inner panel of the cover and vehicle

Abstract

This disclosure relates to a hood inner panel and a vehicle, belonging to the field of automotive parts technology. The hood inner panel includes a hood inner panel body, multiple ribs, and multiple weld points. The hood inner panel body has a ring structure, which surrounds and forms an installation area. The multiple ribs are located in the installation area, and the weld points are connected to the hood inner panel body and the ribs respectively. Both the hood inner panel body and the ribs can be made of high-hardness materials. Under normal vehicle conditions, the hood inner panel body and the ribs are connected by weld points. The high hardness of the hood inner panel body and the ribs ensures the rigidity and dent resistance of the hood inner panel itself. In the event of a pedestrian's head impact with the hood inner panel, the weld points fail, and the ribs detach from the hood inner panel body to avoid the pedestrian's head, thereby effectively reducing the injury to the pedestrian's head caused by the hood inner panel. Thus, it simultaneously meets the requirements of the hood inner panel's own rigidity, dent resistance, and pedestrian head protection.

Description

Technical Field

[0001] This disclosure relates to the field of automotive parts technology, and in particular to a hood inner panel and a vehicle. Background Technology

[0002] The hood of a car, also known as the engine cover, is located at the front of the vehicle and is usually composed of an outer hood panel and an inner hood panel. In addition to meeting its own rigidity and dent resistance requirements, the inner hood panel must also take into account the necessary protection needs for pedestrians, that is, to reduce the injury to the pedestrian's head in the event of a head-on collision with the vehicle.

[0003] In related technologies, the inner plate of the cover includes side beams around the perimeter and a central reinforcing beam, with the side beams and the reinforcing beam being fixedly connected.

[0004] If the side beams and stiffening beams are too rigid overall, they can meet the stiffness and dent resistance requirements of the inner hood panel, but cannot effectively protect the head of a pedestrian impacting the hood area. If the side beams and stiffening beams are too soft overall, they can protect the pedestrian's head well in a collision, but cannot meet the stiffness and dent resistance requirements of the inner hood panel itself. Therefore, it is necessary to design an inner hood panel that balances stiffness, dent resistance, and pedestrian head protection. Summary of the Invention

[0005] This disclosure provides a hood inner panel and a vehicle, which can solve the aforementioned technical problems existing in related technologies. The technical solution is as follows:

[0006] In a first aspect, a hair cover inner plate is provided, the hair cover inner plate including a hair cover inner plate body, a plurality of stiffening beams and a plurality of welding points;

[0007] The inner panel of the hair cap has a ring structure, and the ring structure of the inner panel of the hair cap surrounds to form an installation area.

[0008] The plurality of reinforcing beams are located in the installation area;

[0009] The weld points are respectively connected to the inner plate of the cover and the reinforcing beam. When subjected to an impact load less than or equal to the rated load, the weld points maintain their connection with the inner plate of the cover and the reinforcing beam. When subjected to an impact load greater than the rated load, the weld points fail, thereby causing the inner plate of the cover and the reinforcing beam to separate.

[0010] In some possible implementations, the inner panel of the cover has a first overlapping edge, the reinforcing beam has a second overlapping edge, the first overlapping edge is located above the second overlapping edge, and the first overlapping edge and the second overlapping edge overlap each other to form an overlapping area.

[0011] The weld point is located in the overlap area, and the weld point is connected to the first overlap edge and the second overlap edge respectively.

[0012] In some possible implementations, the width L of the overlap area is in the range of 10-15 mm.

[0013] In some possible implementations, the diameter D of the weld joint ranges from 5 to 8 mm.

[0014] In some possible implementations, each of the overlapping areas has a plurality of solder joints, which are evenly distributed on each of the overlapping areas.

[0015] In some possible implementations, the reinforcing beam includes a beam body and a connecting portion, the beam body being connected to the connecting portion, the connecting portion being located at least on one side of the beam body and spaced apart along the extension direction of the beam body, and the connecting portion being used to connect the reinforcing beam and the outer cover plate.

