Rear wheel cover assembly and vehicle

Abstract

The invention discloses a rear wheel cover assembly and a vehicle. The rear wheel cover assembly comprises a wheel cover inner plate and a wheel cover outer plate, the mounting support is arranged on one side of the wheel cover inner plate, and the mounting support is fixedly connected with the wheel cover inner plate; the wheel cover reinforcing plate is arranged on the other side of the wheel cover inner plate, the wheel cover reinforcing plate is fixedly connected with the wheel cover inner plate, and a cavity is formed between the wheel cover reinforcing plate and the wheel cover inner plate; the longitudinal beam connecting plate is arranged on the side, away from the wheel cover inner plate, of the wheel cover reinforcing plate, and the longitudinal beam connecting plate is fixedly connected with the wheel cover reinforcing plate, the wheel cover inner plate and the mounting support; one side of the connecting piece is fixedly connected with the wheel cover inner plate, the other side of the connecting piece is fixedly connected with the wheel cover reinforcing plate and the longitudinal beam connecting plate, and the connecting piece is clamped in the cavity. By arranging the connecting piece, the strength of the wheel cover reinforcing plate can be enhanced, the overall material thickness of the wheel cover reinforcing plate is reduced, material use is effectively reduced, material waste is reduced, the weight of the whole vehicle is reduced, and the shock absorber cannot be interfered during installation.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a rear wheel arch assembly and a vehicle. Background Technology

[0002] In related technologies, the wheel arch reinforcement plate is directly connected to the longitudinal beam connecting plate and the mounting bracket. The shock absorber mounting point is located on the outside of the wheel arch, and the shock absorber mounting bracket is connected to the C-ring of the vehicle. The C-ring is usually a ring structure composed of the C-pillar, wheel arch reinforcement plate, rear seat crossbeam and roof, and is directly connected to the wheel arch reinforcement plate and rear seat crossbeam through the longitudinal beam connecting plate. This helps to increase the dynamic stiffness of the shock absorber mounting point and enhance the overall structural strength of the vehicle body.

[0003] However, the wheel arch reinforcement plate receives a significant amount of energy transmitted from the seat crossbeam and mounting bracket, requiring higher durability at the mounting point compared to other areas. Using the same material thickness on the parts outside the connection points results in some redundancy, causing unnecessary waste and increasing the weight of the parts and the entire vehicle. Furthermore, the shock absorber's mounting point is located on the outside of the wheel arch, causing interference between the mounting bracket, the mounting bolts of the longitudinal beam connecting plate, and the shock absorber. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a rear wheel arch assembly that reduces the overall material thickness of the wheel arch reinforcement plate by setting a connecting piece, effectively reducing material waste, reducing the overall vehicle weight, and preventing interference during shock absorber installation.

[0005] The present invention also proposes a vehicle.

[0006] According to a first aspect of the present invention, a rear wheel arch assembly includes: an inner wheel arch plate; a mounting bracket disposed on one side of the inner wheel arch plate and fixedly connected to the inner wheel arch plate; a wheel arch reinforcement plate disposed on the other side of the inner wheel arch plate, fixedly connected to the inner wheel arch plate and forming a cavity between the reinforcing plate and the inner wheel arch plate; a longitudinal beam connecting plate disposed on the side of the reinforcing plate opposite to the inner wheel arch plate, fixedly connected to the reinforcing plate, the inner wheel arch plate and the mounting bracket; and a connector, one side of which is fixedly connected to the inner wheel arch plate and the other side of which is fixedly connected to the reinforcing plate and the longitudinal beam connecting plate, the connector being clamped within the cavity.

[0007] According to the rear wheel arch assembly of the present invention, by setting a connector, the strength of the stress concentration area of ​​the wheel arch reinforcement plate can be strengthened, the overall material thickness of the wheel arch reinforcement plate can be reduced, the material usage can be reduced, the material waste can be reduced, the overall vehicle weight can be reduced, and the shock absorber installation will not be interfered with.

