the chassis 100. The shape of the wheel well 121 is adapted to at least a portion of the outline of the front wheel 20. The wheel well 121 is used to engage with the front wheel 20 and is concentrically arranged with the front wheel 20.

[0057] The side portion 12 has a doorway 122 for the driver to get in and out of the vehicle. The door 2 is rotatably connected to the side portion 12 and covers the doorway 122, or the door 2 can be slidably connected to the side portion 12 and cover the doorway 122. The door 2 may be an irregularly shaped structure. The front edge of the door 2 refers to the foremost edge along the X direction, and the rear edge of the door 2 refers to the last edge along the X direction.

[0058] Typically, the front edge of the door 2 corresponds to the front edge of the door opening 122 of the door 2, and the pivot point of the door 2 is usually set at the front edge of the door 2 so that the door opening 122 of the door 2 can be fully opened and utilized to improve the convenience of the driver getting in and out of the vehicle.

[0059] In existing cab 10 human-machine interface designs, the focus is usually only on the driving comfort of the driver (or passenger) in a seated position in the cab (such as human-machine interface functions, driver visibility, etc.) and the impact of the door opening on the convenience of the driver (or passenger) getting in and out of the vehicle. The position of the front wheels is rarely used as a parameter to evaluate the convenience of the driver (or passenger) getting in and out of the vehicle, but this parameter is especially important for cab 10 with limited cab length or layout space.

[0060] Taking light trucks as an example, regulations require that the total length of such vehicles not exceed 6m. This means that the shorter the cab length, the longer the cargo box length, and the cargo box length directly affects the truck's load capacity and product competitiveness.

[0061] Therefore, for cabs with limited length or layout space, inventors need to invest considerable effort in researching how to design cab ergonomics to simultaneously satisfy driving comfort and ease of getting in and out of the vehicle. This application, by incorporating the front wheel position into the evaluation system for driver (or passenger) ease of getting in and out of the vehicle, can conveniently and effectively solve the aforementioned problems, and this is particularly important for the design of cabs with limited length or layout space.

[0062] Furthermore, incorporating the position of the front wheels 20 into the evaluation criteria for the ease of getting in and out of the vehicle is not only particularly important for cabs 10 with limited cab length or layout space, but also for streamlined cabs designed with low wind resistance.

[0063] Taking light trucks as an example, to a certain extent, the lower the wind resistance, the more tilted the windshield of the cab. Therefore, in order to ensure that the driver will not collide with the excessively tilted windshield and affect driving comfort, the driver's position needs to be moved back as a whole. However, moving the driver's position back as a whole will directly lead to an increase in the length of the cab, which is not conducive to improving the cargo capacity and the competitiveness of the vehicle.

[0064] Therefore, for cabs with limited length or limited layout space, inventors need to put in a lot of effort to study how to configure the cab 10 human-machine interface to balance driving comfort, ease of getting on and off the vehicle, and low wind resistance, thereby further increasing the cargo capacity of trucks and reducing energy consumption, and improving the competitiveness of the entire vehicle product.

[0065] Based on this, the cab 10 in this application embodiment incorporates the position of the front wheel 20 into the evaluation system for ease of getting on and off the vehicle. More specifically, the door 2 is positioned and designed according to the position of the center of the front wheel 20. This can obtain a better solution for the human-machine layout of the cab that can meet the convenience of getting on and off the vehicle for the driver. This is especially important for trucks, especially light trucks. It is also a necessary condition for a cab with limited length and / or low wind resistance.

[0066] In one embodiment of this application, the front edge and rear edge of the door 2 are located on both sides of the center point of the wheel well 121, that is, the front edge of the door 2 is located on the front side of the center point of the wheel well 121 along the X direction, and the rear edge of the door 2 is located on the rear side of the center point of the wheel well 121 along the X direction. The distance between the rear edge and the center point of the wheel well 121 is greater than the distance between the front edge and the center point of the wheel well 121. This allows the driver's seating position to be moved back while the length of the cab 10 is fixed, and allows the driver to get on the vehicle from the rear side of the front wheel 20, thereby improving the convenience of getting on and off the vehicle while ensuring sufficient driver visibility and operating space.

[0067] Furthermore, by ensuring that the ratio 'a' of the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 to the distance L2 between the front and rear edges satisfies 0.65 ≤ a ≤ 0.95, sufficient space is provided at the front 11 to allow for a streamlined structure in the front of the cab 10, achieving a low-drag cab design. This reduces the drag coefficient, energy consumption, and increases the driving range of the cab 10 while ensuring easy entry and exit. When the cab 10 is a fuel-powered vehicle, it improves fuel economy; when it is an electric or hybrid vehicle, it reduces power consumption. On the other hand, by setting L1 relatively large, more spacious entry space is provided for the driver, improving ease of entry and exit.

[0068] It is understandable that the door 2 determines the driver's sitting posture or overall position in the cab 10. By designing the structure of the cab 10 based on the position of the door 2, other parts of the cab 10 can be adjusted in conjunction with the door 2 to achieve the overall design of the cab 10.

[0069] For the cab 10 in the above embodiment, if the ratio α of L1 to L2 is less than 0.65, the door 2 is positioned further forward than the center of the front wheel 20, resulting in less space for getting on and off the vehicle behind the front wheel 20, affecting the convenience of getting on and off. In addition, the forward positioning of the door 2 relative to the center of the front wheel 20 also makes it difficult to form a streamlined structure in the front part 11 of the cab 10, and the effect of reducing the wind resistance of the cab 10 is not obvious. If the ratio α of L1 to L2 is greater than 0.95, the door 2 is positioned further backward than the center of the front wheel 20. With a fixed overall length of the light truck, the length occupied by the cab 10 is too large, affecting the cargo box space and making it difficult to meet the transportation needs of light trucks.

