WO2023124776A1 - 驾驶室和车辆 - Google Patents

驾驶室和车辆 Download PDF

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Publication number
WO2023124776A1
WO2023124776A1 PCT/CN2022/136227 CN2022136227W WO2023124776A1 WO 2023124776 A1 WO2023124776 A1 WO 2023124776A1 CN 2022136227 W CN2022136227 W CN 2022136227W WO 2023124776 A1 WO2023124776 A1 WO 2023124776A1
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WO
WIPO (PCT)
Prior art keywords
cab
frame
vehicle
driver
vertical beam
Prior art date
Application number
PCT/CN2022/136227
Other languages
English (en)
French (fr)
Inventor
王超
王洋
沈继涛
王怀章
孙婷
Original Assignee
河北开云汽车制造有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202123440625.4U external-priority patent/CN216943310U/zh
Priority claimed from CN202220141048.4U external-priority patent/CN216580747U/zh
Application filed by 河北开云汽车制造有限公司 filed Critical 河北开云汽车制造有限公司
Publication of WO2023124776A1 publication Critical patent/WO2023124776A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B37/00—Wheel-axle combinations, e.g. wheel sets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R9/00—Supplementary fittings on vehicle exterior for carrying loads, e.g. luggage, sports gear or the like
    • B60R9/06—Supplementary fittings on vehicle exterior for carrying loads, e.g. luggage, sports gear or the like at vehicle front or rear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/04—Enclosed load compartments ; Frameworks for movable panels, tarpaulins or side curtains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs

Definitions

  • the present disclosure relates to the technical field of vehicles, in particular to a cab and a vehicle.
  • the courier usually drives the express vehicle to deliver the goods from the distribution station to the place designated by the consumer.
  • the existing logistics vehicles generally have the problem of wide width, and it is difficult to pass through if the aisle is narrow. Therefore, it is necessary to design a narrow logistics vehicle to facilitate its passage.
  • a driver's cab including: a first frame arranged at the front end of the driver's cab; a second frame arranged at the rear end of the driver's cab; an upper longitudinal beam arranged at the an upper end of a cab and fixed to the first frame and the second frame; and a side member provided at a lower end of the cab and fixed to the first frame and the second frame.
  • a vehicle which includes the cab as described above, and the vehicle further includes a body and a chassis, the chassis includes vehicle side members, and the body includes a
  • the chassis is installed under the vehicle body, and at least two groups of wheelsets, and the wheelbase between each set of wheelsets is 0.7m to 1.4m; in the width direction of the vehicle, the center point of the projection of the steering wheel on the chassis is perpendicular to the chassis
  • the distance between the central sections is 0-0.2m.
  • the distance between the center point of the projection of the steering wheel on the chassis and the central section is 0.02m-0.15m, so as to be located at the center of the central section. left or right.
  • the first frame can prevent the cab from being squeezed by the force applied from the front of the vehicle, and the first frame and the second frame can withstand side collisions to ensure the overall structural integrity of the cab .
  • the longitudinally extending upper and lower longitudinal beams fix the upper and lower ends of the first frame and the second frame respectively, which improves the anti-collision performance of the cab. Therefore, the driver's cab is not easy to be squeezed and deformed when the front and side are hit, and the structure can be kept intact, thereby effectively protecting the life safety of the driver.
  • the cargo box of the vehicle according to the embodiment of the present disclosure is larger, and more goods can be loaded.
  • the distance between the wheel bases is narrow, making the vehicle narrower, making it easier for the vehicle to drive on narrower roads.
  • the steering wheel can be set in the center as much as possible, and when the driver controls the steering wheel, the driver also sits in the center of the cockpit to avoid the driver's own weight concentrated on one side of the vehicle.
  • FIG. 1 is a schematic perspective view of a cab according to an embodiment of the present disclosure
  • FIG. 2 is a schematic perspective view of a cab according to an embodiment of the present disclosure
  • FIG. 3 is a schematic perspective view of a cab according to an embodiment of the present disclosure.
  • FIG. 4 is a schematic diagram of an airbag assembly of a driver's cab according to an embodiment of the present disclosure
  • FIG. 5 is a schematic diagram of an airbag assembly of a cab according to an embodiment of the present disclosure
  • FIG. 6 is a schematic perspective view of an airbag ejected in a cab according to an embodiment of the present disclosure
  • FIG. 7 is a schematic top view of an airbag deployed in a driver's cab according to an embodiment of the present disclosure
  • FIG. 8 is a schematic diagram of a vehicle body according to an embodiment of the present disclosure.
  • FIG. 9 is a schematic perspective view of a vehicle according to an embodiment of the present disclosure.
  • FIG. 10 is a schematic perspective view of a vehicle according to an embodiment of the present disclosure.
  • FIG. 11 is a schematic perspective view of another angle of a vehicle according to an embodiment of the present disclosure.
  • Fig. 12 is a structural schematic diagram of another viewing angle of a vehicle according to an embodiment of the present disclosure.
  • FIG. 13 is a cross-sectional view of a chassis of a vehicle according to an embodiment of the present disclosure.
  • Fig. 14 is a schematic structural diagram of a chassis according to an embodiment of the present disclosure.
  • orientation or positional relationship indicated by the terms “upper”, “lower”, “inner”, “outer”, “center”, “longitudinal”, “transverse”, etc. are based on the orientation or position shown in the drawings relation. These terms are mainly used to better describe the present disclosure and its embodiments, and are not intended to limit that the indicated device, component or component must have a specific orientation, or be constructed and operated in a specific orientation.
  • FIGS. 1 to 3 a frame structure of a cab 100 according to an embodiment of the present disclosure is described in detail with reference to FIGS. 1 to 3 .
  • Fig. 1 schematically shows a cab according to an embodiment of the present disclosure.
  • a cab 100 includes a first frame 110 , a second frame 120 , an upper side member 130 and a lower side member 140 .
  • the first frame 110 is provided at the front end of the cab 100 .
  • the second frame 120 is provided at the rear end of the cab 100 .
  • the upper side member 130 is disposed at an upper end of the cab 100 and is fixed to the first frame 110 and the second frame 120 .
  • the side sill 140 is provided at a lower end of the cab 100 and is fixed to the first frame 110 and the second frame 120 .
  • the cab 100 has a cubic frame formed by the first frame 110, the second frame 120, the upper side beam 130 and the lower side beam 140, thus having a structure similar to a telephone booth.
  • the first frame 110 corresponds to the A-pillar of the vehicle, and is mainly used to prevent the cab 100 from being squeezed by the force applied from the front of the vehicle.
  • the second frame 120 is equivalent to the B-pillar of the vehicle, and is mainly used to withstand side collisions to ensure the overall structural integrity of the cab 100 .
  • the first frame 110 may include a pair of first vertical beams 110V parallel to each other and vertically arranged
  • the second frame 120 may include a pair of second vertical beams 110V parallel to each other and vertically arranged. Both ends of the beam 120V and the lower side beam 140 may be respectively fixed to the lower ends of the first vertical beam 110V and the second vertical beam 120V.
  • the first vertical beam 110V, the second vertical beam 120V, the upper longitudinal beam 130 and the lower longitudinal beam 140 form a cube frame as described above, and the first vertical beam 110V and the second vertical beam 110V arranged parallel to each other vertically
  • the vertical beam 120V is equivalent to the four columns of the telephone booth.
  • the lower side members 140 can improve the anti-collision performance of the cab 100 , especially the frontal anti-collision performance, and help maintain the structural integrity of the cab 100 , especially the longitudinal structural integrity of the bottom of the cab 100 . This is particularly advantageous for protecting the driver's legs in the cab 100 .
  • the first frame 110 and the second frame 120 may further include a first upper beam 110U and a second upper beam 120U disposed laterally, respectively.
  • the first upper beam 110U is disposed on the top of the first frame 110 and its two lateral ends are respectively fixedly connected to the first vertical beam 110V.
  • the second upper beam 120U is disposed on the top of the second frame 120 and its two ends are respectively fixedly connected to the second vertical beam 120V.
  • Both ends of the upper longitudinal beam 130 are respectively fixed to upper ends of the first vertical beam 110V and the second vertical beam 120V, or respectively fixed to both ends of the first upper beam 110U and the second upper beam 120U.
  • the first upper beam 110U is used to laterally fix the top of the first vertical beam 110V
  • the second upper beam 120U is used to laterally fix the top of the second vertical beam 120V.
  • the first upper beam 110U of the first frame 110 , the second upper beam 120U of the second frame 120 and the upper longitudinal beam 130 connecting the first frame 110 and the second frame 120 are used to form the top of the phone booth.
  • the first upper beam 110U and the second upper beam 120U can respectively improve the anti-side impact performance of the first frame 110 and the second frame 120, and help to maintain the structural integrity of the cab 100, especially the lateral direction of the top of the cab 100. structural integrity. This is particularly advantageous for protecting the driver's head and torso in the cab 100 .
  • first upper beam 110U and the first vertical beam 110V of the first frame 110 may form an integral structure and have an inverted U-shape.
  • second upper beam 120U and the second vertical beam 120V of the second frame 120 may form an integral structure and have an inverted U-shape.
  • first upper beam 110U and the first vertical beam 110V of the first frame 110 are integrally formed, and the second upper beam 120U and the second vertical beam 120V of the second frame 120 are integrally formed. This is advantageous in reducing the number of parts of the cab frame, reducing assembly steps, and improving the structural strength of the cab frame.
  • the first frame 110 and the second frame 120 may further include a first lower beam 110D and a second lower beam 120D, respectively. Both lateral ends of the first lower beam 110D may be respectively fixedly connected to the bottom of the first vertical beam 110V. Correspondingly, the lateral ends of the second lower beam 120D can be respectively fixedly connected to the bottom of the second vertical beam 120V.
  • the first lower beam 110D is used to laterally fix the bottom of the first vertical beam 110V
  • the second lower beam 120D is used to laterally fix the bottom of the second vertical beam 120V.
  • the first lower beam 110D of the first frame 110, the second lower beam 120D of the second frame 120, and the lower longitudinal beam 140 connecting the first frame 110 and the second frame 120 are used to form the bottom of the phone booth.
