Vehicle structural component and vehicle

Abstract

This disclosure relates to a vehicle structural component and a vehicle. The vehicle structural component includes a support member disposed in the wheel area of ​​the vehicle and connected to the vehicle body. The support member includes a support member body and a protrusion disposed on the support member body. The protrusion and the support member body form a first airflow channel, which communicates with at least one airflow channel of the vehicle. The support member includes a support member body and a protrusion disposed on the support member body, the protrusion forming the first airflow channel. By providing the first airflow channel, the aerodynamic performance of the vehicle is improved. Furthermore, the first airflow channel is defined by the support member as a complete structure, which facilitates good structural stability of the first airflow channel, avoids the alignment of the first airflow channel with other structures of the vehicle, and also helps to conceal the first airflow channel.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a vehicle structural component and a vehicle. Background Technology

[0002] With the development of vehicles, users have gradually increased their requirements for various vehicle performance aspects. Among these, vehicle aerodynamic performance is closely related to vehicle speed, range, and other factors. Improving vehicle aerodynamic performance has become an important research direction in this field. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle structural component and a vehicle that at least partially solves the aforementioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this disclosure, a vehicle structural assembly is provided, including a support component; The support component is located in the wheel area of ​​the vehicle and is connected to the vehicle body; The supporting component includes a supporting component body and a protrusion disposed on the supporting component body; The protrusion and the supporting component body form a first airflow channel, which communicates with at least one airflow channel of the vehicle.

[0005] Optionally, the protrusion is located on the inner surface of the support member body facing the vehicle and protrudes inward.

[0006] Optionally, the protrusion is integrally formed with the body of the support component.

[0007] Optionally, the first airflow channel is adapted to communicate with multiple airflow channels of the vehicle that have different airflow directions.

[0008] Optionally, the protrusion is provided with a bending portion, so that the air inlet end and / or air outlet end of the first air flow channel are formed into a funnel shape.

[0009] Optionally, the air outlet of the first air channel is closer to the inside of the vehicle than the air inlet of the first air channel.

[0010] Optionally, the vehicle structural assembly further includes a housing trim disposed on the outside of the support member, the rear end of the housing trim having a shielding portion; The shielding portion is located behind the support member in the longitudinal direction of the vehicle and is capable of covering at least a portion of the rear end of the support member. The supporting component has a rear end wall at its rear end, and the rear end wall and the second airflow channel of the vehicle are spaced apart by a distance L1 in the airflow direction. The distance L1 is such that the extension line passing through the innermost point P1 on the rear end wall and the frontmost point P2 of the second airflow channel cannot cross the blocking part.

[0011] Optionally, the support component further includes an extension, and the rear end wall, the extension, and the outer casing trim form a closed cavity.

[0012] Optionally, the support component is provided with multiple receiving slots, and the support component is connected to the vehicle body through multiple mounting clips; The mounting clip is installed in the receiving groove, wherein the diameter of the hole for installing the mounting clip in at least one receiving groove is smaller than the diameter of the holes in the other receiving grooves.

[0013] Optionally, the vehicle structural assembly further includes a sensor mounting structure disposed at the rear end of the vehicle structural assembly along the longitudinal direction of the vehicle.

[0014] Optionally, the sensor mounting structure includes a receiving cavity; The receiving cavity is defined by the support member and the outer shell trim located outside the support member; The receiving cavity is used to install the sensor; The outer casing has a first through hole communicating with the receiving cavity, and the first through hole is adapted to be opposite to the probe of the sensor.

[0015] Optionally, the sensor mounting structure further includes a bracket; The bracket is arranged inside the receiving cavity for mounting the sensor.

[0016] Optionally, the bracket includes a mounting part and a sleeve, one end of the sleeve is connected to the mounting part, and the mounting part is connected to the receiving cavity; The mounting part is provided with a second through hole, which is opposite to the first through hole; The sensor is mounted on the sleeve, and the sensor is adapted to monitor the outside world through the second through hole and the first through hole.

[0017] Optionally, the sleeve is provided with a notch, one end of which extends axially to the end face of the sleeve away from the mounting portion; The notch is adapted to engage with a snap-fit ​​part on the sensor.

[0018] Optionally, the protrusion is formed on the sidewall of the support member corresponding to the receiving cavity portion facing the inside of the vehicle body, and the first airflow channel is closer to the inside of the vehicle than the receiving cavity.

[0019] According to a second aspect of this disclosure, a vehicle is provided, including the vehicle structural components described above.

[0020] Optionally, the vehicle includes a rear bumper, and the at least one air duct includes a second air duct located on the rear bumper; The air inlet end of the second air channel is connected to the air outlet end of the first air channel; The air outlet of the second air duct is positioned facing the rear of the vehicle and is connected to the outside.

[0021] Optionally, along the transverse direction of the vehicle, the air outlet of the second airflow channel is closer to the inside of the vehicle than the air inflow of the second airflow channel.

[0022] Optionally, the second airflow channel includes a first sub-airflow and a second sub-airflow; The air inlet end of the first sub-airway and the air inlet end of the second sub-airway converge and are connected to the air outlet end of the first airway. The air outlets of the first sub-air passage and the second sub-air passage are both separately positioned facing the rear of the vehicle and connected to the outside.

[0023] Optionally, along the height direction of the vehicle, the passage of the first sub-air passage is located closer to the bottom of the vehicle than the passage of the second sub-air passage; and / or, The air outlet of the first sub-air passage is closer to the bottom of the vehicle than the air outlet of the second sub-air passage.

[0024] Optionally, the first sub-airway has an extension section extending from its own air inlet end to its air outlet end; The second sub-air passage has an extension section extending from its own air inlet end to its air outlet end, and the extension section of the first sub-air passage extends in a direction closer to the inside of the vehicle than the extension section of the second sub-air passage.

[0025] Optionally, the air outlet of the first air channel and the air inlet of the second air channel have a gap at the connection near the outside of the vehicle and an overlapping position at the connection near the inside of the vehicle.

[0026] Optionally, the rear end of the support member has a rear end wall, and the rear end wall and the second air flow channel have a distance L1 in the airflow direction; The spacing L1 ensures that the extension line of the innermost point P1 on the rear end wall and the frontmost point P2 of the second airflow channel does not cross the outer shell trim located outside the support component.

[0027] Optionally, the rear end of the housing trim has a shielding portion; The shielding portion is located behind the support member in the longitudinal direction of the vehicle and is capable of covering at least a portion of the rear end of the support member. The spacing L1 ensures that the extension lines passing through points P1 and P2 do not cross the occluding portion.

[0028] Optionally, the support component is provided with multiple receiving slots; The vehicle's rear bumper and / or side panel sheet metal are provided with mounting slots on the outside, and the support component is connected to the vehicle body by mounting clips being snapped into the mounting slots. The mounting clip is installed in the receiving groove, wherein the diameter of the hole for installing the mounting clip in at least one receiving groove is smaller than the diameter of the holes in the other receiving grooves.

[0029] Optionally, there are multiple mounting clips and mounting slots, and each of the multiple mounting clips corresponds to one of the multiple mounting slots.

[0030] With the above technical solution, since the supporting component is provided with a first airflow channel, and the first airflow channel is connected to at least one airflow channel of the vehicle, this arrangement allows the airflow flowing into the first airflow channel to be directed to more locations on the vehicle body for discharge, facilitating the aerodynamic design of the vehicle body and helping to reduce the vehicle's wind resistance. That is, during the vehicle's forward movement, the airflow can pass through the first airflow channel and the vehicle, thereby helping to reduce the wind resistance experienced by the vehicle's structural components and thus improving the vehicle's aerodynamic performance.

[0031] Furthermore, in this application, since the first airflow channel is defined by the support member body and the protrusion, in other words, the first airflow channel is defined by the support member alone to form a complete structure, that is, the airflow channel wall of the first airflow channel is completely defined by the support member. Therefore, the support member can provide good rigidity for the first airflow channel, which is conducive to giving the first airflow channel good structural stability. This is beneficial to improving the stability of the airflow passing through the first airflow channel, making the wind resistance of the vehicle easier to control. It is also beneficial to offset the position of the first airflow channel from other structures in the vehicle structural component area, thereby avoiding the reduction of the flow area of ​​the first airflow channel due to the encroachment of other structures, and further improving the aerodynamic performance of the vehicle.

[0032] Furthermore, since the first airflow channel is located on the support component, the support component can be placed inside the outer shell trim, which also helps to hide the first airflow channel, thereby improving the aesthetics of the vehicle structural components and the vehicle.

[0033] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0035] Figure 1 This is an exploded view of a vehicle structural component provided in one embodiment of the present disclosure.

[0036] Figure 2 This is an exploded view of a vehicle structural component from another perspective, provided by one embodiment of this disclosure.

[0037] Figure 3 This is a partial schematic diagram of a vehicle provided in one embodiment of the present disclosure.

[0038] Figure 4 It is along Figure 3 A partial sectional view along the AA direction.

[0039] Figure 5 It is along Figure 3 A partial sectional view along the BB direction.

[0040] Figure 6 It is along Figure 3 A partial cross-sectional view along the CC direction.

[0041] Figure 7 yes Figure 5 A magnified view of a portion of point E in the middle.

