Bumper, flow guiding structure and vehicle

Abstract

The present application relates to a bumper, a flow guiding structure and a vehicle. The bumper is applied to a vehicle which has a bumper beam. The bumper includes: a functional plate provided with a first air inlet and a second air inlet, and the first air inlet is configured to be at least partially opposite to the bumper beam. By providing the first air inlet and the second air inlet on the functional plate of the bumper and making at least part of the bumper beam opposite to the first air inlet, the air flow rate flowing in from the air inlet is increased, and more air flow can be used to cool the cooling module, thereby improving the cooling effect of the cooling module.

Description

Technical Field

[0001] The present application relates to the field of cooling technology, and in particular to a bumper, a flow guide structure and a vehicle. Background Art

[0002] In related technology, the prevalence of closed upper grilles on the front bumpers of new energy vehicles significantly reduces the amount of airflow needed to dissipate heat from the front engine compartment cooling module, compared to the open upper and lower grilles on gasoline vehicles. However, the heat generated by the vehicle as a whole is affected by the powertrain system and curb weight, and this results in insufficient airflow for dissipating heat from the front engine compartment cooling module, resulting in poor cooling performance and limited power. Summary of the Invention

[0003] The embodiments of the present application provide a bumper, a guide structure, and a vehicle to improve the poor cooling effect of the cooling module, so as to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above object, according to a first aspect of the present application, a bumper is provided, which is applied to a vehicle, wherein the vehicle has an anti-collision beam, and the bumper comprises:

[0005] The functional panel is provided with a first air inlet and a second air inlet, and the first air inlet is configured to be at least partially opposite to the anti-collision beam.

[0006] In some embodiments, the first air inlet and the second air inlet are spaced apart from each other; or, the first air inlet is connected to the second air inlet.

[0007] In some embodiments, the first air inlet and the second air inlet are configured to be spaced apart along the height direction of the vehicle; and / or the second air inlet is configured to be located below the first air inlet along the height direction of the vehicle.

[0008] In some embodiments, the vehicle further has a cooling module, which is arranged on the side of the anti-collision beam away from the bumper, and at least part of the first air intake is configured to be arranged opposite to the cooling module; and / or, the second air intake is configured to be arranged opposite to the cooling module.

[0009] According to a second aspect of the present application, a flow guiding structure is provided, comprising:

[0010] Bumpers as above; and

[0011] The anti-collision beam is arranged on the inner side of the bumper and at least partially arranged opposite to the first air inlet.

[0012] In some embodiments, in the first direction, the anti-collision beam is at least partially disposed opposite to the first air inlet.

[0013] In some embodiments, the flow guiding structure further comprises:

[0014] The air deflector is connected to the anti-collision beam and is arranged between the functional plate and the anti-collision beam. The air deflector is configured to guide the airflow flowing in from the first air inlet.

[0015] In some embodiments, the air deflector structure is applied to a vehicle, and the vehicle further includes a cooling module, which is disposed on a side of the anti-collision beam facing away from the bumper. The air deflector includes:

[0016] The first flow guide is connected to the anti-collision beam, and one end abuts the functional plate, and the other end extends to the edge of the side of the cooling module close to the anti-collision beam. The first flow guide is configured to guide the airflow flowing in from the first air inlet.

[0017] In some embodiments, the first guide member has a first guide plate, one end of which abuts the functional plate, and the other end extends to the edge of the side of the cooling module close to the anti-collision beam, and the angle between the first guide plate and the horizontal plane is σ, 0°≤σ<90°.

[0018] In some embodiments, the air guide cover further comprises:

[0019] The first connecting plate is connected to the first air guide member. The first connecting plate is configured to define a cooling cavity having a first air inlet with the functional plate, the first air guide member and the cooling module, so that the airflow flowing in from the first air inlet flows in the cooling cavity.

[0020] In some embodiments, the air guide cover further comprises:

[0021] The second flow guide is connected to the anti-collision beam and is located between the bumper and the anti-collision beam. The second flow guide is configured to guide the airflow flowing in from the first air inlet.

[0022] In some embodiments, in the length direction of the first air inlet, the length of the second air guide is greater than or equal to the length of the first air inlet.

[0023] In some embodiments, the second air guide member has a second air guide plate, the included angle between the second air guide plate and the vertical plane is θ, 0°≤θ<90°, and the second air guide plate is configured to guide the airflow flowing in from the first air inlet.

[0024] In some embodiments, the guide structure is applied to a vehicle with multiple operating conditions, and the second guide plate is configured to have different angles with the vertical plane when the vehicle is in different operating conditions.

[0025] In some embodiments, in the first direction, the second guide plate is at least partially disposed opposite to the first air inlet.