[0070] Therefore, by ensuring that the ratio a of L1 and L2 in the embodiments of this application satisfies: 0.65≤a≤0.95, it is possible to reduce the size of the cab 10 and / or reduce energy consumption while ensuring the convenience of getting on and off the vehicle.

[0071] In some alternative embodiments, in the X direction, the ratio 'a' of the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 to the distance L2 between the front edge and the rear edge satisfies: 0.75 ≤ a ≤ 0.85. For example, 'a' can be 0.77, 0.795, or 0.81; in other words, L1 / L2 = 0.77, L1 / L2 = 0.795, or L1 / L2 = 0.81. A moderate ratio of the distance between the front edge of the door 2 and the center point of the wheel well 121 to the distance between the front edge and the rear edge of the door 2 allows for a reduction in the size of the cab 10 and enables a streamlined structure in the front part 11 of the cab 10, thus balancing ease of entry and exit, shortening the cab length, and reducing the wind resistance of the cab 10.

[0072] In some alternative embodiments, the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 is in the range of 630mm≤L1≤1030mm.

[0073] Among them, a wheel cover area S1 is formed between the front edge of the door 2 and the rear edge of the wheel opening 121, and a step area S2 is formed between the rear edge of the door 2 and the rear edge of the wheel opening 121. The step area S2 is used for the driver to get on and off the vehicle.

[0074] Research has shown that the greater the distance between the rear edge of the door 2 and the center point of the wheel well 121, the better the convenience for the driver to get in and out of the vehicle. However, this will also increase the overall length of the cab 10, thus directly affecting the cargo capacity. Conversely, the smaller the distance between the rear edge of the door 2 and the center point of the wheel well 121, the shorter the length of the cab 10 will be, and the larger the cargo box can be designed. However, this will make it less convenient for the driver to get in and out of the vehicle, and at the same time, it will leave less space for wind resistance design, making it difficult to achieve a low wind resistance design.

[0075] In this application, by setting the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 to 630mm≤L1≤1030mm, on the one hand, a suitable step area S2 space can be provided to improve the convenience of the driver getting on and off the vehicle, and on the other hand, the length of the cab 10 can be controlled within a reasonable range, so that the cargo box space is maximized under the condition that the overall vehicle length is fixed.

[0076] In some optional embodiments, the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 satisfies 680mm≤L1≤980mm. More optionally, the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 satisfies 780mm≤L1≤930mm. Even more optionally, the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 satisfies 780mm≤L1≤880mm. These embodiments not only satisfy the driver's convenience in getting in and out of the vehicle, but also reserve sufficient design space for shortening the size of the cab 10 and designing a streamlined cab. This balances ease of getting in and out of the vehicle, shortens the cab length, and reduces the wind resistance of the cab 10, thus improving design compatibility.

[0077] In one specific embodiment of this application, L1 = 833mm, L2 = 1048mm, a = L1 / L2 = 0.795. Along the X direction, the distances from the front and rear edges of the door 2 to the center point of the wheel well 121 can meet the space requirements of the cab 10 and the needs for getting on and off the vehicle. At the same time, it can also enable the front part 11 of the cab 10 to form a streamlined structure, reduce the wind resistance of the cab 10, and reduce energy consumption.

[0078] It is understandable that the front and rear edges of door 2 will also affect other structural parts of the cab 10. Under the condition that the ratio 'a' of L1 to L2 meets the preset range, the position of the rear edge of door 2 determines the position of the front edge of door 2. As for the front edge of door 2, with the size of the cab 10 along the X direction being fixed, the position of the front edge of door 2 will affect the setting space of the front part 11 structure of the cab 10. Therefore, the front part 11 structure of the cab 10 can be adjusted accordingly to improve the wind resistance performance of the cab 10.

[0079] Taking the door 2 rotatably connected to the side 12 as an example, the cab 10 needs to be equipped with a door hinge so that the door 2 is rotatably connected to the side 12 of the cab 1 through the door hinge. That is, along the X direction, the front edge of the door 2 is related to the position of the door hinge.

[0080] It is understandable that sufficient space needs to be reserved between the front edge of door 2 and the headlights for the installation of headlight-related components (e.g., headlights, hinges, front bulkhead, skid plates, etc.). A smaller distance between the front edge of door 2 and the headlights is advantageous for shortening the overall length of the cab, but disadvantageous for installing headlight-related components; conversely, a larger distance between the front edge of door 2 and the headlights is advantageous for installing headlight-related components, but disadvantageous for shortening the overall length of the cab.

[0081] In one embodiment, the installation space for the headlights requires at least 450mm.

[0082] Furthermore, by setting 630mm≤L1≤1030mm, and the ratio 'a' of L1 to L2 satisfies 0.65≤a≤0.95, the position of the front edge of the door 2 can be controlled. This ensures that, along the X direction, the front edge of the door 2 will not shift too far forward relative to the center point of the wheel well 121, thus guaranteeing sufficient clearance between the door hinge and the headlights and preventing interference. Regarding the rear edge of the door 2, given a fixed dimension of the cab 10 along the X direction, the position of the rear edge of the door 2 will affect the installation space for the rear components of the cab 10. Therefore, the structure of the rear components of the cab 10 can be adjusted accordingly to ensure the reliability of the cab 10.

[0083] Referring to Figures 1 to 3, in some optional embodiments, the side portion 12 includes a pillar 123. In the X direction, the pillar 123 is located on the side of the rear edge of the door 2 away from the front portion 11. The dimension of the pillar 123 is L3, and the value of L3 is within the range of 60mm ≤ L3 ≤ 260mm. The dimension L3 of the pillar 123 can be the dimension measured along the X direction by projecting the pillar onto the Y0 plane.