[0042] Figure 8 This is a partial cross-sectional schematic diagram of a vehicle provided in one embodiment of the present disclosure, with arrows indicating the flow paths of airflow in the first sub-air passage and the second sub-air passage, respectively. The arrow with a dashed tail indicates the flow path of airflow in the second sub-air passage.

[0043] Figure 9 This is a partial three-dimensional structural schematic diagram of a vehicle provided in one embodiment of the present disclosure.

[0044] Figure 10 This is a front view of a support member provided in one embodiment of the present disclosure, wherein the positions corresponding to the first receiving groove and the second receiving groove are shown by dashed lines.

[0045] Figure 11 This is a schematic diagram of the cooperation between the first receiving slot and the mounting clip provided in one embodiment of this disclosure.

[0046] Figure 12 This is a schematic diagram of the cooperation between the second receiving slot and the mounting clip provided in one embodiment of this disclosure.

[0047] Figure 13 This is a schematic diagram of the cooperation between a receiving slot other than the first receiving slot and the second receiving slot and a mounting clip, according to one embodiment of this disclosure.

[0048] Explanation of reference numerals in the attached figures 1000 - Vehicle; 100 - Vehicle structural component; 10 - Housing trim; 101 - Housing body; 11 - First shield; 12 - Second shield; 13 - Third shield; 14 - Shield; 15 - Hook; 20 - Support component; 21 - Support component body; 22 - Protrusion; 23 - Extension; 24 - Mounting hole; 25 - Rear end wall; 26 - Support surface; 30 - First airflow channel; 301 - First wall section; 302 - Second wall section; 31 - First air passage wall; 32 - Second air passage wall; 41 - Sensor mounting structure; 411 - Receiving cavity; 412 - Bracket; 4121 - Mounting Mounting part; 4122-Sleeve; 42-First through hole; 43-Second through hole; 44-Notch; 50-Mounting port; 60-Mounting clip; 61-Receiving part; 70-Filling gap; 90-Adhesive part; 200-Sensor; 201-Snap-fit ​​part; 300-Rear bumper; 310-Second airflow channel; 311-First sub-airflow channel; 312-Second sub-airflow channel; 313-Third airflow channel wall; 314-Fourth airflow channel wall; 315-Extension wall; 500-Receiving groove; 510-First receiving groove; 520-Second receiving groove; 600-Connecting part; 610-Mounting clip slot; 700-Wheel. Detailed Implementation

[0049] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0050] In this disclosure, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally defined as upper, lower, top, and bottom in the normal operating state of a vehicle. They are used only for the convenience of describing this disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation construction and operation. Therefore, they should not be construed as limitations on this disclosure. For example, unless otherwise stated, when the vehicle is in normal driving, the direction towards the front of the vehicle is "front," the direction towards the rear of the vehicle is "rear," the direction towards the roof of the vehicle is "up," and the direction towards the floor is "lower." "Inner" and "outer" refer to the inner and outer contours of the corresponding components. In addition, the terms "first," "second," etc., are used to distinguish one element from another and do not have sequential or importance.

[0051] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup," "connection," "linking," and "installation" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand them according to the specific circumstances.

[0052] As mentioned above, improving the aerodynamic performance of vehicles has become an important research direction in this field.

[0053] In view of this, such as Figures 1 to 13 As shown, according to a first aspect of this disclosure, a vehicle structural assembly 100 is provided, including a support member 20 disposed in the wheel 700 region of a vehicle 1000 and connected to the vehicle body, for example, to a connecting member 600 on the vehicle body. The support member 20 includes a support member body 21 and a protrusion 22 disposed on the support member body 21. The protrusion 22 and the support member body 21 form a first airflow channel 30, which communicates with at least one airflow channel of the vehicle 1000. For example, the first airflow channel 30 may be enclosed between the support member body 21 and the protrusion 22, or the interior of the protrusion 22 itself may define a complete first airflow channel 30. The vehicle structural assembly 100 may further include a housing trim 10 located outside the support member 20 and supported by the support member 20.

[0054] It is understood that "the support component 20 is disposed in the wheel area of ​​the vehicle 1000 and connected to the vehicle body" can be understood as the support component 20 being connected to the vehicle body and located in the area above the wheel 700. For example, the support component 20 can be constructed as an arc-shaped component located above the wheel 700. The arc-shaped component can be, for example, a component with an approximate quarter-circle arc length or an approximate semi-circular component.

[0055] By using the above technical solution, by placing the support component 20 in the wheel 700 area, it is beneficial to protect the relevant parts on the vehicle body, such as the parts adjacent to the support component 20, from possible damage caused by the impact of foreign objects (such as gravel) carried by the wheel 700 during driving.

[0056] Furthermore, since the support component 20 is provided with a first airflow channel 30, and the first airflow channel 30 is connected to at least one airflow channel of the vehicle 1000, for example, the air inlet end of the first airflow channel 30 can face the front of the vehicle 1000 and be connected to the outside, and the air outlet end of the first airflow channel 30 can face the rear of the vehicle 1000 and be connected to at least one airflow channel of the vehicle 1000. This arrangement allows the airflow flowing into the first airflow channel 30 to be directed to more locations on the vehicle body for discharge, facilitating aerodynamic design of the vehicle body. On the other hand, it allows the airflow flowing into the first airflow channel 30 to be discharged from a location closer to the rear of the vehicle 1000, which helps reduce the wind resistance of the vehicle 1000. That is, during the forward movement of the vehicle 1000, the airflow can pass through the first airflow channel 30 and the vehicle 1000, thereby helping to reduce the wind resistance experienced by the vehicle structural component 100, and thus improving the aerodynamic performance of the vehicle 1000.

[0057] Furthermore, compared to related technologies where the air ducts of the wheel arch are formed on the outer trim panel of the wheel arch or between the wheel arch frame and the outer trim panel, resulting in exposed air ducts and poor structural stability under airflow, in this application, since the first air duct 30 is constructed by the support member body 21 and the protrusion 22, in other words, the first air duct 30 is defined by the support member 20 alone to form a complete structure. That is, the air duct wall of the first air duct 30 is completely defined by the support member 20. Therefore, the support member 20 can provide good rigidity for the first air duct 30, which is conducive to giving the first air duct 30 good structural stability. This is beneficial to improving the stability of the airflow passing through the first air duct 30, making the wind resistance of the vehicle 1000 easier to control. It is also beneficial to offset the position of the first air duct 30 from other structures (such as radar) in the vehicle structural component 100 area of ​​the vehicle 100, thereby avoiding the reduction of the flow area of ​​the first air duct 30 due to the encroachment of other structures, and further improving the aerodynamic performance of the vehicle 1000.

[0058] Furthermore, since the first airflow channel 30 is disposed on the support member 20, the support member 20 can be disposed inside the outer shell trim 10, which also helps to hide the first airflow channel 30, thereby improving the aesthetics of the vehicle structural component 100 and the vehicle 1000.

[0059] Furthermore, since the dimensions of the protrusion 22 only need to meet the requirements of the first airflow channel 30, the thickness of other areas of the support member body 21 can be appropriately reduced to save costs and reduce the space occupied by the support member 20. Moreover, since the protrusion 22 is easy to process and its shape is easy to control, the first airflow channel 30 can be defined by the support member body 21 and the protrusion 22 together, or by the protrusion 22 itself, both of which facilitate the processing of the first airflow channel 30 into the required shape.

[0060] In an embodiment where the support member body 21 and the protrusion 22 together enclose the first airflow channel 30, such as Figure 1 and Figure 2 As shown, the protrusion 22 can be constructed as a curved plate, with the opposite ends of the curved plate connected to the support member body 21 respectively. In this way, the outer side wall of the support member body 21 and the inner side wall of the curved plate together define the first air flow channel 30, which is simple in structure.

[0061] It is understandable that the air inlet end of the first air flow channel 30 can be directly connected to the outside, or indirectly connected to the outside through other air flow channels of the vehicle 1000. The air outlet end of the first air flow channel 30 can be directly connected to the outside, or indirectly connected to the outside through other air channels of the vehicle 1000. For example, the air outlet end of the first air flow channel 30 can be indirectly connected to the outside through the second air flow channel 310 on the rear bumper 300.

[0062] Here, the longitudinal direction of vehicle 1000 can be the front-to-back direction, the lateral direction of vehicle 1000 can be the left-to-right direction, and the height direction of vehicle 1000 can be the direction perpendicular to the ground on which vehicle 1000 is located. The longitudinal center plane of vehicle 1000 is the vertical center plane that extends along the front-to-back direction of vehicle 1000 and divides vehicle 1000 into two symmetrical left-to-right (lateral) parts.

[0063] In this article, "inner side" and "outer side" can be used to describe the position of the relevant component along the lateral direction of the vehicle 1000. In other words, they are used to describe the degree to which the relevant component is close to the longitudinal center plane of the vehicle 1000 along the lateral direction. The component located on the inner side is closer to the longitudinal center plane of the vehicle 1000 along the lateral direction than the component located on the outer side. In addition, the "inner side" and "outer side" of the vehicle body in this article have the same meaning as the "inner side" and "outer side" of the vehicle 1000, which are the degree to which the component is close to the longitudinal center plane of the vehicle 1000 along the lateral direction.

[0064] Similarly, "front" and "rear" both refer to the longitudinal direction of the vehicle 1000, and will not be elaborated further in this article.

