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 first protrusion disposed on the support member body. The first protrusion and the support member body form a first airflow channel, which is located at the front end of the support member along the longitudinal direction of the vehicle. By providing the first airflow channel, airflow can pass through the vehicle structural component, which is beneficial to improving the aerodynamic performance of the vehicle. Furthermore, the first airflow channel is defined by the support member as a complete structure, which is beneficial to the first airflow channel having good structural stability, to the first airflow channel avoiding the need for other structures of the vehicle, and to the first airflow channel being concealed.

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 member disposed in the wheel area of ​​the vehicle and connected to the vehicle body. The support component includes a support component body and a first protrusion disposed on the support component body; The first protrusion and the body of the support member form a first airflow channel, which is located at the front end of the support member along the longitudinal direction of the vehicle.

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

[0006] Optionally, the support component further includes a support component body and a second protrusion disposed on the support component body; The second protrusion and the support member body form a second airflow channel, which is located at the rear end of the support member along the longitudinal direction of the vehicle.

[0007] Optionally, the second protrusion is located on the inner surface of the support member body facing the vehicle body and protrudes inward.

[0008] Optionally, the projections of the air outlet of the first air channel and the air inlet of the second air channel along the longitudinal direction of the vehicle at least partially overlap, so that the airflow flowing from the first air channel to the second air channel can be approximately tangent to the outer contour of the wheel.

[0009] Optionally, the air inlet end of the first airflow channel is adapted to communicate with the airflow channel on the front bumper of the vehicle, so that the airflow entering the airflow channel on the front bumper can be discharged through the first airflow channel.

[0010] Optionally, the air inlet end of the first air channel is closer to the inside of the vehicle than the air outlet end of the first air channel.

[0011] Optionally, the air outlet of the second air channel is connected to the air channel on the fender of the vehicle, so that the airflow discharged from the second air channel can flow along the vehicle body through the air channel of the fender and extend to the outer surface area of ​​the vehicle door.

[0012] Optionally, the first protrusion is provided with a bend, such that the air inlet end and / or air outlet end of the first airflow channel form a funnel shape; and / or, The second protrusion has a bend, which makes the air inlet end and / or air outlet end of the second air channel form a funnel shape.

[0013] Optionally, the support component further includes a sensor mounting structure for mounting a sensor.

[0014] Optionally, the sensor mounting structure includes a barrier cover disposed within the first airflow channel, the barrier cover being adapted to accommodate the sensor.

[0015] Optionally, the barrier is configured to divide the airflow in the first airflow channel into at least two airflows flowing in a preset direction.

[0016] Optionally, the two opposite ends of the barrier are respectively connected to the inner walls of the two sides of the first airflow channel located in the lateral direction of the vehicle, so that the barrier can separate the airflow in the first airflow channel into two airflows spaced apart in the height direction of the vehicle.

[0017] Optionally, the barrier cover is provided with a receiving cavity for accommodating the sensor; The vehicle structural assembly also includes a housing trim piece disposed on the outside of the support member, the housing trim piece having a first through hole communicating with the receiving cavity, the first through hole being adapted to be opposite to the probe of the sensor.

[0018] Optionally, the vehicle structural components also include housing trim; The housing trim includes a housing body and a shielding portion extending along the end of the housing body; The shielding portion extends toward the inside of the vehicle body and partially covers the support member along the entire contour of the vehicle structural assembly.

[0019] Optionally, the support component is provided with a plurality of receiving slots; The support component is connected to the vehicle body via multiple mounting clips, which are installed in the receiving slots, wherein the aperture of the mounting clip in at least one receiving slot is smaller than the aperture of the other receiving slots.

[0020] According to a second aspect of this disclosure, a vehicle is provided, including the vehicle structural components described above.

[0021] Optionally, the vehicle includes a front bumper, and a third airflow channel is provided inside the front bumper, wherein the air outlet of the third airflow channel is connected to the air inlet of the first airflow channel.

[0022] Optionally, the vehicle includes a fender, the fender being provided with a fourth airflow channel, the air inlet end of the fourth airflow channel being connected to the air outlet end of a second airflow channel on the support member, the air outlet end of the fourth airflow channel directing airflow to the outer surface area of ​​the front door.

[0023] Optionally, the support component is provided with a plurality of receiving slots; The front bumper and / or side panel sheet metal of the vehicle are provided with mounting slots. The support component is connected to the vehicle body by mounting clips. The mounting clips are installed in the receiving slots, wherein the diameter of the hole for mounting the mounting clip in at least one receiving slot is smaller than the diameter of the holes in other receiving slots.

[0024] Optionally, in the longitudinal direction of the vehicle, one of a hook and a hole is provided on the inner side of the outer shell trim located outside the support member; The outer side of the front bumper of the vehicle is provided with a hook and a hole, the hook being adapted to engage with the hole.

[0025] Optionally, the side panel of the vehicle includes a first sheet metal portion, which is spaced apart from and located outside the outer shell trim of the vehicle structural component. Along the lateral direction of the vehicle, the first sheet metal portion covers the upper end of the outer shell trim.

[0026] Optionally, the support component includes a support component body and a frame shielding part, wherein the frame shielding part is connected to the air outlet end of the first air flow channel and / or the air inlet end of the second air flow channel disposed on the support component; The frame shielding portion can cover one end of the wheel cover near the first airflow channel and / or one end of the second airflow channel.

[0027] Optionally, there is a gap between the frame shield and the wheel cover.

[0028] With the above technical solution, since the support component itself is provided with a first air flow channel, which is located at the front end of the support component along the longitudinal direction of the vehicle, during the forward movement of the vehicle, the air flowing to the front of the vehicle structural components can flow to the wheel area through the first air flow channel and form an airflow that passes through the support component via the first air flow channel. This helps to reduce the wind resistance of the vehicle structural components and thus improve the aerodynamic performance of the vehicle.

[0029] Furthermore, since the first airflow channel is defined by a single supporting component to form a complete structure, that is, the airflow channel wall of the first airflow channel is completely defined by the supporting component, the supporting component can provide good rigidity for the first airflow channel, which is conducive to giving the first airflow channel good structural stability. This helps to improve the stability of the airflow passing through the first airflow channel, making the wind resistance experienced by the vehicle easier to control. It also helps to offset the position of the first airflow channel from other structures in the vehicle structural component area, thereby helping to avoid the reduction of the flow area of ​​the first airflow channel due to the encroachment of other structures, and thus further improving the aerodynamic performance of the vehicle.

[0030] Furthermore, since the first airflow channel is located on the support component, the support component can be located 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.

[0031] 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

[0032] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0033] Figure 1 This is an exploded view of a vehicle structural component provided in one embodiment of the present disclosure.

[0034] Figure 2 This is a partial exploded view of a vehicle structural component provided in one embodiment of this disclosure.

[0035] Figure 3 This is a schematic diagram of the inner structure of a support member provided in one embodiment of the present disclosure.

[0036] Figure 4 This is a partial structural schematic diagram of a vehicle provided in one embodiment of the present disclosure.

[0037] Figure 5 This is a partial structural schematic diagram of a vehicle from another perspective, provided by one embodiment of this disclosure.

[0038] Figure 6 This is a partial cross-sectional schematic diagram of a vehicle provided in one embodiment of the present disclosure, showing a front bumper and some vehicle structural components in an assembled state.

[0039] Figure 7 This is a partial cross-sectional schematic diagram of a vehicle provided in one embodiment of the present disclosure, showing a fender and vehicle structural components in an assembled state.

[0040] Figure 8 This is a partial cross-sectional schematic diagram of a vehicle provided in one embodiment of the present disclosure, showing the side panel sheet metal and vehicle structural components in an assembled state.

[0041] Figure 9 This is a three-dimensional structural diagram of a support component provided in one embodiment of the present disclosure, wherein the areas where the first receiving groove and the second receiving groove are located are schematically shown by dashed lines.

[0042] Figure 10 This is a schematic diagram of the cooperation between the first receiving slot and the mounting clip provided in one embodiment of this disclosure.

[0043] Figure 11 This is a schematic diagram of the cooperation between the second receiving slot and the mounting clip provided in one embodiment of this disclosure.