[0026] In some embodiments, the flow guiding structure further comprises:

[0027] The power mechanism, which is connected to the second flow guide member, is configured to drive the second flow guide member to act so as to adjust the angle between the second flow guide plate and the vertical plane.

[0028] In some embodiments, the flow guide structure further includes:

[0029] The first connection structure, which is connected to the anti-collision beam, the second flow guide member and the power mechanism, is configured to act with the power mechanism to drive the second flow guide member to act.

[0030] In some embodiments, the first connection structure includes:

[0031] The slide rail, which is fixedly connected to the anti-collision beam and has a first chute;

[0032] The sliding member, which is connected to the second flow guide member and the power mechanism and is slidably connected to the first chute, is configured to slide along the first chute with the action of the power mechanism to drive the second flow guide member to act, so that the angle between the second flow guide plate and the vertical plane is changed.

[0033] In some embodiments, the included angle between the sliding direction of the sliding member and the straight line where the second direction is located is α, and 0°≤α<90°.

[0034] In some embodiments, the flow guide structure has a plurality of first connection structures, and the plurality of first connection structures are at least arranged at one end of the second flow guide member.

[0035] In some embodiments, the plurality of first connection structures are arranged at both ends of the second flow guide member.

[0036] In some embodiments, the number of the first connection structures arranged at both ends of the second flow guide member is the same.

[0037] In some embodiments, the flow guide structure has a plurality of power mechanisms, and the plurality of power mechanisms are respectively connected to the plurality of first connection structures in one-to-one correspondence.

[0038] In some embodiments, a second chute is provided on the second flow guide member, and the power mechanism is further connected to the second flow guide member. The power mechanism is configured to drive the second flow guide member to act so that the second flow guide member acts along the length direction of the second chute, so that the angle between the second flow guide plate and the vertical plane is changed.

[0039] In some embodiments, the included angle between the length direction of the second chute and the straight line where the second direction is located is β, and 0°≤β<90°.

[0040] In some embodiments, the flow guide structure further includes:

[0041] The second connection structure, which is configured to connect the first flow guide member and the anti-collision beam.

[0042] In some embodiments, the diversion structure includes two second connection structures, which are respectively disposed at two ends of the first diversion member.

[0043] According to a third aspect of the present application, a vehicle is provided, including:

[0044] The bumper as described above, or, the diversion structure as described above; and

[0045] A cooling module, which is disposed on a side of the anti-collision beam away from the bumper.

[0046] In some embodiments, in a first direction, a first air duct and a second air duct are defined between opposite sides of the anti-collision beam and the bumper. The cooling module has a first sub-cooling module communicating with the first air duct and a second sub-cooling module communicating with the second air duct. In the first direction, a part of the first sub-cooling module is disposed opposite to the first air inlet; and / or, in the first direction, at least a part of the second sub-cooling module is disposed opposite to the first air inlet.

[0047] In the bumper according to the embodiments of the present application, by opening a first air inlet and a second air inlet on the functional plate of the bumper and making at least a part of the anti-collision beam disposed opposite to the first air inlet, thus, the air flow rate flowing in from the air inlet is increased, and more air flow can be used to cool the cooling module, thereby improving the cooling effect of the cooling module.

[0048] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative efforts.

[0050] In order to more fully understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals represent the same parts in the following description.

[0051] Figure 1 is a cross-sectional view of the diversion structure provided by the embodiments of the present application, in which the bumper is shown;

[0052] Figure 2 is Figure 1 a side cross-sectional view of the diversion structure in, in which the bumper is shown;

[0053] Figure 3 is Figure 1 a three-dimensional view of the diversion structure in;

[0054] Figure 4 is Figure 1 A perspective three-dimensional structure diagram of a partial structure of the diversion structure in

[0055] Figure 5 is Figure 1 A partial structure diagram of the diversion structure in , where the anti-collision beam and the second diversion member are shown;

[0056] Figure 6 is Figure 1 Schematic diagrams before and after the angle adjustment of the second diversion member in the diversion structure in ;

[0057] Figure 7 is Figure 1 A partial structure diagram of the diversion structure in , where the anti-collision beam, the first connection structure, and the power mechanism are shown;

[0058] Figure 8 is Figure 1 An enlarged view of the first connection structure on the anti-collision beam of the diversion structure in .