[0065] For example, the fact that the support member 20 is located inside the housing trim 10 means that, along the transverse direction of the vehicle 1000, the support member 20 is closer to the longitudinal center plane of the vehicle 1000 than the housing trim 10.

[0066] This disclosure does not limit the specific location of the vehicle structural component 100. Optionally, the vehicle structural component 100 can be used in the front wheel area or the rear wheel area, as shown in the following example. Figure 3 In the embodiment shown, the vehicle structure component 100 is used in the rear wheel area.

[0067] This disclosure does not limit the connection method between the support member 20 and the outer shell trim 10. Optionally, the support member 20 and the outer shell trim 10 can be connected by welding or gluing.

[0068] Optionally, such as Figure 1 , Figure 2 , Figure 5 and Figure 6 As shown, the protrusion 22 is located on the inner surface of the support member body 21 facing the vehicle 1000 and protrudes inward, that is, it protrudes towards the longitudinal center plane of the vehicle 1000. In other words, the protrusion 22 is located on the side of the support member body 21 away from the outer shell trim 10 and protrudes towards the inner side of the vehicle 1000, that is, towards the longitudinal center plane of the vehicle 1000. This arrangement allows the first airflow channel 30 to be closer to the inner side of the vehicle 1000, that is, closer to the longitudinal center plane of the vehicle, without increasing the thickness of the support member body 21 along the lateral direction of the vehicle 1000. This facilitates the connection between the airflow outlet of the first airflow channel and other airflow channels on the vehicle body, and also facilitates the arrangement of other airflow channels on the vehicle body closer to the longitudinal center plane of the vehicle 1000, thereby helping to reduce the wind resistance of the vehicle 1000.

[0069] Furthermore, the protrusion 22 is located on the inner surface of the support component body 21 facing the vehicle 1000 and protrudes inward, which also helps to offset the position of the first air flow channel 30 from other structures of the vehicle 1000 in the vehicle structure component 100 area, thereby helping to ensure the flow area of ​​the first air flow channel 30.

[0070] This disclosure does not limit the connection method between the protrusion 22 and the support member body 21. As one embodiment, the protrusion 22 and the support member body 21 are integrally formed, which is beneficial to improving the connection strength between the protrusion 22 and the support member body 21, and also beneficial to improving the rigidity of the protrusion 22.

[0071] In other embodiments of this disclosure, the protrusion 22 and the support member body 21 can be processed and shaped separately and then assembled.

[0072] Optionally, such as Figures 1 to 3As shown, in the height direction of the vehicle 1000, the protrusion 22 on the support member 20 can be closer to the lower end of the support member 20 than the upper end of the support member 20.

[0073] Optionally, such as Figure 5 and Figure 6 As shown, the first airflow channel 30 can be connected to multiple airflow channels of the vehicle 1000 with different airflow directions. This arrangement helps to expand the aerodynamic design space of the vehicle 1000, thereby improving the aerodynamic performance of the vehicle 1000.

[0074] Optionally, such as Figure 5 and Figure 6 As shown, the air inlet end of the first airflow channel 30 is obscured by the front end of the housing trim 10 in the longitudinal direction of the vehicle, and / or, the air outlet end of the first airflow channel 30 is obscured by the rear end of the housing trim 10 in the longitudinal direction of the vehicle. In other words, along the transverse direction of the vehicle 1000, the projection of the air inlet end of the first airflow channel 30 onto the longitudinal center plane of the vehicle 1000 is covered by the projection of the housing trim 10 onto the longitudinal center plane of the vehicle 1000, and / or, along the transverse direction of the vehicle 1000, the projection of the air outlet end of the first airflow channel 30 onto the longitudinal center plane of the vehicle 1000 is covered by the projection of the housing trim 10 onto the longitudinal center plane of the vehicle 1000. With this configuration, the air inlet end and / or air outlet end of the first airflow channel 30 are not visible from the outside to the inside along the transverse direction of the vehicle 1000. The outer shell trim 10 can act as a cover, which helps to reduce the portion of the air inlet end and / or air outlet end of the first air flow channel 30 visible from both sides of the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0075] Optionally, such as Figure 5 and Figure 6 As shown, the air outlet of the first air channel 30 is closer to the inner side of the vehicle 1000, that is, closer to the longitudinal center plane of the vehicle. This arrangement allows the airflow entering the first air channel 30 to be discharged from a position closer to the inner side of the vehicle 1000, thereby improving the aerodynamic performance of the vehicle 1000.

[0076] Optionally, such as Figure 5 and Figure 6 As shown, the protrusion 22 is provided with a bend, so that the air inlet end and / or air outlet end of the first air flow channel 30 are formed into a trumpet shape.

[0077] By setting a bend, the air inlet and / or air outlet of the first airflow channel 30 are formed into a funnel shape, which can change the direction of airflow within the first airflow channel 30, causing the air outlet of the first airflow channel 30 to guide air towards the inside of the vehicle 1000. This facilitates the first airflow channel 30 to discharge airflow closer to the inside of the vehicle 1000, and also facilitates the connection between the air outlet of the first airflow channel 30 and an air passage closer to the inside of the vehicle 1000, such as the second airflow channel 310.

[0078] Furthermore, the air inlet end of the first air flow channel 30 is shaped like a trumpet, which helps to improve the smoothness of airflow entering the first air flow channel 30.

[0079] In addition, the bending section can reduce the space occupied by the support component 20, which facilitates the arrangement of other structures of the vehicle 1000.

[0080] As one implementation method, such as Figure 5 and Figure 6 As shown, the inner wall of the first airflow channel 30 is provided with a bend, so that the side wall of the first airflow channel 30 near its own air inlet end moves toward the inside of the vehicle 1000, so that the air inlet end of the first airflow channel 30 forms a trumpet shape, and / or, the inner wall of the first airflow channel 30 is provided with a bend, so that the side wall of the first airflow channel 30 near its own air outlet end moves toward the inside of the vehicle 1000, so that the air outlet end of the first airflow channel 30 guides airflow toward the inside of the vehicle 1000.

[0081] For example, such as Figure 5 and Figure 6 As shown, the first air passage 30 has a first air passage wall 31 near the longitudinal center plane of the vehicle 1000 and a second air passage wall 32 away from the longitudinal center plane of the vehicle 1000. The first air passage wall 31 is bent so that the first air passage wall 31 has a first wall segment 301. The rear end of the first wall segment 301 extends to the air outlet end of the first air passage 30. The rear end of the first wall segment 301 is closer to the longitudinal center plane of the vehicle 1000 than the front end. The second air passage wall 32 extends smoothly from front to back. The first air passage wall 31 has a second wall segment 302. The front end of the second wall segment 302 extends to the air inlet end of the first air passage 30. The rear end of the second wall segment 302 is connected to the front end of the first wall segment 301. The second air passage wall 32 extends smoothly from front to back towards the longitudinal center plane of the vehicle 1000 so that a trumpet-shaped air passage can be defined between the second air passage wall 32 and the second wall segment 302.

[0082] Here, smooth extension refers to an extension path without any bends, such as extending along a straight line.

[0083] Optionally, such as Figure 7As shown, the vehicle structural assembly 100 also includes a housing trim 10 disposed outside the support member 20. The rear end of the housing trim 10 has a shielding portion 14, which is located behind the support member 20 in the longitudinal direction of the vehicle 1000 and can cover at least a portion of the rear end of the support member 20. The rear end of the support member 20 has a rear end wall 25, which has a distance L1 between the rear end wall 25 and the second airflow channel 310 in the airflow direction. The distance L1 is such that the extension lines of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second airflow channel 310 cannot cross the shielding portion 14. That is, the distance L1 is such that the extension lines of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second airflow channel 310 intersect the shielding portion 14 (i.e., intersect with the solid structure of the housing trim 10, for example, with the inner surface of the housing trim 10). In other words, in the longitudinal direction of the vehicle 1000, the shielding part 14 is located behind the support member 20, and the projection of the shielding part 14 along the longitudinal direction of the vehicle 1000 can cover the projection of the rear end of the support member 20 along the longitudinal direction of the vehicle 1000. The rear end of the support member 20 has a rear end wall 25, and the rear end wall 25 and the second air flow channel 310 have a distance L1 in the airflow direction. The distance L1 is such that the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second air flow channel 310 can intersect the surface of the shielding part 14 near the rear end wall 25.

[0084] Since the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second airflow channel 310 intersects the side of the shielding part 14 near the rear end wall 25, when looking from one side of the vehicle 1000 towards the inside of the vehicle 1000, the line of sight can only pass through the rear end of the shielding part 14 and P2 to see the rear end wall 25, but cannot see the innermost point P1 on the rear end wall 25. In other words, under the shielding effect of the shielding part 14, it is beneficial to prevent the viewer outside the vehicle from seeing the internal structure of the airflow channel, thereby improving the aesthetics of the vehicle 1000.

[0085] It is understandable that the spacing L1 can be the minimum spacing between the rear end wall 25 and the second air flow channel 310 in the airflow direction.

[0086] Optionally, such as Figure 7 As shown, the support component 20 also includes an extension 23. The rear end wall 25, the extension 23, and the outer casing trim 10 cooperate to form a closed cavity. This arrangement allows for the convenient installation of relevant components, such as a sensor 200 (radar), within the cavity, and the cavity design enables the vehicle structural component 1000 to have a lighter weight.

