Cab

Abstract

A cab (10). The cab (10) comprises a cab body (1). The cab body (1) comprises a front portion (11) and side portions (12) located on two sides of the front portion (11). The maximum dimension of the cab body (1) in an X direction is L4, and the value range of L4 satisfies: 1550 mm≤L4≤1950 mm. The front portion (11) comprises a windshield portion (111), the windshield portion (111) is obliquely arranged relative to a vertical plane and has an inclination angle of α1, and the value range of α1 satisfies: 15°≤α1≤25°. The front portion (11) further comprises a first section (112) and a second section (113), which are located below the windshield portion (111) in a Z direction, and the second section (113) is located between the first section (112) and the windshield portion (111) and is connected to the windshield portion (111). In the Z direction, the second section (113) is obliquely arranged relative to the vertical plane and has an inclination angle of α2, and the difference value between the inclination angle α1 of the windshield portion (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°.

Description

driver's cab Cross-references to related applications

[0001] This application claims priority to Chinese patent application 202411794509.8 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] Reducing air resistance in the driver's cab is receiving increasing attention due to its potential to enhance the competitiveness of related vehicle products. This is because air resistance increases significantly with vehicle speed, leading to a substantial 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

[0005] This application provides a cab that, within a limited space, forms a streamlined cab structure with low wind resistance at the front, thus achieving a low-wind-resistance cab design.

[0006] The first aspect of this application provides a driver's cab, including a driver's compartment. The driver's compartment includes a front portion and side portions located on both sides of the front portion. The maximum dimension of the driver's compartment along the X direction is L4, and the value of L4 satisfies the following range: 1550mm ≤ L4 ≤ 1950mm. The front portion includes a windshield portion, which is inclined relative to the vertical plane at an angle of α1, and the value of α1 satisfies the following range: 15° ≤ α1 ≤ 25°. The front portion also includes a first section and a second section located below the windshield portion along the Z direction. The second section is located between the first section and the windshield portion and is connected to the windshield portion. Along the Z direction, the second section is inclined relative to the vertical plane at an angle of α2, and the difference between the angle of inclination α1 of the windshield portion relative to the vertical plane and the angle of inclination α2 of the second section relative to the vertical plane satisfies the following range: 0° ≤ α1 - α2 ≤ 5°.

[0007] 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°.

[0008] 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 above the windshield section and connected to the windshield section. 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°.

[0009] 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.

[0010] According to any embodiment of the first aspect of this application, the maximum dimension of the cab along the Y direction is L7, and the value range of L7 satisfies: 2120mm≤L7≤2220mm.

[0011] According to any embodiment of the first aspect of this application, the maximum dimension L4 of the driver's compartment along the X direction is within the range of 1600mm≤L4≤1900mm.

[0012] According to any embodiment of the first aspect of this application, the cab further includes a door, which is connected to the side and can be opened 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, and the distance between the front edge and the rear edge in the X direction is L2. The ratio 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: 0.65≤L1 / L2≤0.95.

[0013] According to any embodiment of the first aspect of this application, in the X direction, the distance L1 between the rear edge of the door and the center point of the wheel well satisfies the following range: 630mm≤L1≤1030mm.

[0014] A second aspect of this application provides a chassis including a cab as in the first aspect embodiment, the chassis further having front wheels and rear wheels, the center of the front wheels being arranged to coincide with the center of the wheel well of the cab.

[0015] According to any embodiment of the second aspect of this application, 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 satisfies: 0.38≤L8 / L4≤0.48; wherein, the length dimension of the front overhang is: in the X direction, the distance from the foremost point of the front part to the center point of the wheel well.

[0016] According to any embodiment of the second aspect of this application, the value range of the front overhang length dimension L8 is: 640mm≤L8≤840mm.

[0017] According to any embodiment of the second 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 within the range of 220mm≤L6≤320mm.