[0059] Explanation of reference numerals:

[0060] 10, bumper; 11, functional board; 12, first air inlet; 13, second air inlet;

[0061] 20, anti-collision beam; 21, first connection surface; 22, second connection surface; 23, third connection surface;

[0062] 31, first diversion member; 311, first diversion board; 312, second connection board; 32, first connection board; 33, second diversion member; 331, second diversion board; 332, second sliding groove;

[0063] 40, cooling module;

[0064] 50, cooling cavity;

[0065] 60, power mechanism;

[0066] 70, first connection structure; 71, slide rail; 711, first sliding groove; 72, sliding member;

[0067] 80, second connection structure;

[0068] X, first direction;

[0069] Y, second direction. Detailed implementation manner

[0070] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0071] In the related art, an air inlet is usually provided on the front bumper of a vehicle to cool the cooling module by using the air flow entering from the air inlet. Currently, the front bumper air inlet of a common new energy vehicle is usually provided at a position close to the lower part. Compared with the traditional fuel vehicle having upper and lower air inlets on the bumper, the setting method of the air inlet of the new energy vehicle results in a significant reduction in the air flow rate entering from the air inlet, and most of the air flow flows to the part of the cooling module directly opposite to the air inlet, while the air flow rate flowing to the part of the cooling module not opposite to the air inlet is small, resulting in poor cooling effect of this part and poor heat dissipation capacity of the whole vehicle, which affects the performance of the whole vehicle.

[0072] Based on the above problems, the present application provides a bumper, a flow guiding structure and a vehicle to at least partially solve the above technical problems.

[0073] According to a first aspect of the present application, there is provided a bumper 10. Please refer to Figure 1 and Figure 2 , Figure 1 is a cross-sectional view of the flow guiding structure provided by the embodiment of the present application. Among them, the bumper is shown, Figure 2 is Figure 1 The side cross-sectional view of the flow guiding structure in. Among them, the bumper is shown. The bumper 10 is applied to a vehicle, and the vehicle has a bumper beam 20. The bumper 10 includes: a functional plate 11, which is provided with a first air inlet 12 and a second air inlet 13, and the first air inlet 12 is configured to be at least partially opposite to the bumper beam 20.

[0074] In the related art, when an air inlet is opened on the bumper, the anti-collision beam is usually avoided, that is, the air inlet is not opened at a position directly opposite the bumper and the anti-collision beam, and the air inlet of a new energy vehicle is usually opposite to the cooling module below the anti-collision beam, resulting in a small amount of air flow to the cooling module above the anti-collision beam, and a poor cooling effect of the cooling module. In the embodiment of the present application, by opening a first air inlet 12 and a second air inlet 13 on the functional panel 11 of the bumper 10, and making the anti-collision beam 20 at least partially opposite to the first air inlet 12, compared with the solution of only opening an air inlet near the bottom of the bumper in the related art, the bumper 10 provided in the embodiment of the present application increases the amount of air flowing in from the air inlet by opening a first air inlet 12 that is at least partially opposite to the anti-collision beam 20, and adding a second air inlet 13, so that more air flow can be used to cool the cooling module, thereby improving the cooling effect of the cooling module.

[0075] Please continue reading Figure 1 and Figure 2 In some embodiments of the present application, the first air inlet 12 and the second air inlet 13 are spaced apart. This allows the first air inlet 12 and the second air inlet 13 to cool different parts of the cooling module, achieving targeted cooling of different parts of the cooling module, which helps improve the cooling effect of the cooling module.

[0076] Please continue reading Figure 1 and Figure 2 In some embodiments of the present application, the first air inlet 12 is connected to the second air inlet 13. This prevents the functional board 11 located between the first air inlet 12 and the second air inlet 13 from blocking the airflow, allowing more airflow to flow in from the first air inlet 12 and the second air inlet 13, thereby improving the cooling effect of the cooling module.

[0077] Please continue reading Figure 1 and Figure 2 In some embodiments of the present application, the first air inlet 12 and the second air inlet 13 are configured to be spaced apart along the height direction of the vehicle; and / or, the second air inlet 13 is configured to be located below the first air inlet 12 along the height direction of the vehicle.

[0078] Please continue reading Figure 1 and Figure 2 In some embodiments of the present application, the vehicle further has a cooling module 40, which is arranged on the side of the anti-collision beam 20 facing away from the bumper 10, and at least part of the first air intake 12 is configured to be arranged opposite to the cooling module 40; and / or, the second air intake 13 is configured to be arranged opposite to the cooling module 40.

[0079] Adopting such a solution enables the airflow flowing in from the first air inlet 12 and / or the second air inlet 13 to directly cool the cooling module 40 disposed opposite to the first air inlet 12, improving the cooling effect of this part of the cooling module 40.

[0080] In addition, in the embodiments of the present application, the first air inlet 12 is at least partially disposed opposite to the anti-collision beam 20, so that the airflow flowing from the first air inlet 12 to the anti-collision beam 20 can be diverted by the anti-collision beam 20, and part of the airflow is diverted to the cooling module 40 that is not opposite to the first air inlet 12 and the second air inlet 13, further improving the cooling effect of the cooling module 40.