  • the first lower beam 110D and the second lower beam 120D can respectively improve the side-impact performance of the first frame 110 and the second frame 120, and help to maintain the structural integrity of the cab 100, especially the lateral direction of the bottom of the cab 100. structural integrity. This is particularly advantageous for protecting the driver's legs in the cab 100 .
  • first upper beam 110U, the first vertical beam 110V, and the first lower beam 110D of the first frame 110 may form an integral structure and have a rectangular shape.
  • second upper beam 120U, the second vertical beam 120V, and the second lower beam 120D of the second frame 120 may form an integral structure and have a rectangular shape.
  • the integrally formed first frame 110 and the second frame 120 are beneficial to further reduce the number of components of the cab frame, reduce assembly steps, and improve the structural strength of the cab frame.
  • the first frame 110 and the second frame 120 may also be provided with a first pallet 110P and a second pallet extending upward from the bottom of the first frame 110 and the second frame 120, respectively. 120P.
  • both lateral ends of the first pallet 110P may be fixed to the first vertical beam 110V
  • lateral ends of the second pallet 120P may be fixed to the second vertical beam 120V.
  • the first support plate 110P and the second support plate 120P are arranged on the bottom of the first frame 110 and the second frame 120 and connected to the first vertical beam 110V and the second vertical beam 120V respectively, and the connection method can be For welding, screwing, riveting, plugging, etc.
  • the first supporting plate 110P and the second supporting plate 120P can further improve the structural strength of the first frame 110 and the second frame 120, can improve the anti-side collision performance of the first frame 110 and the second frame 120, and are beneficial to maintain the cab 100 , especially the lateral structural integrity of the bottom of the cab 100 . This is particularly advantageous for protecting the driver's legs in the cab 100 .
  • Fig. 2 schematically illustrates a cab according to an embodiment of the disclosure.
  • the cab 100 may further include a cab floor 150 .
  • the cab floor 150 may be disposed between bottoms of the first frame 110 and the second frame 120 , and may be connected with the side sill 140 , the first bracket 110P, and the second bracket 120P.
  • the cab floor 150 may form an integral structure with the lower side member 140 , the first support plate 110P and the second support plate 120P.
  • the cab bottom plate 150, the lower longitudinal beam 140, the first supporting plate 110P and the second supporting plate 120P form an integrated structure, which is equivalent to forming the bottom of the telephone booth with a pot-shaped structure, which is beneficial to improving the stability of the bottom of the cab 100. Structural strength and increased safety.
  • the cab 100 may include a pair of side rails 140 with the cab floor 150 disposed between the pair of side rails 140 .
  • the cab 100 may further include an anti-collision beam 160 .
  • the anti-collision beam 160 may have a U-shape or an arc shape, and may be fixed to the front side of the first frame 110 by means of welding, screwing, riveting, inserting and the like.
  • the anti-collision beam 160 may be made of such materials as aluminum alloy and steel pipe. When the vehicle is subjected to a large impact force, the anti-collision beam 160 can not only protect the driver in the cab 100, but also protect the components in the vehicle.
  • the first support plate 110P and the second support plate 120P can respectively define a first notch 110H and a second notch 120H for the vehicle longitudinal beam 300 (see FIG. 8 ) of the chassis 20 (see FIG. 13 ) to pass through.
  • the vehicle longitudinal beam 300 may be a central longitudinal beam
  • the first notch 110H and the second notch 120H may be respectively provided at the bottom central positions of the first support plate 110P and the second support plate 120P.
  • the shapes of the first notch 110H and the second notch 120H match the cross-sectional shape of the vehicle side member 300 .
  • the number of first cutouts 110H and second cutouts 120H corresponds to the number of side members included in the vehicle side member 300 .
  • Fig. 3 schematically illustrates a cab according to an embodiment of the disclosure.
  • the first frame 110 or the second frame 120 may further include a center beam 100M.
  • the middle beam 100M is arranged laterally, and is respectively located between the first upper beam 110U and the first lower beam 110D and/or between the second upper beam 120U and the second lower beam 120D in the vertical direction.
  • Both lateral ends of the center beam 100M may be fixed to the first vertical beam 110V and/or the second vertical beam 120V. As shown in FIG.
  • the first frame 110 and the second frame 120 may both include a middle beam 100M, the middle beam 100M of the first frame 110 is located between the first upper beam 110U and the first lower beam 110D, and the second frame 120
  • the middle beam 100M is located between the second upper beam 120U and the second lower beam 120D.
  • the center beam 100M can improve the structural strength of the first frame 110 and the second frame 120 , and can improve the side collision prevention performance of the first frame 110 and the second frame 120 .
  • the center beam 100M may be fixed to the first pallet 110P, or may be fixed to the second pallet 120P.
  • the first pallet 110P and the second pallet 120P may not need to be provided with the first notch 110H and the second notch 120H described in conjunction with FIG. 2 .
  • At least one of the first pallet 110P and the second pallet 120P may be provided with reinforcing ribs.
  • the reinforcing rib may extend from one end to the other end of the first supporting plate 110P or the second supporting plate 120P in the transverse direction.
  • the reinforcing ribs can improve the structural strength of the first support plate 110P and the second support plate 120P, thereby improving the side collision resistance performance of the first frame 110 and the second frame 120 , thereby improving the safety of the driver's cab 100 .
  • At least one of the first supporting plate 110P and the second supporting plate 120P may be provided with reinforcing ribs extending in different directions, for example, including first reinforcing ribs extending transversely as a whole and extending in a direction different from that of the first reinforcing ribs.
  • the second reinforcing rib of the rib The first rib and the second rib arranged in this way can further improve the anti-side impact performance of the first frame 110 and the second frame 120 , thereby further improving the safety of the cab 100 .
  • the cab 100 according to the embodiment of the present disclosure may also be provided with an airbag assembly.
  • the airbag assembly of the cab 100 according to an embodiment of the present disclosure is described in detail with reference to FIGS. 4 to 7 .
  • FIG. 4 schematically illustrates an airbag assembly of a cab according to an embodiment of the present disclosure.
  • the cab 100 may include a driver's airbag assembly 170D.
  • the driver's airbag assembly 170D may be disposed on a side of the first upper beam 110U of the cab 100 toward the interior of the cab 100 , and configured to protect a driver's head, neck, and chest in the cab 100 .
  • the cab 100 may include, for example, a single driver's seat arranged in the center. In this case, the cab 100 includes only one driver's airbag module 170D.
  • the driver's airbag assembly 170D is triggered to pop out the airbag quickly, thereby protecting the driver's head, neck and chest.
  • the cab 100 includes a single driver's seat arranged in the center as an example.
  • the cab 100 may also include two seats in a single row.
  • the cab 100 may include two driver's airbag assemblies 170D respectively provided for the driver's seat and the passenger's seat.
  • the cab 100 may further include a side curtain airbag assembly 170C.
  • the side curtain airbag modules 170C are respectively provided on one side of the upper side member 130 facing the interior of the cab 100 , extend from the front end to the rear end of the upper side member 130 , and are configured to protect the driver's head inside the cab 100 . .
  • the side curtain airbag assembly 170C is rapidly inflated and deployed from top to bottom when triggered.
  • the deployed side curtain airbag assembly 170C has the shape of a curtain as a whole, and can cover part or all of the windows of the driver's cab 100, effectively preventing the driver from directly colliding with the vehicle body, thereby focusing on protecting the driver's head. .
  • the cab 100 may further include a side airbag assembly 170S.
  • the side airbag modules 170S are respectively disposed at one side of the middle portion of the second vertical beam 120V toward the interior of the cab 100 , and are configured to protect the driver's torso inside the cab 100 .
  • the side airbag module 170S may be installed at a position of the second vertical beam 120V of the second frame 120 corresponding to the driver's torso.
  • the side airbag assembly 170S is triggered to eject the airbag rapidly, and the ejected airbag expands and expands between the door of the cab and the driver's seat to protect the driver's torso.
  • the side airbag module 170S may also be installed on the side of the backrest of the driver's seat.
  • the cab 100 may further include a knee airbag assembly 170K.
  • the knee airbag modules 170K are respectively provided at a side of the middle portion of the first vertical beam 110V toward the interior of the cab 100 , and are configured to protect the driver's knees in the cab 100 .
  • the knee airbag module 170K may be installed at a position of the first vertical beam 110V of the first frame 110 corresponding to the height of the driver's knee.
  • the knee airbag assembly 170K is triggered to quickly eject the airbag along the direction toward the driver's knee, and the ejected airbag is deployed between the first vertical beam 110V and the driver's knee to Protects the vehicle driver's knee (and leg) area from impact.
  • the driver's airbag assembly 170D and the side curtain airbag assembly respectively arranged on the first upper beam 110U, the upper longitudinal beam 130 , the second vertical beam 120V and the first vertical beam 110V in the cab 100 have been described above with reference to FIG. 4 .
  • 170C, side airbag module 170S and knee airbag module 170K As an alternative to this embodiment, the cab 100 may include an omnidirectional airbag assembly 170W disposed around the driver on the first vertical beam 110V and the second vertical beam 120V, which will be described below with reference to FIGS. 5 to 7 . describe.
  • FIG. 5 schematically shows an airbag assembly of a driver's cab according to an embodiment of the present disclosure
  • FIG. 6 schematically shows an airbag ejected in a driver's cab according to an embodiment of the present disclosure in a perspective view.
  • the cab 100 may include an omnidirectional airbag assembly 170W.
  • the omnidirectional airbag assembly 170W is respectively provided on the side of the first vertical beam 110V and the second vertical beam 120V facing the interior of the cab 100, extends from the upper end to the lower end of the first vertical beam 110V and the second vertical beam 120V, and is configured In the event of a collision or rollover, the airbag is deployed to wrap the driver in the space formed by the deployed airbags.
  • the cab 100 may include four omnidirectional airbag modules 170W each disposed on the first vertical beam 110V and the second vertical beam 120V.
  • FIG. 7 schematically shows a top view of an airbag ejected in a cab according to an embodiment of the present disclosure. Compared to FIG. 6 , FIG. 7 also schematically shows the driver DR.
  • the omnidirectional airbag assembly 170W when the vehicle 1 collides or overturns, the omnidirectional airbag assembly 170W is triggered to quickly eject the airbag, and the ejected airbag surrounds the driver DR in the cab 100 to wrap the driver DR in the airbag between.
