Engine hood and vehicle

Abstract

The present application discloses an engine hood that solves the technical problem of poor heat dissipation in the engine compartment of an off-road vehicle in the prior art. The engine hood of the present application comprises: an inner plate provided with a convex frame, the inner frame opening of the convex frame passes through the inner plate, the side frame wall of the convex frame is provided with a first opening connected to the inner frame opening, the first opening is located on one side of the convex frame along the width direction of the vehicle body; an outer plate connected to the inner plate so that the outer plate, the main body of the inner plate and the side frame wall of the convex frame together form a medium channel for medium circulation, the outer plate is provided with a second opening, the second opening, the medium channel and the first opening are connected in sequence. The engine hood provided by the present application is provided with a medium channel for hot air circulation, and the hot air in the engine compartment can move to the outside of the vehicle through the first opening of the inner plate, the medium channel and the second opening of the outer plate, thereby improving the heat dissipation effect of the engine compartment.

Description

Technical Field

[0001] The present application belongs to the technical field of engine hoods, and in particular relates to an engine hood and a vehicle. Background Art

[0002] An automobile engine is the device that powers a vehicle and determines its performance, economy, stability, and environmental friendliness. Depending on the power source, automobile engines can be categorized as diesel, gasoline, electric motors, and hybrids. The engine is typically mounted on the front of the vehicle, behind a hood.

[0003] For off-road vehicles, heat accumulates in the engine compartment under harsh working conditions, and the closed structure of the traditional hood cannot achieve rapid heat dissipation. Summary of the Invention

[0004] In order to solve the technical problem of poor heat dissipation effect in the engine compartment of an off-road vehicle, the present application provides an engine hood and a vehicle.

[0005] In a first aspect of the present application, an engine hood is provided, comprising:

[0006] The inner panel is provided with a convex frame, the inner frame opening of the convex frame passes through the inner panel, and the side frame wall of the convex frame is provided with a first opening communicating with the inner frame opening, and the first opening is located on one side of the convex frame along the width direction of the vehicle body;

[0007] The outer plate is connected to the inner plate so that the outer plate, the body of the inner plate and the side frame wall of the convex frame form a medium channel for medium circulation. The outer plate is provided with a second opening, and the second opening, the medium channel and the first opening are connected in sequence.

[0008] In some embodiments, the inner panel is provided with a weakened area corresponding to the position of the first opening.

[0009] In some embodiments, the thickness of the weakened area is less than the thickness of the body of the inner panel.

[0010] In some embodiments, the inner panel is a carbon fiber inner panel, and the number of carbon fiber cloth plies in the weakened area is less than the number of carbon fiber cloth plies in other areas of the inner panel.

[0011] In some embodiments, the inner panel further includes a first reinforcement area and a second reinforcement area, and the first reinforcement area, the weakened area and the second reinforcement area are arranged in sequence along the length direction of the vehicle body; the angle between the weakened area and the length direction of the vehicle body is greater than the angle between the first reinforcement area and the second reinforcement area and the length direction of the vehicle body.

[0012] In some embodiments, the inner plate is provided with a stepped structure, the stepped structure is at least arranged around the side frame wall of the convex frame having the first opening, the upper step surface of the stepped structure is close to the convex frame, and the stepped structure forms the wall surface of the medium channel.

[0013] In some embodiments, the heights of the lower edge of the first opening, the upper step surface of the stepped structure, and the inner panel body decrease in sequence.

[0014] In some embodiments, the inner panel is provided with a drainage hole connected to the medium channel, the drainage hole is close to the head of the engine hood, and the second opening is close to the tail of the engine hood.

[0015] In some embodiments, two of the first opening, the second opening, and the medium channel are each provided, the two first openings are located on both sides of the convex frame along the width direction of the vehicle body, the two second openings are located on both sides of the convex frame along the width direction of the vehicle body, and the two medium channels are located on both sides of the convex frame along the width direction of the vehicle body.

[0016] In a second aspect of the present application, a vehicle is provided, comprising the engine hood of the first aspect.