[0081] According to the second aspect of the present application, a diversion structure is provided. Please refer to Figures 1 to 4 , Figure 3 is Figure 1 a three-dimensional schematic diagram of the diversion structure in Figure 4 is Figure 1 a three-dimensional structural schematic diagram of another perspective of a partial structure of the diversion structure in

[0082] Please continue to refer to Figures 1 to 4 , in some embodiments of the present application, in the first direction X, the anti-collision beam 20 is at least partially disposed opposite to the first air inlet 12. In this way, it can be ensured that the airflow flowing in from the first air inlet 12 can flow to the surface of the anti-collision beam 20 facing the bumper 10, and thus be diverted by this surface, so that the airflow flowing in from the first air inlet 12 can flow in different directions to cool different parts of the cooling module 40, thereby improving the cooling effect of the cooling module 40.

[0083] It should be noted that the first direction X in the embodiments of the present application is a direction perpendicular to the horizontal plane.

[0084] Please continue to refer to Figures 1 to 4 , in some embodiments of the present application, the diversion structure further includes: a diversion cover, which is connected to the anti-collision beam 20 and is disposed between the functional plate 11 and the anti-collision beam 20. The diversion cover is configured to divert the airflow flowing in from the first air inlet 12. In this way, the airflow flowing in from the first air inlet 12 can be diverted to the parts of the cooling module 40 to be cooled by using the diversion cover, so that more airflow can be used to cool the parts to be cooled, thereby improving the cooling effect of the cooling module.

[0085] Please continue to refer to Figures 1 to 4, in some embodiments of the present application, the flow guiding structure is applied to a vehicle, and the vehicle further has a cooling module 40. The cooling module 40 is disposed on a side of the bumper beam 20 away from the bumper 10. The flow guiding cover includes: a first flow guiding member 31, connected to the bumper beam 20, with one end abutting against the functional plate 11 and the other end extending to the edge of the side of the cooling module 40 close to the bumper beam 20. The first flow guiding member 31 is configured to guide the air flow flowing in from the first air inlet 12. In this way, the first flow guiding member 31 can be used to guide the gas flowing in from the first air inlet 12, so that the air flow flows along the first flow guiding member 31 towards the cooling module 40, enabling more gas to flow towards the cooling module 40, thereby improving the cooling effect of the cooling module 40.

[0086] Please continue to refer to Figures 1 to 4 , in some embodiments of the present application, the first flow guiding member 31 has a first flow guiding plate 311. One end of the first flow guiding plate 311 abuts against the functional plate 11, and the other end extends to the edge of the side of the cooling module 40 close to the bumper beam 20. The included angle between the first flow guiding plate 311 and the horizontal plane is σ, where \(0^{\circ}\leq\sigma\lt90^{\circ}\). In this way, it can be ensured that the first flow guiding plate 311 can guide the air flow flowing towards itself to the cooling module 40, thereby improving the cooling capacity of the cooling module 40.

[0087] In some embodiments of the present application, the flow guiding cover further includes: a second connecting plate 312, connected to the bumper beam 20 and the first flow guiding plate 311.

[0088] Please continue to refer to Figures 1 to 4 , in some embodiments of the present application, the flow guiding cover further includes: a first connecting plate 32, connected to the first flow guiding member 31. The first connecting plate 32 is configured to define a cooling cavity 50 having a first air inlet 12 together with the functional plate 11, the first flow guiding member 31, and the cooling module 40, so that the air flow flowing in from the first air inlet 12 flows in the cooling cavity 50.

[0089] Adopting such a solution can ensure that the air flow entering from the first air inlet 12 only flows in the cooling cavity 50, which helps to make full use of the air flow to cool the cooling module 40.

[0090] Please refer to Figures 1 to 5 , Figure 5 is Figure 1 a partial structural schematic diagram of the flow guiding structure in

[0091] In the related art, the main purpose of the anti-collision beam 20 is to protect the safety of pedestrians. When designing the anti-collision beam 20, improving the protection ability for pedestrians is the primary consideration. However, it is possible that the protection ability for pedestrians and the air guiding ability cannot be both achieved. Therefore, in the embodiments of the present application, a second air guiding member 33 is provided on the anti-collision beam 20 to guide the air flow flowing in from the first air inlet 12 by using the second air guiding member 33, which can not only ensure the air guiding ability for the air flow but also ensure the protection ability of the anti-collision beam 20 for pedestrians.

[0092] It should be noted that, in order to reduce the harm caused by the vehicle to pedestrians, under the premise of meeting the air guiding ability, the second air guiding member 33 in the embodiments of the present application preferably uses a flexible material.

[0093] In some embodiments of the present application, the second air guiding member 33 is located in the cooling cavity 50. In this way, it is convenient to use the second air guiding member 33 to guide the air flow in the cooling cavity 50, so that more air flow flows to the cooling module 40 and the cooling ability of the cooling module 40 is improved.