[0018] A third aspect of this application provides a light truck, including a cab as in the first aspect embodiment or a chassis as in the second aspect embodiment.

[0019] This application has at least the following beneficial effects:

[0020] The cab provided in this application includes a cab body, which includes a front section and side sections located on both sides of the front section. The front section includes a windshield section and a first section and a second section located below the windshield section along the Z direction. The second section is located between the first section and the windshield section. The maximum dimension L4 of the cab body along the X direction satisfies the following range: 1550mm≤L4≤1950mm. Based on this, by tilting the windshield section relative to the vertical plane with an angle α1 satisfying the following range: 15°≤α1≤25°, and by ensuring that the difference between the angle α1 of the windshield section relative to the vertical plane and the angle α2 of the second section relative to the vertical plane satisfies the following range: 0°≤α1-α2≤5°, both the driving length requirement and the cab wind resistance design requirement can be considered, resulting in a streamlined cab structure with low wind resistance at the front of the cab, thus achieving a low wind resistance cab design. Attached Figure Description

[0021] 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.

[0022] Figure 1 is a side view of a chassis provided in some embodiments of this application;

[0023] Figure 2 is a structural schematic diagram of the driver's cab provided in some embodiments of this application;

[0024] Figure 3 is a side view of the driver's cab provided in some embodiments of this application;

[0025] Figure 4 is a schematic diagram of tilt angle measurement provided in some embodiments of this application;

[0026] Figure 5 is a top view of the driver's cab provided in some embodiments of this application;

[0027] Figure 6 is a simplified diagram of the tilt angle of the first region provided in some embodiments of this application;

[0028] Figure 7 is a top view of the driver's cab provided in some other embodiments of this application;

[0029] Figure 8 shows a side view of the cab provided in some other embodiments of this application;

[0030] Figure 9 shows a side view of the cab provided in some other embodiments of this application;

[0031] Figure 10 shows a side view of the cab without doors provided in some embodiments of this application;

[0032] Figure 11 shows a side view of the cab provided in some embodiments of this application;

[0033] Figure 12 shows a side view of the cab provided in some embodiments of this application;

[0034] Figure 13 shows a schematic diagram of the steering mechanism provided in some embodiments of this application;

[0035] Figure 14 shows a top view of a chassis provided in some embodiments of this application.

[0036] The annotations in the attached figures are explained as follows:

[0037] 100 - Chassis; 10 - Cab; 20 - Front wheel; 30 - Rear wheel;

[0038] 1-Driver's cab; 11-Front section; 111-Windshield section; 112-First section; 113-Second section; 114-Third section; 12-Side section; 121-Wheel opening; 122-Door opening; 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;

[0039] S1 - Wheel cover area; S2 - Step area.

[0040] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0041] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0042] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0043] Please refer to Figure 1, which shows a side view of a chassis 100 provided in some embodiments of this application.

[0044] This application provides a light truck, which includes a chassis 100 and a cargo box mounted on the chassis 100.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] In existing technologies, the windshield of a traditional flat-nose cab is nearly vertical, with an inclination angle of approximately 17°. Consequently, the positive pressure area at the front of the cab is very large, resulting in a high drag coefficient for the cab as a whole or the entire vehicle (e.g., a drag coefficient of 0.57). Furthermore, under constant speed conditions of 90 km / h, wind resistance accounts for more than 58% of the electricity consumption.

[0050] Therefore, reducing wind resistance is beneficial for reducing energy consumption and improving the competitiveness of the entire vehicle.

[0051] Please refer to Figures 2 to 4 together. Figure 2 shows a structural schematic diagram of the cab 10 provided in some embodiments of this application, Figure 3 shows a side view of the cab 10 provided in some embodiments of this application, and Figure 4 shows a schematic diagram of the measurement of the tilt angle provided in some embodiments of this application.