[0008] According to some embodiments of the present invention, the connector includes a support portion and a mounting portion, the support portion and the mounting portion being connected to each other, the support portion being fixedly connected to the inner plate of the wheel cover, and the mounting portion being disposed on both sides of the support portion and abutting against the reinforcing plate of the wheel cover.

[0009] According to some embodiments of the present invention, the distance between the support portion and the mounting portion in the width direction is h1, and h1 satisfies the relationship: h1≥15mm.

[0010] According to some embodiments of the present invention, an arc-shaped connecting portion is provided between the support portion and the mounting portion, and a groove is formed between the arc-shaped connecting portion and the support portion.

[0011] According to some embodiments of the present invention, the rear wheel arch assembly further includes: at least two first fasteners, the first fasteners being used to fix the longitudinal beam connecting plate, the wheel arch reinforcing plate and the connector, wherein the wheel arch reinforcing plate is sandwiched between the connector and the longitudinal beam connecting plate, and the at least two first fasteners are spaced apart from each other.

[0012] According to some embodiments of the present invention, the distance between the first fastener and the inner plate of the wheel cover is h2, and h2 satisfies the relationship: h2≥3mm.

[0013] According to some embodiments of the present invention, the rear wheel arch assembly further includes at least one second fastener for securing the longitudinal beam connecting plate, the wheel arch reinforcement plate, the wheel arch inner plate, and the mounting bracket.

[0014] According to some embodiments of the present invention, the connector and the inner plate of the wheel cover are welded together; and / or, the connector and the reinforcing plate of the wheel cover are welded together.

[0015] According to some embodiments of the present invention, notches are provided at corresponding positions of the wheel cover reinforcing plate and the connecting member.

[0016] A vehicle according to a second aspect of the present invention includes the rear wheel arch assembly.

[0017] Compared to traditional technologies, this embodiment improves the strength of stress concentration areas in the wheel arch reinforcement plate by incorporating connecting components. Reducing the overall thickness of the wheel arch reinforcement plate still meets the strength and durability requirements of these stress concentration areas. This allows for the transfer of greater force between the mounting bracket and the longitudinal beam connecting plate, thereby reducing the thickness of the wheel arch reinforcement plate and lowering the overall vehicle weight. Furthermore, the first fastener passes through the inner plate of the wheel arch and is fixed to the mounting bracket, while the second fastener does not pass through the inner plate, thus avoiding interference with the shock absorber installation.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of the rear wheel arch assembly according to an embodiment of the present invention. Figure 1 ;

[0021] Figure 2 This is a schematic diagram of the rear wheel arch assembly according to an embodiment of the present invention. Figure 2 ;

[0022] Figure 3 The explosion of the rear wheel arch assembly according to an embodiment of the present invention Figure 1 ;

[0023] Figure 4 The explosion of the rear wheel arch assembly according to an embodiment of the present invention Figure 2 ;

[0024] Figure 5 This is a schematic diagram of the structure of the wheel cover reinforcing plate, the first fastener, and the second fastener according to an embodiment of the present invention.

[0025] Figure 6 This is a schematic diagram of the structure of the connector according to an embodiment of the present invention;

[0026] Figure 7 This is a structural schematic diagram of the longitudinal beam connecting plate according to an embodiment of the present invention;

[0027] Figure 8 This is a cross-sectional view of the rear wheel arch assembly according to an embodiment of the present invention.

[0028] Figure label:

[0029] 100. Rear wheel arch assembly;

[0030] 10. Wheel cover inner panel; 11. Cavity;

[0031] 20. Install the support;

[0032] 30. Wheel arch reinforcement plate; 31. Notch;

[0033] 40. Longitudinal beam connecting plate; 41. Mounting flange; 42. Second connecting hole;

[0034] 50. Connector; 51. Support; 52. Mounting part; 53. Connecting part; 54. First connecting hole;

[0035] 61. First fastener; 62. Second fastener. Detailed Implementation

[0036] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0037] The following is for reference. Figures 1-8 The invention describes a rear wheel arch assembly 100 according to an embodiment of the invention, and also proposes a vehicle.

