Cab

Abstract

A cab (10), comprising a cab body (1), wherein the cab body (1) is provided with a driver compartment, the cab body (1) comprises a front portion (11) and side portions (12) located on two sides of the front portion (11), the side portions (12) are provided with wheel openings (121), and the wheel openings (121) are configured to cooperate with front wheels (20) and are arranged concentrically with the front wheels (20). A driver seat (4) is disposed in the driver compartment and connected to the cab body (1). In an X direction, the center of the driver seat (4) is located on the side of the center of each wheel opening (121) away from the front portion, the distance between the center of the driver seat (4) and the center of each wheel opening (121) is defined as L10, and the value range of L10 meets 365 mm≤L10≤765 mm; and in the X direction, the maximum dimension of the cab body (1) is defined as L4, and the value range of L4 meets 1550 mm≤L4≤1950 mm.

Description

driver's cab Cross-references to related applications

[0001] This application claims priority to Chinese patent application 202411794453.6 entitled “Cockpit”, filed on December 6, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application belongs to the field of driving technology, and in particular relates 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 restructures the cab layout, reserving design space for a streamlined structure at the front of the cab within a limited space, thus facilitating a low-drag cab design.

[0007] In a first aspect, embodiments of this application provide a driver's cab, including a driver's compartment and a driver's seat. The driver's compartment has a driver's cabin, a front portion, and side portions located on both sides of the front portion. Wheel openings are provided on the side portions for engaging with the front wheels and are concentrically positioned with the front wheels. The driver's seat is disposed in the driver's cabin and connected to the driver's compartment. Along the X-direction, the center point of the driver's seat is located on the side of the wheel opening away from the front portion, and the distance between the center point of the wheel opening and the center point of the wheel opening is L10. The distance between the center point of the driver's seat and the center point of the wheel opening is L10, and the value of L10 satisfies 365mm ≤ L10 ≤ 765mm. Along the X-direction, the maximum dimension of the driver's compartment is L4, and the value of L4 satisfies 1550mm ≤ L4 ≤ 1950mm.

[0008] According to any embodiment of the first aspect of this application, the distance L10 between the center point of the driver's seat and the center point of the wheel well satisfies the range of 415mm≤L10≤715mm.

[0009] According to any embodiment of the first aspect of this application, a door is provided on the side. In the X direction, the front edge and the rear edge of the door are located on both sides of the wheel well, and a wheel cover area is formed between the front edge of the door and the rear edge of the wheel well, and a step area is formed between the rear edge of the door and the rear edge of the wheel well; wherein, the orthographic projection of the driver's seat on the side is at least partially located in the step area.

[0010] According to any embodiment of the first aspect of this application, in the X direction, the distance between the center point of the wheel well and the rear edge of the door is L1, and the distance between the front edge of the door and the rear edge of the door is L2; ​​wherein, the value range of L1 satisfies 630mm≤L1≤1030mm, and the value range of the ratio a of L1 to L2 satisfies 0.65≤a≤0.95.

[0011] According to any embodiment of the first aspect of this application, the driver's compartment further includes a rear panel, which is spaced apart from the front part and is located between the sides of the front part and connected to the sides of the front part. Along the X direction, the driver's seat is located between the front part and the rear panel, and a gap is provided between the driver's seat and the rear panel.

[0012] According to any embodiment of the first aspect of this application, along the X direction, the maximum dimension L4 of the driver's compartment is within the range of 1600mm≤L4≤1900mm.

[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 cab, chassis, and cargo box as described in the first aspect 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] The cab provided in this application embodiment innovatively positions the driver's seat relative to the vehicle by positioning the driver's seat according to the center point of the wheel well, compared to existing light trucks. Specifically, by ensuring that the maximum dimension L4 of the cab body in the X direction satisfies the following range: 1550mm ≤ L4 ≤ 1950mm, and setting the distance between the center point of the driver's seat and the center point of the wheel well to 365mm ≤ L10 ≤ 765mm, a better ergonomic arrangement can be achieved within a limited cab length to satisfy driving comfort and ease of entry and exit. Simultaneously, sufficient design space is reserved for other cab designs (e.g., low-drag design) to further reduce energy consumption. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 is a side view of a chassis provided in some embodiments of this application;

[0024] Figure 2 is a side view of the driver's cab without a door, provided in some embodiments of this application;

[0025] Figure 3 is a side view of the driver's cab provided in some embodiments of this application;

[0026] Figure 4 is a side view of the cab provided in some other embodiments of this application;

[0027] Figure 5 is a side view of the driver's cab provided in some embodiments of this application;

[0028] Figure 6 is a side view of the driver's cab provided in some embodiments of this application;

[0029] Figure 7 is a schematic diagram of the steering mechanism provided in some embodiments of this application.