  • the cab 100 of the vehicle 1 has four first vertical beams 110V and second vertical beams 120V arranged parallel to each other vertically, and the omnidirectional airbag assembly 170W can be ejected quickly from the first vertical beams 110V and the second vertical beams 120V at the same time. , so that the driver DR is wrapped in the space formed by the ejected airbags, preventing the driver DR from being impacted by hard objects around the body.
  • the airbag can pop out from the first vertical beam 110V and the second vertical beam 120V, thereby effectively protecting the driver DR from being impacted by hard objects.
  • the cab 100 may also include the side curtain airbag assembly 170C set on the upper side member 130 described in conjunction with FIG. 4 , so as to focus on protecting the driver's head. department.
  • the embodiment of the present disclosure also provides a vehicle body 10 .
  • a vehicle body 10 according to an embodiment of the present disclosure will be described in detail with reference to FIG. 8 .
  • FIG. 8 schematically illustrates a vehicle body according to an embodiment of the present disclosure.
  • a vehicle body 10 may include the cab 100 described in the above exemplary embodiments.
  • the vehicle body 10 may also include a cab support 200 .
  • a first end of the cab support 200 is fixed to the cab 100 , and a second end is fixed to the vehicle side member 300 to support the cab 100 .
  • first vertical beam 110V and the second vertical beam 120V are arranged parallel to each other and vertically, while the cab support 200 is arranged obliquely relative to the first vertical beam 110V and the second vertical beam 120V for improving The stability of the first frame 110 and the second frame 120 improves the structural stability of the cab 100 .
  • the cab support 200 may be a diagonal support rod.
  • the first end of the cab support 200 may be fixed to the first bracket 110P of the first frame 110 and/or to the second bracket 120P of the second frame 120 .
  • the first end of the cab support 200 may be fixed to the first frame 110 , or may be fixed to the center beam 100M of the second frame 120 .
  • the cab support 200 and the center beam 100M form a T-shaped structure.
  • the cab support 200 has a V or Y shape, and is respectively fixed to the first vertical beam 110V of the first frame 110 and/or the second vertical beam 120V of the second frame 120 .
  • the cab support 200 itself can be V or Y-shaped, and the cab support 200 on the open side of the V or Y is the first One end is fixed directly to the first vertical beam 110V and/or the second vertical beam 120V.
  • the first end of the cab support member 200 may be provided with a transversely penetrating limiting hole 200H.
  • the center beam 100M of the first frame 110 or the second frame 120 is set through the limiting hole 200H, and after assembly, the relative movement between the first end of the cab support 200 and the center beam 100M in the vertical direction is limited.
  • By setting the limit hole 200H it is convenient to limit the relative position between the center beam 100M and the cab support 200 during assembly, and can prevent the vertical distance between the cab support 200 and the center beam 100M after assembly. relatively mobile.
  • the cab supporter 200 may include a first supporter 210 , and a first end of the first supporter 210 may be fixed to the first frame 110 .
  • the first support member 210 is preferably not arranged in the driver's cab 100 .
  • the first supporter 210 may be disposed on the front side of the first frame 110 .
  • the first end (upper end) of the first support member 210 can be fixed to the middle beam 100M of the first frame 110, and the middle beam 100M can be fixed to the first vertical beam 110V and/or the first pallet 110P, so that the first support member 210 The first end is fixed to the first frame 110 .
  • the cab supporter 200 may further include a second supporter 220 , and a first end of the second supporter 220 may be fixed to the second frame 120 .
  • the second supporter 220 may be disposed at a rear side of the second frame 120 , that is, in a cargo box located behind the cab 100 .
  • the second support member 220 may be disposed on the front side of the second frame 120 , that is, disposed in the driver's cab 100 .
  • the second supporter 220 may be disposed under the driver's seat in the cab 100 .
  • a first end (upper end) of the second supporter 220 may be fixed to the second pallet 120P of the second frame 120 .
  • the second ends (lower ends) of the first support 210 and the second support 220 may be directly fixed to the vehicle side member 300 .
  • vehicle body 10 since the vehicle body 10 according to the embodiment of the present disclosure includes the cab 100 described in the above-mentioned exemplary embodiments, the vehicle body 10 described here also has various advantages of the cab 100 described above. I won't repeat them here.
  • a vehicle 1 according to an embodiment of the present disclosure is described below with reference to FIGS. 9 to 12 . It should be noted that since the vehicle 1 according to the embodiment of the present disclosure includes the cab 100 or the vehicle body 10 described in the exemplary embodiments above, the vehicle 1 described here also has various aspects of the cab 100 described above. The advantages are not repeated here.
  • the vehicle 1 of the embodiment of the present disclosure is shown in the form of a courier vehicle, and is a four-wheeled vehicle.
  • the vehicle 1 may include a vehicle body 10 (for example, the vehicle body 10 described in the above-mentioned exemplary embodiment) and a chassis 20, the chassis 20 is installed under the vehicle body 10, and the vehicle body 10 includes a cab 100 (for example, the vehicle body 100 described in the above-mentioned exemplary embodiment) cab 100) and the cargo box 400 positioned at one side (rear) of the cab 100, the volume ratio of the cargo box 400 and the cab 100 can be greater than or equal to 1.1, which can make the capacity of the cargo box 400 larger, thereby making the cargo box 400 loads more cargo.
  • vehicle body 10 may include a vehicle side member 300 .
  • chassis 20 may include vehicle side members 300 .
  • vehicle side rail 300 is a center mounted single rail.
  • the vehicle body 10 may include a cab roof, a front windshield, a cab partition, and doors on the left and right sides, and these components together with the components of the cab 100 described in the above embodiments form the cab 100 .
  • the vehicle 1 may further include a tailgate, a cargo box floor, a cargo box roof, a cargo box left panel, and a cargo box right panel. These components together with the cab bulkhead form the cargo box 400 .
  • a steering wheel 111 can be arranged in the cab 100, and the chassis 20 is installed under the vehicle body 10. At least two sets of wheelsets 21 are arranged on the chassis 20, and the wheelbase between each set of wheelsets 21 can be 0.7m-1.4m. Because the distance between the wheel bases is narrow, the width of the vehicle can be narrowed, which is convenient for the vehicle to travel on narrow roads or to pass through narrow intersections. In the width direction of the vehicle, the distance between the center point of the projection of the steering wheel 111 on the chassis 20 and the center section perpendicular to the chassis 20 is 0-0.2m. Since the width of the vehicle is relatively narrow, the steering wheel 111 can be set in the center as much as possible.
  • steering wheel 111 is arranged as far as possible near the center line of the vehicle longitudinal extension of chassis 20
  • the driver manipulates the steering wheel 111
  • the driver also sits at the center of the cab 100 to avoid the driver's own weight concentrated on the side of the vehicle.
  • the driver and the side door of the driver's cab 100 all have a certain distance (forming a buffer space). also good.
  • setting the steering wheel 111 as centrally as possible means that there may be a predetermined distance between the steering wheel 111 and the central section of the chassis 20 extending in the longitudinal direction of the vehicle.
  • the center point of the projection of the steering wheel 111 on the chassis 20 is located on the left or right side of the central section of the chassis 20 , and the distance from the central section is 0.02m ⁇ 0.15m.
  • the steering wheel 111 may not be completely centered, but may be slightly to the left or to the right, which meets the regulations. During specific use, the steering wheel 111 may be slightly to the left.
  • the volume ratio of the cargo box 400 to the driver's cab 100 may be greater than or equal to 1.3, so that the volume of the cargo box 400 is larger, so that the cargo box 400 can be loaded with more goods.
  • the above-mentioned volume ratio of the cargo box 400 to the driver's cab 100 is 1.6-2.5, which can increase the volume of the cargo box 400 as much as possible, so that the cargo box 400 can be loaded with more goods.
  • the volume of the above-mentioned cargo box 400 can be greater than or equal to 1.4 cubic meters, the volume of the cab 100 can be less than or equal to 1 cubic meter, and the volume of the cab 100 can be smaller, as long as the driver can operate inside the cab 100, the cargo box
  • the volume of 400 can meet the storage of goods.
  • the vehicle mentioned above is relatively narrow, so the steering wheel 111 is arranged in the middle position of the vehicle as much as possible, also in order to make the driver sit in the center position of the cab 100 as much as possible when operating the steering wheel 111, so as to avoid the driver's own weight concentrated on a certain part of the vehicle. side, enabling the driver to drive more stably.
  • the above-mentioned vehicle can be a logistics vehicle, which is convenient for couriers to use.
  • the logistics vehicle can also pass.
  • the logistics vehicle can enter the community because of its narrow setting, which is convenient for couriers to deliver goods.
  • the wheelset 21 includes a front wheel pair 211 and a rear wheel pair 212, and the wheelbase between the front wheel pairs 211 can be greater than the wheelbase between the rear wheel pairs 212, so when the vehicle is turning, it can be reduced.
  • the turning radius of a small vehicle is a small vehicle.
  • the rear wheel pair 212 is connected to the chassis 20 through a rotating member, specifically, it can be connected to the vehicle side member 300 through a rotating member, and the rotating member includes a first shaft 41 and a second shaft 42 fixedly connected with the first shaft 41 and arranged vertically , the first shaft 41 is set perpendicular to the vehicle side beam 300, for example, the first shaft 41 is set on the lower surface of the vehicle side beam 300, and rotates relative to the vehicle side beam 300 with the axis of the first shaft 41 as the rotation center;
  • the wheel pair 212 is installed on the first shaft 41 through the second shaft 42, so that when the rear wheel pair 212 rotates around the second shaft, it can also drive the first shaft 41 with the axis of the first shaft 41 as the center of rotation relative to the vehicle.
  • the rear wheel pair 212 has two dimensions, one is to rotate forward and backward along with the vehicle forward and backward (that is, the rear wheel pair 212 rotates around the second axis 42), and the other is to rotate with the first axis 41 perpendicular to the ground.
  • the axis rotates as the axis of rotation, that is, it can be rotated accordingly when the vehicle turns.
  • the wheelbase between the rear wheel pairs 212 of this structure is smaller, which is more conducive to the reduction of the turning radius of the vehicle.