[0044] Figure 12 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.

[0045] Figure 13 This is a partial cross-sectional schematic diagram of a vehicle provided in one embodiment of the present disclosure, in which the hook and the hole are shown.

[0046] 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 - Fourth shield; 15 - Hook; 20 - Support component; 21 - Support component body; 221 - First protrusion; 222 - Second protrusion; 24 - Mounting hole; 25 - Frame shield; 30 - First airflow channel; 40 - Second airflow channel; 41 - Sensor mounting structure; 411 - Receiving cavity; 412 - Bracket; 4121 - Mounting part; 4122 - Sleeve; 42 - First through hole; 43-Second through hole; 44-Notch; 45-Barrier cover; 46-Third through hole; 50-Mounting port; 60-Mounting clip; 61-Accommodation part; 71-Positioning pin; 80-Wheel cover mounting part; 90-Adhesive part; 200-Sensor; 201-Snap-fit ​​part; 300-Front bumper; 310-Third air duct; 320-Snap hole; 400-Side panel sheet metal; 410-Mounting slot; 500-Accommodation groove; 510-First accommodation groove; 520-Second accommodation groove; 600-Fender; 610-Fourth air duct; 700-Wheel; 800-Wheel cover; 900-Door. Detailed Implementation

[0047] 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.

[0048] 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 condition of a vehicle, and are used only for the convenience of describing this disclosure and for simplification, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation construction and operation, and therefore should not be construed as a limitation of this disclosure. "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 implications.

[0049] 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.

[0050] As mentioned above, improving the aerodynamic performance of vehicles has become an important research direction in this field.

[0051] In view of this, such as Figures 1 to 13As 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 the vehicle and connected to the vehicle body, for example, to a connecting member on the vehicle body. The support member 20 includes a support member body 21 and a first protrusion 221 disposed on the support member body 21. The first protrusion 221 and the support member body 21 form a first airflow channel 30, that is, the first airflow channel 30 can be enclosed between the support member body 21 and the first protrusion 221, or the interior of the first protrusion 221 itself can define a complete first airflow channel 30. The first airflow channel 30 is disposed at the front end of the support member 20 along the longitudinal direction of the vehicle 1000. The vehicle structural assembly 100 may further include a housing trim 10 located outside the support member 20 and can be supported by the support member 20.

[0052] It is understandable 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, or an annular component that is approximately semi-circular.

[0053] By using the above technical solution, the support component 20 is placed in the wheel area, which helps to protect the relevant parts on the vehicle body, such as the parts adjacent to the support component 20, from possible damage caused by foreign objects (such as gravel) carried by the wheels during driving.

[0054] Since the support component 20 itself has a first airflow channel 30, which is located at the front end of the support component 20 along the longitudinal direction of the vehicle 1000, the air inlet end of the first airflow channel 30 can face the front of the vehicle 1000 and communicate with the outside, and the air outlet end of the first airflow channel 30 can communicate with the wheel 700 area. Thus, when the vehicle 1000 is moving forward, the air flowing to the front of the vehicle structural component 100 can flow through the first airflow channel 30 to the wheel 700 area, and form an airflow that passes through the support component 20 via the first airflow channel 30. This helps to reduce the wind resistance of the vehicle structural component 100, and thus helps to improve the aerodynamic performance of the vehicle 1000.

[0055] Furthermore, compared to related technologies where the airflow channels of the wheel arch are formed on the outer trim panel of the wheel arch or between the support component and the outer trim panel, resulting in exposed airflow channels and poor structural stability of the airflow channels under airflow, in this application, since the first airflow channel 30 is defined by the support component 20 to form a complete structure, that is, the airflow channel wall of the first airflow channel 30 is completely defined by the support component 20, the support component 20 can provide good rigidity for the first airflow channel 30, which is conducive to giving the first airflow channel 30 good structural stability, thereby improving the stability of the airflow flowing through the first airflow channel 30, making the wind resistance of the vehicle 1000 easier to control, and also helps to offset the position of the first airflow channel 30 from other structures (such as radar) in the vehicle structural component 100 area of ​​the vehicle 100, thereby helping to avoid the reduction of the flow area of ​​the first airflow channel 30 due to the encroachment of other structures, and further improving the aerodynamic performance of the vehicle 1000.

[0056] Furthermore, since the first airflow channel 30 is disposed on the support member 20, the support member 20 can be disposed on the inner side of 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.

[0057] In addition, since the first airflow channel 30 is located at the front end of the support member 20 along the longitudinal direction of the vehicle 1000, the vehicle structure assembly 100 can be used in the front wheel area, thereby reducing the wind resistance of the vehicle in the front wheel area.

[0058] 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.

[0059] In this article, "inner side" and "outer side" can be used to describe the position of the relevant components in the lateral direction of the vehicle. In other words, they can be used to describe the degree to which the relevant components are close to the longitudinal center plane of the vehicle 1000 in the lateral direction. Components located on the inner side are closer to the longitudinal center plane of the vehicle 1000 in the lateral direction than components 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 they are close to the longitudinal center plane of the vehicle 1000 in the lateral direction.

[0060] Similarly, "front" and "rear" both refer to the longitudinal direction of the vehicle 1000, and will not be elaborated further in this article.

[0061] 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.

[0062] 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 below. Figures 4 to 7 In the embodiment shown, the vehicle structural component 100 is used in the front wheel area.

[0063] This disclosure does not limit the connection method between the support component 20 and the outer casing trim 10. Optionally, the support component 20 and the outer casing trim 10 can be connected by welding or gluing.

[0064] This disclosure does not limit the construction method of the first airflow channel 30; alternatively, such as... Figure 1 As shown, the support member 20 includes a support member body 21 and a first protrusion 221 disposed on the support member body 21. The first protrusion 221 forms a first airflow channel 30, that is, the support member body 21 and the first protrusion 221 enclose the first airflow channel 30, or the first protrusion 221 itself defines a complete first airflow channel 30. With this configuration, as long as the size of the first protrusion 221 meets 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.

[0065] Furthermore, since the first protrusion 221 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 first protrusion 221 together, or by the first protrusion 221 itself, which makes it convenient to process the first airflow channel 30 into the required shape.

[0066] In an embodiment where the support member body 21 and the first protrusion 221 together enclose the first airflow channel 30, such as Figure 1 As shown, the first protrusion 221 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 has a simple structure.

[0067] Optionally, such as Figure 1As shown, the first protrusion 221 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. In other words, the first protrusion 221 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 body. 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 30 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.

[0068] Furthermore, the first protrusion 221 is located on the inner surface 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 structural component 100 area, thereby helping to ensure the flow area of ​​the first air flow channel 30.

[0069] This disclosure does not limit the connection method between the first protrusion 221 and the support member body 21. As one embodiment, the first protrusion 221 and the support member body 21 are integrally formed, which is beneficial to improving the connection strength between the first protrusion 221 and the support member body 21, and also beneficial to improving the rigidity of the first protrusion 221.

[0070] In other embodiments of this disclosure, the first protrusion 221 and the support member body 21 can be processed and shaped separately and then assembled.

[0071] Optionally, such as Figure 1 As shown, the support member 20 also includes a support member body 21 and a second protrusion 222 disposed on the support member body 21. The second protrusion 222 and the support member body 21 form a second airflow channel 40. The second airflow channel 40 is disposed at the rear end of the support member 20 along the longitudinal direction of the vehicle 1000, that is, the second airflow channel 40 is enclosed between the support member body 21 and the second protrusion 222, or the second airflow channel 40 is defined by the interior of the second protrusion 222 itself.

[0072] Since the support component 20 has a second airflow channel 40 inside, and the second airflow channel 40 is located at the rear end of the support component 20 along the longitudinal direction of the vehicle 1000, during the forward movement of the vehicle 1000, the air flowing to the wheel 700 area can flow through the second airflow channel 40 to the rear side of the vehicle structural component 100, and form an airflow that passes through the support component 20 via the second airflow channel 40, which helps to reduce the wind resistance of the vehicle structural component 100 and thus helps to improve the aerodynamic performance of the vehicle 1000.