[0052] The first aspect of this application provides a driver's cab 10, including a driver's compartment 1. The driver's compartment 1 includes a front portion 11 and side portions 12 located on both sides of the front portion 11. The maximum dimension of the driver's compartment 1 along the X direction is L4, and the value of L4 satisfies the following range: 1550mm≤L4≤1950mm. The front portion 11 includes a windshield portion 111, which is inclined relative to the vertical plane at an angle of α1, and the value of α1 satisfies the following range: 15°≤α1≤25°. The front portion 11 also includes a first section 112 and a second section 113 located below the windshield portion 111 in the Z direction. The second section 113 is located between the first section 112 and the windshield portion 111 and is connected to the windshield portion 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°.

[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] 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.

[0055] In this article, for example, 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, or it can be the dimension of the driver's compartment 1 as a projection on the Y0 plane measured along the X direction.

[0056] It is understandable that the larger the maximum size L4 of the driver's cab 1, the more space there is for human-machine arrangement and low-drag design in the cab, but this will lead to a reduction in 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 limited the human-machine arrangement space and the space reserved for low-drag design in the cab.

[0057] Therefore, in this application, by limiting the maximum dimension L4 of the cab body 1 along the X direction to between 1550mm and 1950mm, it is possible to satisfy driving comfort and avoid leaving too little space for the cargo box and for low wind resistance design, thereby increasing the cargo capacity of the cab-related vehicle products (e.g., light trucks) and reducing energy consumption.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] Furthermore, 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.

[0062] 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.

[0063] 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.

[0064] Based on this, in the embodiment of this application, the cab, with its maximum dimension L4 along the X direction limited to between 1550mm and 1950mm, achieves a low-drag cab design by ensuring that the value of the tilt angle α1 of the windshield portion 111 relative to the vertical plane is within the range of 15°≤α1≤25°, and that the difference between the tilt angle α1 of the windshield portion 111 relative to the vertical plane and the tilt angle α2 of the second section 113 relative to the vertical plane is within the range of 0°≤α1-α2≤5°. This allows the cab to form a streamlined cab structure with low wind resistance at the front while taking into account the driving length requirements.

[0065] 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.

[0066] Please refer to Figures 1 through 5 together. Figure 5 shows a simplified diagram of the tilt angle of the first region provided in some embodiments of this application.

[0067] 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°.

[0068] It is understandable that the tilt angle of the first section 112 affects both wind resistance and the interior space of the cockpit. For example, the larger the tilt angle of the first section 112, the smaller the frontal area of ​​the cockpit, which is beneficial for reducing wind resistance, but it also restricts the space for human-machine arrangement (e.g., brake pedal, steering wheel, and other components) in the cockpit.

[0069] In one embodiment of this application, given that the maximum size of the cab 10 along the X direction is fixed, by reducing the tilt angle α3 of the first section 112 relative to the vertical plane, the installation positions of the second section 113 and the windshield section 111 along the X direction can be moved forward, thereby increasing the interior space of the cab, making it easier to install functional components in the cab 10, and improving the driver's comfort and ease of getting in and out of the vehicle.

[0070] In one specific embodiment of this application, α3 = 0° or 5°, which 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.

[0071] Please refer to Figures 1 through 6. Figure 6 shows a side view of the cab 10 provided in some other embodiments of this application. In some optional embodiments, the front part further includes a third section 114. Along the Z direction, the third section 114 is located above and connected to the windshield section 111. The third section 114 is inclined relative to the vertical plane at an angle of α4, and the value of α4 satisfies the following range: 25° ≤ α4 ≤ 40°.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] In some alternative embodiments, the first section 112 of the cab is provided with a front bumper, and the maximum dimension of the first section 112 along the Z direction is L5, the value of L5 being 320mm≤L5≤420mm. The maximum dimension L5 of the first section 112 along the Z direction can be the dimension measured along the Z direction from the projection of the first section 112 onto the Y0 plane.