[0038] Reference Figure 1-8 As shown, the rear wheel arch assembly 100 of this embodiment of the invention includes: an inner wheel arch plate 10, a mounting bracket 20, a wheel arch reinforcing plate 30, a longitudinal beam connecting plate 40, and a connector 50.

[0039] The wheel arch inner panel 10, also known as the wheel arch liner or mudguard liner, is a component installed inside the wheel arch. It is mainly used to protect the vehicle body and internal components from road debris and environmental influences, prevent mud, stones, rainwater, snow water and other debris from entering the engine compartment, suspension system and other critical components through the wheel arch, reduce wear, corrosion and damage caused by debris, and extend the service life of the vehicle.

[0040] Mounting bracket 20 is disposed on one side of wheel arch inner plate 10 and is fixedly connected to wheel arch inner plate 10. Wheel arch reinforcing plate 30 is disposed on the other side of wheel arch inner plate 10 and is fixedly connected to wheel arch inner plate 10, with a cavity 11 formed between wheel arch reinforcing plate 30 and wheel arch inner plate 10. Specifically, mounting bracket 20 is a shock absorber bracket, used to support and fix the shock absorber, ensuring that the shock absorber can work normally and withstand the impact and vibration from the road surface, thereby improving the vehicle's driving comfort and quietness.

[0041] In the width direction of the vehicle, the mounting bracket 20 is disposed on one side of the inner wheel cover plate 10 and is fixedly connected to the inner wheel cover plate 10. In the width direction of the vehicle, the wheel cover reinforcing plate 30 is disposed on the other side of the inner wheel cover plate 10. That is, the inner wheel cover plate 10 is sandwiched between the mounting bracket 20 and the wheel cover reinforcing plate 30. In the width direction of the vehicle, the wheel cover reinforcing plate 30, the inner wheel cover plate 10 and the mounting bracket 20 are arranged in sequence.

[0042] The inner wheel arch panel 10 prevents mud, stones, and other road debris splashed up by the wheels during driving from entering the engine compartment or the vehicle body, protecting the vehicle's mechanical components and body surfaces. It also absorbs and reduces road noise and vibration to some extent, improving interior comfort and quietness. The reinforcing wheel arch panel 30 enhances the structural strength of the inner wheel arch panel 10, providing additional support to resist various stresses and loads generated during wheel rotation, reducing body deformation, and thus improving vehicle handling and stability.

[0043] The connection between the mounting bracket 20 and the inner wheel arch panel 10 can be achieved by welding. Welding ensures a secure connection between the mounting bracket 20 and the inner wheel arch panel 10. The welding method can include spot welding, seam welding, or laser welding. Furthermore, sealant needs to be applied between the mounting bracket 20 and the inner wheel arch panel 10. The sealant fills any tiny gaps or irregular contact surfaces between them, especially after welding where weld seams or small gaps may exist. Utilizing the sealant's good fluidity and adhesion, it penetrates and completely fills these gaps, preventing moisture from seeping into the vehicle body and improving the waterproof performance of the inner wheel arch panel 10.