[0094] In some embodiments of the present application, in the length direction of the first air inlet 12, the length of the second air guiding member 33 is greater than or equal to the length of the first air inlet 12. In this way, as much air flow as possible flowing in from the first air inlet 12 can be guided by the second air guiding member 33, so as to increase the air flow rate flowing to the cooling module 40, thereby improving the cooling ability of the cooling module 40 and improving the cooling effect of the cooling module 40.

[0095] Please continue to refer to Figures 1 to 5 , in some embodiments of the present application, the second air guiding member 33 has a second air guiding plate 331, and the included angle between the second air guiding plate 331 and the vertical plane is θ, where 0° ≤ θ < 90°. The second air guiding plate 331 is configured to guide the air flow flowing in from the first air inlet 12.

[0096] The second air guiding member 33 needs to guide the air flow flowing in from the first air inlet 12 so that more air flow flows to the cooling module 40. Therefore, the second air guiding plate 331 of the second air guiding member 33 for guiding the air flow needs to have a certain included angle with the vertical plane. In the embodiments of the present application, the range of the included angle θ between the second air guiding plate 331 and the vertical plane is 0° ≤ θ < 90°, ensuring that the second air guiding plate 331 has a certain angle relative to the horizontal plane, thereby guiding the air flow flowing in from the first air inlet 12, increasing the air flow rate flowing to the cooling module 40, and thus improving the cooling ability of the cooling module 40.

[0097] In some embodiments of the present application, the air guiding structure is applied to a vehicle with multiple working conditions, and the second air guiding plate 331 is configured to have different included angles with the vertical plane when the vehicle is in different working conditions.

[0098] Vehicles generally have different operating conditions, and different operating conditions usually correspond to different heat dissipation requirements. In the embodiments of the present application, when the vehicle is in different operating conditions, the angle between the second deflector 331 and the vertical plane is not exactly the same, that is, the angle between the second deflector 331 and the vertical plane is flexibly adjusted according to the heat dissipation requirements corresponding to different operating conditions to meet the air intake requirements corresponding to the heat dissipation requirements under different operating conditions.

[0099] In some embodiments of the present application, in the first direction X, at least a part of the second deflector 331 is disposed opposite to the first air inlet 12. In this way, it can be ensured that the airflow flowing in from the first air inlet 12 can directly flow to the surface of the second deflector 331 facing the bumper 10, and thus be deflected by the second deflector 331.

[0100] Please refer to Figures 1 to 8 , Figure 6 is Figure 1 a schematic diagram before and after the angle adjustment of the second deflector in the deflector structure in Figure 7 is Figure 1 a partial structural schematic diagram of the deflector structure in , where the bumper beam, the first connection structure and the power mechanism are shown. Figure 8 is Figure 1 an enlarged view of the first connection structure on the bumper beam of the deflector structure in . In some embodiments of the present application, the deflector structure further includes: a power mechanism 60, connected to the second deflector 33, and configured to drive the second deflector 33 to act to adjust the angle between the second deflector 331 and the vertical plane. In this way, the power mechanism 60 can be used to drive the second deflector 33 to act, so as to realize the adjustment of the angle between the second deflector 331 and the vertical plane. At the same time, it is also convenient to realize the automatic adjustment of the angle between the second deflector 331 and the vertical plane.

[0101] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, the deflector structure further includes: a first connection structure 70, connected to the bumper beam 20, the second deflector 33 and the power mechanism 60, and the first connection structure 70 is configured to act with the power mechanism 60 to drive the second deflector 33 to act.

[0102] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, the first connection structure 70 includes: a slide rail 71, fixedly connected to the bumper beam 20 and having a first chute 711; a sliding member 72, connected to the second deflector 33 and the power mechanism 60, and slidably connected to the first chute 711. The sliding member 72 is configured to slide along the first chute 711 with the action of the power mechanism 60 to drive the second deflector 33 to act, so that the angle between the second deflector 331 and the vertical plane is changed.

[0103] In the embodiments of the present application, by making the first connection structure 70 include a slide rail 71 and a sliding member 72, and the sliding member 72 can slide along the first chute 711 of the slide rail 71 under the drive of the power mechanism 60, thereby driving the second flow guiding member 33 to act, so that the position of the second flow guiding member 33 connected to the bumper beam 20 through the first connection structure 70 can be adjusted, thereby achieving the effect of adjusting the angle between the second flow guiding plate 331 and the vertical plane.

[0104] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, the included angle between the sliding direction of the sliding member 72 and the straight line in the second direction is α, and 0° ≤ α < 90°. In this way, it can be ensured that when the sliding member 72 slides along the first chute 711, the angle between the second flow guiding plate 331 and the vertical plane will change, realizing the adjustment of the angle between the second flow guiding plate 331 and the vertical plane.