[0030] Figure 8 is a top view of the chassis provided in some embodiments of this application;

[0031] Figure 9 is a top view of the driver's cab provided in some embodiments of this application;

[0032] Figure 10 is a structural schematic diagram of the driver's cab provided in some embodiments of this application;

[0033] Figure 11 is a side view of the driver's cab provided in some embodiments of this application;

[0034] Figure 12 is a schematic diagram of tilt angle measurement provided in some embodiments of this application;

[0035] Figure 13 is a simplified diagram of the tilt angle of the first region provided in some embodiments of this application;

[0036] Figure 14 is a side view of the driver's cab provided in some embodiments of this application.

[0037] The annotations in the attached figures are explained as follows:

[0038] 100 - Chassis; 10 - Cab; 20 - Front wheel; 30 - Rear wheel;

[0039] 1-Driver's cab; 11-Front section; 111-Windshield section; 112-First section; 113-Second section; 114-Third section; 12-Side section; 121-Wheel fittings; 122-Door opening; 13-Rear panel; 2-Door; 3-Brake pedal; 4-Driver's seat; 5-Steering mechanism; 51-Steering wheel; 52-Steering shaft; 53-Steering shaft bracket; 54-Steering tie rod; 55-Steering gear; 56-Steering rocker arm;

[0040] S1 - Wheel cover area; S2 - Step area.

[0041] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0042] 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.

[0043] 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.

[0044] Please refer to Figure 1, which shows a side view of a chassis 100 provided in some embodiments of this application.

[0045] This application provides a light truck, which includes a chassis 100 and a cargo box mounted on the chassis 100.

[0046] 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.

[0047] The chassis 100 includes a chassis 100 with a cab 10 and a chassis 100 without a cab 10. That is, a light truck may include a chassis 100 with a cab 10 and a cargo box, or it may include a chassis 100 without a cab 10, a cargo box and a cab 10.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] Please refer to Figures 2 and 3. 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 driver's seat 4. The driver's compartment 1 has a driver's cabin and 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. The driver's seat 4 is disposed in the driver's cabin and connected to the driver's compartment 1.

[0053] Along the X-direction, 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 between the center point of the driver's seat 4 and the center point of the wheel well 121 is L10. The distance between the center point of the driver's seat 4 and the center point of the wheel well 121 is L10, and the value of L10 satisfies 365mm≤L10≤765mm. Along the X-direction, the maximum dimension L4 of the driver's compartment 1 satisfies 1550mm≤L4≤1950mm.

[0054] In this paper, the maximum size L4 of the driver's compartment 1 can be the maximum size of the projection of the driver's compartment onto the Y0 plane measured along the X direction; similarly, the distance L9 between the center point of the driver's seat 4 and the center point of the wheel well 121 can be the distance between the projections of the center point of the driver's seat 4 and the wheel well 121 onto the Y0 plane measured along the X direction.

[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] In existing cab ergonomic design, 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 operation functions, driver's vision, 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 20 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 cabs with limited cab length or layout space.

[0058] 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.

[0059] Therefore, for cabs with limited length 10 or limited 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 position of the front wheels 20 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, addressing the ergonomic design issues for cabs with limited length 10 or layout space, thereby simultaneously satisfying driving comfort and ease of getting in and out of the vehicle, and reserving design space for subsequent cab designs (e.g., low-drag design).

[0060] Furthermore, incorporating the front wheel position 20 into the evaluation criteria for driver (or passenger) ease of getting in and out of the vehicle is not only particularly important for cabs with limited cab length or layout space, but also for streamlined cabs designed for low wind resistance.

[0061] Taking light trucks as an example, to a certain extent, lower wind resistance means a more tilted windshield in the cab 10. Therefore, to ensure that the driver does not collide with an excessively tilted windshield and affect driving comfort, the driver's position needs to be moved back. However, moving the driver's position back directly increases the length of the cab 10, which is not conducive to increasing cargo capacity and the overall competitiveness of the vehicle. Therefore, it is necessary to find the minimum dimensional requirements that meet the human-machine layout requirements of the cab 10 (especially the requirements for ease of getting on and off the vehicle), so as to reserve sufficient design space for other design requirements of the cab 10 (such as cab length design, low wind resistance design, etc.).