[0084] The pillar 123 is located on the rear side of the rear edge of the door 2 and is used to withstand pressure from the top and rear of the cab. It can disperse the impact force and protect the driver when the cab 10 is involved in a collision. The larger the dimension of the pillar 123 in the X direction, the stronger the cab 10.

[0085] Since the dimensions of the cab 10 along the X direction are fixed, the position of the rear edge of the door 2 will also affect the dimensions of the pillar 123. Therefore, by ensuring that the value range of the dimension L3 of the pillar 123 is 60mm≤L3≤260mm, the strength of the pillar 123 can be guaranteed while minimizing the space occupied by the pillar 123. This will increase the space of the step area S2 to facilitate the driver's entry and exit, while also reducing the weight of the pillar 123 and improving the reliability of the cab 10.

[0086] Further optionally, in the X direction, the value range of the dimension L3 of the column 123 is: 100mm≤L3≤220mm. In a specific embodiment of this application, L3=160mm, which makes it easier to balance the rear edge position of the door 2 and the dimension of the column 123 when the dimension of the cab 10 in the X direction is fixed. This allows for easier driver entry and exit while meeting the strength requirements of the cab 10, and also allows the front part 11 of the cab 10 to be designed with a streamlined structure, reducing the wind resistance of the cab 10 and reducing energy consumption.

[0087] In some alternative embodiments, the maximum dimension of the driver's compartment 1 in the X direction is L4, and the value of L4 is within the range of 1550mm≤L4≤1950mm.

[0088] The maximum dimension of the driver's cab 1 along the X direction refers to the distance from the frontmost end to the rearmost end of the driver's cab 1 along the X direction. It can also be the dimension of the projection of the driver's cab 1 onto the Y0 plane along the X direction. The larger the maximum dimension L4 of the driver's cab 1, the more space is available for the human-machine interface in the cab, but this will result in a smaller cargo box size. Conversely, the smaller the maximum dimension L4 of the driver's cab 1, the larger the space reserved for the cargo box, but the more restricted the human-machine interface space in the cab.

[0089] Therefore, in this application, by limiting the maximum size L4 of the cab body 1 to between 1550mm and 1950mm, it is possible to satisfy driving comfort and avoid leaving too small a size for the cargo box, thereby increasing the cargo capacity of the cab-related vehicle products (e.g., light trucks).

[0090] In some optional embodiments, the maximum dimension L4 of the driver's compartment 1 is in the range of 1600mm ≤ L4 ≤ 1900mm. Further optionally, the maximum dimension L4 of the driver's compartment 1 is in the range of 1650mm ≤ L4 ≤ 1850mm. Further optionally, the maximum dimension L4 of the driver's compartment 1 is in the range of 1700mm ≤ L4 ≤ 1800mm.

[0091] In one specific embodiment of this application, L4 = 1750mm. A cab with this size not only has a cab ergonomic layout space that meets driving comfort, but also provides sufficient design space for the driver's convenience in getting on and off the vehicle, shortening the size of the cab 10, and designing a streamlined cab. This allows for a balance between ease of getting on and off the vehicle, shortening the cab length, and reducing the wind resistance of the cab 10, thereby meeting driving needs and increasing cargo capacity.

[0092] Referring to Figures 1 to 3, in some optional embodiments, the ratio of the length L8 of the front overhang to the maximum dimension L4 of the driver's cab 1 in the X direction satisfies: 0.38 ≤ L8 / L4 ≤ 0.48. The length of the front overhang is the distance in the X direction between the foremost point of the front section 11 and the center point of the wheel well 121. For example, the length L8 of the front overhang can be the dimension measured along the X direction by projecting the foremost point of the front section 11 of the cab and the center of the front wheel (or the center of the wheel well) onto the Y0 plane. It can be understood that a smaller front overhang results in less space in the front compartment, but better vehicle passability and more human-machine space in the driver's cab 10, which is more conducive to improving driving comfort and ease of getting in and out of the vehicle. Conversely, a larger front overhang results in poorer vehicle passability and less human-machine space in the driver's cab 10, which is less conducive to driver entry and exit, but is beneficial for the front compartment space.

[0093] Therefore, in the embodiment of this application, the cab 10, by satisfying the ratio of the length dimension L8 of the front overhang to the maximum dimension L4 of the cab body 1 in the X direction as 0.38≤L8 / L4≤0.48, can reserve sufficient design space for the convenience of the driver getting on and off the vehicle and for designing a streamlined cab, while meeting the requirements of front cabin layout space and ensuring the vehicle meets the passability requirements.

[0094] Further optionally, in the X direction, the ratio of the length L8 of the front overhang to the maximum dimension L4 of the driver's compartment 1 satisfies: 0.40≤L8 / L4≤0.45. In the X direction, the distance L8 between the foremost point of the front part 11 and the center point of the wheel well 121 (i.e., the size of the front overhang) satisfies: 640mm≤L8≤840mm.

[0095] In one specific embodiment of this application, L8 = 700mm, L8 = 720mm, L8 = 740mm, or L8 = 760mm. For example, L8 = 740mm, L8 / L4 = 0.42. The above arrangement can simultaneously meet the requirements of front compartment layout, vehicle passability, cargo carrying capacity, and driver's convenience in getting on and off the vehicle.

[0096] Understandably, given the limited layout space of the chassis, the position of the front wheels 20 relative to the driver's compartment 1 is adjusted, and the position of the front wheels 20 relative to the chassis 100 is also adjusted accordingly.

[0097] Please refer to Figures 1 to 4. Figure 4 shows a top view of a chassis 100 provided in some embodiments of this application.

[0098] In some optional embodiments, the chassis 100 further includes a rear wheel 30, which is mounted on the frame and spaced apart from the front wheel 20 along the X direction. The ratio of the front overhang length L8 to the wheelbase L14 satisfies 0.17 ≤ L8 / L14 ≤ 0.25, where the wheelbase L14 is the distance along the X direction between the center point of the front wheel 20 and the center point of the rear wheel 30.