[0077] Since the first section 112 is typically formed by the front bumper, its dimension along the Z direction can be represented by the distance from the lowest point of the front bumper along the Z direction to the fifth intersection point, which is the uppermost point of the middle position of the front bumper along the Y direction. By making the maximum dimension L5 of the first section 112 along 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 along the Z direction ≤ 420mm, the height of the first section 112 along the Z direction can be reduced, thereby reducing the area of ​​the positive pressure zone at the front 11 of the cab 10 and lowering the drag coefficient.

[0078] 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.

[0079] In some alternative embodiments, along the Z direction, the distance between the lowest edge of the front bumper and the lowest edge of the front wheel 20 is L6, and the value of L6 is in the range of 220mm≤L6≤320mm.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] Please refer to Figures 1 to 7. Figure 7 shows a top view of the cab 10 provided in some other embodiments of this application. In some optional embodiments, the maximum dimension of the cab along the Y direction is L7, and the value of L7 satisfies the following range: 2120mm ≤ L7 ≤ 2220mm.

[0086] The maximum dimension of the driver's cab 1 along the Y direction refers to the distance from the leftmost end to the rightmost end of the driver's cab 1 along the Y direction, excluding the rearview mirror and blind spot mirror of the cab 10. That is, the distance between the two sides 12 of the driver's cab 1 along the Y direction. L7 can be the dimension measured along the Y direction by the projection of the two sides 12 on the X0 plane.

[0087] Among them, the maximum dimension of the driver's compartment 1 along the Y direction is related to the dimension of the cargo box along the Y direction, and can be selected such that the maximum dimension of the driver's compartment 1 along the Y direction is equal to the dimension of the cargo box along the Y direction.

[0088] 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.

[0089] In some optional embodiments, the maximum dimension L4 of the driver's compartment along the X direction 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.

[0090] 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.

[0091] Understandably, while taking into account the requirements for driving length and cab wind resistance design, so that the front 11 of the cab 10 forms a streamlined cab structure with low wind resistance, it is also necessary to optimize the human-machine design of the cab 10 in order to improve the driver's driving comfort and the convenience of getting on and off the vehicle while meeting the above-mentioned wind resistance design requirements.

[0092] 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 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 cabs with limited cab length or layout space.

[0093] 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.

[0094] Therefore, for a cab with a limited length 10 or limited layout space, inventors need to invest a great deal of effort in researching how to design the cab's 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 the ease of getting in and out of the vehicle for the driver (or passenger), can conveniently and effectively solve the aforementioned problems.

[0095] Furthermore, incorporating the position of the front wheels 20 into the evaluation criteria for driver (or passenger) ease of entry and exit is not only crucial for cabs with limited length or layout space, but also essential for streamlined cabs designed for low wind resistance. Taking light trucks as an example, to a certain extent, lower wind resistance means a more tilted windshield. Therefore, to ensure the driver doesn't collide with an excessively tilted windshield and affect driving comfort, the driver's position needs to be moved rearward. However, this rearward movement directly increases the cab length, hindering cargo capacity and overall vehicle competitiveness. Therefore, for cabs with limited length or layout space, inventors need to invest significant effort in researching cab ergonomics to balance driving comfort, ease of entry and exit, and low wind resistance, thereby further increasing cargo capacity, reducing energy consumption, and enhancing overall vehicle competitiveness. Therefore, another aspect of this application proposes a solution that can effectively address the human-machine layout problem of the cab under limited cab length or layout space and / or low wind resistance configuration, so as to simultaneously satisfy driving comfort and ease of getting on and off the vehicle.

[0096] Based on this, the cab 10 in this embodiment incorporates the front wheel position parameter into the evaluation system for ease of getting in and out of the vehicle. More specifically, the brake pedal, door, driver's seat, steering wheel, etc. are 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 in and out of the vehicle for the driver. This is especially important for trucks, especially light trucks.