  • the front wheel pair 211 turns to the side where the turn needs to be made, and at the same time it will drive the vehicle to run in the direction of turning, and the vehicle will also drive the rear wheel pair 212 to the direction of turning with the first axis 41 as the center of rotation Rotate, and simultaneously because the wheelbase between the rear wheel pair 212 is less than the wheelbase between the front wheel pair 211, the turning radius of the vehicle can be reduced when turning.
  • the wheelbase between the front wheel pairs 211 can be 0.8m ⁇ 1.2m, and the wheelbase between the rear wheel pairs 212 can be 0.5m ⁇ 1.1m.
  • the wheelbase between the front wheel pairs 211 can be 0.85-0.95m, and the wheelbase between the rear wheel pairs 212 can be 0.6-0.9m. Since the wheelbase between the front wheel pairs 211 and the wheelbase between the rear wheel pairs 212 are narrow, the width of the vehicle can also be narrowed, which can facilitate the vehicle to run on a narrow road or to pass through a narrow road. intersection.
  • the above-mentioned wheelbase between the front wheel pair 211 and the rear wheel pair 212 may be 2m-2.5m. In specific use, the wheelbase between the front wheel pair 211 and the rear wheel pair 212 may be 2.1m-2.2m. If the wheelbase is set to the above value, the length of the vehicle can be made longer, so that the length of the cargo box 400 can be made longer, the capacity of the cargo box 400 can be increased, and the cargo box 400 can be loaded with more goods. And because the width of the vehicle is relatively narrow, the vehicle can be made slim and compact.
  • the height of the vehicle body 10 can be 1.4m-2m, the width of the vehicle body 10 is 0.7m-1.2m, and the size of the vehicle body 10 is set to the above-mentioned values, which can not only ensure the volume of the cargo box 400, but also prevent vehicles from Too high and roll over.
  • the height of the vehicle body 10 can be 1.6m ⁇ 1.7m, the width of the vehicle body 10 can be 0.9m ⁇ 1.1m, and the height of the vehicle body 10 is basically the same as the average height of the courier personnel, which is convenient for the courier personnel to take the goods, and also It is convenient for courier personnel to observe the situation on the side away from the cargo box 400 when picking up the goods, and the field of vision is relatively good.
  • the length of the above-mentioned vehicle body 10 may be 2.5m-3.5m. In actual use, the length of the vehicle body 10 may be 2.8m-3m, which not only meets the requirements of use, but also makes the vehicle compact.
  • the ratio of the length of the cargo box 400 to the length of the cab 100 can be 2:1 to 4:1. In specific use, the ratio of the length of the cargo box 400 to the length of the cab 100 can be 2: 1 ⁇ 3:1.
  • the size of the driver's cab 100 can be set relatively small, so that the driver can drive in the driver's cab 100 .
  • the size of the cargo box 400 can be set relatively large, and the main purpose is to enable the cargo box 400 to load more goods.
  • the length of the cab 100 refers to the length of the cab 100 in the front-rear direction of the vehicle 1 .
  • the ratio of the height of the cargo box 400 to the width of the cargo box 400 is 1.5:1-2:1. In actual use, the ratio of the height of the cargo box 400 to the width of the cargo box 400 may be 1.3:1-1.5:1.
  • the height and width of the cargo box 400 match, the height of the cargo box 400 is set to be suitable for couriers to pick and place the goods, and the width of the cargo box 400 is set to make the body 10 narrower, which can facilitate vehicles on narrow roads Driving or passing through narrow intersections.
  • the length of the above-mentioned cab 100 can be 0.8m to 1m, and the length of the cargo box 400 can be 1.6m to 2m;
  • the setting of the numerical value can not only meet the needs of use, but also make the vehicle compact.
  • the side and/or tail of the cargo box 400 are provided with a door body 121.
  • the door body 121 can be arranged at the tail of the cargo box 400, or at the side of the cargo box 400, or at the side of the cargo box 400.
  • the afterbody and side of container 400 are all provided with door body 121 (shown in Figure 11 the situation that door body 121 is all set at the afterbody and side of container), mainly for the convenience of courier personnel to pick and place goods.
  • the setting of the door body 121 can be determined according to the usage requirements.
  • the cargo box 400 also includes a side panel, the side panel is provided with a door body 121, and the ratio between the area of the door body 121 and the area of the side panel can be 0.6-0.9. In specific use, the area of the door body 121 and The ratio of the areas of the side panels is 0.8 to 0.85. At this time, the size of the door body 121 can be set larger, which has the advantage of being convenient for picking up goods.
  • the cargo box 400 also includes a tailgate.
  • the tailgate is provided with a door body 121.
  • the ratio between the area of the door body 121 and the area of the tailgate can be 0.8-0.98.