[0062] Therefore, for cabs with limited length 10 or limited layout space, inventors need to invest considerable effort in researching how to design cab ergonomics to balance driving comfort, ease of getting in and out, and low wind resistance, thereby further increasing the cargo capacity of trucks and reducing energy consumption, thus enhancing the overall competitiveness of the vehicle. Based on this, in the cab 10 of this application embodiment, since the driver's seating posture is determined by the driver's seat 4, by incorporating the position of the front wheels 20 into the evaluation system for ease of getting in and out, and more specifically, by designing the positioning of the driver's seat 4 based on the center point of the wheel well 121, an optimal cab ergonomic layout that satisfies the driver's ease of getting in and out can be obtained. This is particularly important for trucks, especially light trucks, and is also a necessary condition for cabs with limited length and / or low wind resistance. Furthermore, compared to existing light trucks, this allows for innovative adjustments to the driver's seating position relative to the overall vehicle.

[0063] In one embodiment of this application, by ensuring that the maximum dimension L4 of the driver's cab 1 in the X direction is within the range of 1550mm≤L4≤1950mm, and that the distance L10 between the center point of the driver's seat 4 and the center point of the wheel well 121 is within the range of 365mm≤L10≤765mm, it is possible to move the driver's seating position backward while keeping the maximum dimension of the driver's cab 11 constant (especially for a smaller cab 10 length). The driver can get on and off the vehicle from the rear side of the front wheel 20, which allows sufficient space at the front 11. This provides design space for a streamlined structure at the front 11 of the cab 10, enabling a low-drag cab 10 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 vehicle, it improves fuel economy; when the cab 10 is an electric or hybrid vehicle, it reduces power consumption.

[0064] It is understandable that when designing the driver's sitting posture in the cab 10 based on the center point of the driver's seat 4 relative to the wheel well 121, other parts of the cab 10 can be adjusted in conjunction with the driver's seat 4 to achieve the overall design of the cab 10.

[0065] The maximum dimension of the driver's compartment 1 along the X direction refers to the distance from the front end to the rear end of the driver's compartment 1 along the X direction. It can also be the dimension of the projection of the driver's compartment 1 onto the Y0 plane along the X direction.

[0066] It is understandable that the larger the maximum size L4 of the driver's cab 1, the more space there is for the human-machine arrangement in the cab 10, but this will lead to a reduction in the cargo box size. Conversely, the smaller the maximum size L4 of the driver's cab 1, the larger the space reserved for the cargo box, but the more restricted the human-machine arrangement space in the cab.

[0067] Therefore, the length of the cab 10 is directly related to the product competitiveness of the relevant vehicle products and the human-machine layout inside the cab.

[0068] In this application, by making the maximum dimension L4 of the cab 1 in the X direction ≥ 1550mm, the driving needs of light trucks can be better met. Furthermore, by making the maximum dimension L4 of the cab 1 ≤ 1950mm, the space occupied by the cab 10 can be reduced and the cargo box space increased under the condition that the size of the light truck is fixed, so as to better meet the cargo carrying needs of light trucks.

[0069] Furthermore, for cabs with limited cab length or layout space, the comfort of the human-machine interface and the ease of getting in and out of the cab are even more prominent issues.

[0070] It is understandable that the greater the distance L10 between the center point of the driver's seat 4 and the center point of the wheel well 121, the farther the driver's position is from the center of the front wheel 20, and the longer the cab 10 will be. This is beneficial for the convenience of getting in and out of the cab 10, but detrimental to increasing the cargo capacity. Conversely, the smaller the distance L10 between the center point of the driver's seat 4 and the center point of the wheel well 121, the closer the driver's position is to the center of the front wheel 20 to a certain extent, resulting in a smaller area for the driver to get in and out of the vehicle through the door opening. This is detrimental to improving the convenience of getting in and out of the vehicle. However, the greater the distance between the driver's position and the center of the front wheel 20, the shorter the cab length can be. With a fixed overall vehicle length, a longer cargo box can be obtained, which is beneficial for increasing the cargo capacity and improving product competitiveness.