[0087] Optionally, such as Figure 3As shown, the support member 20 has a support surface 26 and a snap-fit ​​portion. The support surface 26 is located on the outside of the support member 20 and is arranged to fit snugly with the housing trim 10. The snap-fit ​​portion can snap into the connecting member 600 on the vehicle 1000.

[0088] It is understood that in embodiments where a mounting clip 60 is provided on the inner side of the support component 20, the snap-fit ​​portion may include the mounting clip 60, and in embodiments where a mounting slot 610 is provided on the side panel or rear bumper 300, the connecting component 600 may be the side panel or rear bumper 300.

[0089] Optionally, such as Figure 7 , 10 to Figure 13 As shown, the support component 20 is provided with a plurality of receiving slots 500. The support component 20 is connected to the vehicle body by a plurality of mounting clips 60. The mounting clips 60 are installed in the receiving slots 500. The diameter of the mounting clip 60 in at least one receiving slot 500 is smaller than the diameter of the other receiving slots 500.

[0090] With this configuration, the smaller-diameter accommodating slot 500 among the multiple accommodating slots 500 can cooperate with the mounting clip 60 to achieve an interference fit, thereby positioning the support component 20 on the vehicle body. This facilitates the engagement of other mounting clips 60 with the vehicle body, which in turn improves the installation efficiency of the support component 20 on the vehicle body.

[0091] Optionally, such as Figure 4 As shown, the outer shell trim 10 includes an outer shell body 101 and a first shielding portion 11 connected to the lower end of the outer shell body 101. The outer shell body 101 covers the outer side of the support member 20. In the height direction of the vehicle 1000, the first shielding portion 11 is adapted to be located below the support member 20, and the projection of the first shielding portion 11 in the height direction of the vehicle 1000 can cover the projection of the lower end of the support member 20 in the height direction of the vehicle 1000.

[0092] Since the first shielding part 11 is connected to the lower end of the outer shell body 101, and the projection of the first shielding part 11 along the height direction of the vehicle 1000 can cover the projection of the lower end of the support member 20 along the height direction of the vehicle 1000, the first shielding part 11 can shield the lower end of the support member 20, preventing the lower end of the support member 20 from being exposed in the lateral or downward line of sight from the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0093] This disclosure does not limit the construction of the first shielding part 11, such as Figure 4As shown, the first shielding part 11 can be a plate-shaped flange. The plate-shaped flange is easy to process, especially in embodiments where the outer shell body 101 is a plate-shaped part. The plate-shaped flange can be integrally formed with the outer shell body 101 and formed by sheet metal forming, and has good connection strength with the outer shell body 101.

[0094] In another embodiment of this disclosure, the first shielding portion 11 may be a tubular flange.

[0095] Optionally, such as Figure 4 As shown, the plate-shaped flange is a straight plate and is connected to the outer shell body 101 at a right angle. This plate-shaped flange can cover the lower end of the support component 20 well and uses less material, which helps to reduce costs.

[0096] Optionally, such as Figure 4 As shown, the outer shell trim 10 includes an outer shell body 101 and a second shielding portion 12 connected to the upper end of the outer shell body 101. The outer shell body 101 covers the outer side of the support member 20. In the height direction of the vehicle 1000, the second shielding portion 12 is adapted to be located below the support member 20, and the projection of the second shielding portion 12 in the height direction of the vehicle 1000 can cover the projection of the upper end of the support member 20 in the height direction of the vehicle 1000.

[0097] Since the second shielding part 12 is connected to the upper end of the outer shell body 101, and the projection of the first shielding part 11 along the height direction of the vehicle 1000 can cover the projection of the lower end of the support member 20 along the height direction of the vehicle 1000, the second shielding part 12 can shield the upper end of the support member 20, preventing the upper end of the support member 20 from being exposed to the lateral or upper line of sight from the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0098] This disclosure does not limit the construction of the second shielding part 12, such as Figure 4 As shown, the second shielding part 12 is a plate-shaped flange. The plate-shaped flange is easy to process, especially in embodiments where the outer shell body 101 is a plate-shaped part. The plate-shaped flange can be integrally formed with the outer shell body 101 and formed by sheet metal forming, and has good connection strength with the outer shell body 101.

[0099] In another embodiment of this disclosure, the second shielding portion 12 may be a tubular flange.

[0100] Optionally, such as Figure 4As shown, the second shielding portion 12 can be a curved plate, comprising multiple connected plate segments along its height direction. The curved plate structure of the second shielding portion provides a unique visual effect, thereby enhancing the aesthetics of the vehicle structural component 100 and consequently improving the overall aesthetics of the vehicle 1000. Furthermore, the curved plate structure of the second shielding portion allows it to be adapted to the support member 20, which is also a curved plate.

[0101] Optionally, such as Figure 5 and Figure 6 As shown, the outer shell trim 10 includes an outer shell body 101 and a third shielding portion 13 connected to the front end of the outer shell body 101. The outer shell body 101 covers the outer side of the support member 20. In the longitudinal direction of the vehicle 1000, the third shielding portion 13 is located in front of the support member 20, and the projection of the third shielding portion 13 along the longitudinal direction of the vehicle 1000 can cover the projection of the front end of the support member 20 along the longitudinal direction of the vehicle 1000.

[0102] Since the third shielding part 13 is connected to the front end of the housing body 101, and the projection of the third shielding part 13 along the longitudinal direction of the vehicle 1000 can cover the projection of the front end of the support member 20 along the longitudinal direction of the vehicle 1000, the third shielding part 13 can block the front end of the support member 20, preventing the front end of the support member 20 from being exposed to the lateral or forward view from the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0103] This disclosure does not limit the construction of the third shielding part 13, such as Figure 5 and Figure 6 As shown, the third shielding part 13 is a plate-shaped flange. This plate-shaped flange can effectively cover the lower end of the support member 20, and uses less material, which helps to reduce costs.

[0104] In another embodiment of this disclosure, the second shielding portion 12 may be a tubular flange.

[0105] Optionally, such as Figure 5 and Figure 6 As shown, the housing trim 10 includes a housing body 101 and a fourth shielding portion (such as shielding portion 14 in the context) connected to the rear end of the housing body 101. The housing body 101 covers the outer side of the support member 20. In the longitudinal direction of the vehicle 1000, the fourth shielding portion is located behind the support member 20, and the projection of the fourth shielding portion along the longitudinal direction of the vehicle 1000 can cover the projection of the rear end of the support member 20 along the longitudinal direction of the vehicle 1000.

[0106] Since the fourth shielding part is connected to the rear end of the housing body 101, and the projection of the fourth shielding part along the longitudinal direction of the vehicle 1000 can cover the projection of the rear end of the support member 20 along the longitudinal direction of the vehicle 1000, the fourth shielding part can block the rear end of the support member 20, preventing the rear end of the support member 20 from being exposed to the lateral or rearward view from the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0107] This disclosure does not limit the construction of the fourth shielding part 14, such as Figure 5 and Figure 6 As shown, the fourth shielding part is a plate-shaped flange. This plate-shaped flange can effectively cover the lower end of the support member 20, and uses less material, which helps to reduce costs.

[0108] In another embodiment of this disclosure, the second shielding portion 12 may be a tubular flange.

[0109] Optionally, such as Figure 1 and Figure 2 As shown, the vehicle structure assembly 100 also includes a sensor mounting structure 41, which is disposed at the rear end of the vehicle structure assembly 100 along the longitudinal direction of the vehicle 1000. The sensor mounting structure 41 can be used to mount a sensor 200, which can be used to monitor relevant information around the vehicle, including road condition information and obstacle information. The sensor mounting structure 41 allows the sensor to be mounted on the vehicle structure assembly 100.

[0110] The sensor mounting structure 41 is located at the rear end of the vehicle structure assembly 100 along the longitudinal direction of the vehicle 1000, and the detection direction is facing the outside of the vehicle 1000. This arrangement is beneficial to enable the sensor 200 mounted on the vehicle structure assembly 100 to obtain good detection capability, thereby improving the detection capability of the vehicle 1000.

[0111] This disclosure does not limit the type of sensor mounting structure 41. As one embodiment, the sensor mounting structure 41 includes a radar mounting structure, which can be used to mount radar. That is, relevant information about the vehicle structural component 100 and the surrounding area of ​​the vehicle 1000 can be monitored via radar.

[0112] As another embodiment of this disclosure, sensor 200 may also include a camera.

[0113] This disclosure does not limit the construction of the sensor mounting structure 41. As one embodiment, such as Figure 1 and Figure 2As shown, the sensor mounting structure 41 includes a receiving cavity 411, which is defined by a support member 20 and a housing trim 10 located outside the support member 20. The receiving cavity 411 is used to install the sensor 200. The housing trim 10 is provided with a first through hole 42 communicating with the receiving cavity 411. The first through hole 42 is adapted to be opposite to the probe of the sensor 200.

[0114] Since the receiving cavity 411 is defined by the enclosure of the housing trim 10 and the support member 20, installing the sensor 200 in the receiving cavity 411 can protect the sensor 200 from the housing trim 10 and the support member 20, thereby reducing the risk of damage to the sensor 200.

[0115] Furthermore, the sensor 200 can be installed at a position where its probe is opposite to the first through hole 42, reducing the impact of the vehicle structural component 100 on the detection capability of the sensor 200, so that the probe of the sensor 200 can better detect the external environment of the vehicle structural component 100 through the first through hole 42.