[0099] Wherein, the wheelbase L14 can be the distance measured along the X direction by projecting the center point of the front wheel 20 and the center point of the rear wheel 30 onto the Y0 plane.

[0100] With the dimensions of the chassis 100 along the X direction fixed, by adjusting the position of the front wheels 20, the length L8 of the front overhang of the cab 10 and the wheelbase L14 of the chassis 100 can be redistributed. That is, while the length L8 of the front overhang of the cab 10 is shortened, the wheelbase L14 of the chassis 100 can be increased.

[0101] In this embodiment, a power battery is disposed between the front wheel 20 and the rear wheel 30 of the chassis 100. Due to limitations imposed by the wheelbase L14 and the suspension configuration, the available space for the power battery is limited. Therefore, in this embodiment, by moving the front wheel 20 forward, the wheelbase L14 of the chassis 100 can be increased while maintaining a fixed dimension along the X direction. This increases the space available for arranging the power battery, thereby increasing the capacity of the power battery that can be installed in the chassis 100, making it easier to meet high-capacity demands and improving product competitiveness.

[0102] In some alternative embodiments, the wheelbase L14 is in the range of 3360mm≤L14≤4000mm.

[0103] The specific value of the wheelbase L14 is related to the length of the front overhang L8 and the total length of the chassis along the X direction. By making the wheelbase L14 ≥ 3360mm, the space available for the power battery can be increased to better meet the demand for large power. By making the wheelbase L14 ≤ 4000mm, space can be reserved for the installation of other functional systems on the chassis 100 to meet the functional requirements of the chassis 100 and improve the performance of the chassis 100.

[0104] In one specific embodiment of this application, L14 = 3450mm, L14 = 3750mm, or L14 = 3950mm. When L14 = 3750mm, the power battery capacity can be expanded from 100kWh to 120kWh.

[0105] As mentioned earlier, incorporating the position of the front wheels 20 into the evaluation criteria for driver (or passenger) ease of getting in and out of the vehicle is particularly important for cabs with limited cab length or layout space. Besides the door 2, the driver's seating position is also determined to some extent by at least one of the following: the position of the brake pedal 3, the driver's seat 4, and the steering wheel 51. By designing the positioning of the brake pedal 3, driver's seat 4, and / or steering wheel 51 based on the position of the front wheels 20, an optimal cab ergonomic layout that satisfies the driver's ease of getting in and out of the vehicle can be effectively obtained. This is especially important for trucks, particularly light trucks, and is also a necessary condition for cabs with limited length and / or low wind resistance.

[0106] Please refer to Figures 1 to 5. Figure 5 shows a side view of the cab 10 provided in some other embodiments of this application. In some optional embodiments, the cab 10 also includes a brake pedal 3, which is disposed in the cab. When the brake pedal 3 is in the non-braking state, the center point of the brake pedal 3 is located on the side of the center point of the wheel well 121 facing the front part 11, and the distance between the center point of the brake pedal 3 and the center point of the wheel well 121 is L9. The value of L9 is in the range of 10mm ≤ L9 ≤ 410mm. Here, L9 can be the dimension measured along the X direction by both the projection of the center point of the brake pedal 3 on the Y0 plane and the projection of the center point of the wheel well 121 on the Y0 plane.

[0107] When positioning the brake pedal 3 at the center of the front wheel 20, compared to the existing cab 10 of light trucks, by moving the brake pedal 3 rearward relative to the center of the front wheel 20, sufficient space can be left in the front 11 of the cab 10, so that the front 11 of the cab 10 can form a streamlined structure, realizing a low wind resistance cab 10 design. This allows for easier entry and exit while reducing the drag coefficient, reducing energy consumption, and increasing the driving range of the cab 10.

[0108] It is understandable that the greater the distance L9 between the center point of the brake pedal 3 and the center point of the wheel well 121, the closer the driver's seat is to the front wheel 20. In this case, the size of the step area S2S2 for the driver to get in and out of the vehicle will be reduced, which will have an adverse effect on the convenience of the driver getting in and out of the vehicle. Conversely, the smaller the distance L9 between the center point of the brake pedal 3 and the center point of the wheel well 121, the farther the driver's seat will be from the front wheel 20. In this case, the size of the step area S2 for the driver to get in and out of the vehicle will be increased, which will be beneficial to the convenience of the driver getting in and out of the vehicle. However, it will also increase the overall length of the cab, which will be detrimental to increasing the overall cargo capacity of the vehicle.

[0109] Specifically, by ensuring that when the brake pedal 3 is in the non-braking state, the center point of the brake pedal 3 is located on the side of the wheel well 121 facing forward 11, and the distance L9 from the center point of the wheel well 121 is ≤410mm, the driver's position can be moved back a sufficient distance to increase the size of the step area S2 in the X direction, facilitating the driver's entry and exit. Furthermore, by ensuring that the center point of the brake pedal 3 is located on the side of the wheel well 121 facing forward 11, and the distance L9 from the center point of the wheel well 121 is ≥10mm, the driver's position is not moved back excessively, thereby reducing the cab space. This allows for an increase in cargo box space within a fixed light truck size, improving the light truck's cargo-carrying capacity.

[0110] In some optional embodiments, when the brake pedal 3 is in a non-braking state, the distance L9 between the center point of the wheel opening 121 and the center point of the brake pedal 3 is 60mm≤L9≤360mm. More optionally, the distance L9 between the center point of the wheel opening 121 and the center point of the brake pedal 3 is 110mm≤L9≤310mm, and the distance L9 between the center point of the wheel opening 121 and the center point of the brake pedal 3 is 110mm≤L9≤310mm.