[0071] For the cab 10 in the above embodiment, 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 ≥365mm, the driver's position can be moved rearward to allow sufficient space in the front 11 to form a streamlined structure. Furthermore, the driver's seating position is moved to the rear of the center point of the wheel well 121, thus creating sufficient space at the rear for the driver to get in and out of the vehicle. Additionally, 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 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.

[0072] Therefore, by ensuring that L10 in the embodiments of this application satisfies 365mm≤L10≤765mm, a better human-machine arrangement can be achieved within the limited length of the cab 10 to meet driving comfort and ease of getting on and off the vehicle. At the same time, sufficient design space is reserved for other cab 10 designs (e.g., low wind resistance design) to further reduce energy consumption.

[0073] In some optional embodiments, the distance L10 between the center point of the driver's seat 4 and the center point of the wheel well 121 satisfies: 415mm ≤ L10 ≤ 715mm. Further optionally, the distance 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 distance L10 between the center point of the driver's seat 4 and the center point of the wheel well 121 satisfies: 515mm ≤ L10 ≤ 615mm.

[0074] In one specific embodiment of this application, L10 = 525mm, L10 = 565mm, or L10 = 605mm allows for a suitable amount of space at the front 11, enabling the front 11 of the cab 10 to form a streamlined structure and achieve a low-drag cab 10 design. Furthermore, it also improves the ease of getting in and out of the vehicle while reducing the cab's interior space, thus enhancing the performance of the cab 10.

[0075] In some alternative embodiments, the driver's compartment 1 further includes a rear panel 13, which is spaced apart from the front portion 11. The rear panel 13 is positioned between and connected to the side portions 12 on both sides of the front portion 11. Along the X direction, the driver's seat 4 is positioned between the front portion 11 and the rear panel 13, and a gap is provided between the driver's seat 4 and the rear panel 13.

[0076] That is, the rearmost position of the driver's compartment 1 along the X direction can be adjusted according to the driver's seat 4, and the driver's seat 4 must have a preset gap with the rearmost position along the X direction in order to improve the comfort of the driver's seat 4.

[0077] 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.

[0078] In one specific embodiment of this application, L4 = 1750mm, which makes the space of the cab 10 moderate, taking into account both driving and cargo carrying needs, and improving the performance of light trucks.

[0079] Please refer to Figures 2 to 4. Figure 4 shows a side view of the cab 10 provided in some other embodiments of this application. In some optional embodiments, a door 2 is provided on the side 12. In the X direction, the front edge and rear edge of the door 2 are located on both sides of the wheel well 121, and a wheel arch area S1 is formed between the front edge of the door 2 and the rear edge of the wheel well 121, and a step area S2 is formed between the rear edge of the door 2 and the rear edge of the wheel well 121. The driver's seat 4 is at least partially located in the step area S2 in the orthographic projection of the side 12.

[0080] 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.

[0081] By positioning the front and rear edges of the door 2 on either side of the wheel well 121, a step area S2 can be formed between the rear edge of the door 2 and the rear edge of the wheel well 121. Furthermore, by positioning the driver's seat 4 at least partially within the step area S2 on the side 12, the driver's seating position can correspond to the step area S2, facilitating the driver's entry and exit from the vehicle and improving convenience.

[0082] In some optional embodiments, in the X direction, the distance between the center point of the wheel well 121 and the rear edge of the door 2 is L1, and the distance between the front edge and the rear edge of the door 2 is L2. The value of L1 satisfies 630mm ≤ L1 ≤ 1030mm, and the ratio of L1 to L2 satisfies 0.65 ≤ L1 / L2 ≤ 0.95.

[0083] The distance L2 between the front and rear edges of the door can be the distance measured along the X direction by the projections of the front and rear edges of the door onto the Y0 plane; 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.

[0084] Typically, 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.

[0085] The leading edge of the door 2 corresponds to the leading edge of the door opening 122 of the door 2, and the pivot point of the door 2 is usually set at the leading edge of the door 2 so that the door opening of the door 2 can be fully opened and utilized to improve the convenience of the driver getting on and off the vehicle.

[0086] It is understandable 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 on and off the vehicle. However, this will also increase the overall length of the cab, 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 smaller the cab length will be when the overall vehicle length is constant, and the cargo box can be designed to be larger. However, the convenience for the driver to get on and off the vehicle will be worse, and there will be less space left for wind resistance design, making it difficult to achieve a low wind resistance design.