[0017] According to the engine hood provided in the embodiment of the present application, it includes an inner panel and an outer panel. The inner panel is provided with a convex frame, which can form a supporting structure for the outer panel. The inner frame opening of the convex frame passes through the inner panel, which can reduce the weight of the engine hood. The side frame wall of the convex frame is provided with a first opening connected to the inner frame opening. The first opening is located on one side of the convex frame along the width direction of the vehicle body; the outer panel is connected to the inner panel so that the outer panel, the main body of the inner panel and the side frame wall of the convex frame are combined to form a medium channel for the circulation of the medium. The outer panel is provided with a second opening, and the second opening, the medium channel and the first opening are connected in sequence.

[0018] The first opening is located on one side of the convex frame along the width of the vehicle body and connects to the inner frame opening, reducing the inner panel's strength at that location. During a collision, the panel deforms and absorbs energy in a pre-defined area, protecting pedestrians and preventing the hood from moving backwards and intruding into the cab. The first opening, the media channel, and the second opening are connected, allowing engine heat to dissipate through the first opening and media channel and then be smoothly discharged through the second opening of the outer panel, improving engine operating temperature.

[0019] As can be seen, the present invention provides a medium channel for the circulation of heated air. Hot air in the engine compartment can flow outside the vehicle through the first opening of the inner panel, the medium channel, and the second opening of the outer panel, thereby improving the heat dissipation effect of the engine compartment. The first opening serves as both a weakening structure of the engine hood and the entrance to the heat dissipation channel, simplifying the structure of the engine hood, improving integration, and saving space. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 An exploded view of an engine hood in accordance with one or more embodiments of the present application is shown.

[0021] Figure 2 Shown Figure 1 A partial enlarged view of the engine hood.

[0022] Figure 3 Shown Figure 1 Schematic diagram of the structure of the inner panel of the engine hood.

[0023] Figure 4 Shown Figure 1 Assembly drawing of the inner panel, outer panel and air outlet parts.

[0024] Figure 5 Shown Figure 4 Schematic diagram of the structure of the outer plate.

[0025] Figure 6 Shown Figure 4 Schematic diagram of the structure of the air outlet component.

[0026] Figure 7 Shown Figure 4 AA cross-section diagram.

[0027] Description of reference numerals:

[0028] 100-inner plate, 110-convex frame, 111-inner frame opening, 112-side frame wall, 113-first opening, 120-weakened area, 130-first reinforced area, 140-second reinforced area, 150-third reinforced area, 160-drainage hole, 170-step structure, 171-upper step surface, 172-lower step surface.

[0029] 200 - outer plate, 210 - second opening, 220 - first protrusion, 230 - buffer groove.

[0030] 300-hood hinge reinforcement plate, 400-hood lock reinforcement plate, 500-air outlet, 510-air outlet, 520-second protrusion. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to understand the present application more clearly, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of this application.

[0032] The first embodiment of the present application provides an engine hood that is installed on a vehicle and integrates a heat dissipation structure with a strength reduction structure, thereby achieving the functions of heat dissipation and pedestrian protection, simplifying the structure of the engine hood, and improving space utilization.

[0033] See also Figure 1 as well as Figure 2 The engine hood provided in the present application includes an inner panel 100 and an outer panel 200. The inner panel 100 is close to the engine compartment, and the outer panel 200 is close to the outside of the vehicle. The inner panel 100 is provided with a convex frame 110, which can form a supporting structure of the outer panel 200 to form an installation base for the outer panel 200. The inner frame opening 111 of the convex frame 110 passes through the inner panel 100, which can reduce the weight of the engine hood. The side frame wall 112 of the convex frame 110 is provided with a first opening 113 connected to the inner frame opening 111. The first opening 113 is located on one side of the convex frame 110 along the width direction of the vehicle body; the outer panel 200 is connected to the inner panel 100 so that the outer panel 200, the main body of the inner panel 100 and the side frame wall 112 of the convex frame 110 are combined to form a medium channel for medium circulation. The outer panel 200 is provided with a second opening 210, and the second opening 210, the medium channel and the first opening 113 are connected in sequence.