[0116] Optionally, such as Figure 1 and Figure 2 As shown, the sensor mounting structure 41 also includes a bracket 412, which is arranged within the receiving cavity 411 for mounting the sensor 200. The bracket 412 provides a mounting point for the sensor 200, facilitating its installation within the receiving cavity 411. The bracket 412 also provides support for the sensor 200, ensuring it is held in a suitable position within the receiving cavity 411, thus helping to maintain the sensor 200's probe in a position opposite to the first through hole 42.

[0117] As another embodiment of this disclosure, the sensor 200 mounting structure 41 may be a welding point located on the outside of the housing trim 10.

[0118] This disclosure does not limit the construction of the support 412. As one embodiment, such as Figure 1 and Figure 2As shown, the bracket 412 includes a mounting part 4121 and a sleeve 4122. One end of the sleeve 4122 is connected to the mounting part 4121, which is connected to the receiving cavity 411. The mounting part 4121 is provided with a second through hole 43, which is opposite to a first through hole 42. A sensor 200 (such as a radar) is mounted on the sleeve 4122, and the sensor 200 is adapted to monitor the outside world through the second through hole 43 and the first through hole 42. With this configuration, the mounting part 4121 can be connected to the housing trim 10 or the support member 20, so that the sleeve 4122 is fixed in position within the receiving cavity 411. Then, the sensor 200 is mounted on the sleeve 4122, thus realizing the installation of the sensor 200 in the receiving cavity 411. Furthermore, since the mounting part 4121 is provided with a second through hole 43, the sensor 200 can monitor the outside world through the second through hole 43 and the first through hole 42, thereby helping to reduce the impact on the detection capability of the sensor 200.

[0119] Optionally, the mounting part 4121 can be connected to the inner side of the housing trim 10 by welding or by adhesive, so as to realize the installation of the mounting part 4121 in the receiving cavity 411. This disclosure does not limit this.

[0120] To facilitate the installation of the sensor 200 on the sleeve 4122, as one implementation method, such as Figure 1 and Figure 2 As shown, the sleeve 4122 is provided with a notch 44, one end of which extends axially to the end face of the sleeve 4122 away from the mounting part 4121. The notch 44 is adapted to engage with the snap-fit ​​part 201 on the sensor 200. The engagement between the notch 44 and the snap-fit ​​part 201 not only facilitates the installation of the sensor 200 on the sleeve 4122, but also facilitates the separation of the sensor 200 from the sleeve 4122, making the inspection and replacement of the sensor 200 easier.

[0121] Optionally, such as Figure 1 and Figure 2 As shown, the support component 20 is provided with a mounting port 50 communicating with the receiving cavity 411, and the mounting port 50 is adapted for the sensor 200 to pass through. Since the mounting port 50 allows the sensor 200 to pass through, after the vehicle structural component 100 is installed on the vehicle body, the sensor 200 can also be installed in the receiving cavity 411 through the mounting port 50, thereby optimizing the installation process of the vehicle structural component 100 and the sensor 200. Furthermore, the sensor 200 can be removed from the receiving cavity 411 through the mounting port 50, facilitating the inspection and maintenance of the sensor 200.

[0122] Optionally, such as Figure 1 and Figure 2As shown, the protrusion 22 is formed on the side wall of the support member 20 facing the inner side of the vehicle body, corresponding to the receiving cavity 411. The first airflow channel 30 is closer to the longitudinal center plane of the vehicle 1000 than the receiving cavity 411. This arrangement helps to hide the protrusion 22, making the vehicle structural component 100 and the vehicle 1000 more aesthetically pleasing. Furthermore, the fact that the first airflow channel 30 is closer to the inner side of the vehicle 1000, i.e., closer to the longitudinal center plane of the vehicle 1000, compared to the receiving cavity 411, ensures that the installation position of the first airflow channel 30 does not interfere with the sensor 200, avoiding a reduction in the flow area of ​​the first airflow channel 30 due to the encroachment of the sensor 200.

[0123] Optionally, such as Figure 1 and Figure 2 As shown, the vehicle structural assembly 100 also includes an adhesive 90, which is disposed between the outer shell trim 10 and the support member 20 so that the connecting surfaces of the outer shell trim 10 and the support member 20 fit together, thereby helping to avoid gaps between the outer shell trim 10 and the support member 20, which would affect the aesthetics of the vehicle structural assembly 100.

[0124] Furthermore, in the embodiment where the sensor 200 mounting structure 41 includes a receiving cavity 411, the adhesive 90 can serve as a seal, reducing the risk of external rainwater entering the receiving cavity 411 and affecting the sensor 200.

[0125] This disclosure does not limit the type of adhesive 90. As one embodiment, adhesive 90 can be double-sided tape or structural adhesive.

[0126] According to a second aspect of this disclosure, a vehicle 1000 is provided, including the vehicle structural component 100 described above.

[0127] Optionally, the vehicle 1000 includes a rear bumper 300, and the aforementioned at least one airflow channel includes a second airflow channel 310 located on the rear bumper 300. The air inlet end of the second airflow channel 310 communicates with the air outlet end of the first airflow channel 30, and the air outlet end of the second airflow channel 310 is positioned towards the rear of the vehicle 1000 and communicates with the outside. That is, the vehicle structural component 100 can be used in the rear wheel area of ​​the vehicle, so that the airflow entering the first airflow channel 30 is discharged to the rear of the vehicle 1000 through the second airflow channel 310.

[0128] Furthermore, the second airflow channel 310 is located inside the rear bumper 300, which not only gives the second airflow channel 310 good structural stability, thus helping to stabilize the airflow passing through the second airflow channel 310 and thereby improve the aerodynamic performance of the vehicle 1000, but also allows for more options in the position of the airflow outlet of the second airflow channel 310 on the rear bumper 300, thus facilitating the aerodynamic design of the vehicle 1000.

[0129] It is understood that the rear bumper 300 includes a body structure and a skin covering the body structure. In this disclosure, at least a portion of the second air passage 310 is located inside the body structure, and not limited to the outside of the skin or between the skin and the body structure.

[0130] Optionally, such as Figure 5 and Figure 6 As shown, along the transverse direction of the vehicle 1000, the air outlet of the second airflow channel 310 is closer to the inner side of the vehicle 1000 than the air inflow of the second airflow channel 310, that is, closer to the longitudinal center plane of the vehicle 1000. This arrangement allows the airflow flowing into the first airflow channel 30 and the second airflow channel 310 to be discharged from a position closer to the inner side of the vehicle 1000, thereby reducing the wind resistance of the vehicle 1000 and improving its aerodynamic performance.

[0131] Optionally, such as Figure 5 , 6 and Figure 8 As shown, the second airflow channel 310 includes a first sub-airflow channel 311 and a second sub-airflow channel 312. The air inlet end of the first sub-airflow channel 311 and the air inlet end of the second sub-airflow channel 312 converge and connect with the air outlet end of the first airflow channel 30. That is, the air inlet end of the first sub-airflow channel 311 and the air inlet end of the second sub-airflow channel 312 are connected, and the air inlet end of the first sub-airflow channel 311 is connected with the air outlet end of the first airflow channel 30. The air outlet ends of the first sub-airflow channel 311 and the air outlet ends of the second sub-airflow channel 312 are both separately arranged facing the rear of the vehicle 1000 and connected to the outside. Through the first sub-airflow channel 311 and the second sub-airflow channel 312, the airflow flowing into the second airflow channel 310 can be divided into two airflows, and the two airflows can be discharged from more positions behind the vehicle 1000, thereby helping to reduce the wind resistance of the vehicle 1000 and thus improving the aerodynamic performance of the vehicle 1000. Furthermore, the rear bumper 300 features multiple exhaust outlets, creating a unique visual effect that enhances its aesthetic appeal.

[0132] This disclosure does not limit the relative positions of the air outlet of the first sub-air passage 311 and the air outlet of the second sub-air passage 312. As one embodiment, along the height direction of the vehicle 1000, the passage of the first sub-air passage 311 is closer to the bottom of the vehicle 1000 than the passage of the second sub-air passage 312, and / or the air outlet of the first sub-air passage 311 is closer to the bottom of the vehicle 1000 than the air outlet of the second sub-air passage 312. In other words, the exhaust ports of the first sub-air passage 311 and the second sub-air passage 312 can be arranged in the vertical direction, and the channels of the first sub-air passage 311 and the second sub-air passage 312 can also be arranged in the vertical direction. This allows the airflow flowing into the second air passage 310 to be discharged to the outside from different heights through the first sub-air passage 311 and the second sub-air passage 312. It also allows the airflow flowing into the second air passage 310 to be discharged to the outside in different directions through the first sub-air passage 311 and the second sub-air passage 312. For example, the airflow can be discharged to the outside in the horizontal direction and the oblique upward direction, respectively. This is beneficial to further optimizing the aerodynamic performance of the vehicle 1000 and to making the rear of the vehicle 1000 more aesthetically pleasing.

[0133] As another embodiment of this disclosure, the air outlet of the first sub-air passage 311 may be located outside the air outlet of the second sub-air passage 312.