  • the area of the door body 121 and the side panel The ratio between the areas can be 0.9-0.95.
  • the size of the door body 121 can be set larger, which has the advantage of being convenient for picking up goods.
  • the tail of the above cargo box 400 is suspended beyond the tail of the chassis 20, and the length of the protruding part is 0.1m-0.4m.
  • the suspension of the tail further increases the volume of the cargo box 400, and can load more goods.
  • a driver's seat 112 is provided in the cab 100 , and the driver's seat 112 is arranged corresponding to the steering wheel 111 , and the driver can sit on the driver's seat 112 to control the steering wheel 111 when driving the vehicle.
  • a storage box can also be placed under the driver's seat 112, and goods can also be stored through the setting of the storage box.
  • the height of the center of gravity of the vehicle when the vehicle is unloaded, can be 0.4m-0.8m; when the vehicle is fully loaded, the height of the center of gravity of the vehicle is 0.5m-0.8m; The height is 0.5m ⁇ 0.7m. When the vehicle is fully loaded, the height of the center of gravity of the vehicle is 0.6m ⁇ 0.7m. Since the center of gravity of the vehicle is set relatively low, it is not easy for the driver to roll over when driving the vehicle.
  • the cab 100 includes a door, and the ratio of the length of the cab 100 to the width of the door can be 1:0.8 to 1:1; in specific use, the ratio of the length of the cab 100 to the width of the door can be 1:0.9 ⁇ 1:1.
  • the width of the door can be wider, which is convenient for the driver to get on and off the car. At the same time, the width of the door can be slightly wider than the width of the driver's body.
  • the vehicle includes a vehicle side member 300, and the vehicle side member 300 is located in the center of the vehicle, which also tends to make the width of the vehicle narrower.
  • the vehicle can be made more compact, and the additional intermediate frame when forming the vehicle structure is omitted, which not only saves the cost, but also reduces the weight of the vehicle.
  • the volume ratio of the cargo box 400 to the cab 100 of the vehicle can be greater than or equal to 1.1, which can make the cargo box 400 have a larger capacity, so that the cargo box 400 can be loaded with more goods.
  • At least two sets of wheelsets 21 are arranged on the chassis 20, and the wheelbase between each set of wheelsets 21 is 0.7m-1.4m. Since the distance between the wheelbases is relatively narrow, the width of the vehicle can also be narrowed. , making the vehicle slender and small, which can facilitate the vehicle to drive on narrow roads.
  • the cab 100 is provided with a steering wheel 111.
  • the steering wheel 111 can be set in the center as much as possible, and then when the driver manipulates the steering wheel 111, the driver also sits in the center of the cab 100 to avoid the driver's own weight concentrated on the side of the vehicle. Simultaneously because the driver sits in the center position of the driver's cab 100, the driver and the side door of the driver's cab 100 all have a certain distance.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

本公开提供了一种驾驶室和车辆。驾驶室包括第一框架，设置在驾驶室的前端；第二框架，设置在驾驶室的后端；上纵梁，设置在驾驶室的上端并且固定到第一框架和第二框架；以及下纵梁，设置在驾驶室的下端并且固定到第一框架和第二框架。根据本公开的实施例，第一框架可以避免驾驶室受到从车辆前方施加的力的挤压，第一框架和第二框架可以承受侧面碰撞以确保驾驶室的整体结构完整。纵向延伸的上纵梁和下纵梁分别固定第一框架和第二框架的上端和下端，提高了驾驶室的防正面碰撞性能。因此，驾驶室在正面和侧面受到撞击时都不易被挤压变形，能够保持结构完整，从而有效地保护驾驶员的生命安全。

Description

驾驶室和车辆 技术领域
本公开涉及车辆技术领域，具体地涉及一种驾驶室和车辆。
背景技术
随着信息技术的快速发展，网上购物由于操作便利等原因越发受到消费者的青睐，快递业务也随之出现***式增长。作为快递业务的最后一个环节，通常由快递员驾驶快递车辆将货物从配送站运送到消费者指定的地点。
为了准时、甚至提前将货物交付给消费者，快递车辆的行驶速度就要提高。现有的快递车辆欠缺必要防护结构，因此在高速行驶中发生交通事故时，可能对快递员造成伤亡。因此，快递车辆的安全性有待提高。
此外，现有的物流车普遍存在宽度较宽的问题，如果遇到过道较窄的情况则很难通过，因此需要设计一款较窄的物流车，方便其通过。
发明内容
本公开的目的在于，通过提供一种驾驶室和车辆，至少部分地克服上文中提到的不足，例如，改善驾驶室和车辆的安全性。
根据本公开的一个方面，提供一种驾驶室，包括：第一框架，设置在所述驾驶室的前端；第二框架，设置在所述驾驶室的后端；上纵梁，设置在所述驾驶室的上端并且固定到所述第一框架和所述第二框架；以及下纵梁，设置在所述驾驶室的下端并且固定到所述第一框架和所述第二框架。
根据本公开的另一方面，提供一种车辆，包括如上所述的驾驶室，并且所述车辆还包括车身和底盘，所述底盘包括车辆纵梁，所述车身包括位于所述驾驶室一侧的货箱，所述货箱与所述驾驶室的容积比大于或等于1.1，所述驾驶室中设置有方向盘；所述底盘安装在所述车身的下方，所述底盘上设置有至少两组轮对，且每组所述轮对之间的轮距为0.7m～1.4m；在所述车辆的宽度方向上，所述方向盘在所述底盘上投影的中心点与垂直于所述底盘的中心截面之间的距离为0～0.2m，优选地，所述方向盘在所述底盘上投影的中心 点与所述中心截面之间的距离为0.02m～0.15m，以位于所述中心截面的左侧或右侧。
借助于本公开实施例的上述技术方案，至少可以实现下述有益技术效果：
在根据本公开实施例的驾驶室和车辆中，第一框架可以避免驾驶室受到从车辆前方施加的力的挤压，第一框架和第二框架可以承受侧面碰撞以确保驾驶室的整体结构完整。纵向延伸的上纵梁和下纵梁分别固定第一框架和第二框架的上端和下端，提高了驾驶室的防正面碰撞性能。因此，驾驶室在正面和侧面受到撞击时都不易被挤压变形，能够保持结构完整，从而有效地保护驾驶员的生命安全。
根据本公开实施例的车辆的货箱较大，可以装载更多的货物。此外，轮距之间的距离较窄，使车辆也较窄，便于车辆在较窄的道路上行驶。由于车辆较窄，方向盘可以尽量的居中设置，进而驾驶员操控方向盘时，驾驶员也坐在驾驶舱居中的位置，避免驾驶员自身的重量集中在车辆的一侧。
附图说明
通过参照以下附图所作的对非限制性实施例所作的详细描述，本公开的其它特征、目的和优点将会变得更明显：
图1是根据本公开实施例的驾驶室的示意性立体图；
图2是根据本公开实施例的驾驶室的示意性立体图；
图3是根据本公开实施例的驾驶室的示意性立体图；
图4是根据本公开实施例的驾驶室的安全气囊组件的示意图；
图5是根据本公开实施例的驾驶室的安全气囊组件的示意图；
图6是根据本公开实施例的驾驶室中弹出的安全气囊的示意性立体图；
图7是根据本公开实施例的驾驶室中弹出的安全气囊的示意性俯视图；
图8是根据本公开实施例的车身的示意性图；
图9是根据本公开实施例的车辆的示意性立体图；
图10是根据本公开实施例的车辆的示意性立体图；
图11是根据本公开实施例的车辆的另一角度的示意性立体图；
图12是根据本公开实施例的车辆的另一视角的结构示意图；
图13是根据本公开实施例的车辆的底盘的剖视图；
图14是根据本公开实施例的底盘的结构示意图。
具体实施方式
下面结合附图和实施例对本申请作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本公开，而非对本公开的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本公开相关的部分。