[0034] First opening 113 is located on one side of the raised frame 110 along the vehicle body width. Connected to the inner frame opening 111, this reduces the strength of the inner panel 100 at this location. During a collision, the panel deforms and absorbs energy in a predetermined area, protecting pedestrians. The first opening 113, the media channel, and the second opening 210 are connected, allowing heat generated by the engine to diffuse through the first opening 113 and the media channel before being smoothly discharged through the second opening 210 of the outer panel 200, improving the engine's operating temperature.

[0035] In the present application, the first opening 113 serves as both a weakened structure of the engine hood and an entrance to the heat dissipation channel, thereby simplifying the structure of the engine hood, improving integration, and saving space.

[0036] In some embodiments, see Figure 3 The inner panel 100 is provided with a drainage hole 160 connected to the medium channel. The drainage hole 160 is close to the head of the engine hood, and the second opening 210 is close to the tail of the engine hood. That is to say, the second opening 210, the first opening 113 and the drainage hole 160 are arranged in sequence from the rear of the vehicle to the front of the vehicle. The medium channel enclosed by the inner panel 100 and the outer panel 200 can flow both high-temperature gas and rainwater to achieve heat dissipation and exhaust functions.

[0037] In some embodiments, please refer to Figure 3The inner panel 100 includes a first reinforcement area 130, a second reinforcement area 140 and a weakened area 120. The first reinforcement area 130, the weakened area 120 and the second reinforcement area 140 are arranged in sequence along the length direction of the vehicle body, that is, the weakened area 120 is located in the middle, and the first reinforcement area 130 and the second reinforcement area 140 are located on both sides of the weakened area 120 along the length direction of the vehicle body. Among them, the first reinforcement area 130 can be used as a hood hinge installation position to improve the connection strength between the hood and the hood hinge. The second reinforcement area 140 can be located at the corner position of the head of the inner panel 100 to improve the local strength and stiffness of the front corner of the hood to meet the mechanical and durability performance under normal working conditions.

[0038] Please continue reading Figure 3 The weakened area 120 corresponds to the position of the first opening 113, and the weakened area 120 extends to the edge of the inner panel 100. For example, the weakened area 120 and the first opening 113 can be adjacent to each other along the width direction of the vehicle body. The two work together to improve the weakening effect of the inner panel 100 at this position. During a vehicle collision, it can deform and absorb energy according to the preset area, thereby improving pedestrian safety.

[0039] In some embodiments, the thickness of the weakened area 120 is less than the thickness of the main body of the inner panel 100. A micro-groove structure with a very small groove depth is formed at the weakened area 120 to reduce the strength of the weakened area 120 of the inner panel 100, thereby deforming and absorbing energy during a vehicle collision. In other embodiments, the weakened area 120 may also be provided with a groove structure to deform and absorb energy during a vehicle collision.

[0040] In some embodiments, the thickness of the first reinforcement area 130 and the second reinforcement area 140 is greater than the thickness of the inner panel 100 to improve the strength and rigidity of the first reinforcement area 130 and the second reinforcement area 140. In other embodiments, the first reinforcement area 130 and the second reinforcement area 140 are provided with a stepped structure 170 to improve the strength and rigidity of the first reinforcement area 130 and the second reinforcement area 140.

[0041] In some embodiments, the thickness of the first reinforced region 130 and the second reinforced region 140 are both greater than the thickness of the weakened region 120, so that the strength of the first reinforced region 130 and the second reinforced region 140 is higher than the strength of the weakened region 120. In a specific implementation, the inner panel 100 body can be made thicker by thinning the weakened region 120 so that the thickness of the first reinforced region 130 and the second reinforced region 140 are both greater than the thickness of the weakened region 120. Alternatively, the first reinforced region 130 and the second reinforced region 140 can be made thicker so that the thickness of the first reinforced region 130 and the second reinforced region 140 are both greater than the thickness of the weakened region 120.