[0111] In one specific embodiment of this application, L9 = 180mm, L9 = 210mm, or L9 = 250mm allows sufficient design space in the front 11 for a streamlined cab design, thereby enabling the front 11 of the cab 10 to form a streamlined structure and achieving a low-drag cab 10 design. Furthermore, it also improves the convenience of getting in and out of the vehicle while reducing the cab's interior space, thus enhancing the performance of the cab 10.

[0112] Please refer to Figures 1 to 6. Figure 6 shows a side view of the cab 10 provided in some embodiments of this application. In some optional embodiments, the cab 10 further includes a driver's seat 4, disposed in the cab and connected to the driver's body 1. Along the X direction, the center point of the driver's seat 4 is located on the side of the center point of the wheel well 121 away from the front part 11, and the distance between the center point of the driver's seat 4 and the center point of the wheel well 121 is L10. The value of L10 is in the range of 365mm ≤ L10 ≤ 765mm. Wherein, L10 can be the dimension measured along the X direction of both the projection of the center point of the driver's seat 4 on the Y0 plane and the projection of the center point of the wheel well 121 on the Y0 plane.

[0113] When positioning the driver's seat 4 at the center of the front wheel 20, compared with the existing cab 10 of light trucks, by moving the driver's seat 4 backward, sufficient space can be left in the front 11 of the cab 10, so that the front 11 of the cab 10 can form a streamlined structure, realizing a low wind resistance cab 10 design. This can reduce the wind resistance coefficient, reduce energy consumption, and increase the driving range of the cab 10 while ensuring getting on and off the vehicle.

[0114] Specifically, the center point of the driver's seat 4 is located on the side of the wheel well 121 away from the front part 11, and the distance L10 between the center point of the wheel well 121 and the center point of the wheel well 121 is ≥365mm. This allows the driver's position to be moved back, facilitating a streamlined structure in the front part 11 and increasing the size of the step area S2 in the X direction, making it easier for the driver to get in and out of the vehicle. Furthermore, by ensuring that the distance L10 between the center point of the driver's seat 4 and the center point of the wheel well 121 is ≤765mm, the driver's position is not moved back too much, thereby reducing the cab space. This allows for an increase in cargo box space within the given dimensions of the light truck, thus improving the cargo-carrying capacity of the light truck.

[0115] In some optional embodiments, the value of L10 satisfies 415mm ≤ L10 ≤ 715mm. Further optionally, the value of L10 between the center point of the driver's seat 4 and the center point of the wheel well 121 satisfies 465mm ≤ L10 ≤ 665mm. Further optionally, the value of L10 between the center point of the driver's seat 4 and the center point of the wheel well 121 satisfies 515mm ≤ L10 ≤ 615mm.

[0116] In one specific embodiment of this application, L10 = 525mm, L10 = 565mm, or L10 = 605mm allows for adequate space at the front 11, enabling the cab 10 to form a streamlined structure and achieving a low-drag cab 10 design. Furthermore, it also improves ease of entry and exit while reducing the cab's interior space, thus enhancing the performance of the cab 10.

[0117] Please refer to Figures 1 to 7. Figure 7 shows a side view of the cab 10 provided in some embodiments of this application. In some optional embodiments, the cab 10 further includes a steering mechanism 5, which includes a steering wheel 51 disposed in the cab. The distance between the center point of the steering wheel 51 and the center point of the wheel well 121 is L11, and the value of L11 satisfies the following range: -65mm ≤ L11 ≤ 335mm. L11 can be the dimension measured along the X direction by combining the projection of the center point of the steering wheel 51 onto the Y0 plane and the projection of the center point of the wheel well 121 onto the Y0 plane.

[0118] When the center point of the steering wheel 51 is located on the side of the wheel well 121 closer to the front part 11, L11 takes a negative value; when the center point of the steering wheel 51 is located on the side of the wheel well 121 farther from the front part 11, L11 takes a positive value.

[0119] When positioning the steering wheel 51 at the center of the front wheel 20, compared with the existing cab 10 of light trucks, by moving the steering wheel 51 backward, sufficient space can be left in the front 11 of the cab 10, so that the front 11 of the cab 10 can form a streamlined structure, realizing a low wind resistance cab 10 design. This can reduce the wind resistance coefficient, reduce energy consumption, and increase the driving range of the cab 10 while ensuring getting on and off the vehicle.

[0120] Specifically, by ensuring that the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 is ≥-65mm, the driving position can be moved rearward to facilitate a streamlined structure in the front 11 and increase the size of the step area S2 in the X direction, making it easier for the driver to get in and out of the vehicle. Furthermore, by ensuring that the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 is ≤335mm, the driving position is not moved too far back, thereby reducing the cab space. This allows for an increase in cargo box space within a fixed size for the light truck, improving its cargo-carrying capacity.

[0121] In some optional embodiments, the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 satisfies: -15mm ≤ L11 ≤ 285mm. Further optionally, the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 satisfies: 35mm ≤ L11 ≤ 235mm. Further optionally, the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 satisfies: 85mm ≤ L11 ≤ 185mm.

[0122] In one specific embodiment of this application, L11 = 105mm, L11 = 135mm, or L11 = 155mm allows for adequate space at the front 11, enabling the cab 10 to form a streamlined structure and achieving a low-drag cab 10 design. Furthermore, it also improves ease of entry and exit while reducing the cab's interior space, thus enhancing the performance of the cab 10.

[0123] Please refer to Figure 8, which shows a top view of the cab 10 provided in some embodiments of this application.

[0124] In some alternative embodiments, the maximum dimension of the driver's compartment 1 in the Y direction is L7, and the value of L7 is within the range of 2120mm≤L7≤2220mm.

[0125] The maximum dimension of the cab 1 along the Y direction refers to the distance from the leftmost to the rightmost end of the cab 1 along the Y direction, excluding the rearview mirrors and blind spot mirrors of the cab 10; that is, the distance between the two sides 12 of the cab 1 along the Y direction. The maximum dimension of the cab 1 along the Y direction is related to the dimension of the cargo box along the Y direction, and can be selected to be equal to the maximum dimension of the cab 1 along the Y direction.