在本公开中，术语“上”、“下”、“内”、“外”、“中心”、“纵向”、“横向”等指示的方位或位置关系为基于附图所示的方位或位置关系。这些术语主要是为了更好地描述本公开及其实施例，并非用于限定所指示的装置、部件或组成部分必须具有特定方位，或以特定方位进行构造和操作。
在下文中，结合图1至图3详细地描述根据本公开实施例的驾驶室100的框架结构。
图1示意性示出了根据本公开实施例的驾驶室。
参照图1，根据本公开的示例性实施例，驾驶室100包括第一框架110、第二框架120、上纵梁130和下纵梁140。第一框架110设置在驾驶室100的前端。第二框架120设置在驾驶室100的后端。上纵梁130设置在驾驶室100的上端，并且固定到第一框架110和第二框架120。下纵梁140设置在驾驶室100的下端，并且固定到第一框架110和第二框架120。在本实施例中，驾驶室100具有由第一框架110、第二框架120、上纵梁130和下纵梁140形成的立方体框架，因而具有类似于电话亭的结构。第一框架110相当于车辆的A柱，主要用于避免驾驶室100受到从车辆前方施加的力的挤压。第二框架120相当于车辆的B柱，主要用于承受侧面碰撞以确保驾驶室100的整体结构完整。纵向延伸的上纵梁130和下纵梁140分别固定第一框架110和第二框架120的上端和下端，提高了驾驶室100的防正面碰撞性能，并且有利于保持驾驶室100的整体结构完整。因此，如此构造的驾驶室100在正面和侧面受到撞击时都不易被挤压变形，能够保持结构完整，从而有效地保护驾驶员的生命安全。
参照图1，在示例性实施例中，第一框架110可以包括一对相互平行且竖直设置的第一竖梁110V，第二框架120可以包括一对相互平行且竖直设置的第二竖梁120V，下纵梁140的两端可以分别固定到第一竖梁110V和第二竖梁120V的下端。在本实施例中，第一竖梁110V、第二竖梁120V、上纵梁130和下纵梁140形成如上所述的立方体框架，相互平行且竖直设置的第一 竖梁110V和第二竖梁120V相当于电话亭的四个立柱。下纵梁140可以提高驾驶室100的防碰撞性能，特别是防正面碰撞性能，并且有利于保持驾驶室100的结构完整性，特别是驾驶室100的底部的纵向结构完整性。这对于保护驾驶室100内的驾驶员的腿部是尤为有利的。
参照图1，在示例性实施例中，第一框架110和第二框架120还可以分别包括横向设置的第一上横梁110U和第二上横梁120U。第一上横梁110U设置在第一框架110的顶部并且横向两端分别固定连接第一竖梁110V。第二上横梁120U设置在第二框架120的顶部并且横向两端分别固定连接第二竖梁120V。上纵梁130的两端分别固定到第一竖梁110V和第二竖梁120V的上端，或者分别固定到第一上横梁110U和第二上横梁120U的两端。在本实施例中，第一上横梁110U用于横向固定第一竖梁110V的顶部，并且第二上横梁120U用于横向固定第二竖梁120V的顶部。第一框架110的第一上横梁110U、第二框架120的第二上横梁120U以及连接第一框架110和第二框架120的上纵梁130用于形成电话亭的顶部。第一上横梁110U和第二上横梁120U可以分别提高第一框架110和第二框架120的防侧面碰撞性能，并且有利于保持驾驶室100的结构完整性，特别是驾驶室100的顶部的横向结构完整性。这对于保护驾驶室100内的驾驶员的头部和躯干是尤为有利的。
在示例性实施例中，第一框架110的第一上横梁110U和第一竖梁110V可以形成一体结构，并且具有倒U形的形状。类似地，第二框架120的第二上横梁120U和第二竖梁120V可以形成一体结构，并且具有倒U形的形状。在本实施例中，第一框架110的第一上横梁110U和第一竖梁110V一体成型，并且第二框架120的第二上横梁120U和第二竖梁120V一体成型。这有利于减少驾驶室框架的部件数目，减少组装步骤，并且提高驾驶室框架的结构强度。
参照图1，在示例性实施例中，第一框架110和第二框架120还可以分别包括第一下横梁110D和第二下横梁120D。第一下横梁110D的横向两端可以分别固定连接第一竖梁110V的底部。相应地，第二下横梁120D的横向两端可以分别固定连接第二竖梁120V的底部。在本实施例中，第一下横梁110D用于横向固定第一竖梁110V的底部，第二下横梁120D用于横向固定第二竖梁120V的底部。第一框架110的第一下横梁110D、第二框架120的第二下横梁120D以及连接第一框架110和第二框架120的下纵梁140用于形 成电话亭的底部。第一下横梁110D和第二下横梁120D可以分别提高第一框架110和第二框架120的防侧面碰撞性能，并且有利于保持驾驶室100的结构完整性，特别是驾驶室100的底部的横向结构完整性。这对于保护驾驶室100内的驾驶员的腿部是尤为有利的。
在示例性实施例中，第一框架110的第一上横梁110U、第一竖梁110V和第一下横梁110D可以形成一体结构，并且具有矩形形状。类似地，第二框架120的第二上横梁120U、第二竖梁120V和第二下横梁120D可以形成一体结构，并且具有矩形形状。一体成型的第一框架110和第二框架120有利于进一步减少驾驶室框架的部件数目，减少组装步骤，并且提高驾驶室框架的结构强度。
参照图1，在示例性实施例中，第一框架110和第二框架120还可以分别设置有从第一框架110和第二框架120的底部向上延伸的第一托板110P和第二托板120P。例如，第一托板110P的横向两端可以固定到第一竖梁110V，并且第二托板120P的横向两端可以固定到第二竖梁120V。在本实施例中，第一托板110P和第二托板120P设置在第一框架110和第二框架120的底部并且分别连接到第一竖梁110V和第二竖梁120V，连接的方式可以为焊接、螺接、铆接、插接等。第一托板110P和第二托板120P可以进一步提高第一框架110和第二框架120的结构强度，可以提高第一框架110和第二框架120的防侧面碰撞性能，并且有利于保持驾驶室100，特别是驾驶室100的底部的横向结构完整性。这对于保护驾驶室100内的驾驶员的腿部是尤为有利的。
图2示意性示出了根据本公开实施例的驾驶室。
参照图2，在示例性实施例中，驾驶室100还可以包括驾驶室底板150。在一些实施例中，驾驶室底板150可以设置在第一框架110和第二框架120的底部之间，并且可以与下纵梁140、第一托板110P和第二托板120P连接。在另一些实施例中，驾驶室底板150可以与下纵梁140、第一托板110P和第二托板120P形成一体结构。在这些实施例中，驾驶室底板150、下纵梁140、第一托板110P和第二托板120P形成一体结构，相当于形成了盆状结构的电话亭底部，有利于改善驾驶室100底部的结构强度并提高安全性。在一些实施例中，驾驶室100可以包括一对下纵梁140，并且驾驶室底板150设置在这一对下纵梁140之间。
参照图2，在示例性实施例中，驾驶室100还可以包括防撞梁160。例如， 防撞梁160可以具有U形或圆弧形，并且可以通过焊接、螺接、铆接、插接等方式固定到第一框架110的前侧。防撞梁160可以由例如铝合金、钢管等材料制成。在车辆受到较大冲击力作用时，防撞梁160不仅可以保护驾驶室100内的驾驶员，而且可以保护车辆内的零部件。
参照图2，第一托板110P和第二托板120P可以分别开设第一缺口110H和第二缺口120H，以供底盘20(见图13)的车辆纵梁300(见图8)穿过。例如，车辆纵梁300可以为中置纵梁，第一缺口110H和第二缺口120H可以分别设置在第一托板110P和第二托板120P的底部中央位置。第一缺口110H和第二缺口120H的形状与车辆纵梁300的截面形状匹配。第一缺口110H和第二缺口120H的数量与车辆纵梁300所包括的纵梁的数量相对应。
图3示意性示出了根据本公开实施例的驾驶室。
参照图3，在示例性实施例中，第一框架110或第二框架120还可以包括中横梁100M。如图2所示，中横梁100M横向设置，并且在竖直方向上分别位于第一上横梁110U和第一下横梁110D之间和/或位于第二上横梁120U和第二下横梁120D之间。中横梁100M的横向两端可以固定到第一竖梁110V和/或第二竖梁120V。如图3所示，第一框架110和第二框架120可均包括中横梁100M，第一框架110的中横梁100M位于第一上横梁110U和第一下横梁110D之间，并且第二框架120的中横梁100M位于第二上横梁120U和第二下横梁120D之间。中横梁100M可以提高第一框架110和第二框架120的结构强度，并且可以提高第一框架110和第二框架120的防侧面碰撞性能。
替代地或者附加地，在示例性实施例中，中横梁100M可以固定到第一托板110P，或者可以固定到第二托板120P。
参照图3，当车辆纵梁300不穿过第一托板110P和第二托板120P时，例如设置在第一托板110P和第二托板120P下方时，第一托板110P和第二托板120P可以不需要设置结合图2所描述的第一缺口110H和第二缺口120H。
在一些实施例中，第一托板110P和第二托板120P中的至少一个可以设置加强筋。例如，加强筋可以沿横向从第一托板110P或第二托板120P的横向一端延伸到另一端。加强筋可以提高第一托板110P和第二托板120P的结构强度，从而提高第一框架110和第二框架120的防侧面碰撞性能，从而提高驾驶室100的安全性。在另一些实施例中，第一托板110P和第二托板120P中的至少一个可以设置延伸方向不同的加强筋，例如包括整体沿横向延伸的 第一加强筋以及延伸方向不同于第一加强筋的第二加强筋。如此设置的第一加强筋和第二加强筋可以进一步提高第一框架110和第二框架120的防侧面碰撞性能，从而进一步提高驾驶室100的安全性。
为了进一步提高驾驶室100的安全性，根据本公开实施例的驾驶室100还可以设置有安全气囊组件。在下文中，结合图4至图7详细地描述根据本公开实施例的驾驶室100的安全气囊组件。
图4示意性示出了根据本公开实施例的驾驶室的安全气囊组件。
参照图4，在示例性实施例中，驾驶室100可以包括驾驶座安全气囊组件170D。驾驶座安全气囊组件170D可以设置在驾驶室100的第一上横梁110U的朝向驾驶室100内部的一侧，并且配置成保护位于驾驶室100内的驾驶员的头部、颈部和胸部。当驾驶室100应用于快递车辆(物流车辆)时，驾驶室100例如可以包括居中布置的单个驾驶座。这种情况下，驾驶室100仅包括一个驾驶座安全气囊组件170D。当车辆发生碰撞或倾翻时，驾驶座安全气囊组件170D被触发迅速弹出安全气囊，从而保护驾驶员的头部、颈部和胸部。
在上文结合图4描述的实施例中，以驾驶室100包括居中布置的单个驾驶座为例予以描述。然而，根据本公开的实施例的驾驶室100也可以包括单排两个座位。这种情况下，驾驶室100可以包括分别针对驾驶位和副驾驶位设置的两个驾驶座安全气囊组件170D。
参照图4，在示例性实施例中，驾驶室100还可以包括侧帘安全气囊组件170C。侧帘安全气囊组件170C分别设置在上纵梁130的朝向驾驶室100内部的一侧，从上纵梁130的前端延伸到后端，并且配置成保护位于驾驶室100内的驾驶员的头部。当车辆的横向加速度大于预设值时，侧帘安全气囊组件170C被触发时从上至下迅速膨胀展开。展开后的侧帘安全气囊组件170C整体上具有窗帘的形状，并且例如可以覆盖驾驶室100的车窗的部分或全部，有效地避免驾驶员与车身的直接碰撞，从而重点保护驾驶员的头部。
参照图4，在示例性实施例中，驾驶室100还可以包括侧面安全气囊组件170S。侧面安全气囊组件170S分别设置在第二竖梁120V中部的朝向驾驶室100内部的一侧，并且配置成保护位于驾驶室100内的驾驶员的躯干。侧面安全气囊组件170S可以安装在第二框架120的第二竖梁120V的与驾驶员躯干对应的位置。当车辆遭受较强的侧面碰撞时，侧面安全气囊组件170S被 触发迅速弹出安全气囊，弹出的安全气囊在驾驶室的车门与驾驶座之间膨胀展开，以保护驾驶员的躯干。在其它实施例中，侧面安全气囊组件170S也可以安装在驾驶座的靠背的侧面。
参照图4，在示例性实施例中，驾驶室100还可以包括膝部安全气囊组件170K。膝部安全气囊组件170K分别设置在第一竖梁110V中部的朝向驾驶室100内部的一侧，并且配置成保护位于驾驶室100内的驾驶员的膝部。膝部安全气囊组件170K可以安装在第一框架110的第一竖梁110V的与驾驶员膝部的高度对应的位置。当出现碰撞或倾翻事故时，膝部安全气囊组件170K被触发沿着朝向驾驶员膝部的方向迅速弹出安全气囊，弹出的安全气囊在第一竖梁110V和驾驶员膝部之间展开以保护车辆驾驶员的膝部(和腿部)区域免受冲击。