[0134] Optionally, such as Figure 8 As shown, the first sub-air passage 311 has an extension section extending from its own air inlet end to its air outlet end, and the second sub-air passage 312 has an extension section extending from its own air inlet end to its air outlet end. The extension section of the first sub-air passage 311 extends closer to the inside of the vehicle 1000 than the extension section of the second sub-air passage 312, that is, it extends closer to the longitudinal center plane of the vehicle 1000.

[0135] That is, the air inlet end of the first sub-air passage 311 can intersect with the air inlet end of the second sub-air passage 312. The extension section of the first sub-air passage 311 and the extension section of the second sub-air passage 312 are the parts after they split. In the part where they split, the first sub-air passage 311 is closer to the inside of the vehicle 1000 than the second sub-air passage 312.

[0136] This configuration allows the airflow to flow at different positions within the first sub-air passage 311 and the second sub-air passage 312. It also allows the outer contour of the rear bumper 300 to be closer to the inner side of the vehicle 1000 at the location corresponding to the first sub-air passage 311, making the vehicle 1000 more aesthetically pleasing and improving its aerodynamic performance.

[0137] It is understandable that at the junction of the first sub-air passage 311 and the second sub-air passage 312, the first sub-air passage 311 may be closer to the inside of the vehicle 1000 than the second sub-air passage 312, and the first sub-air passage 311 may also be farther away from the inside of the vehicle 1000 than the second sub-air passage 312.

[0138] Optionally, such as Figure 5 , 6 and Figure 8 As shown, neither the outer shell trim 10 nor the support member 20 extends into the second airflow channel 310; that is, both the outer shell trim 10 and the support member 20 are positioned outside the second airflow channel 310. Since the outer shell trim 10 and the support member 20 do not need to extend into the second airflow channel 310, assembly between the outer shell trim and the support member and the rear bumper 300 is easier. Furthermore, this helps reduce the impact of machining errors between the vehicle structural components 100 and the rear bumper 300 on their assembly, thereby reducing the precision requirements for the outer shell trim 10, the support member 20, and the rear bumper 300, and consequently reducing the machining costs of these components.

[0139] Optionally, such as Figure 5 and Figure 6 As shown, the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 310 have a gap at their connection near the outer side of the vehicle 1000, and an overlapping position at their connection near the inner side of the vehicle 1000, i.e., an overlapping portion at their connection near the inner side of the vehicle. For example, the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 310 have a gap in the airflow direction, and / or, the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 310 have a gap in a direction perpendicular to the airflow direction. This arrangement makes it easier to align the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 310, which helps to avoid interference between them due to processing errors, and provides a margin for deformation, preventing structural damage due to mutual interference when the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 310 deform.

[0140] It is understandable that the deformation of the first air channel 30 and the deformation of the second air channel 310 include, but are not limited to, the deformation caused by the external structure being pressed, the deformation caused by thermal expansion and contraction, etc.

[0141] Optionally, such as Figure 7As shown, the rear end of the support member 20 has a rear end wall 25. The rear end wall 25 and the second air flow channel 310 have a distance L1 in the airflow direction. The distance L1 is such that the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second air flow channel 310 does not cross the outer shell trim 10. That is, the distance L1 is such that the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second air flow channel 310 intersects the outer shell trim 10 (that is, intersects the solid structure of the outer shell trim 10, for example, intersects the inner surface of the outer shell trim 10). In other words, in the longitudinal direction of the vehicle 1000, at least a portion of the outer shell trim 10 is located behind the support member 20, and the rear end of the support member 20 has a rear end wall 25, the rear end wall 25 and the second air flow channel 310 having a distance L1 in the airflow direction, the distance L1 being such that the extension line passing through the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second air flow channel 310 can intersect the surface of the outer shell trim 10 near the rear end wall 25.

[0142] Since the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second airflow channel 310 intersects the outer shell trim 10, in the longitudinal direction of the vehicle 1000, the rear end of the outer shell trim 10 is further back than the rear end of its corresponding support member 20. And when looking from one side of the vehicle 1000 toward the inside of the vehicle 1000, the line of sight can only pass through the rear end of the outer shell trim 10 and the frontmost point P2 of the second airflow channel 310 to see the rear end wall 25, but cannot see the innermost point P1 on the rear end wall 25. In other words, under the obstruction of the outer shell trim 10 and the rear bumper 300, the structure inside the airflow channel can be avoided by the view outside the vehicle, which helps to improve the aesthetics of the vehicle 1000.

[0143] It is understandable that the spacing L1 can be the minimum spacing between the rear end wall 25 and the second air flow channel 310 in the airflow direction.

[0144] Optionally, such as Figure 7As shown, the rear end of the outer shell trim 10 has a shielding portion 14 (as the fourth shielding portion mentioned above). The shielding portion 14 is located behind the support member 20 in the longitudinal direction of the vehicle 1000 and can cover at least a portion of the rear end of the support member 20. The spacing L1 is such that the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second air flow channel 310 does not cross the shielding portion 14. That is, the spacing L1 is such that the extension line of the points P1 and P2 intersects the shielding portion 14 (i.e., intersects the solid structure of the shielding portion 14, for example, intersects the inner surface of the shielding portion 14). In other words, in the longitudinal direction of the vehicle 1000, the shielding part 14 is located behind the support member 20, and the projection of the shielding part 14 along the longitudinal direction of the vehicle 1000 can cover the projection of the rear end of the support member 20 along the longitudinal direction of the vehicle 1000. The rear end of the support member 20 has a rear end wall 25, and the rear end wall 25 and the second air flow channel 310 have a distance L1 in the airflow direction. The distance L1 is such that the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second air flow channel 310 can intersect the surface of the shielding part 14 near the rear end wall 25.

[0145] Since the extension line of the innermost point P1 on the rear end wall 25 and the frontmost point P2 of the second airflow channel 310 intersects the shielding part 14, when looking from one side of the vehicle 1000 towards the inside of the vehicle 1000, the line of sight can only pass through the rear end of the shielding part 14 and the frontmost point P2 of the second airflow channel 310 to see the rear end wall 25, but cannot see the innermost point P1 on the rear end wall 25. In other words, under the shielding effect of the shielding part 14 and the rear bumper 300, the structure inside the airflow channel can be avoided by the view outside the vehicle, which helps to improve the aesthetics of the vehicle 1000.

[0146] This disclosure does not limit the size of the gap between the air outlet end of the first airflow channel 30 and the air inflow end of the second airflow channel 310 in the airflow direction. As one embodiment, such as... Figure 5 , Figure 6 as well as Figure 7 As shown, the distance L1 between the air outlet end of the first air channel 30 and the air inlet end of the second air channel 310 in the airflow direction can be 3mm to 10mm. This gap between the air outlet end of the first air channel 30 and the air inlet end of the second air channel 310 is designed to reduce the impact of machining accuracy errors and deformation, and to prevent the gap from being too large, thus affecting airtightness and aesthetics.

[0147] Optionally, such as Figure 5 and Figure 6As shown, along the transverse direction of the vehicle 1000, the first airflow channel 30 has a first airflow channel wall 31 close to the longitudinal center surface of the vehicle 1000 and a second airflow channel wall 32 away from the longitudinal center surface of the vehicle 1000. Along the transverse direction of the vehicle 1000, the second airflow channel 310 has a third airflow channel wall 313 close to the longitudinal center surface of the vehicle 1000 and a fourth airflow channel wall 314 away from the longitudinal center surface of the vehicle 1000. The first airflow channel wall 31 and the third airflow channel wall 313 have a gap in the airflow direction, and the second airflow channel wall 32 and the fourth airflow channel wall 314 have a gap in the airflow direction.

[0148] To reduce the resistance to airflow from the first airflow channel 30 into the second airflow channel 310, as one implementation method, such as Figure 5 and Figure 6 As shown, the projection of the air outlet end of the first airflow channel 30 along the airflow direction is located within the projection of the air inlet end of the second airflow channel 310 along the airflow direction. This arrangement ensures that the airflow path is not obstructed by the air inlet end of the second airflow channel 310, which helps prevent the airflow flowing from the first airflow channel 30 into the second airflow channel 310 from impacting the air inlet end of the second airflow channel 310. This, in turn, helps reduce the resistance of the airflow flowing from the first airflow channel 30 into the second airflow channel 310, and thus helps reduce the wind resistance of the vehicle 1000.

[0149] Optionally, such as Figure 5 and Figure 6 As shown, along the transverse direction of the vehicle 1000, the first airflow channel 30 has a first airflow wall 31 close to the longitudinal center plane of the vehicle 1000. Along the transverse direction of the vehicle 1000, the second airflow channel 310 has a third airflow wall 313 close to the longitudinal center plane of the vehicle 1000 and a fourth airflow wall 314 away from the longitudinal center plane of the vehicle 1000. Along the direction of airflow, the projection of the end of the first airflow wall 31 close to the third airflow wall 313 coincides with the projection of the end of the third airflow wall 313 close to the first airflow wall 31. Alternatively, the end of the first airflow wall 31 close to the third airflow wall 313 is closer to the longitudinal center plane of the vehicle 1000 than the end of the third airflow wall 313 close to the first airflow wall 31. That is, along the direction of airflow, the projection of the end of the first airflow wall 31 close to the third airflow wall 313 is located inside the projection of the end of the third airflow wall 313 close to the first airflow wall 31.

[0150] The positions of the first air passage wall 31 and the third air passage wall 313 satisfy the above relationship, which helps to reduce the obstruction of the airflow from the first air passage 30 by the end of the third air passage wall 313, thereby helping to reduce the resistance of the airflow from the first air passage 30 into the second air passage 310, and further helping to reduce the wind resistance of the vehicle 1000.