[0016] In some possible implementations, the reinforcing beam body has weight-reducing holes, the size of which is adapted to the size of the reinforcing beam body.

[0017] In some possible implementations, the inner cap plate further includes reinforcing ribs connected to the inner cap plate body.

[0018] In some possible implementations, the inner cover body has a threaded hole for connecting the inner cover body and the outer cover body by bolts.

[0019] In a second aspect, a vehicle is provided, the vehicle comprising an outer hood panel and an inner hood panel as described in any one of the first aspects, the outer hood panel being connected to the inner hood panel.

[0020] The beneficial effects of the technical solution provided in this disclosure include at least the following:

[0021] In this disclosure, both the inner hood panel body and the reinforcing beam can be made of materials with high hardness. Under normal vehicle conditions (i.e., the impact load on the weld joint is not greater than the rated load), the inner hood panel body and the reinforcing beam are connected by the weld joint. The high hardness of the inner hood panel body and the reinforcing beam ensures the rigidity and dent resistance of the inner hood panel itself. In the event of a pedestrian's head impacting the inner hood panel (i.e., the impact load on the weld joint is greater than the rated load), the weld joint fails, and the reinforcing beam detaches from the inner hood panel body to avoid the pedestrian's head. The clearance space of the reinforcing beam serves as a buffer space for the pedestrian's head, thereby reducing the acceleration value of the pedestrian's head and effectively reducing the injury to the pedestrian's head caused by the inner hood panel. Thus, the requirements of rigidity, dent resistance, and protection of the pedestrian's head are simultaneously met.

[0022] 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

[0023] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the structure of an inner cover plate provided in an embodiment of this disclosure;

[0025] Figure 2 This is one of the partial schematic diagrams of an inner cover plate provided in an embodiment of this disclosure;

[0026] Figure 3 This is a second partial schematic diagram of an inner cover plate provided in an embodiment of this disclosure;

[0027] Figure 4 This is a schematic diagram of a stiffening beam provided in an embodiment of this disclosure;

[0028] Figure 5 This is a schematic diagram of the structure of an inner panel body of a cover provided in an embodiment of this disclosure;

[0029] Figure 6 This is a schematic diagram of a pedestrian's head colliding with the inner panel of the hairpiece, provided in an embodiment of this disclosure.

[0030] Figure label:

[0031] 1. Inner plate body of the cover, 1a. Mounting area, 1b. Threaded hole, 10. Overlap area, 11. First overlap edge;

[0032] 2. Reinforcing beam; 21. Second lap edge; 22. Reinforcing beam body; 22a. Weight reduction hole; 23. Connecting part;

[0033] 3. Solder joints;

[0034] 4. Reinforcing ribs.

[0035] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0037] In related technologies, the inner panel of a headliner typically includes perimeter beams and a central reinforcing beam, with the perimeter beams and reinforcing beams fixedly connected (e.g., by threaded connection). To meet the requirements for rigidity and dent resistance, the hardness of the perimeter beams and reinforcing beams is usually increased to reduce the possibility of deformation. However, in a head-on collision between a pedestrian and a vehicle, the vehicle's front bumper collides with the pedestrian's legs. Due to inertia, the pedestrian's head will quickly approach and impact the outer panel of the headliner. When the external force is transmitted to the perimeter beams and reinforcing beams, because of their high hardness, they will not deform accordingly. The pedestrian's head has little buffer space, resulting in a large instantaneous acceleration and thus significant head injury. The head is a vital and vulnerable part of the human body; a serious head injury can severely threaten a pedestrian's life.