[0073] Furthermore, since the second airflow channel 40 is defined by the support member 20 to form a complete structure, that is, the airflow channel wall of the second airflow channel 40 is completely defined by the support member 20, the support member 20 can provide good rigidity for the second airflow channel 40. This is beneficial for the first airflow channel 30 and the second airflow channel 40 to have good structural stability, thereby improving the stability of the airflow passing through the second airflow channel 40. This makes it easier to control the wind resistance experienced by the vehicle 1000. It also helps to offset the position of the second airflow channel 40 from other structures of the vehicle 1000 in the vehicle structural component 100 area, thereby helping to avoid the reduction of the flow area of ​​the second airflow channel 40 due to the encroachment of other structures, and further improving the aerodynamic performance of the vehicle 1000.

[0074] Furthermore, since the second airflow channel 40 is disposed on the support member 20, the support member 20 can be disposed inside the housing trim 10, which also helps to hide the second airflow channel 40, thereby improving the aesthetics of the vehicle structural component 100 and the vehicle 1000.

[0075] In addition, since the second airflow channel 40 is located at the rear end of the support member 20 along the longitudinal direction of the vehicle 1000, the air outlet end of the second airflow channel 40 can be connected with other airflow channels of the vehicle 1000 (such as the airflow channel on the fender 600 below), which is beneficial to guide the airflow to a place away from the vehicle structural component 100 and to prevent sludge and other debris brought by the exhaust from adhering to the vehicle structural component 100.

[0076] Understandably, as long as the dimensions of the second protrusion 222 meet the requirements of the second airflow channel 40, the thickness of other areas of the support component body 21 can be appropriately reduced to save costs and reduce the space occupied by the support component 20.

[0077] Furthermore, since the second protrusion 222 is easy to process and its shape is easy to control, the second airflow channel 40 can be defined by the support member body 21 and the second protrusion 222 together, or by the second protrusion 222 itself, which makes it easy to process the second airflow channel 40 into the required shape.

[0078] In the embodiment where the support member body 21 and the second protrusion 222 together enclose the second airflow channel 40, such as Figure 1 As shown, the second protrusion 222 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 second air flow channel 40, which has a simple structure.

[0079] Optionally, such as Figure 1 As shown, the second protrusion 222 is located on the inner surface of the support member body 21 facing the vehicle body and protrudes inward, that is, it protrudes towards the longitudinal center plane of the vehicle. In other words, the second protrusion 222 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 body. This arrangement allows the second airflow channel 40 to be closer to the longitudinal center plane of the vehicle 1000 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 second airflow channel 40 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.

[0080] Furthermore, the second protrusion 222 is located on the inner surface of the support component body 21 facing the vehicle body 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.

[0081] This disclosure does not limit the connection method between the second protrusion 222 and the support member body 21. As one embodiment, the second protrusion 222 and the support member body 21 are integrally formed, which is beneficial to improving the connection strength between the second protrusion 222 and the support member body 21, and also beneficial to improving the rigidity of the second protrusion 222.

[0082] In other embodiments of this disclosure, the second protrusion 222 and the support member body 21 can be processed and shaped separately and then assembled.

[0083] Optionally, such as Figure 3 and Figure 4As shown, the air outlet of the first air duct 30 is obscured by the housing trim 10 in the longitudinal direction of the vehicle, and / or the air inlet of the second air duct 40 is obscured by 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 outlet of the first air duct 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 inlet of the second air duct 40 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 outlet of the first air duct 30 and / or the air inlet of the second air duct 40 are not visible when viewed from the outside to the inside along the transverse direction of the vehicle 1000. The outer shell trim 10 can act as a shield, which helps to reduce the portion of the airflow outlet of the first airflow channel 30 and / or the airflow inlet of the second airflow channel 40 that is visible from both sides of the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0084] Optionally, the projections of the air outlet of the first air channel 30 and the air inlet of the second air channel 40 along the longitudinal direction of the vehicle at least partially overlap, so that the airflow flowing through the first air channel 30 to the second air channel 40 can be approximately tangent to the outer contour of the wheel 700.

[0085] This design helps reduce the impact of airflow on the wheels 700, thereby reducing the wind resistance on the wheels 700 and improving the aerodynamic performance of the vehicle 1000.

[0086] The air outlet of the first air channel 30 and the air inlet of the second air channel 40 can be arranged opposite each other, or they can be partially opposite each other. This disclosure does not limit this arrangement.

[0087] Optionally, the air outlet of the second air duct 40 is connected to the air duct on the fender 600 of the vehicle 1000, so that the airflow discharged from the second air duct 40 can flow along the vehicle body through the air duct of the fender 600 and extend to the outer surface area of ​​the door 900 of the vehicle 1000.

[0088] This design helps reduce the impact of airflow on the door 900, thereby reducing the wind resistance on the door 900. Furthermore, it also helps to reduce the angle between the direction of the airflow discharged from the second airflow channel 40 and the longitudinal direction of the vehicle 1000, thus improving the aerodynamic performance of the vehicle 1000.

[0089] In addition, as mentioned above, the airflow channel of the fender 600 can also keep the exhaust airflow away from the vehicle structural component 100, preventing sludge and other debris from the exhaust from adhering to the vehicle structural component 100.

[0090] Optionally, such as Figure 6 As shown, the air inlet end of the first airflow channel 30 is closer to the inner side of the vehicle 1000, that is, closer to the longitudinal center plane of the vehicle 1000, than the air outlet end of the first airflow channel 30. This arrangement facilitates the rearward discharge of air encountered by the portion of the vehicle 1000 closer to its longitudinal center plane, thereby helping to reduce the wind resistance experienced by the vehicle 1000. Furthermore, in embodiments where the vehicle structural assembly 100 is used as a front vehicle structural assembly, it is convenient for the air inlet end of the first airflow channel 30 to extend to the position of the front bumper 300.

[0091] Optionally, such as Figure 6 As shown, the first protrusion 221 is provided with a bend, so that the air inlet end and / or air outlet end of the first air flow channel 30 form a trumpet shape.

[0092] By providing a bend in the inner wall of the first airflow channel 30, the airflow direction can be changed within the first airflow channel 30, causing the second end of the first airflow channel 30 to guide the airflow toward the inner side of the vehicle 1000. This facilitates the first airflow channel 30 to discharge the airflow closer to the inner side of the vehicle 1000, and also facilitates the connection between the second end of the first airflow channel 30 and an airflow channel closer to the inner side of the vehicle 1000, such as the third airflow channel 310.

[0093] Furthermore, it can make the first end of the first air flow channel 30 form a funnel shape, thereby improving the smoothness of airflow entering the first air flow channel 30.

[0094] 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.

[0095] As one implementation method, such as 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 air inlet end moves toward the inside of the vehicle body, 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 air outlet end moves toward the inside of the vehicle body, so that the air outlet end of the first airflow channel 30 guides air toward the inside of the vehicle body.

[0096] Optionally, such as Figure 7 As shown, the second protrusion 222 is provided with a bend, so that the air inlet end and / or air outlet end of the second air flow channel 40 form a trumpet shape.

[0097] By providing a bend in the inner wall of the second airflow channel 40, the airflow direction can be changed within the second airflow channel 40, causing the second end of the second airflow channel 40 to guide the airflow towards the inside of the vehicle 1000. This facilitates the second airflow channel 40 to discharge the airflow closer to the inside of the vehicle 1000, and also facilitates the connection between the second end of the second airflow channel 40 and the airflow channel closer to the inside of the vehicle 1000, such as the fourth airflow channel 610.

[0098] Furthermore, it can make the first end of the second airflow channel 40 form a funnel shape, thereby improving the smoothness of airflow entering the second airflow channel 40.

[0099] 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.

[0100] As one implementation method, such as Figure 7 As shown, the inner wall of the second airflow channel 40 is provided with a bend, so that the side wall of the second airflow channel 40 near its air inlet end moves toward the inside of the vehicle body, so that the air inlet end of the second airflow channel 40 forms a trumpet shape, and / or, the inner wall of the second airflow channel 40 is provided with a bend, so that the side wall of the second airflow channel 40 near its air outlet end moves toward the inside of the vehicle body, so that the air outlet end of the second airflow channel 40 guides air toward the inside of the vehicle body.