[0087] By ensuring that the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 is greater than or equal to 630mm, the space of the step area S2 can be increased to improve the convenience for the driver to get on and off the vehicle. By ensuring that the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 is less than or equal to 1030mm, the space of the cab 10 can be controlled within a reasonable range, thereby increasing the cargo box space while keeping the overall vehicle length constant.

[0088] 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 can be reserved at the front 11 to form a streamlined structure in the front 11 of the cab 10, achieving a low-drag cab 10 design. This reduces the drag coefficient, decreases energy consumption, and increases the driving range of the cab 10 while ensuring easy entry and exit. On the other hand, by setting L1 relatively large, more spacious entry space can be provided for the driver, improving the convenience of getting in and out of the vehicle.

[0089] For the cab 10 in the above embodiments, when the ratio of L1 to L2, a, is less than 0.65, the door 2 is moved forward significantly relative to the center point of the wheel well 121, resulting in less space for getting on and off the vehicle behind the front wheels, affecting the convenience of getting on and off. In addition, the forward movement of the door 2 relative to the center of the front wheels 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. When the ratio of L1 to L2, a, is greater than 0.95, the door 2 is moved backward significantly relative to the center point of the wheel well 121. With a fixed overall vehicle length, 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.

[0090] Therefore, by ensuring that the value range of L1 in the embodiments of this application satisfies 630mm≤L1≤1030mm, and that the ratio a of L1 and L2 satisfies 0.65≤a≤0.95, the cab 10 can achieve the possibility of reducing the size of the cab and reducing energy consumption while satisfying the convenience of getting on and off the vehicle.

[0091] In some optional 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 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 is in the range of 780mm≤L1≤930mm. More optionally, 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 780mm≤L1≤880mm.

[0092] 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. This 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 is appropriate, enabling the front part 11 of the cab 10 to form a streamlined structure while reducing the size of the cab 10 and meeting the driver's entry and exit requirements. This reduces the wind resistance of the cab 10 and decreases energy consumption.

[0093] In one specific embodiment of this application, L1 = 833mm, L2 = 1048mm, a = L1 / L2 = 0.795. Along the X direction, the relative positions between the front and rear edges of the door 2 and 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 also reserves design space for the front part 11 of the cab 10 to form a streamlined structure, which is beneficial to reduce the wind resistance of the cab 10 and reduce energy consumption.

[0094] Please refer to Figures 2 to 5. Figure 5 shows a side view of the cab 10 provided in some embodiments of this application. In some optional embodiments, the cab 10 also includes a brake pedal 3, which is disposed in the cab and connected to the front part 11. 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 wheel well 121 and the center point of the wheel well 121 is L9. The value of L9 is in the range of: 10mm ≤ L9 ≤ 410mm.

[0095] The distance L9 between the center point of the brake pedal 3 and the center point of the wheel well 121 can be the distance between the projection point of the center point of the brake pedal 3 on the Y0 plane and the projection point of the center point of the wheel well 121 on the Y0 plane, measured along the X direction.

[0096] The brake pedal 3 can be designed to match the position of the driver's seat 4. Compared with the existing cab 10 of light trucks, by moving the brake pedal 3 backward, sufficient space can be reserved for the front 11 of the cab 10 under the limited driving length, so that the front 11 of the cab 10 can form a streamlined structure, realize the low wind resistance cab 10 design, and thus 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.

[0097] It is understandable that the larger 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. In this case, the size of the step area 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. In this case, the size of the step area 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.

[0098] 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 between the center point of the wheel well 121 and the center point L9 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 between the center point of the wheel well 121 and the center point L9 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.

[0099] 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.

[0100] In one specific embodiment of this application, L9 = 180mm, L9 = 210mm, or L9 = 250mm allows for design space to form a streamlined structure for the front 11 within a limited cab length, thereby facilitating the design of a low-drag cab 10. Furthermore, it also improves the ease of getting in and out of the vehicle and enhances the performance of the cab 10 while reducing the cab cavity space.

[0101] Please refer to Figures 2 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 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 in the X direction 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 projections of the center point of the steering wheel 51 onto the Y0 plane and the projections of the center point of the wheel well 121 onto the Y0 plane.

[0102] 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.

[0103] That is, the steering wheel 51 can be matched and designed according to the position of the driver's seat 4. Compared with the existing cab 10 of light trucks, by moving the steering wheel 51 back, enough space can be reserved for the front 11 of the cab 10 under the limited driving length, so that the front 11 of the cab 10 can form a streamlined structure, realize the low wind resistance cab 10 design, and thus 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.