[0105] It should be noted that the second direction Y in the embodiments of the present application is the length direction of the vehicle.

[0106] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, the flow guiding structure has a plurality of first connection structures 70, and the plurality of first connection structures 70 are at least arranged at one end of the second flow guiding member 33.

[0107] In the embodiments of the present application, using a plurality of first connection structures 70 to connect the second flow guiding member 33 helps to improve the connection strength between the second flow guiding member 33 and the bumper beam 20.

[0108] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, a plurality of first connection structures 70 are arranged at both ends of the second flow guiding member 33.

[0109] In the embodiments of the present application, by arranging the first connection structures 70 at both ends of the second flow guiding member 33, the relative positions of both ends of the second flow guiding member 33 and the bumper beam 20 can be adjusted simultaneously. Compared with arranging the first connection structure 70 at other positions, such as in the middle or at one end of the second flow guiding member 33, arranging the first connection structure 70 at both ends of the second flow guiding member 33 in the present application can ensure that the adjusted second flow guiding member 33 is directly opposite to the first air inlet 12, thereby ensuring the flow guiding ability of the second flow guiding member 33.

[0110] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, the number of the first connection structures 70 arranged at both ends of the second flow guiding member 33 is the same.

[0111] In some embodiments of the present application, the number of the first connection structures 70 is an even number.

[0112] Please continue to refer to Figures 1 to 8, in some embodiments of the present application, the anti-collision beam 20 has a first connection surface 21 and a second connection surface 22, and the flow guiding structure has N first connection structures 70. If N = 2, the N first connection structures 70 are arranged on the first connection surface 21 or the second connection surface 22.

[0113] With such a solution, the two first connection structures 70 can adopt the same control method. On the one hand, it can improve the adjustment speed of the second flow guiding plate 331, and on the other hand, it can ensure that the adjustment accuracies at both ends of the second flow guiding member 33 are the same, thereby ensuring the adjustment accuracy of the second flow guiding member 33.

[0114] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, if N > 2, at least two of the N first connection structures 70 are arranged on the first connection surface 21, and at least two first connection structures 70 are arranged on the second connection surface 22. In this way, the convenience and accuracy of adjusting the second flow guiding member 33 can be improved.

[0115] Please continue to refer to Figures 1 to 8 , in some embodiments of the present application, the first connection surface 21 and the second connection surface 22 are opposite surfaces.

[0116] In some embodiments of the present application, both the first connection surface 21 and the second connection surface 22 are parallel to the horizontal plane.

[0117] In some embodiments of the present application, the flow guiding structure has a plurality of power mechanisms 60, and the plurality of power mechanisms 60 are respectively connected to the plurality of first connection structures 70 in one-to-one correspondence.

[0118] With such a solution, each first connection structure 70 can be controlled separately, and each part of the first connection structure 70 can be accurately adjusted, improving the adjustment accuracy of the second flow guiding member 33.

[0119] In some embodiments of the present application, a second sliding groove 332 is provided on the second flow guiding member 33, and the power mechanism 60 is also connected to the second flow guiding member 33. The power mechanism 60 is configured to drive the second flow guiding member 33 to move, so that the second flow guiding member 33 moves along the length direction of the second sliding groove 332, changing the angle between the second flow guiding plate 331 and the vertical plane. In this way, the adjustment range of the second flow guiding member 33 can be the sum of the length of the first sliding groove 711 and the length of the second sliding groove 332, increasing the adjustment range of the second flow guiding member 33 and expanding the range of the angle between the second flow guiding plate 331 and the vertical plane, which is beneficial to flexibly adjusting the angle between the second flow guiding plate 331 and the vertical plane according to the heat dissipation requirements.

[0120] In some embodiments of the present application, the included angle between the length direction of the second chute 332 and the straight line where the second direction Y is located is β, where 0° ≤ β < 90°. In this way, it can be ensured that when the second deflector 33 slides along the second chute 332, the included angle between the second deflector plate 331 and the vertical plane can be changed, realizing the adjustment of the included angle between the second deflector plate 331 and the vertical plane.

[0121] In some embodiments of the present application, the flow guiding structure further includes: a second connection structure 80, which is configured to connect the first deflector 31 and the bumper beam 20.

[0122] Adopting such a solution can ensure that the air flow entering from the first air inlet 12 only flows within the cooling cavity 50, which helps to fully utilize the air flow to cool the cooling module 40.

[0123] In some embodiments of the present application, the flow guiding structure includes two second connection structures 80, and the two second connection structures 80 are respectively arranged at both ends of the first deflector 31. In this way, it helps to improve the connection strength between the second deflector 33 and the bumper beam 20, ensure the flow guiding ability of the flow guiding structure, and improve the reliability of the flow guiding structure.