[0151] Optionally, such as Figure 5 and Figure 6 As shown, the first airflow channel 30 has a second airflow channel wall 32 that is away from the longitudinal center plane of the vehicle 1000. Along the transverse direction of the vehicle 1000, the second airflow channel 310 has a fourth airflow channel wall 314 that is away from the longitudinal center plane of the vehicle 1000. The end of the second airflow channel wall 32 near the fourth airflow channel wall 314 is closer to the longitudinal center plane of the vehicle 1000 than the end of the fourth airflow channel wall 314 near the second airflow channel wall 32. That is, along the direction of airflow, the projection of the end of the second airflow channel wall 32 near the fourth airflow channel wall 314 is located inside the projection of the fourth airflow channel wall 314.

[0152] The positions of the second air passage wall 32 and the fourth air passage wall 314 satisfy the above relationship, which helps to reduce the obstruction of the airflow from the first air passage 30 by the end of the fourth air passage wall 314, thereby helping to reduce the resistance of the airflow from the first air passage 30 into the second air passage 310, and further helping to reduce the wind resistance of the vehicle 1000.

[0153] Optionally, such as Figure 5 and Figure 6 As shown, the rear bumper 300 also includes an extension wall 315 connected to one end of the third air duct wall 313 near the first air duct wall 31. Along the transverse direction of the vehicle 1000, the extension wall 315 is located inside the first air duct wall 31, and a filling gap 70 is provided between the extension wall 315 and the first air duct wall 31. The filling gap 70 is suitable for filling with foam. By filling the filling gap 70 with a sealant, such as foam, the sealant helps to reduce or eliminate the whistling generated by the airflow as it flows between the first air duct wall 31 and the third air duct wall 313, thereby helping to reduce wind noise when the airflow enters the second air duct 310.

[0154] Optionally, such as Figure 5 and Figure 6 As shown, in the extending direction of the extending wall 315, the dimension L5 of the portion of the extending wall 315 located inside the third air passage wall 313 is 5mm~10mm. The overlap between the extending wall 315 and the third air passage wall 313 satisfies L5, ensuring that the size of the filling gap 70 can be filled with sufficient foam, thereby effectively eliminating whistling and wind noise.

[0155] Optionally, such as Figure 5 and Figure 6As shown, the support member 20 includes a support member body 21 and an extension 23. Along the lateral direction of the vehicle 1000, the extension 23 is located on the outer side of the rear bumper 300. Furthermore, along the lateral direction of the vehicle 1000, the projection of the extension 23 is configured to cover the projection of the end of the rear bumper 300 closest to the support member body 21. The extension 23 can effectively shield the edge of the rear bumper 300, making it difficult for a viewer on one side of the vehicle 1000 to see the gap between the rear bumper 300 and the support member body 21, thereby improving the aesthetics of the vehicle 1000.

[0156] Furthermore, during the driving of the vehicle 1000, the extension 23 can block and guide the airflow, preventing the airflow from impacting the end of the rear bumper 300 near the support component body 21, thereby improving turbulence and reducing the overall vehicle wind resistance.

[0157] It is understandable that the line of sight on one side of the vehicle 1000 includes the line of sight to the side, diagonally in front, and diagonally behind.

[0158] Optionally, such as Figure 5 and Figure 6 As shown, the outer shell trim 10 covers the outer side of the support member body 21 and the extension 23. The outer shell trim 10 helps to improve the aesthetics of the vehicle 1000 and reduces the air resistance encountered by the airflow passing through the extension 23, thereby reducing the overall vehicle drag and improving the overall aerodynamic performance.

[0159] This disclosure does not limit the shape of the outer casing trim 10, such as Figure 5 and Figure 6 As shown, the outer surface of the housing trim 10 can be configured as a wind knife-shaped surface. The housing trim 10 configured as a wind knife-shaped surface can further reduce the wind resistance on the outside of the vehicle structural component 100, thereby improving the aerodynamic performance of the whole vehicle.

[0160] As another embodiment of this disclosure, the outer surface of the housing trim 10 may be constructed as a plane.

[0161] Optionally, such as Figure 5 and Figure 6 As shown, the minimum distance L2 between the extension 23 and the rear bumper 300 is 4mm to 20mm along a direction perpendicular to the airflow direction. Meeting the minimum distance L2 between the extension 23 and the rear bumper 300 ensures that the distance is sufficient to absorb deformation caused by pressure, machining accuracy errors, and deformation under high and low temperature conditions, without making the distance too large. This allows the extension 23 and the rear bumper 300 to maintain a good fit while achieving a good aesthetic appearance.

[0162] To facilitate the installation of the support component 20 on the vehicle body, as one implementation method, such as Figure 1 , 2 As shown in Figures 7 and 10, the inner side of the support component 20 is provided with one of a mounting clip 60 and a mounting slot 610, and the outer side of the rear bumper 300 and / or side panel of the vehicle 1000 is provided with the other of a mounting clip 60 and a mounting slot 610. That is, the outer side of the side panel of the vehicle 1000 is provided with the other of a mounting clip 60 and a mounting slot 610, or the outer side of the rear bumper 300 is provided with the other of a mounting clip 60 and a mounting slot 610, or both the outer side of the side panel and the outer side of the rear bumper 300 are provided with the other of a mounting clip 60 and a mounting slot 610. The mounting clip 60 is adapted to be engaged in the mounting slot 610.

[0163] By engaging the mounting clip 60 and the mounting slot 610, the support component 20 can be connected to the side panel sheet metal and / or the rear bumper 300, thereby enabling the support component 20 to be installed on the vehicle body. The installation process is simple and involves few scattered parts, which helps to reduce the difficulty of installing the support component 20 on the vehicle body.

[0164] Optionally, there are multiple mounting clips 60 and mounting slots 610, with each mounting clip 60 corresponding to a different mounting slot 610. This one-to-one engagement of the mounting clips 60 and mounting slots 610 improves the connection strength between the support component 20 and the vehicle body.

[0165] Furthermore, by designing the distribution of multiple mounting clips 60 and mounting slots 610, it is beneficial to ensure uniform stress distribution throughout the support component 20.

[0166] To improve the installation efficiency of the support component 20 on the vehicle body, optionally, such as Figure 7 , 10 to Figure 13 As shown, the support component 20 is provided with multiple receiving slots 500, and the rear bumper 300 and / or the side panel sheet metal of the vehicle 1000 are provided with mounting slots 610. The support component 20 is connected to the vehicle body by mounting clips 60 being snapped into the mounting slots 610. The mounting clips 60 are installed in the receiving slots 500, and the diameter of the mounting clips 60 in at least one receiving slot 500 is smaller than the diameter of the other receiving slots 500.

[0167] With this configuration, the smaller-diameter accommodating slot 500 among the multiple accommodating slots 500 can be engaged with the mounting clip 60, for example, by making an interference fit, to achieve the positioning of the support component 20 on the vehicle body. This makes it easier for other mounting clips 60 to engage with the vehicle body, thereby improving the installation efficiency of the support component 20 on the vehicle body.

[0168] Specifically, during installation, since at least one of the multiple receiving slots 500 has a smaller aperture than the others, the receiving slot 500 with the smaller aperture can limit the receiving portion 61 of the mounting clip 60. For example, the two can be interference-fitted to position the mounting clip 60. When the mounting clip 60 is engaged with the rear bumper 300 and / or side panel sheet metal, it can achieve a limiting fit with the mounting slot 610. Moreover, since there is a receiving slot 500 with a larger aperture among the multiple receiving slots 500, it is beneficial to allow the receiving portion 61 of the mounting clip 60 to be loosely fitted within the receiving slot 500 with a larger aperture. This allows adjustment of the position of the receiving portion 61 within the receiving slot 500, making it easier to engage the mounting clip 60 with the corresponding mounting slot 610 on the rear bumper 300 and / or side panel sheet metal. This helps reduce the difficulty of installing the support component 20 on the vehicle body.

[0169] like Figures 10 to 13 As shown, the plurality of receiving slots 500 may include a first receiving slot 510 and a second receiving slot 520. In the longitudinal direction of the vehicle 1000, the distance between two opposite slot walls of the first receiving slot 510 is smaller than the distance between two opposite slot walls of other receiving slots 500 (including the second receiving slot 520) in the plurality of receiving slots 500. In the height direction of the vehicle 1000, the distance between two opposite slot walls of the first receiving slot 510 and the distance between two opposite slot walls of the second receiving slot 520 are both smaller than the distance between two opposite slot walls of other receiving slots 500.

[0170] Thus, by rationally designing the aperture of the receiving portion 61 of the mounting clip 60, it achieves an interference fit with the groove wall of the first receiving groove 510 in both the longitudinal and height directions of the vehicle 1000. This allows the first receiving groove 510 to provide dual restraint for the mounting clip 60 inserted therein, both in the height and longitudinal directions of the vehicle 1000. Since the distance between the two opposite groove walls of the second receiving groove 520 is smaller than the distance between the two opposite groove walls of the other receiving grooves 500 in the height direction of the vehicle 1000, the second receiving groove 520 can also restrain the mounting clip 60 inserted therein in the height direction of the vehicle 1000.