[0038] To protect pedestrians' heads, the stiffness of the side beams and reinforcing beams is typically reduced. When the force generated by a head impacting the outer panel of the hood is transmitted to the side beams and reinforcing beams, they undergo significant deformation, increasing the buffer space for the pedestrian's head and thus protecting their safety. However, the reduced stiffness of the side beams and reinforcing beams affects the rigidity and dent resistance of the inner panel of the hood. During actual vehicle operation, vibrations and swaying can easily cause significant deformation of the side beams and reinforcing beams, thereby affecting the normal operating condition of the vehicle.

[0039] Therefore, it is necessary to design a hairnet inner plate that balances rigidity, dent resistance, and protection for pedestrians' heads.

[0040] In response to the above problems, refer to Figure 1 As shown, this embodiment of the present disclosure provides a hairnet inner plate, which includes a hairnet inner plate body 1, a plurality of reinforcing beams 2, and a plurality of weld points 3. The hairnet inner plate body 1 has an annular structure, and the annular structure of the hairnet inner plate body 1 surrounds to form an installation area 1a. The plurality of reinforcing beams 2 are located in the installation area 1a, and the weld points 3 are respectively connected to the hairnet inner plate body 1 and the reinforcing beams 2. When subjected to an impact load less than or equal to the rated load, the weld points 3 maintain the connection relationship with the hairnet inner plate body 1 and the reinforcing beams 2. When subjected to an impact load greater than the rated load, the weld points 3 fail, thereby causing the hairnet inner plate body 1 and the reinforcing beams 2 to separate.

[0041] This disclosure does not specifically limit the size of the inner panel body 1 of the cover, and can be matched and set according to the frame size of different vehicles.

[0042] Thus, when subjected to an impact load less than or equal to the rated load, weld point 3 maintains its connection with the inner cover body 1 and the reinforcing beam 2, thereby ensuring the inner cover's own rigidity and dent resistance, effectively supporting the outer cover. When subjected to an impact load greater than the rated load, weld point 3 fails, causing the inner cover body 1 and the reinforcing beam 2 to separate. Utilizing the space beneath the inner cover, the acceleration value of a pedestrian's head can be reduced, effectively reducing the risk of injury to the pedestrian's head from the inner cover. This simultaneously addresses the requirements of the inner cover's own rigidity, dent resistance, and pedestrian head protection.

[0043] In some embodiments, the rated load ranges from 2.5kN to 3.5kN. The severity of head injury to pedestrians is typically assessed using the Head Injury Criterion (HIC). The HIC calculates the potential severity of head injury by measuring the acceleration and duration of the head during a collision. A lower HIC value indicates a smaller impact force on the head and less damage to the body. A safe limit for the HIC value is generally considered to be 1000. A HIC value less than 1000 is generally considered a minor injury, while a HIC value greater than 1000 is generally considered a serious injury.

[0044] When a pedestrian collides with a vehicle while positioned in front of it, their head will impact the center of the hood's inner panel. The head's HIC value is primarily determined by the first peak acceleration following the impact. Since the head is a vital and vulnerable part of the body, the head HIC value is set at 650. Calculations show that the corresponding first peak acceleration is controlled below 120g, which translates to a peak force of: 3.5kg (average mass of a pedestrian's head) * 120g = 4.116kN.

[0045] Therefore, the rated load value of the impact load of weld point 3 is set to 2.5kN-3.5kN. When a pedestrian's head hits the middle of the car hood, the head acceleration rises rapidly within 2ms. When the force transmitted to the overlap area 10 exceeds the rated load value, weld point 3 will fail. With the failure of the first weld point 3, other adjacent weld points 3 may fail successively, thereby causing the stiffening beam 2 to partially or completely break, thus ensuring that the first peak acceleration of the pedestrian's head is less than 120g, thereby controlling the HIC value to within 650, and thus meeting the C-NCAP (China New Car Assessment Program) five-star pedestrian protection requirements.

[0046] In some embodiments, the rated load of the impact load on weld point 3 is 3kN. Manufacturers can control the rated load of the impact load on weld point 3 by controlling parameters such as the electrode pressure and current of the welding torch, simplifying the welding operation and facilitating mass production of the inner cover plate.