[0101] Optionally, such as Figure 7 As shown, the middle portion of the sidewall of the second airflow channel 40 near the longitudinal center plane of the vehicle 1000 protrudes in the opposite direction away from the inner side of the vehicle 1000, i.e., protrudes in the direction away from the longitudinal center plane of the vehicle, and / or, the middle portion of the sidewall of the second airflow channel 40 away from the inner side of the vehicle 1000, i.e., towards the longitudinal center plane of the vehicle, protrudes in the direction near the longitudinal center plane of the vehicle 1000, so as to at least enable the air inflow end of the second airflow channel 40 to form a horn-shaped air intake end.

[0102] This configuration allows the air inlet end of the second airflow channel 40 to be constructed in a trumpet shape, which helps to reduce the resistance of airflow into the second airflow channel 40. Furthermore, it allows the corresponding sidewall of the second airflow channel 40 to be recessed into the second airflow channel 40, thereby reserving space for other structures of the vehicle 1000.

[0103] Optionally, the air inlet end of the first airflow duct 30 is adapted to connect with other airflow ducts on the vehicle body, so that airflow entering other airflow ducts on the vehicle body can be discharged through the first airflow duct 30. This configuration allows airflow from more locations on the vehicle body to be directed to the first airflow duct 30, facilitating aerodynamic design of the vehicle body. On the other hand, it allows airflow to enter the first airflow duct 30 from a position closer to the front of the vehicle 1000, thereby helping to reduce wind resistance experienced by the vehicle 1000.

[0104] Optionally, the air outlet of the second air duct 40 is adapted to connect with other air ducts on the vehicle body, so that the airflow entering the second air duct 40 can be discharged through other air ducts on the vehicle body. This configuration allows the airflow entering the second air duct 40 to be directed to more locations on the vehicle body for discharge, facilitating aerodynamic design. Furthermore, it allows the airflow entering the second air duct 40 to be discharged closer to the rear of the vehicle 1000, thereby helping to reduce the vehicle 1000's wind resistance.

[0105] In this disclosure, the first airflow channel 30 and the second airflow channel 40 can be connected to any other airflow channel on the vehicle body. This disclosure does not limit this connection. As one embodiment, such as Figure 6 As shown, the air inlet end of the first airflow channel 30 is adapted to communicate with an airflow channel on the front bumper 300 so that airflow entering the airflow channel on the front bumper 300 can be discharged through the first airflow channel 30, and / or, the air outlet end of the second airflow channel 40 is adapted to communicate with an airflow channel on the fender 600 so that airflow entering the second airflow channel 40 can be discharged through the airflow channel on the fender 600. In other words, the vehicle structural component 100 can be used in the front wheel area of ​​the vehicle so that airflow entering the airflow channel on the front bumper 300 can be discharged through the first airflow channel 30, and / or so that airflow entering the second airflow channel 40 can be discharged through the airflow channel on the fender 600.

[0106] Furthermore, since the fender 600 can extend to the door 900, the air outlet of the second air duct 40 is connected to the air duct on the fender 600 (i.e., the fourth air duct 610), so that the airflow entering the second air duct 40 can be discharged from a relatively rear position (i.e., the door 900), which is beneficial to improving the aerodynamic performance of the vehicle 1000.

[0107] As mentioned above, such as Figure 7As shown, in the longitudinal direction of the vehicle 1000, the projection of the air outlet of the first airflow channel 30 at least partially overlaps with the projection of the air inflow of the second airflow channel 40. In the transverse direction of the vehicle 1000, the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 40 are at least partially opposite to each other. Since the air outlet of the first airflow channel 30 can communicate with the wheel 700 area, and the air inflow of the second airflow channel 40 can also communicate with the wheel 700 area, the fact that the air outlet of the first airflow channel 30 and the air inflow of the second airflow channel 40 are at least partially opposite to each other facilitates the entry of airflow discharged from the air outlet of the first airflow channel 30 into the air inflow of the second airflow channel 40. This helps reduce the wind resistance experienced by the vehicle 1000 and thus improves the aerodynamic performance of the vehicle 1000.

[0108] Optionally, such as Figure 1 and Figure 2 As shown, the vehicle structure assembly 100 also includes a sensor mounting structure 41, which can be used to mount a sensor 200. The sensor 200 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.

[0109] The sensor mounting structure 41 can be set at the front end of the vehicle structure component 100 along the longitudinal direction of the vehicle 1000, and the detection direction is facing the outside of the vehicle 1000. This setting is beneficial to enable the sensor 200 installed on the vehicle structure component 100 to obtain good detection capability, thereby improving the detection capability of the vehicle 1000.

[0110] 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.

[0111] As another embodiment of this disclosure, sensor 200 may also include a camera.

[0112] Optionally, such as Figures 1 to 3 As shown, the support component 20 also includes a sensor mounting structure 41 for mounting the sensor 200. The sensor 200 can be used to monitor relevant information around the vehicle 1000, including road condition information and obstacle information.

[0113] The sensor mounting structure 41 allows the sensor 200 to be mounted on the vehicle structural component 100. The sensor 200 mounted on the vehicle structural component 100 can obtain good detection capabilities, thereby improving the information collection capabilities of the vehicle 1000. The sensor mounting structure 41 can be located at the end of the vehicle structural component 100 located in the lateral direction of the vehicle 1000 to further enhance the detection capabilities of the sensor 200.

[0114] This disclosure does not limit the construction of the sensor mounting structure 41. As one embodiment, such as Figures 1 to 3 As shown, the sensor mounting structure 41 includes a baffle 45 disposed within the first airflow channel 30, the baffle 45 being adapted to accommodate the sensor 200. Since the baffle 45 is located within the first airflow channel 30 and can accommodate the sensor 200, and the baffle 45 can protect the sensor 200 from the airflow within the first airflow channel 30, by placing the sensor 200 within the baffle 45, the sensor 200 can be positioned within the first airflow channel 30. This allows the sensor 200 to be placed in more locations on the vehicle structural assembly 100, such as in the positive pressure zone of the vehicle structural assembly 100. This, in turn, facilitates the placement of the sensor 200 in areas that better monitor relevant information around the vehicle 1000, thereby improving the information collection capability of the vehicle 1000.

[0115] Optionally, such as Figure 1 and Figure 2 As shown, the baffle 45 is configured to divide the airflow within the first airflow channel 30 into at least two (or two streams) airflows flowing in a preset direction. In other words, the baffle 45 can separate the airflow within the first airflow channel 30, causing the airflow exiting from the air outlet of the first airflow channel 30 to be divided into at least two airflows flowing in different directions. Therefore, by designing the position and shape of the baffle 45, the airflow exiting from the air outlet of the first airflow channel 30 can be divided into airflows flowing in a preset direction, thereby facilitating the aerodynamic design of the vehicle 1000 and improving its aerodynamic performance.

[0116] This disclosure does not limit the connection method of the barrier cover 45 within the first airflow channel 30. As one embodiment, such as Figure 1 and Figure 2As shown, the two opposite ends of the baffle 45 are respectively connected to the inner walls of the first airflow channel 30 on both sides of the vehicle 1000 in the lateral direction, so that the baffle 45 can separate the airflow in the first airflow channel 30 into two airflows spaced apart in the height direction of the vehicle 1000. By separating the airflow in the first airflow channel 30 into two airflows spaced apart in the height direction of the vehicle 1000 by the baffle 45, it is beneficial to reduce the impact of the airflow on the wheels 700, thereby helping to reduce the wind resistance experienced by the vehicle 1000.

[0117] Furthermore, in the embodiment where a receiving cavity 411 is provided inside the barrier cover 45 and the support member 20 is provided with an installation port 50 communicating with the receiving cavity 411, the two opposite ends of the barrier cover 45 are respectively connected to the inner walls of the two sides of the first air flow channel 30 located in the transverse direction of the vehicle 1000, which is conducive to the installation port 50 being located in a convenient operation position, that is, the side of the support member 20 close to the longitudinal center plane of the vehicle 1000.