[0171] In this way, by inserting the corresponding mounting clip 60 into the corresponding receiving slot 500 and cooperating with the corresponding mounting slot 610 on the vehicle body, both the positioning of the support component 20 on the vehicle body and the installation of the support component 20 on the vehicle body can be achieved. This helps to optimize the installation process of the support component 20 on the vehicle body, and the positioning of the support component 20 can be achieved without additional positioning parts and positioning steps, which helps to reduce the difficulty of installing the support component 20 on the vehicle body.

[0172] Furthermore, the spacing between the inner walls of the receiving grooves 500, except for the first receiving groove 510 and the second receiving groove 520, is relatively large, making it easier to insert the mounting clips 60. That is, except for the two positioning positions (i.e., the first receiving groove 510 and the second receiving groove 520), the other mounting clips 60 are relatively movable relative to the corresponding receiving grooves 500. This helps to avoid over-positioning, which makes it difficult for the mounting clips 60 to be inserted into the mounting slots, and further reduces the difficulty of installing the support component 20 on the vehicle body.

[0173] To improve the positioning accuracy of the first receiving groove 510 and the second receiving groove 520 for the mounting clip 60, as one embodiment, in the longitudinal direction of the vehicle 1000, the first receiving groove 510 is adapted to have an interference fit with the receiving portion of the mounting clip 60, and both the first receiving groove 510 and the second receiving groove 520 are adapted to have an interference fit with the receiving portion of the mounting clip 60. Through this interference fit, the first receiving groove 510 and the second receiving groove 520 can effectively limit the mounting clip 60 in the corresponding directions, that is, ensuring that the mounting clip 60 located in the first receiving groove 510 has no wobble in the longitudinal and height directions of the vehicle 1000, and that the mounting clip 60 located in the second receiving groove 520 has no wobble in the longitudinal direction of the vehicle 1000, thereby improving the positioning accuracy of the first receiving groove 510 and the second receiving groove 520 for the mounting clip 60.

[0174] To improve the reliability of the connection between the support component 20 and the vehicle body, as one implementation, the support component 20 is provided with a mounting hole 24, and the rear bumper 300 is provided with a threaded hole. Both the mounting hole 24 and the threaded hole extend in a direction parallel to the longitudinal direction of the vehicle 1000. The threaded hole is suitable for threaded fasteners passing through the mounting hole 24 to make threaded connections. By having threaded fasteners pass through the mounting hole 24 and make threaded connections with the threaded hole, the risk of the support component 20 detaching from the rear bumper 300 in the lateral direction of the vehicle 1000 is reduced, thereby improving the reliability of the connection between the support component 20 and the vehicle body.

[0175] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0176] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0177] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle structural component, characterized in that, Including support components; The support component is located in the wheel area of ​​the vehicle and is connected to the vehicle body; The supporting component includes a supporting component body and a protrusion disposed on the supporting component body; The protrusion and the supporting component body form a first airflow channel, which communicates with at least one airflow channel of the vehicle.

2. The vehicle structural component according to claim 1, characterized in that, The protrusion is located on the inner surface of the support component body facing the vehicle and protrudes inward.

3. The vehicle structural component according to claim 1, characterized in that, The protrusion is integrally formed with the body of the support component.

4. The vehicle structural component according to claim 1, characterized in that, The first airflow channel is adapted to communicate with multiple airflow channels of the vehicle that have different airflow directions.

5. The vehicle structural component according to claim 1, characterized in that, The protrusion is provided with a bending portion, so that the air inlet end and / or air outlet end of the first air flow channel are formed into a funnel shape.

6. The vehicle structural component according to claim 1, characterized in that, The air outlet of the first air channel is closer to the inside of the vehicle than the air inlet of the first air channel.

7. The vehicle structural component according to claim 1, characterized in that, The vehicle structural assembly also includes a housing trim piece disposed on the outside of the support member, the rear end of the housing trim piece having a shielding portion; The shielding portion is located behind the support member in the longitudinal direction of the vehicle and is capable of covering at least a portion of the rear end of the support member. The supporting component has a rear end wall at its rear end, which is adapted to have a distance L1 between itself and the second airflow channel of the vehicle in the airflow direction. The distance L1 is such that the extension line passing through the innermost point P1 on the rear end wall and the frontmost point P2 of the second airflow channel cannot cross the blocking part.

8. The vehicle structural component according to claim 7, characterized in that, The support component also includes an extension, and the rear end wall, the extension, and the outer shell trim form a closed cavity.

9. The vehicle structural component according to claim 1, characterized in that, The support component is provided with multiple receiving slots, and the support component is connected to the vehicle body through multiple mounting clips; The mounting clip is installed in the receiving groove, wherein the diameter of the hole for installing the mounting clip in at least one receiving groove is smaller than the diameter of the holes in the other receiving grooves.

10. The vehicle structural component according to any one of claims 1-9, characterized in that, The vehicle structural assembly also includes a sensor mounting structure disposed at the rear end of the vehicle structural assembly along the longitudinal direction of the vehicle.

11. The vehicle structural component according to claim 10, characterized in that, The sensor mounting structure includes a receiving cavity; The receiving cavity is defined by the support member and the outer shell trim located outside the support member; The receiving cavity is used to install the sensor; The outer casing has a first through hole communicating with the receiving cavity, and the first through hole is adapted to be opposite to the probe of the sensor.

12. The vehicle structural component according to claim 11, characterized in that, The sensor mounting structure also includes a bracket; The bracket is arranged inside the receiving cavity for mounting the sensor.

13. The vehicle structural component according to claim 12, characterized in that, The bracket includes a mounting part and a sleeve, one end of the sleeve is connected to the mounting part, and the mounting part is connected to the receiving cavity; The mounting part is provided with a second through hole, which is opposite to the first through hole; The sensor is mounted on the sleeve, and the sensor is adapted to monitor the outside world through the second through hole and the first through hole.

14. The vehicle structural component according to claim 13, characterized in that, The sleeve is provided with a notch, one end of which extends axially to the end face of the sleeve away from the mounting portion; The notch is adapted to engage with a snap-fit ​​part on the sensor.

15. The vehicle structural component according to claim 11, characterized in that, The protrusion is formed on the side wall of the support member facing the inside of the vehicle body at the location corresponding to the receiving cavity, and the first airflow channel is closer to the inside of the vehicle than the receiving cavity.

16. A vehicle, characterized in that, Includes the vehicle structural components according to any one of claims 1-15.

17. The vehicle according to claim 16, characterized in that, The vehicle includes a rear bumper, and the at least one airflow channel includes a second airflow channel located in the rear bumper; The air inlet end of the second air channel is connected to the air outlet end of the first air channel; The air outlet of the second air duct is positioned facing the rear of the vehicle and is connected to the outside.

18. The vehicle according to claim 17, characterized in that, Along the transverse direction of the vehicle, the air outlet of the second airflow channel is closer to the inside of the vehicle than the air inflow of the second airflow channel.

19. The vehicle according to claim 17, characterized in that, The second airflow channel includes a first sub-airflow channel and a second sub-airflow channel; The air inlet end of the first sub-airway and the air inlet end of the second sub-airway converge and are connected to the air outlet end of the first airway. The air outlets of the first sub-air passage and the second sub-air passage are both separately positioned facing the rear of the vehicle and connected to the outside.

20. The vehicle according to claim 19, characterized in that, Along the height direction of the vehicle, the passage of the first sub-air passage is closer to the lower part of the vehicle than the passage of the second sub-air passage; and / or, The air outlet of the first sub-air passage is closer to the bottom of the vehicle than the air outlet of the second sub-air passage.

21. The vehicle according to claim 19, characterized in that, The first sub-airway has an extension section that extends from its own air inlet end to its air outlet end; The second sub-air passage has an extension section extending from its own air inlet end to its air outlet end, and the extension section of the first sub-air passage extends in a direction closer to the inside of the vehicle than the extension section of the second sub-air passage.

22. The vehicle according to claim 17, characterized in that, The air outlet of the first air channel and the air inlet of the second air channel have a gap at the connection near the outside of the vehicle and overlap at the connection near the inside of the vehicle.

23. The vehicle according to claim 17, characterized in that, The rear end of the support component has a rear end wall, and the rear end wall and the second air flow channel have a distance L1 in the airflow direction; The spacing L1 ensures that the extension line of the innermost point P1 on the rear end wall and the frontmost point P2 of the second airflow channel does not cross the outer shell trim located outside the support component.

24. The vehicle according to claim 23, characterized in that, The rear end of the outer casing trim has a shielding portion; The shielding portion is located behind the support member in the longitudinal direction of the vehicle and is capable of covering at least a portion of the rear end of the support member. The spacing L1 ensures that the extension lines passing through points P1 and P2 do not cross the occlusion portion.

25. The vehicle according to claim 16, characterized in that, The support component is provided with multiple receiving slots; The vehicle's rear bumper and / or side panel sheet metal are provided with mounting slots on the outside, and the support component is connected to the vehicle body by mounting clips being snapped into the mounting slots. The mounting clip is installed in the receiving groove, wherein the diameter of the hole for installing the mounting clip in at least one receiving groove is smaller than the diameter of the holes in the other receiving grooves.

26. The vehicle according to claim 25, characterized in that, There are multiple mounting clips and mounting slots, and each of the multiple mounting clips corresponds to one of the multiple mounting slots.

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