[0097] Please refer to Figures 1 to 8. Figure 8 shows a side view of the cab 10 provided in some other embodiments of this application. In some optional embodiments, the side 12 of the cab 1 is provided with a wheel well 121, which is used to cooperate with the front wheel 20 and is concentrically arranged with the front wheel 20. The cab 10 also includes a brake pedal 3, which is disposed in the cab of the cab 1. 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.

[0098] L9 can be the dimension measured along the X direction of both the projection of the center point of the brake pedal 3 onto the Y0 plane and the projection of the center point of the wheel opening 121 onto the Y0 plane.

[0099] When positioning the brake pedal 3 at the center of the front wheel 20, the driver's seating posture is designed by limiting the position of the brake pedal 3 relative to the center point of the wheel well 121. Compared with the existing cab 10 of light trucks, by moving the brake pedal 3 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.

[0100] 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 reduced, which will be beneficial to the convenience of the driver getting in and out of the vehicle. However, at the same time, it will increase the overall length of the cab, which will be detrimental to increasing the overall cargo capacity of the vehicle.

[0101] 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 brake pedal 3 and the center point of the wheel well 121 is ≤410mm, the driving 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 brake pedal 3 and the center point of the wheel well 121 is ≥10mm, the driving position is prevented from moving 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.

[0102] 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.

[0103] 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.

[0104] Please refer to Figures 1 to 10. Figure 9 shows a side view of the cab 10 provided in some embodiments of this application, and Figure 10 shows a side view of the cab 10 provided in some embodiments of this application without the door 2.

[0105] In some alternative embodiments, the cab 10 further includes a door 2 connected to the side portion 12 and used to open or close a door opening 122 located on the side portion 12. 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 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 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: 0.65≤L1 / L2≤0.95.

[0106] 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 have an irregular shape. 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. Typically, the foremost edge of the door corresponds to the foremost edge of the doorway, and the pivot point of the door is usually located at the foremost edge of the door to allow for full opening and utilization of the doorway, improving the convenience of the driver getting in and out of the vehicle.

[0107] 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.

[0108] When positioning the door 2 at the center of the front wheel 20, the front edge and rear edge of the door 2 are located on both sides of the center point of the wheel opening 121, respectively. That is, the front edge of the door 2 is located on the front side of the center point of the wheel opening 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 opening 121 along the X direction. The distance between the rear edge and the center point of the wheel opening 121 is greater than the distance between the front edge and the center point of the wheel opening 121. This allows the driver's seating position to be moved back while maintaining a fixed length of the cab 10, and allows the driver to enter 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.

[0109] Furthermore, by ensuring that the ratio 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 ≤ L1 / L2 ≤ 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 the cab 10 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.

[0110] For the cab 10 in the above embodiments, when the ratio of L1 to L2 is less than 0.65, the door 2 is positioned further forward than the center of the front wheels 20, 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 positioning of the door 2 relative to the center of the front wheels 20 also makes it difficult to form a streamlined structure at the front 11 of the cab 10, and the effect of reducing the wind resistance of the cab 10 is not significant. When the ratio of L1 to L2 is greater than 0.95, the door 2 is positioned further back than the center of the front wheels 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 the light truck.

[0111] 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.

[0112] In some alternative embodiments, in the X direction, the ratio 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 ≤ L1 / L2 ≤ 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. The ratio of the distance between the front edge of the door 2 of the cab 10 and the center of the front wheel 20 to the distance between the front edge and the rear edge of the door 2 is moderate, which can meet the driver's need for convenient entry and exit while having the technical possibility of reducing the size of the cab 10 and enabling the front part 11 of the cab 10 to form a streamlined structure, thereby taking into account the convenience of entry and exit, shortening the cab length, and reducing the wind resistance of the cab 10.

[0113] In some alternative embodiments, in the X direction, the distance L1 between the rear edge of the door 2 and the center point of the wheel well 121 is 630mm≤L1≤1030mm.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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 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.