[0042] In some embodiments, the angle between the weakened area 120 and the length of the vehicle body is greater than the angle between the first reinforced area 130 and the second reinforced area 140, so that the inner panel 100 deforms and absorbs energy in a predetermined direction during a vehicle collision. In other embodiments, the angle between the weakened area 120 and the length of the vehicle body is equal to the angle between the first reinforced area 130 and the second reinforced area 140, which can also achieve deformation and energy absorption of the inner panel 100 during a vehicle collision.

[0043] In some embodiments, the inner panel 100 is a carbon fiber inner panel 100, which has poor tangential toughness. In the event of a vehicle collision, it will not absorb energy by collapsing, and is prone to large-scale material shattering and penetrating the cockpit, endangering the safety of the driver and passengers. The number of carbon fiber cloth plies in the weakened area 120 is less than the number of carbon fiber cloth plies in other areas of the inner panel 100. For example, the number of carbon fiber cloth plies in the weakened area 120 is less than the number of carbon fiber cloth plies in the first reinforcement area 130 and the second reinforcement area 140. This allows the thickness of the weakened area 120 to be less than the thickness of other areas of the inner panel 100. This weakens specific areas, allowing the hood to break in predetermined areas during a vehicle collision, preventing the hood from moving backward, intruding into the windshield, and entering the cockpit. In other embodiments, the inner panel 100 can also be an aluminum alloy plate or a steel plate, and the thickness of the weakened area 120 of the inner panel 100 can be made thinner than the thickness of other areas of the inner panel 100 through stamping or other methods.

[0044] In the case of a carbon fiber inner panel 100, it is constructed from layers of carbon fiber cloth, bonded and shaped using a thermosetting resin. In some embodiments, the weakened region 120 may have one carbon fiber cloth layer with a thickness of 0.3 to 0.6 mm, the first and second reinforced regions 130 and 140 may have three carbon fiber cloth layers with a thickness of 1.8 to 2.2 mm, and the remaining regions of the inner panel 100 may have two carbon fiber cloth layers with a thickness of 0.8 to 1.2 mm. As can be seen, the thickness of the weakened region 120, the main body, and the reinforced regions (the first and second reinforced regions 130 and 140) of the inner panel 100 increase in order. During specific implementation, a layer of carbon fiber cloth may be laid first, then the weakened area 120 may be retained, a second layer of carbon fiber cloth may be laid on other areas, and finally a third layer of carbon fiber cloth may be laid on the first reinforcement area 130 and the second reinforcement area 140, thereby forming a structure in which the thickness of the weakened area 120 of the inner panel 100, the thickness of the body, and the thickness of the reinforcement areas (the first reinforcement area 130 and the second reinforcement area 140) increase sequentially.

[0045] Please continue reading Figure 3The inner panel 100 is provided with a stepped structure 170, which is arranged at least around the side frame wall 112 of the convex frame 110 having the first opening 113. The upper stepped surface 171 of the stepped structure 170 is close to the convex frame 110. The stepped structure 170 forms the wall surface of the medium channel. The stepped structure 170 is used as a transition structure between the convex frame 110 and the main body of the inner panel 100 to improve the strength of the inner panel 100. In addition, the upper stepped surface 171 of the stepped structure 170 can be used for heat dissipation and exhaust, and the lower stepped surface 172 is used for drainage. Heat dissipation and drainage do not interfere with each other. On rainy days and when heat dissipation is required, drainage and heat dissipation are smoother.

[0046] In some embodiments, please refer to Figure 3 The stepped structure 170 is enclosed and wrapped around the convex frame 110 to improve the strength of the inner panel 100. In other embodiments, the stepped structure 170 is only wrapped around one side of the convex frame 110 along the width direction of the vehicle body, which can also improve the strength of the inner panel 100.

[0047] In some embodiments, see Figure 2 The heights of the lower edge of the first opening 113, the upper step surface 171 of the step structure 170 and the inner panel 100 body (equivalent to the lower step surface 172 of the step structure 170) are successively reduced to prevent rainwater from entering the cabin along the first opening 113.