[0118] As another embodiment of this disclosure, the two opposite ends of the barrier 45 can be respectively connected to the inner walls of the two sides of the first airflow channel 30 located laterally in the vehicle 1000. To reduce the resistance to airflow within the first airflow channel 30, as one implementation method, such as Figure 3 As shown, the projection of the barrier 45 onto the longitudinal center plane of the vehicle 1000 is a conical structure with a smaller front and a larger rear. This design ensures that the airflow in the first airflow channel 30 contacts the barrier 45 at its tip, thereby reducing the resistance encountered by the airflow as it passes through the barrier 45, and further reducing the resistance to airflow within the first airflow channel 30.

[0119] Furthermore, the barrier 45 is constructed in this way to reduce the impact of airflow on the barrier 45, thereby helping to reduce the wear of the barrier 45 by airflow.

[0120] Optionally, such as Figure 1 and Figure 2 As shown, the barrier cover 45 is provided with a receiving cavity 411 for accommodating the sensor 200, and the outer shell 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.

[0121] The receiving cavity 411 can provide space for the sensor 200 to be installed in the barrier cover 45. The sensor 200 can be installed in the receiving cavity 411 and the probe of the sensor 200 is opposite to the first through hole 42. This can reduce the impact of the vehicle structural component 100 on the monitoring capability of the sensor 200, thereby enabling the sensor 200 located in the receiving cavity 411 to better detect the environment outside the vehicle structural component 100.

[0122] 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.

[0123] As another embodiment of this disclosure, the sensor mounting structure 41 may include a welding point within the housing.

[0124] This disclosure does not limit the construction of the support 412. As one embodiment, such as Figure 1 and Figure 2 As 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. The mounting part 4121 is connected to the receiving cavity 411. The mounting part 4121 is provided with a second through hole 43. The frame is provided with a third through hole 46. The third through hole 46, the second through hole 43, and the first through hole 42 are opposite to each other. The sensor 200 is mounted on the sleeve 4122, and the sensor 200 is adapted to monitor the outside world through the third through hole 46, the second through hole 43, and the first through hole 42.

[0125] With this configuration, the mounting part 4121 can be connected to the outer casing trim 10 or the support component 20 to fix the position of the sleeve 4122 in the receiving cavity 411. Then, the sensor 200 is installed on the sleeve 4122 to realize the installation of the sensor 200 in the receiving cavity 411. Since the mounting part 4121 is provided with a second through hole 43 and the frame is provided with a third through hole 46, and the third through hole 46, the second through hole 43, and the first through hole 42 are opposite to each other, the sensor 200 can monitor the outside world through the third through hole 46, the second through hole 43, and the first through hole 42, thereby improving the sensor 200's ability to monitor the outside world.

[0126] 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.

[0127] To facilitate the installation of the sensor 200 on the sleeve 4122, as one implementation method, such as Figure 1 and Figure 2As 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.

[0128] Optionally, such as Figure 3 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.

[0129] Optionally, such as Figure 1 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.

[0130] Furthermore, in the embodiment where the sensor 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.

[0131] This disclosure does not limit the type of adhesive 90. As one embodiment, adhesive 90 can be double-sided tape or structural adhesive.

[0132] This disclosure does not limit the construction of the housing trim 10. Optionally, the housing trim 10 includes a housing body 101 and a shielding portion extending along the end of the housing body 101. The shielding portion also extends toward the inner side of the vehicle body and partially covers the support member 20 along the entire contour of the vehicle structural assembly 100. This arrangement facilitates better shielding of the support member 20 by the housing trim 10.

[0133] Optionally, such as Figure 1 , 2As shown in Figures 8, 10, 11, and 12, 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, wherein 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.

[0134] 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.

[0135] Optionally, in the height direction of the vehicle 1000, at least a portion of the shielding portion is adapted to be located below the support member 20, and the projection of at least a portion of the shielding portion 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. This is beneficial to hide the lower end of the support member 20, thereby improving the aesthetics of the vehicle 1000.

[0136] Optionally, in the height direction of the vehicle 1000, at least a portion of the shielding portion is adapted to be located below the support member 20, and the projection of at least a portion of the shielding portion along the height direction of the vehicle 1000 can cover the projection of the upper end of the support member 20 along the height direction of the vehicle 1000. This is beneficial to hide the lower end of the support member 20, thereby improving the aesthetics of the vehicle 1000.

[0137] Optionally, in the longitudinal direction of the vehicle 1000, at least a portion of the shield is located in front of the support member 20, and the projection of at least a portion of the shield along the longitudinal direction of the vehicle 1000 can cover the projection of the air inlet end of the support member 20 along the longitudinal direction of the vehicle 1000. This is beneficial to hide the lower end of the support member 20, thereby improving the aesthetics of the vehicle 1000.

[0138] Optionally, in the longitudinal direction of the vehicle 1000, at least a portion of the shield is located behind the support member 20, and the projection of at least a portion of the shield along the longitudinal direction of the vehicle 1000 can cover the projection of the air outlet end of the support member 20 along the longitudinal direction of the vehicle 1000. This facilitates hiding the lower end of the support member 20, thereby improving the aesthetics of the vehicle 1000.

[0139] This disclosure does not limit the construction of the shielding part; alternatively, such as... Figures 6 to 8As 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.

[0140] 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.

[0141] This disclosure does not limit the construction of the first shielding part 11, such as Figure 8 As 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.

[0142] In another embodiment of this disclosure, the first shielding portion 11 may be a tubular flange.

[0143] Optionally, such as Figure 8 As shown, the plate-shaped flange is a straight plate and is connected to the outer shell body 101 at an 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.

[0144] Optionally, such as Figure 8 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.

[0145] 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.

[0146] This disclosure does not limit the construction of the second shielding part 12, such as Figure 8 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.

[0147] Optionally, such as Figure 8 As 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.

[0148] Optionally, such as Figure 6 and Figure 7 As shown, the outer casing trim 10 includes an outer casing body 101 and a third shielding portion 13 connected to the air inlet end of the outer casing body 101. The outer casing 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 air inlet end of the support member 20 along the longitudinal direction of the vehicle 1000.

[0149] Since the third shielding part 13 is connected to the air inlet 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 air inlet end of the support member 20 along the longitudinal direction of the vehicle 1000, the third shielding part 13 can block the air inlet end of the support member 20, preventing the air inlet 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.

[0150] This disclosure does not limit the construction of the third shielding part 13, such as Figure 6 and Figure 7 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.

[0151] Optionally, such as Figure 6 As shown, the outer casing trim 10 includes an outer casing body 101 and a fourth shielding portion 14 connected to the air outlet end of the outer casing body 101. The outer casing body 101 covers the outer side of the support member 20. In the longitudinal direction of the vehicle 1000, the fourth shielding portion 14 is located behind the support member 20, and the projection of the fourth shielding portion 14 along the longitudinal direction of the vehicle 1000 can cover the projection of the air outlet end of the support member 20 along the longitudinal direction of the vehicle 1000.

[0152] Since the fourth shielding part 14 is connected to the air outlet end of the housing body 101, and the projection of the fourth shielding part 14 along the longitudinal direction of the vehicle 1000 can cover the projection of the air outlet end of the support member 20 along the longitudinal direction of the vehicle 1000, the fourth shielding part 14 can block the air outlet end of the support member 20, preventing the air outlet 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.

[0153] This disclosure does not limit the construction of the fourth shielding part 14, such as Figure 6 As shown, the fourth shielding part 14 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.

[0154] Optionally, such as Figures 6 to 8 As shown, the outer casing 101 covers the outer side of the support member 20. The air outlet of the first air channel 30 and the air inlet of the second air channel 40 are not visible when viewed from the outside to the inside along the lateral direction of the vehicle 1000. In other words, the shielding portion covers the opposite sides of the support member 20, and the shielding portion is not visible from the outside to the inside along the lateral direction of the vehicle 1000. This arrangement allows the shielding portion to better shield the support member 20 and facilitates the concealment of the shielding portion, making it less visible from the outside of the vehicle 1000, thereby improving the aesthetics of the vehicle structural component 100 and the vehicle 1000.