[0047] In this embodiment of the disclosure, the injury value (HIC) of a pedestrian's head can be controlled by controlling the rated load value of the impact load on the weld point 3. The overall method is relatively simple and easy to implement, requiring no multiple design iterations and resulting in lower development costs.

[0048] Reference Figure 2 As shown, in some embodiments, the inner plate body 1 of the cover has a first overlapping edge 11, and the reinforcing beam 2 has a second overlapping edge 21. The first overlapping edge 11 is located above the second overlapping edge 21, and the first overlapping edge 11 and the second overlapping edge 21 overlap each other to form an overlapping area 10. The welding point 3 is located in the overlapping area 10, and the welding point 3 is connected to the first overlapping edge 11 and the second overlapping edge 21 respectively.

[0049] The number of first overlapping edges 11 is equal to the number of second overlapping edges 21. This disclosure does not specifically limit the shape of the first overlapping edges 11 and the second overlapping edges 21; for example, they can be rectangles, triangles, semicircles, or other polygons. The first overlapping edges 11 and the second overlapping edges 21 can have the same shape and equal area, or the area of ​​the first overlapping edge 11 can be larger than that of the second overlapping edge 21, or the area of ​​the first overlapping edge 11 can be smaller than that of the second overlapping edge 21.

[0050] Since the first overlapping edge 11 is located above the second overlapping edge 21, that is, the first overlapping edge 11 is closer to the outer panel of the hood than the second overlapping edge 21, when the weld point 3 fails due to an impact load greater than the rated load, the second overlapping edge 21 and the corresponding stiffening beam 2 can move away from the first overlapping edge 11, that is, move towards the interior of the vehicle's front compartment. There is a certain gap between the inner panel of the hood and the vehicle's front compartment components, which allows the stiffening beam 2 to have a certain amount of room to move.

[0051] Reference Figure 2 As shown, in some embodiments, the width L of the overlap area 10 ranges from 10 to 15 mm. If the width of the overlap area 10 is large, for example, 30 mm, the dimensions of the first overlap edge 11 and the second overlap edge 21 increase, correspondingly increasing the material usage of the inner hood panel body 1 and the reinforcing beam 2, thus increasing the weight of the inner hood panel body 1 and the reinforcing beam 2, which is not conducive to the pursuit of lightweight vehicle design. If the width of the overlap area 10 is small, for example, 5 mm, it will limit the size of the weld point 3 located in the overlap area 10, and the structural strength of the overlap area 10 will be relatively low.

[0052] In some embodiments, the width L of the overlap area 10 is 12 mm.

[0053] In some embodiments, the diameter D of the solder joint 3 ranges from 5 to 8 mm.

[0054] Weld point 3 can be a weld point produced by single-sided welding. Single-sided welding refers to welding only on one side of the workpiece during the welding process, while the other side remains unwelded. Single-sided welding is a simpler process with a higher welding speed, which helps to improve the welding efficiency of the lap joint area 10 and reduce welding costs.

[0055] The diameter of weld point 3 affects the load-bearing capacity of the welded joint. A larger weld point usually means higher joint strength, capable of withstanding greater loads without easily breaking or cracking. If the diameter of weld point 3 is large, for example, 20mm, then the structural strength of weld point 3 is greater. Excessive structural strength may cause the inner panel of the hairnet 1 and the reinforcing beam 2 to not separate in time when a pedestrian's head hits the inner panel, resulting in a larger acceleration value of the head and a higher injury value (HIC) for the pedestrian's head. This is not conducive to effective protection of pedestrians. At the same time, it will also lead to excessively long welding time and increased welding costs.

[0056] If the diameter of weld point 3 is small, for example, 20mm, the structural strength of weld point 3 is small. If the structural strength is too small, the weld point 3 will be subjected to a small impact load (for example, a slight press by the user on the inner panel of the hood) and the separation of the inner panel body 1 and the rib beam 2 will occur. This will result in the need to re-weld the inner panel body 1 and the rib beam 2 multiple times, which is not conducive to the convenience of the user in using the vehicle.