[0048] In some embodiments, see Figure 2 The engine hood further includes a hood hinge reinforcement plate 300 connected to the first reinforcement area 130, see Figure 3 The inner panel 100 also has a third reinforcement area 150. This area is located at the front of the inner panel 100 and outside the stepped structure 170, serving as a mounting location for the hood latch. In certain embodiments, the engine hood also includes a hood latch reinforcement plate 400 connected to the third reinforcement area 150. The hood latch reinforcement plate 400 forms the mounting location for the hood latch, while the hood hinge reinforcement plate 300 and the hood latch reinforcement plate 400 form the main support structure. Both the hood hinge reinforcement plate 300 and the hood latch reinforcement plate 400 can be aluminum alloy reinforcement plates, which are bonded and / or riveted to the carbon fiber inner panel 100 to achieve a connection between the two.

[0049] In some embodiments, multiple protruding frames 110 are provided, for example, three or four, each of which is used to connect and support the outer panel 200. When three protruding frames 110 are provided, the three protruding frames 110 are arranged in a triangular shape, with two of the protruding frames 110 smaller than the third. The two smaller protruding frames 110 are positioned closer to the cockpit, while the larger protruding frame 110 is positioned further away from the cockpit, that is, closer to the front of the vehicle. A first opening 113 is provided in the side frame wall 112 of the larger protruding frame 110, and a stepped structure 170 is provided around the entire exterior of the three protruding frames 110 to enhance the strength of the inner panel 100.

[0050] In some embodiments, see Figures 4 to 6 The engine hood also includes an air outlet member 500, which is mounted on the outer panel 200 and has an air outlet 510. The air outlet 510 is connected to the second opening 210, allowing hot air to be discharged through the second opening 210 and the air outlet 510. The air outlet member 500 not only serves as an outlet for hot air but also as an inlet for rainwater. The air outlet member 500 can be located on the side of the first reinforced area 130 away from the weakened area 120, so as to be staggered with the hinge and avoid interference with the hinge.

[0051] See also Figure 7 The outer panel 200 is provided with a plurality of first protrusions 220 arranged in sequence along the length direction of the vehicle body. The first protrusions 220 protrude in the direction away from the inner panel 100. Buffer grooves 230 are formed between adjacent first protrusions 220. A second opening 210 is provided on the top of the first protrusion 220. The air outlet piece 500 is provided with a plurality of second protrusions 520 arranged in sequence along the length direction of the vehicle body. The side wall of the second protrusion 520 is provided with an air outlet 510. The number of the first protrusions 220 and the second protrusions 520 is the same as the number of the buffer grooves 230. The second protrusions 520 and the first protrusions 220 are staggered and a gap is set. The gap of the second protrusion 520 is located in the corresponding buffer groove 230, so that the air outlet 510 is connected to the corresponding buffer groove 230. Rainwater flows as follows: Rainwater falls onto the air outlet 500 and splits into two paths from the air outlet 510 of the air outlet 500. One path enters the buffer groove 230 of the inner panel 100, then overflows through the gap between the second protrusion 520 and the first protrusion 220, and then enters the dielectric channel through the second opening 210. The other path flows directly through the gap between the second protrusion 520 and the first protrusion 220 to the second opening 210, and then enters the dielectric channel. The tortuous rainwater flow path can buffer rainwater, ensuring that it flows along the set path, preventing rainwater from flowing too quickly through the first opening 113 and out of the dielectric channel, potentially causing adverse effects on components within the cabin. Hot air within the cabin flows through the first opening 113 and the dielectric channel to the second opening 210, and then is discharged through the air outlet 510 for heat dissipation.

[0052] In some embodiments, the vertical projection of the second opening 210 covers the upper step surface 171 and the lower step surface 172 of the stepped structure 170 , so that heat dissipation of the upper step surface 171 and drainage of the lower step surface 172 can be performed simultaneously without interfering with each other.