上文结合图4描述了驾驶室100中分别设置在第一上横梁110U、上纵梁130、第二竖梁120V和第一竖梁110V上的驾驶座安全气囊组件170D、侧帘安全气囊组件170C、侧面安全气囊组件170S和膝部安全气囊组件170K。作为该实施例的一个替代方案，驾驶室100可以包括在第一竖梁110V和第二竖梁120V上围绕驾驶员设置的全向安全气囊组件170W，这将在下文中结合图5至图7予以描述。
图5示意性示出了根据本公开实施例的驾驶室的安全气囊组件，并且图6以立体图示意性示出根据本公开实施例的驾驶室中弹出的安全气囊。
参照图5和图6，在示例性实施例中，驾驶室100可以包括全向安全气囊组件170W。全向安全气囊组件170W分别设置在第一竖梁110V和第二竖梁120V的朝向驾驶室100内部的一侧，从第一竖梁110V和第二竖梁120V的上端延伸到下端，并且配置成在碰撞或倾翻时弹出安全气囊以将驾驶员包裹在由弹出的安全气囊共同组成的空间内。驾驶室100可以包括四个全向安全气囊组件170W，每个全向安全气囊组件170W设置在第一竖梁110V和第二竖梁120V上。
图7以俯视图示意性示出根据本公开的实施例的驾驶室中弹出的安全气囊。与图6相比，图7还示意性示出了驾驶员DR。
参照图7，当车辆1碰撞或倾翻时，全向安全气囊组件170W被触发以迅速弹出安全气囊，弹出的安全气囊在驾驶室100内围绕驾驶员DR以将驾驶员DR包裹在安全气囊之间。车辆1的驾驶室100具有四根相互平行且竖 直设置的第一竖梁110V和第二竖梁120V，全向安全气囊组件170W可以同时从第一竖梁110V和第二竖梁120V迅速弹出，从而将驾驶员DR包裹在弹出的安全气囊共同组成的空间中，防止驾驶员DR在身体周围受到硬物的冲击。与已知技术相比，安全气囊可以从第一竖梁110V和第二竖梁120V中弹出，由此可以有效地保护驾驶员DR免遭硬物冲击。
应指出的是，在图5至图7所示的实施例中，驾驶室100也可以包括结合图4描述的设置在上纵梁130的侧帘安全气囊组件170C，以重点保护驾驶员的头部。
基于同一构思，本公开实施例还提供了一种车身10。在下文中将结合图8详细描述根据本公开实施例的车身10。
图8示意性示出了根据本公开实施例的车身。
参照图8，在示例性实施例中，车身10可以包括上述示例性实施例中描述的驾驶室100。车身10还可以包括驾驶室支撑件200。驾驶室支撑件200的第一端固定到驾驶室100，并且第二端固定到车辆纵梁300以支撑驾驶室100。
在本公开的上下文中，第一竖梁110V和第二竖梁120V相互平行并且竖直设置，而驾驶室支撑件200相对于第一竖梁110V和第二竖梁120V倾斜设置，用于提高第一框架110及第二框架120的稳定性，从而提高驾驶室100的结构稳定性。在示例性实施例中，驾驶室支撑件200可以是斜向支撑杆。
在示例性实施例中，驾驶室支撑件200的第一端可以固定到第一框架110的第一托板110P，和/或固定到第二框架120的第二托板120P。
在示例性实施例中，驾驶室支撑件200的第一端可以固定到第一框架110，或者可以固定到第二框架120的中横梁100M。在本实施例中，驾驶室支撑件200和中横梁100M形成T字形构造。
在示例性实施例中，驾驶室支撑件200呈V或Y字形，并且分别固定到第一框架110的第一竖梁110V和/或第二框架120的第二竖梁120V。与上述和中横梁100M形成T字形构造不同的是，在本实施例中，驾驶室支撑件200本身可以为V或Y字形，并且驾驶室支撑件200的位于V或Y字形的开放侧的第一端直接固定到第一竖梁110V和/或第二竖梁120V。
在示例性实施例中，驾驶室支撑件200的第一端可以设置有横向贯通的限位孔200H。第一框架110或者第二框架120的中横梁100M贯穿限位孔 200H设置，并且在组装后限制驾驶室支撑件200的第一端和中横梁100M之间沿竖直方向的相对移动。通过设置限位孔200H，可以在组装时便于限定中横梁100M和驾驶室支撑件200之间的相对位置，并且可以在组装后防止驾驶室支撑件200和中横梁100M之间沿竖直方向的相对移动。
参照图8，在示例性实施例中，驾驶室支撑件200可以包括第一支撑件210，并且第一支撑件210的第一端可以固定到第一框架110。为了避免影响驾驶员的驾驶或上下车，第一支撑件210优选地不设置在驾驶室100内。例如，如图8所示，第一支撑件210可以设置在第一框架110的前侧。第一支撑件210的第一端(上端)可以固定到第一框架110的中横梁100M，中横梁100M可以固定到第一竖梁110V和/或第一托板110P，使得第一支撑件210的第一端固定到第一框架110。
参照图8，在示例性实施例中，驾驶室支撑件200还可以包括第二支撑件220，并且第二支撑件220的第一端可以固定到第二框架120。在一些示例中，第二支撑件220可以设置在第二框架120的后侧，即，设置在位于驾驶室100后方的货箱中。在另一些实施例中，为了不影响货箱的空间利用率，第二支撑件220可以设置在第二框架120的前侧，即，设置在驾驶室100内。例如，第二支撑件220可以在驾驶室100中设置在驾驶座下方。第二支撑件220的第一端(上端)可以固定到第二框架120的第二托板120P。
在上述实施例中，第一支撑件210和第二支撑件220的第二端(下端)可以直接固定到车辆纵梁300。
应指出的是，由于根据本公开实施例的车身10包括上述示例性实施例中描述的驾驶室100，因此此处描述的车身10也具有上文所述的驾驶室100的各种优点，此处不再赘述。
下面参照图9至图12描述根据本公开的实施例的车辆1。应指出的是，由于根据本公开实施例的车辆1包括上述示例性实施例中描述的驾驶室100或车身10，因此此处描述的车辆1也具有上文所述的驾驶室100的各种优点，此处不再赘述。
参照图9-图12所示，本公开的实施例的车辆1被示出为快递车辆的形式，并且为四轮车辆。车辆1可包括车身10(例如，上述示例性实施例中描述的车身10)和底盘20，底盘20安装在车身10的下方，车身10包括驾驶室100(例如，上述示例性实施例中描述的驾驶室100)及位于驾驶室100一 侧(后方)的货箱400，货箱400与驾驶室100的容积比可大于或等于1.1，能够使货箱400的容量较大，从而可以使货箱400装载更多的货物。
在一些示例中，车身10可以包括车辆纵梁300。在另一些示例中，底盘20可以包括车辆纵梁300。在示例性实施例中，车辆纵梁300为中置单纵梁。
在示例性实施例中，车身10可以包括驾驶室顶板、前风挡、驾驶室隔板以及左右两侧的车门，这些部件与上述实施例中描述的驾驶室100各个部件共同围成驾驶室100。
在示例性实施例中，车辆1(或车身10)还可以包括尾门、货箱底板、货箱顶板、货箱左侧板和货箱右侧板。这些部件与驾驶室隔板共同围成货箱400。
驾驶室100中可设置有方向盘111，底盘20安装在车身10的下方，底盘20上设置有至少两组轮对21，且每组轮对21之间的轮距可为0.7m～1.4m，由于轮距之间的距离较窄，从而可以使车辆的宽度较窄，便于车辆在较窄的道路上行驶或者便于通过较窄的路口。在车辆的宽度方向上，方向盘111在底盘20上投影的中心点与垂直于底盘20的中心截面之间的距离为0～0.2m，由于车辆的宽度较窄，因此方向盘111可以尽量地居中设置(方向盘111尽量的靠近底盘20的沿着车辆纵向延伸的中心线设置)，进而在驾驶员操控方向盘111时，驾驶员也坐在驾驶室100居中的位置处，避免驾驶员自身的重量集中在车辆的一侧。同时由于驾驶员坐在驾驶室100居中的位置，驾驶员与驾驶室100的侧门均具有一定的距离(形成缓冲空间)，当车辆发生侧门碰撞时，由于驾驶员与侧门存在缓冲空间，安全性能也好。
根据本公开的实施例，方向盘111尽量地居中设置意味着方向盘111与底盘20的沿着车辆纵向延伸的中心截面可存在预定距离。例如，在车辆的宽度方向上，方向盘111在底盘20上投影的中心点位于底盘20的中心截面的左侧或右侧，并与中心截面之间的距离为0.02m～0.15m。此时方向盘111可以不用完全居中，可以稍微靠左或靠右，符合法规规定，具体使用时，方向盘111可以稍微靠左。
另外，货箱400与驾驶室100的容积比可大于或等于1.3，使货箱400的容积较大，从而可以使货箱400装载更多的货物。
优选地，上述的货箱400与驾驶室100容积比为1.6～2.5，可以尽量增大货箱400的容积，从而可以使货箱400装载更多的货物。
上述的货箱400的容积可大于等于1.4立方米，驾驶室100的容积可小于等于1立方米，驾驶室100的容积可以较小，只要满足驾驶员在驾驶室100内部操作即可，货箱400的容积能够满足货物的存放即可。
上述的车辆较窄，因此方向盘111尽量设置在的居中位置，也是为了使驾驶员在操作方向盘111时也尽量坐在驾驶室100的居中的位置，避免驾驶员自身的重量集中在车辆的某一侧，能够使驾驶员更稳定的驾驶。
上述的车辆可以为物流车，便于快递人员使用。当快递人员驾驶到道路较窄的地方时，物流车也可以通过。例如快递人员驾驶物流车进入社区时，社区的进口会比较窄，大型车辆无法进入，而该物流车由于设置的比较窄，从而能进入社区，方便快递人员进行送货。
在一些实施例中，轮对21包括前轮对211和后轮对212，前轮对211之间的轮距可大于后轮对212之间的轮距，因此在车辆进行拐弯时，可以减小车辆的转弯半径。
其中，后轮对212通过转动件与底盘20连接，具体可以通过转动件连接在车辆纵梁300上，转动件包括第一轴41和与第一轴41固定连接并垂直设置的第二轴42，第一轴41垂直于车辆纵梁300设置，例如，第一轴41设置在车辆纵梁300的下表面上，并以第一轴41的轴线为旋转中心相对于车辆纵梁300旋转；后轮对212通过第二轴42安装在第一轴41上，以使后轮对212绕第二轴转动的同时，还可以带动第一轴41以第一轴41的轴线为旋转中心相对于车辆纵梁300转动。此时后轮对212具有两个维度，一个是随着车辆前进和后退而进行前后转动(即后轮对212绕第二轴42转动)，另一个是以垂直于地面的第一轴41的轴线为旋转轴心进行转动，即在车辆转弯时可以相应的旋转。此种结构的后轮对212之间的轮距更小，更有利于车辆转弯半径的减小。
当车辆前行需要拐弯时，前轮对211向需要转弯的一侧转动，同时会带动车辆向转弯的方向运行，车辆也会带动后轮对212以第一轴41为旋转中心向转弯的方向转动，同时又由于后轮对212之间的轮距小于前轮对211之间的轮距，转弯时可以减小车辆的转弯半径。
其中，前轮对211之间的轮距可以为0.8m～1.2m，后轮对212之间的轮距为0.5m～1.1m，具体使用时，前轮对211之间的轮距可以为0.85～0.95m，后轮对212之间的轮距可以为0.6～0.9m。由于前轮对211之间的轮距和后轮 对212之间的轮距均较窄，从而也可以使车辆的宽度较窄，能够便于车辆在较窄的道路上行驶或者便于通过较窄的路口。
上述的前轮对211和后轮对212之间的轴距可以为2m～2.5m，具体使用时，前轮对211和后轮对212之间的轴距可以为2.1m～2.2m。轴距设置为上述的数值，可以使车辆的长度较长，从而可以使货箱400的长度较长，能够增大货箱400的容量，可以使货箱400装载更多的货物。又由于车辆的宽度较窄，从而能够使得车辆细长小巧。
在一些实施例中，车身10的高度可以为1.4m～2m，车身10的宽度为0.7m～1.2m，车身10的尺寸设置为上述数值，既可以保障货箱400的容积，又可以防止车辆过高而侧翻。具体使用时，车身10的高度为可以为1.6m～1.7m，车身10的宽度可以为0.9m～1.1m，车身10的高度与快递人员的平均身高基本一致，便于快递人员拿取货物，也便于快递人员拿取货物时观察远离货箱400一侧的情况，视野比较好。
上述的车身10的长度可以为2.5m～3.5m，具体使用时，车身10的长度可以为2.8m～3m，不仅能够满足使用需求，而且还能够使车辆小巧。