[0104] For the cab 10 in the above embodiment, by making the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 ≥ -65mm, the driving position can be moved rearward to form a streamlined structure in the front 11, and the driver's seating position is moved to the rear side of the center point of the wheel well 121, thereby creating sufficient space at the rear for the driver to get in and out of the vehicle. Furthermore, by making the distance L11 between the center point of the steering wheel 51 and the center point of the wheel well 121 ≤ 335mm, the driving position is prevented from moving too far back, thereby reducing the cab space and increasing the cargo box space within the given dimensions of the light truck, thus improving the cargo-carrying capacity of the light truck.

[0105] 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.

[0106] In one specific embodiment of this application, L11 = 105mm, L11 = 135mm, or L11 = 155mm. In this case, a compact arrangement of the cab 10 man-machine interface and the front wheels 20 can be achieved, thus allowing the front 11 to have adequate space to form a streamlined structure, thereby realizing the design of a low-drag cab 10. Furthermore, it can also improve the convenience of getting on and off the vehicle while reducing the cab space, and improve the performance of the cab 10.

[0107] Please refer to Figures 2 to 8. Figure 7 shows a schematic diagram of the steering mechanism 5 provided in some embodiments of this application, and Figure 8 shows a top view of the chassis 100 provided in some embodiments of this application.

[0108] In some alternative embodiments, the steering mechanism 5 further includes a steering shaft 52 and a steering shaft bracket 53, the steering shaft 52 being fixedly mounted on the driver's cab 1 via the steering shaft bracket 53, and the steering wheel 51 being drive-connected to the steering shaft 52.

[0109] The steering mechanism 5 also includes a steering tie rod 54, a steering gear 55, a steering rocker arm 56, and a steering bend arm. The steering gear 55 is fixedly mounted on the frame and located below the cab 10. The first end of the steering tie rod 54 is connected to the steering gear 55 via the steering rocker arm 56, and the second end of the steering tie rod 54 is connected to the wheel hub of the front wheel 20 via the steering bend arm. The length L13 of the steering tie rod 54 in the X direction satisfies: 440mm ≤ L13 ≤ 540mm.

[0110] Compared to existing light trucks, the light truck in this embodiment adjusts the relative position of the center point of the steering wheel 51 and the wheel well 121. Specifically, the center point of the wheel well 121 is moved forward in the X direction relative to the steering wheel 51 of existing light trucks. Since the end of the steering tie rod 54 is connected to the front wheel 20 hub, the forward movement of the center point of the wheel well 121 allows the front wheel 20 hub to move forward as well, thereby reducing the length L13 of the steering tie rod 54 in the X direction. This ensures that the length L13 of the steering tie rod 54 in the X direction satisfies: 440mm ≤ L13 ≤ 540mm, thus shortening the driver's cabin space.

[0111] In one embodiment, the length L13 of the steering tie rod 54 along the X direction is 470mm, 490mm, or 510mm.

[0112] Understandably, as the length L13 of the steering tie rod 54 along the X direction is adjusted accordingly, the length L8 of the front overhang of the cab 10 will also be further compressed.

[0113] In some alternative embodiments, in the X direction, the ratio of the length dimension L8 of the front overhang to the maximum dimension L4 of the driver's compartment 1 satisfies: 0.38≤L8 / L4≤0.48.

[0114] Understandably, when the ratio of the length of the front overhang L8 to the maximum size L4 of the cab 1 is less than 0.38, the cab 10 becomes too long in the X direction for a given light truck length, resulting in a smaller cargo box space. Conversely, when the ratio of the length of the front overhang L8 to the maximum size L4 of the cab 1 is greater than 0.48, the cab 10 becomes too short in the X direction, leading to reduced ease of getting in and out of the vehicle.

[0115] Furthermore, it can be understood that the smaller the front overhang, the smaller the front cabin space, but the better the vehicle's passability, and the larger the human-machine space left in the driver's cab, which is more conducive to improving driving comfort and ease of getting in and out of the vehicle. Conversely, the larger the front overhang, the worse the vehicle's passability, and the smaller the human-machine space left in the driver's cab, which is not conducive to the driver getting in and out of the vehicle, but it is beneficial to the front cabin space.