[0126] In one specific embodiment of this application, the dimensions of the cargo box along the Y direction are set to 2170mm, so the maximum dimension L7 of the driver's compartment 1 is 2170mm, so that the surface of the side 12 of the driver's compartment 1 is flush with the cargo box, thereby reducing the drag coefficient.

[0127] Please refer to Figures 1 to 11. Figure 9 shows a structural schematic diagram of the cab 10 provided in some embodiments of this application. Figure 10 shows a side view of the cab 10 provided in yet another embodiment of this application. Figure 11 shows a schematic diagram of the measurement of the tilt angle provided in some embodiments of this application.

[0128] In some alternative embodiments, the front portion 11 includes a windshield portion 111, which is inclined relative to the vertical plane at an angle of α1, wherein the value of α1 is within the range of 15°≤α1≤25°.

[0129] The tilt angle α1 of the windshield portion 111 relative to the vertical plane can be characterized by the angle between the tilt line of the windshield portion 111 and the vertical line. The tilt line of the windshield portion 111 refers to the line connecting the first intersection point and the second intersection point. The first intersection point is the midpoint of the lower edge of the windshield portion 111 along the Y direction, and the second intersection point is the intersection point formed by the arc drawn from the first intersection point (457 mm) and the windshield portion 111.

[0130] Understandably, the larger the tilt angle α1 of the windshield section 111 relative to the vertical plane, the smaller the normal pressure on the cab, which is beneficial to reducing the drag coefficient. However, this will force the driver to move the position back to avoid affecting driving visibility and operability. Moving the driver's position back will increase the overall length of the cab, which is also detrimental to the vehicle's cargo capacity. Conversely, the smaller the tilt angle α1 of the windshield section 111 relative to the vertical plane, the better for human-machine layout and reducing the cab length. However, this will increase the normal pressure on the cab, thereby increasing wind resistance, which is detrimental to the vehicle's range.

[0131] In this application, by making the tilt angle α1 of the windshield portion 111 relative to the vertical plane ≥ 15°, the windshield portion 111 can be tilted at a sufficient angle relative to the vertical plane to reduce the positive pressure zone, reduce the drag coefficient, and reduce the energy consumption of the cab 10. Conversely, by making the tilt angle α1 of the windshield portion 111 relative to the vertical plane ≤ 25°, the tilt angle of the windshield portion 111 relative to the vertical plane is not too large, ensuring that the interior space of the cab meets the requirements, thereby improving driver comfort and ease of getting in and out of the vehicle.

[0132] In one specific embodiment of this application, α1 = 18°, α1 = 20° or α1 = 23°, in order to take into account the need to reduce wind resistance and reduce the size of the cockpit, thereby improving the overall product competitiveness of the cockpit 10.

[0133] In some optional embodiments, the front portion 11 further includes a first section 112 and a second section 113 disposed in the Z direction. The second section 113 is located on the side of the first section 112 facing the windshield section 111 and is connected to the windshield section 111. Along the Z direction, the second section 113 is inclined relative to the vertical plane at an angle of α2. The difference between the angle of inclination α1 of the windshield section 111 relative to the vertical plane and the angle of inclination α2 of the second section 113 relative to the vertical plane satisfies: 0°≤α1-α2≤5°.

[0134] The first section 112 may be the area where the front bumper is installed, and the second section 113 may be the area where the front panel is installed.

[0135] Similar to the windshield section 111, the tilt angle α2 of the second section 113 relative to the vertical plane can be characterized by the angle between the tilt line of the second section 113 and the vertical line. The tilt line of the second section 113 refers to the line connecting the third intersection point and the fourth intersection point. The third intersection point is the midpoint of the lower edge of the second section 113 along the Y direction, and the fourth intersection point is the intersection point formed by an arc of 457mm drawn from the third intersection point and the second section 113.

[0136] Since the smaller the difference between the tilt angle α1 of the windshield section 111 relative to the vertical plane and the tilt angle α2 of the second section 113 relative to the vertical plane, the closer the tilt angles of the windshield section 111 and the second section 113, i.e. the windshield angle, the smaller the drag coefficient, by making 0°≤α1-α2≤5°, the energy consumption of the cab 10 can be reduced better, and the driving range and driving performance can be improved.

[0137] Understandably, since the cab 10 also includes functional structures such as the steering wheel 51 and brake pedal 3, which need to be connected to the second section 113 of the cab body 1, the tilt angle α2 of the second section 113 relative to the vertical plane cannot be set too large. That is, the specific angle of the tilt angle α2 of the second section 113 relative to the vertical plane can be adjusted according to the tilt angle α1 of the windshield section 111 relative to the vertical plane and the structure of the cab 10, so as to take into account the requirements of the windshield and the internal functional structure of the cab 10.

[0138] Please refer to Figures 1 to 12. Figure 12 shows a simplified diagram of the tilt angle of the first region 112 provided in some embodiments of this application.

[0139] In some alternative embodiments, the tilt angle of the first region 112 relative to the vertical plane is smaller than the tilt angle of the second region 113 relative to the vertical plane, and the tilt angle of the first region 112 relative to the vertical plane is α3, where 0°≤α3≤10°.

[0140] It is understandable that the tilt angle of the first section 112 affects both wind resistance and the interior space of the cab. For example, the larger the tilt angle of the first section 112, the smaller the frontal area of ​​the cab, which is beneficial for reducing wind resistance, but it also restricts the space for human-machine interface (e.g., brake pedal 3, steering wheel 51, etc.) within the cab. In one embodiment of this application, given a fixed maximum dimension of the cab 10 along the X direction, by reducing the tilt angle α3 of the first section 112 relative to the vertical plane, the positions of the second section 113 and the windshield 111 along the X direction can be moved forward, thereby increasing the interior space of the cab, facilitating the placement of functional components within the cab 10, and improving driver comfort and ease of getting in and out of the vehicle.