[0119] Please refer to Figures 1 to 11. Figure 11 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 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 satisfies 365mm ≤ L10 ≤ 765mm.

[0120] L10 can be the dimension measured along the X direction of both the projection of the center point of the driver's seat 4 onto the Y0 plane and the projection of the center point of the wheel well 121 onto the Y0 plane.

[0121] When positioning the driver's seat 4 at the center of the front wheel 20, the driver's posture can be designed by limiting the position of the driver's seat 4 relative to the center point of the wheel well 121. 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.

[0122] 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.

[0123] In some optional embodiments, the value of L10 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.

[0124] 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.

[0125] Please refer to Figures 1 to 12. Figure 12 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. Specifically, L11 takes a negative value when the center point of the steering wheel 51 is located on the side of the wheel well 121 closer to the front, and a positive value when the center point of the steering wheel 51 is located on the side of the wheel well 121 farther from the front.

[0126] L11 can be the dimension measured along the X direction of both 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 opening 121 onto the Y0 plane.

[0127] When the steering mechanism 5 is positioned at the center of the front wheel 20, the driver's seating posture can be designed by limiting the position of the steering wheel 51 relative to the center point of the wheel well 121. 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 the low wind resistance cab 10 design. In this way, while ensuring getting on and off the vehicle, the wind resistance coefficient can be reduced, energy consumption can be reduced, and the driving range of the cab 10 can be increased.

[0128] 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 driver's seat 4 and the center point of the wheel well 121 is ≤335mm, the driving position is prevented from moving 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.

[0129] 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.

[0130] 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 space, thus enhancing the performance of the cab 10.

[0131] Please refer to Figures 1 to 14. Figure 13 shows a schematic diagram of the steering mechanism 5 provided in some embodiments of this application, and Figure 14 shows a top view of the chassis 100 provided in some embodiments of this application.

[0132] 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.

[0133] 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 front wheel hub 20 via the steering bend arm. The length L13 of the steering tie rod 54 in the X direction satisfies: 440mm ≤ L13 ≤ 540mm.

[0134] Compared to existing light trucks, the light truck in this embodiment adjusts the relative positional relationship between the brake pedal 3 and the center point of the wheel well 121, thus causing the steering wheel 51 to be moved forward relative to existing light trucks in the X direction. 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, thereby shortening the driver's cabin space. In one embodiment, the length L13 of the steering tie rod 54 in the X direction is 470mm, 490mm, or 510mm.

[0135] 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.

[0136] In some alternative embodiments, the ratio of the length L8 of the front overhang to the maximum dimension L4 of the cab in the X direction satisfies: 0.38 ≤ L8 / L4 ≤ 0.48; wherein the length of the front overhang is the distance from the foremost point of the front part to the center point of the wheel well in the X direction. 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 part 11 of the cab and the center of the wheel (or the center of the wheel well) of the front wheel 20 onto the Y0 plane.

[0137] It is understandable that the smaller the length of the front overhang L8, the smaller the space in the front compartment, but the better the vehicle's passability and the larger the human-machine space 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 length of the front overhang L8, the worse the vehicle's passability and the smaller the human-machine space 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 space in the front compartment.

[0138] 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 reserve sufficient design space for the driver's convenience in getting in and out of the vehicle and for designing a streamlined cab, while ensuring that the passability requirements are met. Further optionally, the ratio of the front overhang length L8 to the maximum dimension L4 of the cab body 1 in the X direction as 0.40 ≤ L8 / L4 ≤ 0.45. For example, L8 / L4 = 0.40, L8 / L4 = 0.42, or L8 / L4 = 0.45.

[0139] In one specific embodiment of this application, L8 / L4 = 0.42. The above setting can simultaneously meet the requirements of vehicle passability, cargo carrying capacity, and driver's convenience in getting on and off the vehicle.