[0053] In some embodiments, see Figure 7 The cross-sectional shape of the second protrusion 520 along the longitudinal section of the vehicle can be a right-angled triangle, with the right-angled side of the right-angled triangle close to the front of the vehicle and the hypotenuse close to the rear of the vehicle. The air outlet 510 is located at the right-angled side close to the front of the vehicle. The right-angled triangle-shaped protrusion can buffer rainwater, slow down the flow rate, and make rainwater flow along the set path, thereby preventing rainwater from flowing out of the medium channel through the first opening 113 too quickly and causing adverse effects on the components in the cabin.

[0054] See also Figure 1 There are two first openings 113, two second openings 210, two medium channels and two air outlet pieces 500. The two first openings 113 are located on both sides of the convex frame 110 along the width direction of the vehicle body, the two second openings 210 are located on both sides of the convex frame 110 along the width direction of the vehicle body, the two medium channels are located on both sides of the convex frame 110 along the width direction of the vehicle body, and the two air outlet pieces 500 are located on both sides of the convex frame 110 along the width direction of the vehicle body.

[0055] See also Figure 1 There are two first reinforcement areas 130 and two second reinforcement areas 140. The two first reinforcement areas 130 are located on both sides of the smaller convex frame 110 along the width direction of the vehicle body, and the second reinforcement areas 140 are located on both sides of the width direction of the inner panel 100, and are both located at the head. That is to say, multiple structures of the inner panel 100 (first opening 113, second opening 210, medium channel, air outlet piece 500, first reinforcement area 130 and second reinforcement area 140) are symmetrically arranged along the longitudinal axis of the vehicle body.

[0056] In some embodiments, the inner panel 100, outer panel 200, and air outlet 500 can all be made of carbon fiber composite materials, namely, the inner panel 100 is a carbon fiber inner panel, the outer panel 200 is a carbon fiber outer panel, and the air outlet 500 is a carbon fiber air outlet. The hood hinge reinforcement plate and the hood latch reinforcement plate are both made of aluminum alloy, namely, the hood hinge reinforcement plate 300 and the hood latch reinforcement plate 400 are both aluminum alloy reinforcement plates. The hood hinge reinforcement plate 300 and the hood latch reinforcement plate 400 are connected to the inner panel 100 through riveting and bonding to form the main support structure. The outer panel 200 and the inner panel 100 are bonded together at the circumference and the center convex frame with structural adhesive. The air outlet 500 is bonded to the outer panel 200 by bonding, thus connecting the various structures of the engine hood. In other embodiments, the inner panel 100, outer panel 200, air outlet piece 500, hood hinge reinforcement plate 300 and hood lock reinforcement plate 400 may also all be made of aluminum alloy material, and the connection of the various structures of the engine hood can be achieved by welding or screwing.

[0057] An embodiment of the second aspect of the present application provides a vehicle comprising an engine hood according to any embodiment of the first aspect.

[0058] The following describes the drainage and heat dissipation process of the engine hood of this application using the example of rainy weather where the engine still needs to dissipate heat:

[0059] Drainage: Rainwater enters the medium channel through the air outlet 510 of the air outlet member 500 and the second opening 210 of the outer panel 200, flows toward the front of the vehicle along the lower stepped surface 172 of the medium channel under the action of gravity, and is then discharged through the drainage hole 160 of the inner panel 100.

[0060] Hot air: The hot air in the cabin diffuses from the first opening 113 to the medium channel, moves upward along the upper step surface 171 of the stepped structure 170 toward the rear of the vehicle, and is then discharged through the second opening 210 of the outer panel 200 and the air outlet 510 of the air outlet member 500.

[0061] The engine hood and vehicle provided by this application have at least the following advantages:

[0062] (1) The present application sets a weakened area 120 in the middle of the inner panel 100 in the longitudinal direction, and sets a first reinforcement area 130 and a second reinforcement area 140 on both sides of the weakened area 120 along the longitudinal direction of the vehicle, so that the weakened area 120 can be easily broken and absorb energy in the event of a vehicle collision, thereby protecting pedestrians and preventing the hood from moving backward to the driver's cabin, thereby improving safety.

[0063] (2) The engine hood provided in this application adopts carbon fiber inner panels, carbon fiber outer panels and carbon fiber air outlet parts, which are light in weight and conform to lightweight requirements. At the same time, it can save a lot of mold costs, simplify process development and production processes, and shorten the development cycle.