[0141] In one specific embodiment of this application, α3 = 0° or α3 = 5° can reduce wind resistance to a certain extent, avoid excessive component arrangement in the cab, facilitate the setting of the front bumper, and improve the collision protection capability of the cab 10.

[0142] In some optional embodiments, the maximum dimension of the first region 112 along the Z direction is L5, and the value of L5 is in the range of 320mm≤L5≤420mm. The dimension L5 of the first region 112 along the Z direction can be the dimension measured along the Z direction from the projection of the first region 112 onto the Y0 plane.

[0143] Since the first section 112 is usually formed by the front bumper, the dimension of the first section 112 along the Z direction can be characterized by the distance from the bottom of the front bumper along the Z direction to the fifth intersection point, which is the top of the middle position of the front bumper along the Y direction.

[0144] By making the maximum dimension L5 of the first section 112 in the Z direction ≥ 320mm, the aesthetics of the cab 10 and the height of the license plate that can be installed can be improved. Since the tilt angle α3 of the first section 112 relative to the vertical plane is smaller than the tilt angle α2 of the second section 113 relative to the vertical plane, by making the maximum dimension L5 of the first section 112 in the Z direction ≤ 420mm, the height of the first section 112 in the Z direction can be reduced, thereby reducing the area of ​​the positive pressure zone at the front 11 of the cab 10 and reducing the drag coefficient.

[0145] In one specific embodiment of this application, L5 = 340mm, 370mm or 400mm, in order to balance the requirements of reducing the drag coefficient and setting the internal functional structure of the cab 10.

[0146] In some alternative embodiments, along the Z direction, the distance between the lowermost edge of the first section 112 and the lower edge of the front wheel 20 is L6, and the value of L6 is in the range of 220mm≤L6≤320mm.

[0147] The lower edge of the front wheel 20 is the ground line when the cab 10 is unloaded. Therefore, the distance between the lower edge of the first section 112 and the lower edge of the front wheel 20 is the distance from the lower edge of the front bumper to the ground line along the Z direction.

[0148] By ensuring that the distance L6 between the lowest edge of the first section 112 and the lowest edge of the front wheel 20 is ≥220mm, the ground clearance of the front bumper in the Z direction can be increased, reducing the risk of the cab 10 colliding with the ground and enabling the cab 10 to operate in various road conditions. Furthermore, by ensuring that the distance L6 between the lowest edge of the first section 112 and the lowest edge of the front wheel 20 is ≤320mm, the ground clearance is prevented from becoming excessive, reducing the drag coefficient, lowering the energy consumption of the cab 10, and improving the driving range and performance.

[0149] In some optional embodiments, the distance L6 between the lowermost edge of the first region 112 and the lower edge of the front wheel 20 is in the range of 235mm ≤ L6 ≤ 305mm. More optionally, the distance L6 between the lowermost edge of the first region 112 and the lower edge of the front wheel 20 is in the range of 250mm ≤ L6 ≤ 290mm.

[0150] In one specific embodiment of this application, L6 = 250mm, L6 = 270mm or L6 = 300mm, in order to balance reducing the drag coefficient and the driving requirements of the cab 10.

[0151] Please refer to Figure 13, which shows a side view of the cab 10 provided in some embodiments of this application.

[0152] In some alternative embodiments, the front portion 11 further includes a third region 114 along the Z direction. The third region 114 is located on the side of the windshield portion 111 away from the wheel well 121 and is connected to the windshield portion 111. The third region 114 is inclined relative to the vertical plane and the inclination angle is α4. The value of α4 is in the range of 25°≤α4≤40°.

[0153] The third section 114 refers to the section located above the windshield along the Z direction. The third section 114 can be integrally set with the first section 112 and the second section 113 and serve as the top cover of the cab 10. Alternatively, the third section 114 can be set separately and form a fairing.

[0154] Similar to the windshield section 111, the tilt angle α4 of the third section 114 relative to the vertical plane can be characterized by the angle between the tilt line of the third section 114 and the vertical line. The tilt line of the third section 114 refers to the line connecting the sixth and seventh intersection points. The sixth intersection point is the midpoint of the lower edge of the third section 114 along the Y direction, and the seventh intersection point is the intersection point formed by an arc of 457mm drawn from the sixth intersection point and the third section 114.

[0155] By ensuring that the tilt angle α4 of the third section 114 relative to the vertical plane is ≥25°, a sufficient tilt angle can be achieved to reduce the drag coefficient and decrease the energy consumption of the cab 10. Conversely, by ensuring that the tilt angle α4 of the third section 114 relative to the vertical plane is ≤40°, the tilt angle is prevented from becoming excessive, ensuring that the interior space of the cab meets requirements and improving driver comfort and ease of entry and exit.

[0156] In one specific embodiment of this application, α4 ​​= 30°, α4 = 33°, α4 = 35° or α4 = 38°, in order to balance the reduction of the drag coefficient and the driving requirements of the cab 10.

[0157] Please refer to Figures 1 to 13. The cab 10 provided in this embodiment of the application may include a driver's compartment 1 and a door 2. The driver's compartment 1 includes a front part 11 and side parts 12 located on both sides of the front part 11. The side parts 12 are provided with wheel openings 121, which are used to cooperate with the front wheel 20 and are concentrically arranged with the front wheel 20.

[0158] In one embodiment, in the X direction, the maximum dimension of the driver's compartment 1 is L4 = 1750 mm, and the length of the front overhang is L8 = 740 mm.