[0140] In some optional embodiments, in the X direction, the length L8 of the front overhang of the cab 10 satisfies 640mm ≤ L8 ≤ 840mm. Further optionally, in the X direction, the length L8 of the front overhang is within the range of 690mm ≤ L8 ≤ 790mm.

[0141] In one specific embodiment, the length of the front overhang is L8 = 700mm, L8 = 720mm, L8 = 740mm, or L8 = 760mm.

[0142] Understandably, given that the dimensions of the chassis 100 along the X direction are fixed, and with the adjustment of the length L8 of the front overhang of the cab 10, the length L8 of the front overhang of the cab 10 and the wheelbase L14 of the chassis 100 are also redistributed.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] In some alternative embodiments, the wheelbase L14 is in the range of 3360mm≤L14≤4000mm.

[0148] 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.

[0149] In one specific embodiment of this application, L14 = 3450mm, L14 = 3750mm, or L14 = 3950mm. When L14 = 3750mm, the power battery capacity can be increased from 100kWh to 120kWh. Furthermore, the chassis with the low-drag cab configuration provided in the above embodiments of this application can reduce energy consumption by more than 20%.

[0150] In summary, please refer to Figures 1 to 14. Taking the driver's cab in one embodiment of this application as an example, the specific structure of the driver's cab 10 provided in this application embodiment is described.

[0151] The cab 10 provided in this application embodiment 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.

[0152] 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.

[0153] 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.

[0154] 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°.

[0155] 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.

[0156] 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%.

[0157] 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.

[0158] 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 driver's cab, comprising: The driver's compartment includes a front portion and side portions located on both sides of the front portion; The maximum dimension of the driver's compartment along the X direction is L4, and the value of L4 is within the range of: 1550mm≤L4≤1950mm; The front part includes a windshield section, which is inclined relative to the vertical plane at an angle of α1, and the value of α1 is within the range of: 15°≤α1≤25°; The front portion further includes a first section and a second section located in the Z direction below the windshield, the second section being located between the first section and 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°.

2. The driver's cab according to claim 1, 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°.

3. The driver's cab according to claim 1, wherein, The front part also includes a third section. Along the Z direction, the third section is located above the windshield section and connected to the windshield section. The third section is inclined relative to the vertical plane with an inclination angle of α4. The value of α4 is within the range of 25°≤α4≤40°.

4. The driver's cab according to claim 1, wherein, The maximum dimension of the first region along the Z direction is L5, and the value range of L5 satisfies: 320mm≤L5≤420mm.

5. The driver's cab according to claim 1, wherein, The maximum dimension of the cab along the Y direction is L7, and the value of L7 is within the range of 2120mm≤L7≤2220mm.

6. The driver's cab according to claim 1, wherein, The maximum dimension L4 of the driver's cab along the X direction is within the range of 1600mm≤L4≤1900mm.

7. The driver's cab according to any one of claims 1-6, wherein, The side of the driver's compartment is provided with a wheel well, which is used to engage with the front wheel and is concentrically positioned with the front wheel; The cab also includes a door connected 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 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: 0.65≤L1 / L2≤0.

95.

8. The driver's cab according to claim 7, wherein, In the X direction, the distance L1 between the rear edge of the door and the center point of the wheel well satisfies the following range: 630mm≤L1≤1030mm.

9. A chassis, comprising: The cab as described in any one of claims 1 to 8, the chassis further having front wheels and rear wheels, the center of the front wheels being aligned with the center of the wheel well of the cab.

10. The chassis according to claim 9, wherein, 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 satisfies: 0.38≤L8 / L4≤0.48; wherein, the length dimension of the front overhang is: the distance from the foremost point of the front part to the center point of the wheel well in the X direction.

11. The chassis according to claim 10, wherein, The value range of the front overhang length dimension L8 is: 640mm≤L8≤840mm.

12. The chassis according to claim 10, 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.

13. A light truck, comprising a cab as described in any one of claims 1 to 8, or a chassis as described in any one of claims 9 to 12.

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