在一些实施例中，货箱400的长度与驾驶室100的长度之比可以为2:1～4:1，具体使用时，货箱400的长度与驾驶室100的长度之比可以为2:1～3:1。驾驶室100的尺寸可以设置的比较小，能够满足驾驶员在驾驶室100中驾驶即可，货箱400的尺寸可以设置的比较大，主要目的是使货箱400能够装载更多的货物。其中，驾驶室100的长度指的是驾驶室100的在车辆1的前后方向上的长度。
其中，货箱400的高度和货箱400宽度之比为1.5:1～2:1，具体使用的时候，货箱400高度和货箱400宽度之比可以为1.3:1～1.5:1。货箱400的高度和宽度相匹配，货箱400的高度的设置是为了适合快递人员取放货，货箱400的宽度的设置是为了使车身10较窄，能够便于车辆在较窄的道路上行驶或者便于通过较窄的路口。
上述的驾驶室100的长度可以为0.8m～1m，货箱400的长度为1.6m～2m；具体使用时，驾驶室100的长度可以为0.8m，货箱400的长度可以为1.57m，上述数值的设置不仅能够满足使用需求，而且还能够使车辆小巧。
在一些实施例中，货箱400的侧部和/或尾部设置有门体121，具体使用时，可以将门体121设置在货箱400尾部，也可以设置在货箱400侧部，还 可以在货箱400的尾部和侧部均设置门体121(图11中示出了在货箱的尾部和侧部均设置门体121的情形)，主要是为了方便快递人员取放货。当然门体121的设置具体可根据使用需求而定。
其中，货箱400还包括侧板，所述侧板设置有门体121，门体121的面积和侧板的面积之间的比值可以为0.6～0.9，具体使用时，门体121的面积和侧板的面积之间的比值为0.8～0.85，此时门体121的尺寸可以设置的较大，具有取货方便的优点。
另外，货箱400还包括尾板，尾板设置有门体121，门体121的面积和尾板的面积之间的比值可以为0.8～0.98，具体使用时，门体121的面积和侧板的面积之间的比值可以为0.9～0.95。此时门体121的尺寸可以设置的较大，具有取货方便的优点。
上述的货箱400的尾部超出底盘20的尾部悬空设置，并且超出部分的长度为0.1m～0.4m，尾部悬空进一步增大了货箱400的容积，可以装载更多的货物。
在一些实施例中，驾驶室100中设置有驾驶座椅112，驾驶座椅112与方向盘111对应设置，驾驶员驾驶车辆时，能够坐在驾驶座椅112上操控方向盘111。
其中，驾驶座椅112的下方也可以放置储物箱，通过储物箱的设置也能够储存货物。
在一些实施例中，车辆空载时，车辆的重心高度可为0.4m～0.8m，车辆满载时，车辆的重心高度为0.5m～0.8m；具体使用时，车辆空载时，车辆的重心高度为0.5m～0.7m，车辆满载时，车辆的重心高度为0.6m～0.7m。由于车辆的重心设置的比较低，因此驾驶员驾驶车辆时不易侧翻。
在一些实施例中，驾驶室100包括车门，驾驶室100的长度与车门的宽度之比可以为1:0.8～1:1；具体使用时，驾驶室100的长度与车门的宽度之比可以为1:0.9～1:1。车门的宽度可以较宽，能够方便驾驶员上下车，同时车门的宽度可以比驾驶员身体的宽度略宽，该宽度的设置不仅便于驾驶员上下车，而且驾驶室100的尺寸也可以较小。
在一些实施例中，车辆包括一根车辆纵梁300，而且车辆纵梁300位于车辆的中央位置，也容易使车辆的宽度较窄。同时还能够使车辆更加的紧凑，还省去了在形成车辆结构时的附加的中间框架，不仅节省了成本，而且还减 轻了车辆的重量。
综上，本公开实施例提供的车辆的货箱400与驾驶室100的容积比可大于或等于1.1，能够使货箱400的容量较大，从而可以使货箱400装载更多的货物。底盘20上设置有至少两组轮对21，且每组轮对21之间的轮距为0.7m～1.4m，由于轮距之间的距离较窄，从而也可以使车辆的宽度也较窄，使得车辆细长小巧，能够便于车辆在较窄的道路上行驶。驾驶室100中设置有方向盘111，由于车辆较窄，方向盘111可以尽量的居中设置，进而驾驶员操控方向盘111时，驾驶员也坐在驾驶室100居中的位置，避免驾驶员自身的重量集中在车辆的一侧。同时由于驾驶员坐在驾驶室100居中的位置，驾驶员与驾驶室100的侧门均具有一定的距离，当车辆发生侧门碰撞时，由于驾驶员与侧门存在缓冲空间，安全性能也好。
需要说明的是，在本文中，诸如“第一”和“第二”等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者设备中还存在另外的相同要素。
以上描述仅为本申请的较佳实施例以及对所运用技术原理的说明。本领域技术人员应当理解，本申请中所涉及的发明范围，并不限于上述技术特征的特定组合而成的技术方案，同时也应涵盖在不脱离本公开的构思的情况下，由上述技术特征或其等同特征进行任意组合而形成的其它技术方案。例如上述特征与本申请中公开的(但不限于)具有类似功能的技术特征进行互相替换而形成的技术方案。

Claims (15)

  1. 一种驾驶室(100)，其特征在于，包括：
    第一框架(110)，设置在所述驾驶室(100)的前端；
    第二框架(120)，设置在所述驾驶室(100)的后端；
    上纵梁(130)，设置在所述驾驶室(100)的上端并且固定到所述第一框架(110)和所述第二框架(120)；以及
    下纵梁(140)，设置在所述驾驶室(100)的下端并且固定到所述第一框架(110)和所述第二框架(120)。
  2. 根据权利要求1所述的驾驶室(100)，其特征在于，所述第一框架(110)包括一对相互平行且竖直设置的第一竖梁(110V)，所述第二框架(120)包括一对相互平行且竖直设置的第二竖梁(120V)，所述下纵梁(140)的两端分别固定到所述第一竖梁(110V)和所述第二竖梁(120V)的下端。
  3. 根据权利要求2所述的驾驶室(100)，其特征在于，所述第一框架(110)和所述第二框架(120)还分别包括横向设置的第一上横梁(110U)和第二上横梁(120U)，所述第一上横梁(110U)设置在所述第一框架(110)的顶部并且横向两端分别固定连接所述第一竖梁(110V)，所述第二上横梁(120U)设置在所述第二框架(120)的顶部并且横向两端分别固定连接所述第二竖梁(120V)，所述上纵梁(130)的两端分别固定到所述第一竖梁(110V)和所述第二竖梁(120V)的上端或者分别固定到所述第一上横梁(110U)和所述第二上横梁(120U)的两端。
  4. 根据权利要求3所述的驾驶室(100)，其特征在于，所述第一框架(110)和所述第二框架(120)还分别包括第一下横梁(110D)和第二下横梁(120D)，所述第一下横梁(110D)的横向两端分别固定连接所述第一竖梁(110V)的底部，所述第二下横梁(120D)的横向两端分别固定连接所述第二竖梁(120V)的底部。
  5. 根据权利要求4所述的驾驶室(100)，其特征在于，所述第一框架(110)和所述第二框架(120)还分别设置有从底部向上延伸的第一托板(110P)和第二托板(120P)，所述第一托板(110P)的横向两端固定到所述第一竖梁(110V)，所述第二托板(120P)的横向两端固定到所述第二竖梁(120V)。
  6. 根据权利要求5所述的驾驶室(100)，其特征在于，所述第一框架(110) 或所述第二框架(120)还包括横向设置的中横梁(100M)，
    所述中横梁(100M)位于在竖直方向上所述第一上横梁(110U)和所述第一下横梁(110D)之间和/或位于所述第二上横梁(120U)和所述第二下横梁(120D)之间，并且横向两端固定到所述第一竖梁(110V)或所述第二竖梁(120V)；
    或者，所述中横梁(100M)固定到所述第一托板(110P)和/或所述第二托板(120P)。
  7. 根据权利要求5所述的驾驶室(100)，其特征在于，所述驾驶室(100)还包括：驾驶室底板(150)，其设置在所述第一框架(110)和所述第二框架(120)的底部之间，并且与所述下纵梁(140)、所述第一托板(110P)和所述第二托板(120P)连接。
  8. 根据权利要求3所述的驾驶室(100)，其特征在于，所述驾驶室(100)还包括以下气囊组件中的至少一个：
    驾驶座安全气囊组件(170D)，其设置在所述第一上横梁(110U)的朝向所述驾驶室(100)内部的一侧，并且配置成保护驾驶员的头部、颈部和胸部；
    侧帘安全气囊组件(170C)，其分别设置在所述上纵梁(130)的朝向所述驾驶室(100)内部的一侧，从所述上纵梁(130)的前端延伸到后端，并且配置成保护驾驶员的头部；
    侧面安全气囊组件(170S)，其分别设置在所述第二竖梁(120V)中部的朝向所述驾驶室(100)内部的一侧，并且配置成保护驾驶员的躯干；
    膝部安全气囊组件(170K)，其分别设置在所述第一竖梁(110V)中部的朝向所述驾驶室(100)内部的一侧，并且配置成保护驾驶员的膝部；
    全向安全气囊组件(170W)，其分别设置在所述第一竖梁(110V)和所述第二竖梁(120V)的朝向所述驾驶室(100)内部的一侧，从所述第一竖梁(110V)和所述第二竖梁(120V)的上端延伸到下端，并且配置成在碰撞或倾翻时弹出安全气囊以将驾驶员包裹在由所述安全气囊共同组成的空间内。
  9. 一种车辆(1)，其特征在于，包括根据权利要求1-8中任一项所述的驾驶室(100)，并且所述车辆(1)还包括车身(10)和底盘(20)，所述底盘(20)包括车辆纵梁(300)，所述车身(10)包括位于所述驾驶室(100)一侧的货箱(400)，所述货箱(400)与所述驾驶室(100)的容积比大于或 等于1.1，所述驾驶室(100)中设置有方向盘(111)；
    所述底盘(20)安装在所述车身(10)的下方，所述底盘(20)上设置有至少两组轮对(21)，且每组所述轮对(21)之间的轮距为0.7m～1.4m；
    在所述车辆的宽度方向上，所述方向盘(111)在所述底盘(20)上投影的中心点与垂直于所述底盘(20)的中心截面之间的距离为0～0.2m，
    优选地，所述方向盘(111)在所述底盘(20)上投影的中心点与所述中心截面之间的距离为0.02m～0.15m，以位于所述中心截面的左侧或右侧。
  10. 根据权利要求9所述的车辆，其特征在于，所述轮对(21)包括前轮对(211)和后轮对(212)，所述前轮对(211)之间的轮距为0.8m～1.2m，所述后轮对(212)之间的轮距为0.5m～1.1m；
    优选地，所述前轮对(211)之间的轮距为0.85～0.95m，所述后轮对(212)之间的轮距为0.6～0.9m。
  11. 根据权利要求9所述的车辆，其特征在于，所述货箱(400)与所述驾驶室(100)容积比大于或等于1.3；
    优选地，所述货箱(400)与所述驾驶室(100)容积比为1.6～2.5。
  12. 根据权利要求9所述的车辆，其特征在于，所述车身(10)的宽度为0.7m～1.2m，所述车身(10)的高度为1.4m～2m；
    优选地，所述车身(10)的宽度为0.9m～1.1m，所述车身(10)的高度为1.6m～1.7m。
  13. 根据权利要求9所述的车辆，其特征在于，所述货箱(400)的长度与所述驾驶室(100)的长度之比为2:1～4:1；
    优选地，所述货箱(400)的长度与所述驾驶室(100)的长度之比为2:1～3:1。
  14. 根据权利要求9所述的车辆，其特征在于，所述货箱(400)的高度和所述货箱(400)宽度之比为1.5:1～2:1；
    优选地，所述货箱(400)的高度和所述货箱(400)宽度之比为1.3:1～1.5:1。
  15. 根据权利要求9至14中任意一项所述的车辆，其特征在于，所述车辆空载时，所述车辆的重心高度为0.4m～0.8m，所述车辆满载时，所述车辆的重心高度为0.5m～0.8m；
    优选地，所述车辆空载时，所述车辆的重心高度为0.5m～0.7m，所述车辆满载时，所述车辆的重心高度为0.6m～0.7m。
PCT/CN2022/136227 2021-12-31 2022-12-02 驾驶室和车辆 WO2023124776A1 (zh)

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