[0044] The longitudinal beam connecting plate 40 is disposed on the side of the wheel arch reinforcement plate 30 away from the inner wheel arch plate 10, and the longitudinal beam connecting plate 40 is fixedly connected to the wheel arch reinforcement plate 30, the inner wheel arch plate 10, and the mounting bracket 20. Specifically, the longitudinal beam connecting plate 40 is the connecting plate between the rear longitudinal beam and the rear wheel arch. The longitudinal beam connecting plate 40 is disposed on the side of the wheel arch reinforcement plate 30 away from the inner wheel arch plate 10 and fixed on the wheel arch reinforcement plate 30. In this way, the longitudinal beam connecting plate 40, the wheel arch reinforcement plate 30, the inner wheel arch plate 10, and the mounting bracket 20 are arranged sequentially in the width direction of the vehicle. The longitudinal beam connecting plate 40 is also fixedly connected to the longitudinal beam and the rear seat crossbeam respectively. The energy of the rear seat crossbeam can be transferred to the wheel arch reinforcement plate 30 through the longitudinal beam connecting plate 40. Similarly, the energy of the mounting bracket 20 is also transferred to the wheel arch reinforcement plate 30 through the inner plate 10 of the wheel arch. The wheel arch reinforcement plate 30 is subjected to a large force and the stress distribution is uneven. The mounting points of the longitudinal beam connecting plate 40 and the wheel arch reinforcement plate 30 require high strength and durability. The large force can easily affect the service life of the wheel arch reinforcement plate 30. Thickening the wheel arch reinforcement plate 30 as a whole would be wasteful.

[0045] Therefore, based on the CAE analysis results, a connector 50 is added at the stress concentration point of the wheel arch reinforcement plate 30. One side of the connector 50 is fixedly connected to the inner wheel arch plate 10, and the other side is fixedly connected to the wheel arch reinforcement plate 30 and the longitudinal beam connecting plate 40. The connector 50 is clamped in the cavity 11. Specifically, the connector 50 is located below the inner wheel arch plate 10, that is, below the inner wheel arch plate 10 is the stress concentration point of the wheel arch reinforcement plate 30. The connector 50 is clamped in the cavity 11 formed between the wheel arch reinforcement plate 30 and the inner wheel arch plate 10. In this way, the connector 50 abuts against the inner wheel arch plate 10 and the wheel arch reinforcement plate 30 respectively. Furthermore, the connector 50 is fixedly connected to the inner wheel arch plate 10 on one side in the opposite direction of its width, and fixedly connected to the wheel arch reinforcement plate 30 and the longitudinal beam connecting plate 40 on the other side.

[0046] After adding the connector 50, the strength of the stress concentration area of ​​the wheel arch reinforcement plate 30 is improved. Reducing the overall material thickness of the wheel arch reinforcement plate 30 can also meet the strength and durability requirements of the stress concentration area, effectively reducing material usage, thereby reducing material waste and reducing the overall vehicle weight.

[0047] The thickness of the connecting piece 50 needs to be greater than that of the wheel cover reinforcing plate 30, so that the connecting piece 50 has higher strength and can withstand the force transmitted between the mounting support 20 and the longitudinal beam connecting plate 40. The wheel cover reinforcing plate 30 uses a thinner material thickness based on the redundancy of CAE analysis to achieve the purpose of overall weight reduction.

[0048] Since the longitudinal beam connecting plate 40 is also fixedly connected to the wheel cover reinforcing plate 30, the wheel cover inner plate 10, and the mounting support 20, the installation point of the longitudinal beam connecting plate 40 fixedly connected to the mounting support 20 is different from the installation point of the longitudinal beam connecting plate 40 fixedly connected to the connector 50 and the wheel cover reinforcing plate 30. Furthermore, the installation point of the longitudinal beam connecting plate 40 fixedly connected to the mounting support 20 is located inside the wheel cover inner plate 10, while the installation point of the longitudinal beam connecting plate 40 fixedly connected to the connector 50 and the wheel cover reinforcing plate 30 is located outside the wheel cover inner plate 10. Therefore, the shock absorber will not be interfered with during installation without affecting its performance.

[0049] Therefore, by setting the connector 50, the strength of the stress concentration area of ​​the wheel arch reinforcement plate 30 can be strengthened, the overall thickness of the wheel arch reinforcement plate 30 can be reduced, the material usage can be effectively reduced, thus reducing material waste, reducing the weight of the whole vehicle, and the shock absorber will not be interfered with during installation.