[0159] In the X direction, the front and rear edges of the door 2 are located on either side of the center point of the wheel well 121, and the distance between the front and rear edges in the X direction is L2 = 1048 mm, while the distance between the rear edge of the door 2 and the center point of the wheel well 121 is L1 = 833 mm. And / or, the cab 10 also includes a brake pedal 3. When the brake pedal 3 is in a non-braking state, in the X direction, the center point of the brake pedal 3 is located on the side of the center point of the wheel well 121 facing the front part 11, and the distance between it and the center point of the wheel well 121 is L9 = 210 mm. And / or, the cab 10 also includes a driver's seat 4. In the X direction, the center point of the driver's seat 4 is located on the side of the center point of the wheel well 121 away from the front part 11, and the distance between it and the center point of the wheel well 121 is L10 = 565 mm. And / or, the cab 10 also includes a steering wheel 51, with the center point of the steering wheel 51 located on the side of the center point of the wheel well 121 near the front part 11 and the distance between the center point of the wheel well 121 and the center point of the wheel well 121 is L11 = 135 mm.

[0160] Furthermore, the front part 11 includes a windshield part 111, which is inclined relative to the vertical plane with an inclination angle α1 = 20°. The front part 11 also includes a first section 112, a second section 113, and a third section 114 arranged in the Z direction. The difference between the inclination angle α1 of the windshield part 111 relative to the vertical plane and the inclination angle α2 of the second section 113 relative to the vertical plane satisfies: 0° ≤ α1 - α2 ≤ 5°. The inclination angle α3 of the first section 112 relative to the vertical plane is 0°, and the inclination angle α4 of the third section 114 relative to the vertical plane is 33°.

[0161] Furthermore, the maximum dimension of the first section 112 along the Z direction is L5 = 370 mm, and the distance between the lowermost edge of the first section 112 and the lower edge of the front wheel 20 is L6 = 270 mm.

[0162] According to the test, under the high-speed energy consumption condition of constant speed of 90km / h, the drag coefficient of the traditional light truck with flat cab is about 0.500. In contrast, the drag coefficient of the light truck with the cab of the above embodiment of this application is about 0.300, which can reduce the energy consumption of the traditional light truck by about 20%.

[0163] Therefore, the cab, chassis 100 and light truck according to the embodiments of this application have advantages such as small cab space, high convenience of getting on and off the vehicle, low drag coefficient and low energy consumption, which makes them easier to promote and apply.

[0164] 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 driver's cab, the driver's cab comprising: The driver's cab includes a front section and side sections located on both sides of the front section. The side sections are provided with wheel wells for engaging with the front wheels and are concentrically arranged with the front wheels. A door is connected to the side and is openable relative to the side. The door includes a front edge and a rear edge arranged along the X direction. In the X direction, the front edge and the rear edge of the door are located on both sides of the center point of the wheel well. In the X direction, the distance between the front edge and the rear edge is L2. The ratio a of the distance L1 between the rear edge of the door and the center point of the wheel well and the distance L2 between the front edge and the rear edge satisfies: 0.65≤a≤0.

95.

2. The cab of claim 1, wherein, In the X direction, the ratio a of the distance L1 between the rear edge of the door and the center point of the wheel well to the distance L2 between the front edge and the rear edge satisfies: 0.75≤a≤0.

85.

3. The cab of claim 1, wherein, The distance L1 between the rear edge of the door and the center point of the wheel well shall be 630mm≤L1≤1030mm.

4. The cab of claim 1, wherein, The distance L1 between the rear edge of the door and the center point of the wheel well is 680mm≤L1≤980mm.

5. The cab of claim 1, wherein, The side portion includes a pillar. In the X direction, the pillar is located on the side of the rear edge of the door away from the front portion. The size of the pillar is L3, and the value of L3 is within the range of 60mm≤L3≤260mm.

6. The cab of claim 1, wherein, In the X direction, the maximum dimension of the driver's compartment is L4, and the value of L4 is within the range of 1550mm≤L4≤1950mm.

7. The cab of any one of claims 2 to 6, wherein, The front part includes a windshield section, which is inclined relative to the vertical plane at an angle of α1, wherein the value of α1 is within the range of 15°≤α1≤25°.

8. The cab of claim 7, wherein, The front portion includes a first section and a second section arranged in the Z direction, the second section being located on the side of the first section facing the windshield and connected to the windshield. Along the Z direction, the second section is inclined relative to the vertical plane at an angle of α2. The difference between the inclination angle α1 of the windshield relative to the vertical plane and the inclination angle α2 of the second section relative to the vertical plane satisfies: 0°≤α1-α2≤5°.

9. The cab of claim 8, wherein, The tilt angle of the first region relative to the vertical plane is smaller than the tilt angle of the second region relative to the vertical plane, and the tilt angle of the first region relative to the vertical plane is α3, where 0°≤α3≤10°.

10. The cab of claim 8, wherein, The maximum dimension of the first region along the Z direction is L5, and the value of L5 is within the range of 320mm≤L5≤420mm.

11. The cab of claim 7, wherein, The front part also includes a third section along the Z direction. The third section is located on the side of the windshield part away from the wheel opening and is connected to the windshield part. The third section is inclined relative to the vertical plane and the inclination angle is α4. The value range of α4 is: 25°≤α4≤40°.

12. A chassis comprising: The cab as described in any one of claims 1 to 11.

13. A light truck, comprising: The driver's cab as described in any one of claims 1 to 11; A chassis has a front wheel and a rear wheel, the center of the front wheel is arranged coincident with the center of the wheel port of the cab; A cargo box is arranged on the chassis.

14. The light-duty truck of claim 13, wherein, The front part of the cab is provided with a front bumper, and the distance between the lowermost edge of the front bumper and the lower edge of the front wheel in the Z direction is L6, the value range of L6 satisfies 220mm≤L6≤320mm.

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