[0057] In some embodiments, the diameter D of solder joint 3 is 6 mm.

[0058] Reference Figure 3 As shown, in some embodiments, each overlap area 10 has multiple weld points 3, which are evenly distributed on each overlap area 10. The multiple weld points 3 evenly distributed on the overlap area 10 can ensure the stress distribution on the overlap area 10 is concentrated, avoiding the failure of some weld points 3 due to partial states during the operation process such as vehicle vibration and swaying, thus preventing them from failing in time when a pedestrian's head hits the inner panel of the cover, and thus failing to effectively protect the pedestrian's head.

[0059] For example, each lap area 10 has two weld points 3, which are symmetrically distributed along the axis of the lap area 10 to ensure that the stress at the connection between the first lap edge 11 and the second lap edge 21 is evenly distributed in the area around the two weld points 3.

[0060] Reference Figure 4 As shown, in some embodiments, the reinforcing beam 2 may include a reinforcing beam body 22 and a connecting portion 23. The reinforcing beam body 22 is connected to the connecting portion 23. The connecting portion 23 is located at least on one side of the reinforcing beam body 22 and is distributed at intervals along the extension direction of the reinforcing beam body 22. The connecting portion 23 is used to connect the reinforcing beam 2 and the outer cover plate.

[0061] This disclosure does not specifically limit the shape of the reinforcing beam body 22, but can match and set it according to the shape and size of the installation area 1a. This disclosure does not specifically limit the size of the reinforcing beam body 22, but can match and set it according to the stiffness and anti-dent performance requirements of the reinforcing beam body 22. For example, the cross-sectional depth of the reinforcing beam body 22 is greater than 15mm and the cross-sectional width is greater than 40mm.

[0062] This disclosure does not specifically limit the connection relationship between the reinforcing beam body 22 and the connecting part 23. It can adopt detachable connection methods such as threaded fastening connection and snap-fit ​​connection, or non-detachable connection methods such as glue application and welding. The specific connection can be matched and set according to the usage scenario of the inner plate of the cover and the connection strength between different reinforcing beams 2 and the reinforcing beam body 22 and the connecting part 23.

[0063] The second lap edge 21 of the reinforcing beam 2 can be the end region of the reinforcing beam body 22 or the end region of the connecting part 23. When the ends of the reinforcing beam body 22 and the connecting part 23 are flush, the second lap edge 21 of the reinforcing beam 2 can also be the end regions of the reinforcing beam body 22 and the connecting part 23.

[0064] This disclosure does not specifically limit the connection relationship between the connecting part 23 and the outer panel of the hood. It can employ detachable connection methods such as threaded fastening or snap-fit ​​connection, or non-detachable connection methods such as adhesive application or welding. The specific method can be matched and set according to factors such as the usage scenario of the automotive hood and the connection strength between the reinforcing beam 2 and the outer panel of the hood. For example, the connecting part 23 may have threaded holes or through holes, thereby achieving a threaded fastening connection between the connecting part 23 and the outer panel of the hood through bolts, screws, or other components.

[0065] Reference Figure 4 As shown, in some embodiments, the stiffening beam body 22 has weight-reducing holes 22a, the size of which is adapted to the size of the stiffening beam body 22. This disclosure does not specifically limit the number of weight-reducing holes 22a, which can be matched and set according to the size and shape of the stiffening beam body 22.

[0066] The weight reduction hole 22a can effectively reduce the weight of the stiffening beam body 22 while ensuring its own structural strength, anti-dent performance parameters, etc., thereby reducing the overall weight of the inner panel of the hood, which is conducive to the lightweight design of the vehicle and reduces the vehicle's operating energy consumption.