[0155] Optionally, such as Figure 1 , Figures 4 to 8 As shown, the housing trim 10 has a protrusion extending along the contour of the entire vehicle structural assembly 100. This protrusion can increase the strength of the housing trim 10 and modify the shape of the housing trim 10, making the vehicle structural assembly 100 and the vehicle 1000 more aesthetically pleasing.

[0156] According to a second aspect of this disclosure, a vehicle 1000 is provided, including the vehicle structural component 100 described above.

[0157] Optionally, such as Figure 4 and Figure 6 As shown, the vehicle 1000 includes a front bumper 300, within which a third airflow channel 310 is provided. The air outlet of the third airflow channel 310 is connected to the air inlet of the first airflow channel 30. For example, the air inlet of the third airflow channel 310 can be positioned facing forward of the vehicle 1000 and connected to the outside. The connection between the air outlet of the third airflow channel 310 and the air inlet of the first airflow channel 30 allows airflow entering the third airflow channel 310 to be discharged through the first airflow channel 30.

[0158] Furthermore, the third airflow channel 310 is located inside the front bumper 300, which not only gives the third airflow channel 310 good structural stability, thus helping to stabilize the airflow passing through the third airflow channel 310 and thereby improve the aerodynamic performance of the vehicle 1000, but also allows the air inlet end of the third airflow channel 310 to be set closer to the longitudinal center plane of the vehicle 1000, which facilitates the aerodynamic design of the vehicle 1000.

[0159] It is understood that the front bumper 300 includes its body structure and a skin covering the body structure. In this disclosure, at least a portion of the third airflow channel 310 is located inside the body structure, and not limited to the outside of the skin or between the skin and the body structure.

[0160] Optionally, such as Figure 5 and Figure 7 As shown, the vehicle 1000 includes a fender 600, within which a fourth airflow channel 610 is provided. The air inlet of the fourth airflow channel 610 is connected to the air outlet of the second airflow channel 40 on the support member 20. The air outlet of the fourth airflow channel 610 directs airflow to the outer surface area of ​​the front door. For example, the air inlet of the fourth airflow channel 610 can be positioned facing forward of the vehicle 1000 and connected to the air outlet of the second airflow channel 40, while the air outlet of the fourth airflow channel 610 can be connected to the outside, allowing airflow entering the second airflow channel 40 to be discharged through the fourth airflow channel 610.

[0161] Furthermore, the fourth airflow channel 610 is located inside the fender 600, which not only gives the fourth airflow channel 610 good structural stability, thus helping to stabilize the airflow passing through the fourth airflow channel 610 and thereby improve the aerodynamic performance of the vehicle 1000, but also allows the airflow outlet of the fourth airflow channel 610 to be located closer to the inner side of the vehicle 1000, that is, closer to the longitudinal center plane of the vehicle, which facilitates the aerodynamic design of the vehicle 1000.

[0162] It is understood that the fender 600 includes its body structure and a skin covering the body structure. In this disclosure, at least a portion of the fourth airflow channel 610 is located inside the body structure, and not limited to the outside of the skin or between the skin and the body structure.

[0163] Optionally, the air outlet of the fourth air duct 610 can direct airflow to the front door (i.e., Figure 4 The outer surface area of ​​the door (900) shown in the diagram allows airflow to be directed away from the vehicle structural component 100.

[0164] To reduce the resistance to airflow from the third airflow channel 310 into the first airflow channel 30, as one implementation method, such as Figure 6 As shown, the projection of the air outlet end of the third airflow channel 310 along the airflow direction is located within the projection of the air inlet end of the first airflow channel 30 along the airflow direction. This arrangement ensures that the airflow path is not obstructed by the air inlet end of the first airflow channel 30, which helps prevent the airflow flowing from the third airflow channel 310 into the first airflow channel 30 from impacting the air inlet end of the first airflow channel 30. This reduces the resistance of the airflow flowing from the third airflow channel 310 into the first airflow channel 30 and helps prevent turbulence, thereby improving the aerodynamic performance of the vehicle 1000.

[0165] Optionally, such as Figure 6 As shown, along a direction perpendicular to the airflow direction, the minimum distance La between the air outlet of the third airflow channel 310 and the air inflow of the first airflow channel 30 is 2mm to 3mm. When La is satisfied, the airflow flowing from the third airflow channel 310 into the first airflow channel 30 is prevented from being blocked by the air inflow of the first airflow channel 30. This helps reduce the resistance of the airflow flowing from the third airflow channel 310 into the first airflow channel 30, also helps avoid turbulence, and prevents the air outlet of the third airflow channel 310 from being too narrow, thus ensuring that the air outlet of the third airflow channel 310 has sufficient flow area.

[0166] To facilitate the installation of the support component 20 on the vehicle body, as one implementation method, such as Figure 1 , 2As shown in Figure 8, the inner side of the support component 20 is provided with one of the mounting clip 60 and the mounting slot 410, and the outer side of the front bumper 300 and / or side panel 400 of the vehicle 1000 is provided with the other of the mounting clip 60 and the mounting slot 410. That is, the outer side of the side panel 400 of the vehicle 1000 is provided with the other of the mounting clip 60 and the mounting slot 410, or the outer side of the front bumper 300 is provided with the other of the mounting clip 60 and the mounting slot 410, or both the outer side of the side panel 400 and the front bumper 300 are provided with the other of the mounting clip 60 and the mounting slot 410. The mounting clip 60 is adapted to be engaged in the mounting slot 410.

[0167] By engaging the mounting clip 60 and the mounting slot 410, the support component 20 can be connected to the side panel sheet metal 400 and / or the front 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.

[0168] Optionally, there are multiple mounting clips 60 and mounting slots 410, with each mounting clip 60 corresponding to a different mounting slot 410. This one-to-one engagement of the mounting clips 60 and mounting slots 410 improves the connection strength between the support component 20 and the vehicle body.

[0169] Furthermore, by designing the distribution of multiple mounting clips 60 and mounting slots 410, it is beneficial to ensure uniform stress distribution throughout the support component 20.

[0170] To improve the installation accuracy of the support component 20 on the vehicle body, as one implementation method, such as Figure 9 As shown, a positioning pin 71 is provided on the inner side of the support component 20, and a positioning hole (not shown) is provided on the side panel 400 and / or the front bumper 300. The positioning pin 71 can be positioned and engaged with the positioning hole.

[0171] With this setup, the positioning pin 71 can be first engaged with the positioning hole to position the support component 20 on the vehicle body, and then the mounting clip 60 can be engaged with the mounting slot 410 to install the support component 20 on the vehicle body. This helps to improve the installation accuracy and convenience of the support component 20 on the vehicle body.

[0172] To improve the installation efficiency of the support component 20 on the vehicle body, as one implementation method, such as Figures 9 to 12As shown, the support component 20 is provided with a plurality of receiving slots 500, and the front bumper 300 and / or side panel sheet metal 400 of the vehicle 1000 are provided with mounting slots 410. The support component 20 is connected to the vehicle body by mounting clips 60 being snapped into the mounting slots 410. The mounting clips 60 are installed in the receiving slots 500, wherein 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.

[0173] 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.

[0174] In this embodiment, the positioning fit between the positioning pin 71 and the positioning hole can be replaced by the interference fit between the receiving groove 500 with the mounting clip 60 and the smaller aperture.

[0175] 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 front bumper 300 and / or the side panel 400, it can achieve a limiting fit with the mounting slot 410. 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 410 on the front bumper 300 and / or the side panel 400. This helps reduce the difficulty of installing the support component 20 on the vehicle body.

[0176] like Figures 9 to 12 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.

[0177] 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.

[0178] In this way, by inserting the corresponding mounting clip 60 into the corresponding receiving slot 500 and cooperating with the corresponding mounting slot 410 on the vehicle body, 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.

[0179] 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.

[0180] 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.

[0181] In other words, it can Figure 9 The two locating pins 71 shown are replaced with mounting clips 60, and... Figure 9The two positioning holes shown are replaced with the first receiving groove 510 and the second receiving groove 520. By inserting the corresponding mounting clip 60 into the corresponding receiving groove, both the positioning of the support component 20 on the vehicle body and the installation of the support component 20 on the vehicle body are achieved. This helps to optimize the installation process of the support component 20 on the vehicle body. 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.