[0116] Therefore, in the embodiment of this application, the cab 10, by satisfying the ratio of the front overhang length L8 to the maximum dimension L4 of the cab body 1 in the X direction as 0.38≤L8 / L4≤0.48, can reduce the front overhang length, thereby reducing the cab space and increasing the cargo box space within the same size of a light truck, thus better meeting the cargo carrying requirements of a light truck. At the same time, the reduced cab space can also meet the driver's needs for getting in and out of the vehicle.

[0117] Alternatively, 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. For example, L8 / L4 = 0.40, L8 / L4 = 0.42, or L8 / L4 = 0.45. The above settings ensure that the length of the front overhang in the X direction is moderate, so as to take into account both the cargo carrying requirements of the light truck and the driver's getting in and out of the vehicle.

[0118] In some optional embodiments, in the X direction, the length L8 of the front overhang of the cab 10 satisfies 640mm ≤ L8 ≤ 840mm, and the length of the front overhang is the distance from the foremost point of the cab 10 to the center point of the wheel well 121 along the X direction. Further optionally, in the X direction, the value range of the length L8 of the front overhang satisfies 690mm ≤ L8 ≤ 790mm.

[0119] In one specific embodiment of this application, L8 = 700mm, L8 = 720mm, L8 = 740mm, or L8 = 760mm.

[0120] Understandably, given a fixed dimension of the chassis 100 along the X direction, 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.

[0121] In some alternative embodiments, the wheelbase L14 is in the range of 3360mm≤L14≤4000mm.

[0122] The wheelbase L14 of the chassis 100 is the distance from the center point of the front wheel 20 to the center point of the rear wheel 30 in the X direction. Specifically, wheelbase L14 can be the distance measured along the X direction from the projections of the center points of the front wheel 20 and the rear wheel 30 onto the Y0 plane.

[0123] 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.

[0124] In some embodiments, L14 = 3450mm, L14 = 3750mm, or L14 = 3950mm.

[0125] In one specific embodiment of this application, L8 = 740mm and L14 = 3750mm, at which point the power battery capacity can be expanded from 100kWh to 120kWh.

[0126] Please refer to Figure 9, which shows a top view of the cab 10 provided in some embodiments of this application. In some optional embodiments, the maximum dimension of the cab 1 in the Y direction is L7, and the value of L7 satisfies the following range: 2120mm ≤ L7 ≤ 2220mm.

[0127] The maximum dimension of the cab 1 along the Y direction refers to the distance from the leftmost to the rightmost end of the projection of the cab 1 onto the X0 plane, excluding the rearview mirrors and blind spot mirrors of the cab 10. This distance represents 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. It can be selected that the maximum dimension of the cab 1 along the Y direction is equal to the dimension of the cargo box along the Y direction to reduce wind resistance.

[0128] 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.

[0129] Please refer to Figures 2 to 12. Figure 10 shows a structural schematic diagram of the cab 10 provided in some embodiments of this application. Figure 11 shows a side view of the cab 10 provided in yet another embodiment of this application. Figure 12 shows a schematic diagram of the measurement of the tilt angle provided in some embodiments of this application.

[0130] 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°.

[0131] 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, where the Y direction is the Y direction of the vehicle coordinate system. The second intersection point is the point formed by an arc of 457mm drawn from the first intersection point and the windshield portion 111.

[0132] 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.

[0133] 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.

[0134] In one specific embodiment of this application, α1 = 18°, α1 = 20° or α1 = 23°, in order to balance the need to reduce wind resistance and reduce the size of the cockpit, thereby improving the performance of the cockpit 10.

[0135] 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°.

[0136] 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] Please refer to Figures 2 to 13. Figure 13 shows a simplified diagram of the tilt angle of the first region provided in some embodiments of this application. 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°.

[0141] 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, steering wheel, 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.

[0142] 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.

[0143] 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 maximum 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.

[0144] 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.

[0145] 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.

[0146] In one specific embodiment of this application, L5 = 340mm, L5 = 370mm or L5 = 400mm, in order to balance the requirements for reducing the drag coefficient and setting the internal functional structure of the cab 10.

[0147] 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.

[0148] 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.

[0149] It is understandable that the distance L6 between the bottom edge of the first section 112 and the bottom edge of the front wheel 20 is related to the vehicle's passability and wind resistance. The larger the distance L6 between the bottom edge of the first section 112 and the bottom edge of the front wheel 20, the larger the approach angle and the better the passability of the vehicle. However, due to the increased ground clearance, the wind resistance will also increase, which is not conducive to reducing energy consumption. Conversely, the smaller the distance L6 between the bottom edge of the first section 112 and the bottom edge of the front wheel 20, the lower the wind resistance will be, which is conducive to improving the driving range. However, the passability of the vehicle will be worse.