[0067] In some embodiments, the stiffening beam body 22 also includes vibration damping adhesive, which is located between the stiffening beam body 22 and the outer hood panel. This adhesive effectively improves the vehicle's NVH (Noise, Vibration, Harshness) performance, significantly enhancing ride comfort and overall quality by reducing vibration and noise transmission. Furthermore, the vibration damping adhesive can also, to some extent, enhance the stability of the connection structure between the outer and inner hood panels.

[0068] Reference Figure 5 As shown, in some embodiments, the inner cover plate may also include a reinforcing rib 4, which is connected to the inner cover plate body 1.

[0069] The reinforcing rib 4 can be located near the front of the hood inner panel body 1, serving as the front reinforcing structure of the hood inner panel body 1; the reinforcing rib 4 can also be located near the side of the vehicle body, serving as the side reinforcing structure of the hood inner panel body 1; the reinforcing rib 4 can also be located near the rear of the vehicle, serving as the rear reinforcing structure of the hood inner panel body 1; the reinforcing rib 4 can also be located at the hinge point between the hood inner panel body 1 and the vehicle frame, serving as the hinge reinforcing structure of the hood inner panel body 1.

[0070] In this way, the reinforcing rib 4 can effectively increase the structural strength of the inner hood panel 1, which helps the inner hood panel 1 provide the necessary rigidity support for the outer hood panel, ensuring the stability and durability of the entire engine hood. This support is crucial to preventing the engine hood from deforming or denting during driving. It can also prevent dust and other impurities from entering the engine compartment to a certain extent, keeping the engine compartment clean and tidy.

[0071] This disclosure does not specifically limit the connection relationship between the reinforcing rib 4 and the inner plate body 1 of the cover. It can adopt detachable connection methods such as threaded fastening or snap-fit ​​connection, or non-detachable connection methods such as glue application or welding. The specific connection method can be matched and set according to the usage scenario of the inner plate of the cover and the strength requirements of the inner plate of the cover.

[0072] Reference Figure 5 As shown, in some embodiments, the inner cover body 1 has a threaded hole 1b for connecting the inner cover body 1 and the outer cover with bolts. The position of the threaded hole 1b can be matched and set according to the designed connection area of ​​the inner cover body 1 and the outer cover.

[0073] Based on the same concept, this disclosure also provides a vehicle, which may include an inner cover panel and an outer cover panel as described in any of the above embodiments, wherein the inner cover panel and the outer cover panel are connected to form a vehicle cover.

[0074] The inner hood panel 1 is connected to the outer hood panel, and the reinforcing beam 2 is connected to the outer hood panel via a connecting part 23. The outer hood panel is the component in the front area of ​​the vehicle that directly faces the external environment. When the front of the vehicle collides with a pedestrian, the pedestrian's head will impact the outer hood panel due to inertia. Since the outer hood panel is connected to the inner hood panel, refer to... Figure 6 As shown, the pedestrian's head (reference) Figure 6 The external force generated by the spherical component in the engine cover is transmitted to the rib beam 2 of the inner plate of the engine cover. When the impact load on the weld point 3 is greater than its own rated load, the weld point 3 fails, the inner plate body 1 and the rib beam 2 separate, and the rib beam 2 moves towards the front engine compartment of the vehicle, thereby ensuring that the acceleration of the pedestrian's head is small and effectively reducing the injury to the pedestrian's head.

[0075] A vehicle hood effectively shields and protects components inside the engine compartment. Taking a traditional gasoline-powered vehicle as an example, the engine compartment houses the engine, and protecting the engine reduces damage caused by natural elements such as wind, sand, and rain. The hood can also absorb and isolate noise and vibration generated by the engine to some extent, improving comfort and quietness within the cabin.

[0076] This disclosure does not specifically limit the type of vehicle, such as cars, buses, trucks, sport utility vehicles (SUVs), etc.