[0182] Here, the position of the positioning pin 71 or positioning hole corresponding to the support member 20 can be the same as the position of the first receiving groove 510 and the second receiving groove 520 corresponding to the support member 20. For example, there can be two positioning pins 71, and the two positioning pins 71 can be respectively set in... Figure 9 The support component 20 shown corresponds to the first receiving groove 510 and the second receiving groove 520.

[0183] Optionally, such as Figure 13 As shown, in the longitudinal direction of the vehicle 1000, the inner side of the outer shell trim 10 is provided with one of a hook 15 and a hole 320, and the outer side of the front bumper 300 of the vehicle 1000 is provided with the other of a hook 15 and a hole 320. The hook 15 is adapted to be engaged in the hole 320.

[0184] By engaging the hook 15 within the hole 320, the positioning between the outer shell trim 10 and the front bumper 300 can be achieved, thereby improving the matching degree between the outer shell trim 10 and the front bumper 300, and ensuring that the various connection points and flanges on the outer shell trim 10 are in the correct positions.

[0185] Furthermore, when the connection between the outer shell trim 10 and the support member 20 becomes loose, the hook 15 is engaged in the locking hole 320, which allows the outer shell trim 10 and the front bumper 300 to clamp the support member 20, thereby helping to prevent the outer shell trim 10 from lifting off the support member 20, and thus helping to ensure the connection reliability of the outer shell trim 10.

[0186] This disclosure does not limit the position of the hook 15 or the hole 320 on the outer casing 10. In one embodiment, the hook 15 or the hole 320 may be located at the lower end of the outer casing 10. Since the lower end of the outer casing 10 needs to extend below the support member 20 to cover it, the connection between the outer casing 10 and the support member 20 is relatively weak. Therefore, placing the hook 15 or the hole 320 at the lower end of the outer casing 10 helps prevent the lower end of the outer casing 10 from warping. Furthermore, placing the hook 15 or the hole 320 at the lower end of the outer casing 10 allows the hook 15 to not pass through the support member 20, thereby reducing the number of openings on the support member 20 and thus reducing the processing cost of the support member 20.

[0187] Alternatively, the hook 15 can be integrally injection molded with the housing trim 10 or the front bumper 300, so that the two have good connection strength.

[0188] To further improve the connection reliability between the support component 20 and the vehicle body, as one embodiment, the support component 20 is provided with a mounting hole 24, and the front 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 or height 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 separating from the front bumper 300 in the lateral direction of the vehicle 1000 is reduced, thereby improving the connection reliability between the support component 20 and the vehicle body.

[0189] As an exemplary embodiment of this disclosure, the installation process of the vehicle structural component 100 can be as follows: First, place the vehicle structural component 100 in the installation area, install the sensor 200 on the bracket 412 and connect it to the connector of the vehicle wiring harness, then insert the outer shell trim 10 between the first sheet metal part and the second sheet metal part, and then push the corresponding mounting clips 60 into the mounting clip slots 410 in sequence. At the same time as pushing them into the slots, push the clip hooks 15 into the clip holes 320 as well. Finally, pass the threaded fastener through the mounting hole 24 on the support component 20 and thread it into the threaded hole on the front bumper 300 to ensure a reliable connection between the support component 20 and the front bumper 300.

[0190] Optionally, such as Figure 8 As shown, the side panel sheet metal 400 of the vehicle 1000 includes a first sheet metal part, which is spaced apart from the outer shell trim 10 and located on the outside of the outer shell trim 10. Along the lateral direction of the vehicle 1000, the projection of the upper end of the outer shell trim 10 covers the projection of the upper end of the support member 20. Along the lateral direction of the vehicle 1000, the first sheet metal part blocks the upper end of the outer shell trim 10, that is, the projection of the first sheet metal part covers the projection of the upper end of the outer shell trim 10.

[0191] Since the first sheet metal part is spaced apart from the outer shell trim 10 and located outside the outer shell trim 10, and along the lateral direction of the vehicle 1000, the projection of the upper end of the outer shell trim 10 covers the projection of the upper end of the support member 20, and the projection of the first sheet metal part covers the projection of the upper end of the outer shell trim 10, the first sheet metal part can block the upper end of the outer shell trim 10 and the upper end of the support member 20 from being visible along the lateral direction of the vehicle 1000, thereby improving the aesthetics of the vehicle 1000.

[0192] Optionally, such as Figure 8As shown, the side panel 400 of the vehicle 1000 also includes a second panel portion, which is spaced apart from the outer shell trim 10 and located inside the outer shell trim 10.

[0193] Optionally, such as Figure 1 , 2 As shown in Figures 6 and 7, the support component 20 includes a support component body 21 and a frame shielding part 25. The frame shielding part 25 is connected to the air outlet end of the first air flow channel 30 and / or the air inlet end of the second air flow channel 40 disposed on the support component 20. The frame shielding part 25 can cover one end of the wheel cover 800 near the first air flow channel 30 and / or one end of the second air flow channel 40.

[0194] That is, the frame shielding part 25 can serve to shield the boundary of the wheel cover 800, so that the boundary of the wheel cover 800 adjacent to the first air flow channel 30 is hidden behind the frame shielding part 25, or the boundary of the wheel cover 800 adjacent to the second air flow channel 40 is hidden behind the frame shielding part 25, or the boundaries of the wheel cover 800 adjacent to the first air flow channel 30 and the second air flow channel 40 are both hidden behind the frame shielding part 25, thereby improving the aesthetics of the area where the first air flow channel 30 and the second air flow channel 40 are matched with the wheel cover 800.

[0195] Understandably, wheel cover 800 can be used as mudguard for vehicle 1000.

[0196] Optionally, such as Figure 1 , 2 As shown in Figures 6 and 7, the skeleton shielding part 25 can be constructed as a plate-shaped flange, which is easy to process and has good shielding ability.

[0197] Optionally, such as Figure 6 and Figure 7 As shown, in a direction perpendicular to the airflow direction, the minimum distance Lb between the end of the frame shielding portion 25 away from the first airflow channel 30 and the end of the wheel cover 800 near the first airflow channel 30 is 5mm to 10mm, and / or, in a direction perpendicular to the airflow direction, the minimum distance Lb between the end of the frame shielding portion 25 away from the second airflow channel 40 and the end of the wheel cover 800 near the second airflow channel 40 is 5mm to 10mm. This arrangement allows the frame shielding portion 25 to effectively shield the edge of the wheel cover 800, which not only helps ensure the aesthetics of the area where the vehicle structural component 100 and the wheel cover 800 meet, but also helps prevent the edge of the wheel cover 800 from detaching from the frame shielding portion 25.

[0198] Optionally, such as Figure 6 and Figure 7As shown, there is a gap between the frame shield 25 and the wheel cover 800. This arrangement helps to avoid interference between the wheel cover 800 and the frame shield 25 during assembly, thereby reducing the assembly difficulty and the machining accuracy requirements. On the other hand, it also helps to reduce the risk of friction between the wheel cover 800 and the frame shield 25 during use.

[0199] Optionally, such as Figure 6 and Figure 7 As shown, in the direction perpendicular to the airflow direction, the minimum distance Lc between the end of the wheel cover 800 near the first airflow channel 30 and the support component body 21 is 2mm~3mm, and / or, in the direction perpendicular to the airflow direction, the minimum distance Lc between the end of the wheel cover 800 near the second airflow channel 40 and the support component body 21 is 2mm~3mm. This arrangement, on the one hand, helps to avoid interference between the edge of the wheel cover 800 and the support component body 21 during assembly, thereby reducing the assembly difficulty and the required machining accuracy. On the other hand, it also helps to reduce the risk of friction between the edge of the wheel cover 800 and the support component 21 during use, and prevents excessively large gaps from occupying too much space.