[0150] In one embodiment of this application, 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 under 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.

[0151] 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.

[0152] 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.

[0153] Please refer to Figure 14, which shows a side view of the cab 10 provided in some embodiments of this application.

[0154] 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°.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] Please refer to Figures 1 to 14. 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.

[0160] In the X direction, the maximum dimension of the driver's compartment 1 is L4 = 1750mm, and the length of the front overhang is L8 = 740mm.

[0161] 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.

[0162] 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°.

[0163] Furthermore, the minimum 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.

[0164] 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%.

[0165] Therefore, the cab 10, chassis 100 and light truck in the embodiments of this application, since they include the cab 10 in the above embodiments, also have the advantages of small cab space, high convenience of getting on and off the vehicle, low wind resistance coefficient and low energy consumption, which makes them easier to promote and apply.

[0166] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A cab comprising: a cab body having a driver cabin, the cab body comprising a front portion and side portions on both sides of the front portion, the side portions being provided with wheel ports configured to cooperate with and concentric with front wheels; a driver seat arranged in the driver cabin and connected to the cab body; a center point of the driver seat is located on a side of a center point of the wheel ports away from the front portion and the distance between the center point of the driver seat and the center point of the wheel ports is L10 along an X direction, the distance between the center point of the driver seat and the center point of the wheel ports being L10, the value range of L10 satisfying 365mm≤L10≤765mm; a maximum dimension of the cab body along the X direction is L4, the value range of L4 satisfying 1550mm≤L4≤1950mm.

2. The cab of claim 1, wherein, the value range of the distance L10 between the center point of the driver seat and the center point of the wheel ports satisfying 415mm≤L10≤715mm.

3. The cab of claim 1, wherein, the side portions are provided with doors, a front edge and a rear edge of the doors are located on both sides of the wheel ports along the X direction, a wheel cover area is formed between the front edge of the doors and the rear edge of the wheel ports, and a step area is formed between the rear edge of the doors and the rear edge of the wheel ports; wherein a normal projection of the driver seat on the side portions is at least partially located in the step area.

4. The cab of claim 3, wherein, a distance between the center point of the wheel ports and the rear edge of the doors is L1, and a distance between the front edge of the doors and the rear edge of the doors is L2 along the X direction; wherein the value range of L1 satisfies 630mm≤L1≤1030mm, and the value range of a ratio a of L1 to L2 satisfies 0.65≤a≤0.

95.

5. The cab of claim 1, wherein, the cab body further comprises a rear panel, the rear panel being spaced apart from the front portion, the rear panel being arranged between and connected to the side portions on both sides of the front portion, the driver seat being arranged between the front portion and the rear panel along the X direction and a gap being arranged between the driver seat and the rear panel.

6. The cab of claim 1, wherein, the value range of the maximum dimension L4 of the cab body along the X direction satisfies 1600mm≤L4≤1900mm.

7. The cab of any one of claims 2 to 6, wherein, the front portion comprises a windshield portion, the windshield portion being arranged obliquely to a vertical plane at an oblique angle a1, wherein the value range of a1 satisfies 15°≤a1≤25°.

8. The cab of claim 7, wherein, the front portion comprises a first zone portion and a second zone portion arranged along a Z direction, the second zone portion being located on a side of the first zone portion towards the windshield portion and connected to the windshield portion; along the Z direction, the second zone portion is arranged obliquely to the vertical plane at an oblique angle a2, and the difference between the oblique angle a1 of the windshield portion to the vertical plane and the oblique angle a2 of the second zone portion to the vertical plane satisfies 0°≤a1-a2≤5°.

9. The cab of claim 8, wherein, the oblique angle of the first zone portion to the vertical plane is smaller than the oblique angle of the second zone portion to the vertical plane, and the oblique angle of the first zone portion to the vertical plane is a3, 0°≤a3≤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 8, 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 driver's cab as described in any one of claims 1-11.

13. A light truck, comprising: The driver's cab as described in any one of claims 1-11; 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.

14. The light truck vehicle of claim 13, wherein, The front of the cab is provided with a front bumper. Along the Z direction, the distance between the lowest edge of the front bumper and the lowest edge of the front wheel is L6. The value of L6 is in the range of 220mm≤L6≤320mm.

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