[0124] In some embodiments of the present application, the bumper beam 20 has a third connection surface 23, and the two second connection structures 80 are connected to the third connection surface 23. In this way, the connection strength, stress strength, etc. at both ends of the first deflector 31 can be basically the same, ensuring the connection stability of the first deflector 31.

[0125] According to the third aspect of the present application, there is provided a vehicle, including the bumper 10 as described in the first aspect, or the flow guiding structure as described in the second aspect; and a cooling module 40, which is arranged on the side of the bumper beam 20 away from the bumper 10.

[0126] The vehicle can be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and the present application does not make specific limitations in this regard.

[0127] In some embodiments of the present application, in the first direction X, a first air duct and a second air duct are defined between the opposite sides of the bumper beam 20 and the bumper 10. The cooling module 40 has a first sub-cooling module communicated with the first air duct and a second sub-cooling module communicated with the second air duct. In the first direction X, a part of the first sub-cooling module is arranged opposite to the first air inlet 12; and / or, in the first direction X, at least a part of the second sub-cooling module is arranged opposite to the first air inlet 12.

[0128] Adopting such a solution enables the airflow flowing in from the first air inlet 12 to at least partially flow to the part of the first sub-cooling module blocked by the bumper 10, so as to ensure the cooling capacity of this part and thus ensure the cooling capacity of the cooling module 40. At the same time, at least part of the second sub-cooling module is exposed, which can not only ensure the cooling capacity of the second sub-cooling module but also facilitate flexibly adjusting the size of the first air inlet 12 according to the shape of the whole vehicle.

[0129] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality of" means two or more unless otherwise specifically defined.

[0130] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0131] The embodiments, implementation manners and related technical features of the present application can be combined and replaced with each other without conflict.

[0132] The above are only the preferred embodiments of the present application and do not impose any form of limitation on the present application. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A diversion structure is applied to a vehicle, and the vehicle has a bumper beam (20), characterized in that include: A bumper (10), the bumper (10) comprising a functional panel (11) having a first air inlet (12) and a second air inlet (13), wherein the first air inlet (12) is configured to be at least partially opposite to the anti-collision beam (20); and An anti-collision beam (20) is arranged inside the bumper (10) and is at least partially arranged opposite to the first air inlet (12); The flow guiding structure further comprises: a deflector connected to the anti-collision beam (20) and arranged between the functional plate (11) and the anti-collision beam (20), the deflector being configured to guide the airflow flowing in from the first air inlet (12); The air guide structure is applied to a vehicle, the vehicle further comprising a cooling module (40), the cooling module (40) being arranged on a side of the anti-collision beam (20) facing away from the bumper (10), and the air guide cover comprising: A first flow guide (31) is connected to the anti-collision beam (20), and one end of the first flow guide is in contact with the functional plate (11), and the other end is used to extend to the side edge of the cooling module (40) close to the anti-collision beam (20). The first flow guide (31) is configured to guide the airflow flowing in from the first air inlet (12).

2. The diversion structure according to claim 1, characterized in that In the first direction, the anti-collision beam (20) is at least partially arranged opposite to the first air inlet (12).

3. The diversion structure according to claim 1, wherein The first air inlet (12) and the second air inlet (13) are arranged at intervals; or the first air inlet (12) is communicated with the second air inlet (13).

4. The diversion structure according to claim 3, characterized in that, The first air inlet (12) and the second air inlet (13) are configured to be spaced apart along the height direction of the vehicle; and / or the second air inlet (13) is configured to be located below the first air inlet (12) along the height direction of the vehicle.

5. The diversion structure according to any one of claims 1 to 4, characterized in that, The vehicle further comprises a cooling module (40), the cooling module (40) being arranged on a side of the anti-collision beam (20) facing away from the bumper (10), at least a portion of the first air inlet (12) being configured to be arranged opposite to the cooling module (40); and / or the second air inlet (13) being configured to be arranged opposite to the cooling module (40).

6. The diversion structure according to claim 1, characterized in that, The first deflector (31) has a first deflector plate (311), one end of the first deflector plate (311) abuts against the functional plate (11), and the other end extends to the side edge of the cooling module (40) close to the anti-collision beam (20), and the angle between the first deflector plate (311) and the horizontal plane is σ, 0°≤σ<90°.

7. The diversion structure according to claim 1, wherein The deflector cover also includes: A first connecting plate (32) is connected to the first air guide (31), and the first connecting plate (32) is configured to define a cooling cavity (50) having the first air inlet (12) with the functional plate (11), the first air guide (31) and the cooling module (40), so that the airflow flowing in from the first air inlet (12) flows in the cooling cavity (50).