[0200] Optionally, such as Figure 6 and Figure 7 As shown, in the longitudinal direction of the vehicle 1000, the distance Ld between the end of the wheel arch 800 near the frame shield 25 and the frame shield 25 is 2mm~3mm. This setting helps to avoid interference between the wheel arch 800 and the frame shield 25 during assembly, thereby reducing the assembly difficulty and the machining accuracy requirements. On the other hand, it also helps to reduce the risk of friction between the wheel arch 800 and the frame shield 25 during use, and avoids excessive space occupation due to excessive gap.

[0201] To improve the fit between the vehicle structural component 100 and the wheel arch 800, as one implementation method, such as Figure 1 , 2 As shown in Figure 5, a wheel cover mounting portion 80 is provided on the outer shell trim 10 and / or support component 20. The wheel cover mounting portion 80 is adapted to connect with the wheel cover 800 of the vehicle 1000. By connecting the wheel cover mounting portion 80 with the wheel cover 800, the matching degree between the wheel cover 800 and the vehicle structural component 100 can be improved, so that the wheel cover 800 and the vehicle structural component 100 are kept in a preset relative position. Furthermore, the connection reliability between the wheel cover 800 and the vehicle structural component 100 can be improved, which helps to prevent the wheel cover 800 from sagging or coming off during the driving of the vehicle 1000 and under extreme conditions (such as wading through water, bumpy roads, etc.).

[0202] In this disclosure, the wheel arch mounting portion 80 can be arranged in any suitable position, and this disclosure does not limit this. As one embodiment, there are multiple wheel arch mounting portions 80, and at least one wheel arch mounting portion 80 is located at the air inlet end of the outer shell trim 10 in the longitudinal direction of the vehicle 1000 and at the lower end of the outer shell trim 10 in the height direction of the vehicle 1000. The vehicle structural assembly 100 is connected to the wheel arch 800 through multiple wheel arch mounting portions 80, which is beneficial to improving the connection reliability between the two. At least one wheel arch mounting portion 80 is located at the air inlet end of the outer shell trim 10 in the longitudinal direction of the vehicle 1000 and at the lower end of the outer shell trim 10 in the height direction of the vehicle 1000, which is beneficial to improving the matching degree between the lower air inlet end of the outer shell trim 10 and the lower air inlet end of the wheel arch 800.

[0203] This disclosure does not limit the structure of the wheel cover mounting part 80. As one embodiment, such as Figure 1 and Figure 2 As shown, the wheel cover mounting part 80 can be a retaining ring integrated on the support member 20 or the outer shell trim 10. The retaining ring can have a threaded structure, thereby providing a threaded connection point for the threaded fastener. The threaded fastener is passed through the wheel cover 800 and threadedly connected to the retaining ring, thereby realizing the connection between the wheel cover mounting part 80 and the wheel cover 800.

[0204] As another implementation, the wheel cover mounting part 80 can also be configured as an adhesive surface that can be bonded to the wheel cover 800.

[0205] 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.

[0206] 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.

[0207] 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 assembly, characterized by, Includes a support component, which is disposed in the wheel area of ​​the vehicle and connected to the vehicle body; The support component includes a support component body and a first protrusion disposed on the support component body; The first protrusion and the body of the support member form a first airflow channel, which is located at the front end of the support member along the longitudinal direction of the vehicle.

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

3. The vehicle structural component according to claim 1, characterized in that, The support component further includes a support component body and a second protrusion disposed on the support component body; The second protrusion and the support member body form a second airflow channel, which is located at the rear end of the support member along the longitudinal direction of the vehicle.

4. The vehicle structural component according to claim 3, characterized in that, The second protrusion is located on the inner surface of the support component body facing the vehicle body and protrudes inward.

5. The vehicle structural component according to claim 3, characterized in that, The projections of the air outlet of the first air channel and the air inlet of the second air channel along the longitudinal direction of the vehicle at least partially overlap, so that the airflow flowing from the first air channel to the second air channel can be approximately tangent to the outer contour of the wheel.

6. The vehicle structural component according to claim 1, characterized in that, The air inlet end of the first airflow channel is adapted to communicate with the airflow channel on the front bumper of the vehicle, so that the airflow entering the airflow channel on the front bumper can be discharged through the first airflow channel.

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

8. The vehicle structural component according to claim 3, characterized in that, The air outlet of the second air channel is connected to the air channel on the fender of the vehicle, so that the airflow discharged from the second air channel can flow along the vehicle body through the air channel of the fender and extend to the outer surface area of ​​the vehicle door.

9. The vehicle structural component according to claim 3, characterized in that, The first protrusion is provided with a bend, so that the air inlet end and / or air outlet end of the first airflow channel form a funnel shape; and / or, The second protrusion has a bend, which makes the air inlet end and / or air outlet end of the second air channel form a funnel shape.

10. The vehicle structural component according to any one of claims 1-9, characterized in that, The support component also includes a sensor mounting structure for mounting sensors.

11. The vehicle structural component according to claim 10, characterized in that, The sensor mounting structure includes a barrier cover located within the first airflow channel, the barrier cover being adapted to accommodate the sensor.

12. The vehicle structural component according to claim 11, characterized in that, The barrier is configured to divide the airflow in the first air channel into at least two airflows flowing in a preset direction.

13. The vehicle structural component according to claim 12, characterized in that, The two opposite ends of the barrier are respectively connected to the inner walls of the two sides of the first airflow channel located in the lateral direction of the vehicle, so that the barrier can separate the airflow in the first airflow channel into two airflows spaced apart in the height direction of the vehicle.

14. The vehicle structural component according to claim 11, characterized in that, The barrier cover is provided with a receiving cavity for accommodating the sensor; The vehicle structural assembly also includes a housing trim piece disposed on the outside of the support member, the housing trim piece having a first through hole communicating with the receiving cavity, the first through hole being adapted to be opposite to the probe of the sensor.

15. The vehicle structural component according to any one of claims 1-9, characterized in that, The vehicle structural components also include exterior trim pieces; The housing trim includes a housing body and a shielding portion extending along the end of the housing body; The shielding portion extends toward the inside of the vehicle body and partially covers the support member along the entire contour of the vehicle structural assembly.

16. The vehicle structural component according to any one of claims 1-9, characterized in that, The support component is provided with multiple receiving slots; The support component is connected to the vehicle body via multiple mounting clips, which are installed in the receiving slots, wherein the aperture of the mounting clip in at least one receiving slot is smaller than the aperture of the other receiving slots.

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

18. The vehicle according to claim 17, characterized in that, The vehicle includes a front bumper, and a third airflow channel is provided inside the front bumper. The air outlet of the third airflow channel is connected to the air inlet of the first airflow channel.

19. The vehicle according to claim 17, characterized in that, The vehicle includes a fender, which is provided with a fourth airflow channel. The air inlet end of the fourth airflow channel is connected to the air outlet end of a second airflow channel on the support member. The air outlet end of the fourth airflow channel directs the airflow to the outer surface area of ​​the front door.

20. The vehicle according to claim 17, characterized in that, The support component is provided with multiple receiving slots; The front bumper and / or side panel sheet metal of the vehicle are provided with mounting slots. The support component is connected to the vehicle body by mounting clips. The mounting clips are installed in the receiving slots, wherein the diameter of the hole for mounting the mounting clip in at least one receiving slot is smaller than the diameter of the holes in other receiving slots.

21. The vehicle according to claim 17, characterized in that, Along the longitudinal direction of the vehicle, one of a hook and a hole is provided on the inner side of the outer shell trim located on the outside of the support member; The outer side of the front bumper of the vehicle is provided with a hook and a hole, the hook being adapted to engage with the hole.

22. The vehicle according to claim 17, characterized in that, The side panel of the vehicle includes a first sheet metal portion, which is spaced apart from and located on the outside of the outer shell trim of the vehicle structural component. Along the lateral direction of the vehicle, the first sheet metal portion covers the upper end of the outer shell trim.

23. The vehicle according to claim 17, characterized in that, The support component includes a support component body and a frame shielding part, wherein the frame shielding part is connected to the air outlet end of the first air flow channel and / or the air inlet end of the second air flow channel disposed on the support component; The frame shielding portion can cover one end of the wheel cover near the first airflow channel and / or one end of the second airflow channel.

24. The vehicle according to claim 23, characterized in that, There is a gap between the frame shield and the wheel cover.

Images