[0064] (3) Based on the requirements of the collision weakened zone and the heat dissipation of the engine compartment, the carbon fiber inner panel 100 adopts a method of laying fewer layers in the weakened zone and more layers in the strengthened zone to form a weakened zone 120, so that in the event of a vehicle collision, the weakened zone 120 is easy to break and absorb energy, which not only protects pedestrians but also prevents the hood from moving backward to the cockpit, thereby improving safety.

[0065] (4) The heat dissipation structure of the present application is integrated with the weakening structure, resulting in a simple structure. The heat dissipation structure can also serve as a drainage channel. The unique heat dissipation structure can effectively supplement the engine temperature control under harsh working conditions.

[0066] (5) In the present application, a stepped structure 170 is arranged around the outer side of the convex ring, which not only provides strength to the inner panel 100, but also the upper stepped surface 171 of the stepped structure 170 provides a space for hot air to pass through, and the lower stepped surface 172 forms a space for rainwater to pass through. The hot air and rainwater do not interfere with each other, and the heat dissipation and drainage are more timely and smooth, which will not cause adverse effects on the components in the cabin.

[0067] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0068] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0069] In this application, unless otherwise specified or limited, the terms "connect," "fix," etc. should be understood broadly. For example, "fix" can mean fixed connection, detachable connection, or integration; it can mean mechanical connection or electrical connection; it can mean direct connection or indirect connection through an intermediate medium; it can mean internal communication between two elements or interaction between two elements. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0070] In addition, the terms "first," "second," and so on, used in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features specified as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0071] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. An engine hood, characterized in that: include: The inner panel is provided with a convex frame, a stepped structure, and a drainage hole. The inner frame opening of the convex frame passes through the inner panel. The side frame wall of the convex frame is provided with a first opening communicating with the inner frame opening. The first opening is located on one side of the convex frame along the width direction of the vehicle body. The stepped structure is provided at least around the side frame wall of the convex frame provided with the first opening. The upper stepped surface of the stepped structure is close to the convex frame. The drainage hole is close to the head of the engine hood; an outer plate connected to the inner plate such that the outer plate, the body of the inner plate, and the side frame wall of the convex frame together form a medium channel for medium circulation, the outer plate being provided with a second opening proximate to the rear portion of the engine hood, the second opening, the medium channel, and the first opening being sequentially connected, and the medium channel being connected to the drain hole; Wherein, the stepped structure forms the wall surface of the medium channel.

2. The engine hood according to claim 1, wherein: The inner panel is provided with a weakened area corresponding to the position of the first opening.

3. The engine hood according to claim 2, characterized in that: The thickness of the weakened area is less than the thickness of the body of the inner panel.

4. The engine hood according to claim 3, characterized in that: The inner panel is a carbon fiber inner panel, and the number of carbon fiber cloth plies in the weakened area is less than the number of carbon fiber cloth plies in other areas of the inner panel.

5. The engine hood according to claim 2, characterized in that: The inner panel also includes a first reinforcement area and a second reinforcement area. The first reinforcement area, the weakened area and the second reinforcement area are arranged in sequence along the length direction of the vehicle body; the angle between the weakened area and the length direction of the vehicle body is greater than the angle between the first reinforcement area and the second reinforcement area and the length direction of the vehicle body.

6. The engine hood according to any one of claims 1 to 5, characterized in that: The heights of the lower edge of the first opening, the upper step surface of the stepped structure, and the inner plate body decrease in sequence.

7. The engine hood according to any one of claims 1 to 5, characterized in that: There are two of each of the first opening, the second opening and the medium channel. The two first openings are located on both sides of the convex frame along the width direction of the vehicle body, the two second openings are located on both sides of the convex frame along the width direction of the vehicle body, and the two medium channels are located on both sides of the convex frame along the width direction of the vehicle body.

8. A vehicle, characterized in that: The engine hood comprises the engine hood according to any one of claims 1 to 7.

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