8. The diversion structure according to claim 1, characterized in that The deflector cover also includes: A second flow guiding member (33), which is connected to the bumper beam (20) and is located between the bumper (10) and the bumper beam (20), and the second flow guiding member (33) is configured to guide the air flow flowing in from the first air inlet (12).

9. The diversion structure according to claim 8, wherein, In the longitudinal direction of the first air inlet (12), the length of the second flow guiding member (33) is greater than or equal to the length of the first air inlet (12).

10. The diversion structure according to claim 8 or 9, characterized in that, The second flow guiding member (33) has a second flow guiding plate (331), and the angle between the second flow guiding plate (331) and the vertical plane is θ, where 0° ≤ θ < 90°, and the second flow guiding plate (331) is configured to guide the air flow flowing in from the first air inlet (12).

11. The diversion structure according to claim 10, characterized in that, The flow guiding structure is applied to a vehicle with multiple working conditions, and the second flow guiding plate (331) is configured to have different angles with the vertical plane when the vehicle is in different working conditions.

12. The diversion structure according to claim 10, characterized in that, In a first direction, at least a part of the second flow guiding plate (331) is disposed opposite to the first air inlet (12).

13. The diversion structure according to claim 10, characterized in that, The flow guiding structure further includes: A power mechanism (60), which is connected to the second flow guiding member (33) and is configured to drive the second flow guiding member (33) to act so as to adjust the angle between the second flow guiding plate (331) and the vertical plane.

14. The diversion structure according to claim 13, characterized in that, The flow guiding structure further includes: A first connection structure (70), which is connected to the bumper beam (20), the second flow guiding member (33) and the power mechanism (60), and the first connection structure (70) is configured to act with the power mechanism (60) to drive the second flow guiding member (33) to act.

15. The diversion structure according to claim 14, characterized in that, The first connection structure (70) includes: A slide rail (71), which is fixedly connected to the bumper beam (20) and has a first chute (711); A sliding member (72), which is connected to the second flow guiding member (33) and the shroud of the power mechanism (60) and is slidably connected to the first chute (711), and the sliding member (72) is configured to slide along the first chute (711) with the action of the power mechanism (60) to drive the shroud of the second flow guiding member (33) to act, so that the angle between the second flow guiding plate (331) and the vertical plane is changed.

16. The diversion structure according to claim 15, wherein, The angle between the sliding direction of the sliding member (72) and the straight line in the second direction is α, where 0° ≤ α < 90°.

17. The diversion structure according to claim 14, characterized in that, The flow guiding structure has a plurality of the first connection structures (70), and the plurality of the first connection structures (70) are at least provided at one end of the second flow guiding member (33).

18. The diversion structure according to claim 17, characterized in that, The plurality of the first connection structures (70) are provided at both ends of the second flow guiding member (33).

19. The diversion structure according to claim 18, characterized in that, The number of the first connection structures (70) provided at both ends of the second flow guiding member (33) is the same.

20. The diversion structure according to any one of claims 17 to 19, characterized in that, The flow guiding structure has a plurality of the power mechanisms (60), and the plurality of the power mechanisms (60) are respectively connected to the plurality of the first connection structures (70) in one-to-one correspondence.

21. The diversion structure according to claim 16, characterized in that, A second chute (332) is provided on the second deflector (33), and the power mechanism (60) is further connected to the second deflector (33). The power mechanism (60) is configured to drive the second deflector (33) to move, so that the second deflector (33) moves along the length direction of the second chute (332), causing the angle between the second deflector plate (331) and the vertical plane to change.

22. The diversion structure according to claim 21, characterized in that, The angle between the length direction of the second chute (332) and the straight line in the second direction is β, where 0° ≤ β < 90°.

23. The diversion structure according to claim 1, characterized in that, The deflector structure further includes: A second connection structure (80), which is configured to connect the deflector cover of the first deflector (31) and the bumper beam (20).

24. The diversion structure according to claim 23, wherein The deflector structure includes two of the second connection structures (80), and the two second connection structures (80) are respectively arranged at both ends of the first deflector (31).

25. A vehicle, characterized in that, including: The deflector structure according to any one of claims 1 to 24; and A cooling module (40) is provided on the side of the bumper beam (20) facing away from the bumper (10).

26. The vehicle according to claim 25, wherein In the first direction, a first air duct and a second air duct are defined between the opposite sides of the bumper beam (20) and the bumper (10). The cooling module (40) has a first sub-cooling module communicating with the first air duct and a second sub-cooling module communicating with the second air duct. In the first direction, a part of the first sub-cooling module is disposed opposite to the first air inlet (12); and / or, in the first direction, at least a part of the second sub-cooling module is disposed opposite to the first air inlet (12).

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