[0077] The inner cover of the embodiment of this disclosure can be used in pure electric vehicles (BEVs, or EVs), hybrid electric vehicles (HEVs), such as range-extended and plug-in hybrids, and can also be used in traditional fuel vehicles (Internal Combustion Engines, ICEs).

[0078] In the description of this specification, the references to "certain embodiments," "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples" refer to specific features, structures, materials, or characteristics described in connection with the described embodiment or example, which are included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0079] It is understood that in this disclosure, "multiple" refers to two or more, and other quantifiers are similar. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. The singular forms "a," "the," and "the" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0080] It is further understood that the terms "first," "second," etc., are used to describe various types of information, but this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another, and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, first information can also be referred to as second information, and similarly, second information can also be referred to as first information.

[0081] It is further understood that the terms “center,” “longitudinal,” “lateral,” “front,” “rear,” “up,” “down,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this embodiment and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation.

[0082] It is further understood that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral molding; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between the two components; they can refer to a direct connection between two components without the presence of other components, or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0083] It is further understood that although operations are described in a specific order in the accompanying drawings in the embodiments of this disclosure, this should not be construed as requiring these operations to be performed in the specific order or serial order shown, or requiring all of the shown operations to be performed to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous.

[0084] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the solutions disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the scope of the claims.

[0085] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A hairnet inner plate, characterized in that, The inner cover plate includes the inner cover plate body (1), multiple stiffening beams (2) and multiple welding points (3). The inner body of the hair cap (1) is a ring-shaped element, and the ring-shaped inner body of the hair cap (1) surrounds to form the mounting area (1a). The plurality of reinforcing beams (2) are located in the installation area (1a); The inner plate body (1) of the cover has a first overlapping edge (11), and the reinforcing beam (2) has a second overlapping edge (21). The first overlapping edge (11) is located above the second overlapping edge (21), and the first overlapping edge (11) and the second overlapping edge (21) overlap each other to form an overlapping area (10). The weld point (3) is located in the overlap area (10), and the weld point (3) is connected to the first overlap edge (11) and the second overlap edge (21) respectively. When subjected to an impact load less than or equal to the rated load, the weld point (3) maintains the connection relationship with the inner plate body (1) of the cover and the stiffening beam (2). When subjected to an impact load greater than the rated load, the weld point (3) fails, so that the inner plate body (1) of the cover and the stiffening beam (2) are separated.

2. The inner cover plate according to claim 1, characterized in that, The width L of the overlapping area (10) is in the range of 10-15mm.

3. The inner cover plate according to claim 1, characterized in that, The diameter D of the weld point (3) is in the range of 5-8 mm.

4. The inner cover plate according to claim 1, characterized in that, Each of the overlapping areas (10) has a plurality of solder points (3) which are evenly distributed on each of the overlapping areas (10).

5. The inner cover plate according to claim 1, characterized in that, The reinforcing beam (2) includes a reinforcing beam body (22) and a connecting part (23). The reinforcing beam body (22) is connected to the connecting part (23). The connecting part (23) is located at least on one side of the reinforcing beam body (22) and is distributed at intervals along the extension direction of the reinforcing beam body (22). The connecting part (23) is used to connect the reinforcing beam (2) and the outer cover plate.

6. The inner cover plate according to claim 5, characterized in that, The reinforcing beam body (22) has a weight-reducing hole (22a), the size of which is adapted to the size of the reinforcing beam body (22).

7. The inner cover plate according to claim 1, characterized in that, The inner plate of the hair cap also includes a reinforcing rib (4), which is connected to the body of the inner plate of the hair cap (1).

8. The inner cover plate according to claim 1, characterized in that, The inner body (1) of the hair cap has a threaded hole (1b) for connecting the inner body (1) of the hair cap and the outer body of the hair cap by bolts.

9. A vehicle, characterized in that, The vehicle includes an outer hood panel and an inner hood panel as described in any one of claims 1-8, wherein the outer hood panel is connected to the inner hood panel.

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