[0050] Reference Figure 6As shown, the connector 50 includes a support portion 51 and a mounting portion 52, which are interconnected. The support portion 51 is fixedly connected to the inner plate 10 of the wheel cover, and the mounting portions 52 are disposed on both sides of the support portion 51 and abut against the wheel cover reinforcing plate 30. Specifically, the support portion 51 has a straight structure and is used for fixed connection with the inner plate 10 of the wheel cover. The mounting portions 52 are distributed on both sides of the support portion 51, and each mounting portion 52 has a first connecting hole 54. The first connecting hole 54 is the mounting point for the connector 50 to the longitudinal beam connecting plate 40 and the wheel cover reinforcing plate 30. The mounting portions 52 abut against the wheel cover reinforcing plate 30 and the longitudinal beam connecting plate 40, facilitating the fixed connection of the connector 50, the wheel cover reinforcing plate 30, and the longitudinal beam connecting plate 40.

[0051] The support part 51 and the mounting part 52 can be integrally molded, meaning the connector 50 is also integrally molded. This design simplifies the manufacturing process, integrating the support part 51 and the mounting part 52 into a single unit, reducing assembly steps and complexity. This not only improves production efficiency but also lowers the requirements for assembly precision and process flow. Due to the simplified assembly process, labor costs are correspondingly reduced, especially in mass production where cost savings are particularly significant. In traditional multi-component structures, connections are often weak points that may fail due to vibration, stress concentration, or corrosion. The integrally molded design of the support part 51 and the mounting part 52 eliminates these weak points, thereby improving the overall structural strength and durability. It also allows for a more even distribution of stress in the connector 50, reducing localized stress concentration and potential fatigue failure, thus enhancing durability and extending service life.

[0052] Furthermore, the mounting portions 52 distributed on both sides of the support portion 51 can extend to both sides of the support portion 51 respectively, increasing the contact area between the mounting portions 52 and the wheel cover reinforcing plate 30, and improving the connection strength between the connector 30 and the wheel cover reinforcing plate 30.

[0053] Reference Figure 8As shown, the distance between the support part 51 and the mounting part 52 in the width direction is h1, and h1 satisfies the relationship: h1≥15mm. That is to say, the support part 51 and the mounting part 52 are not set on the same plane. The connector 50 has multiple bending structures. When the mounting support 20 and the longitudinal beam connecting plate 40 transmit forces to each other, the force of the mounting support 20 is transmitted to the support part 51 of the connector 50 through the inner plate 10 of the wheel cover, and the force of the longitudinal beam connecting plate 40 is transmitted to the mounting part 52 of the connector 50 through the wheel cover reinforcing plate 30. The bending structure formed between the support part 51 and the mounting part 52 has higher bending and shear strength. The shape of the bending structure increases the moment of inertia of the material, thereby improving the strength and load-bearing capacity of the connector 50. Moreover, the section modulus of the bending structure is larger, which means that under the same material and thickness, the bending structure can withstand greater bending moment and shear force, significantly improving strength and rigidity. There is no need to use the excessively thick wheel cover reinforcing plate 30, reducing material waste and reducing the overall vehicle weight.

[0054] Furthermore, the distance between the support portion 51 and the mounting portion 52 in the width direction is not less than 15 mm, so as to form a larger cavity with the surrounding parts, giving the connector 50 sufficient rigidity as a whole. Preferably, the distance between the support portion 51 and the mounting portion 52 in the width direction can be 15.5 mm.

[0055] Reference Figure 6 As shown, an arc-shaped connecting part 53 is provided between the support part 51 and the mounting part 52, and a groove is formed between the arc-shaped connecting part 53 and the support part 51. In this way, the arc-shaped connecting part 53 and the support part 51 form a semi-closed groove structure. The groove structure allows the stress to be distributed more evenly across the entire connector 50, reducing stress concentration. The uniform stress distribution helps to improve the overall strength and durability of the connector 50, reduce the risk of local material fatigue and failure, and the semi-closed structure has high stability, maintaining its shape and integrity under stress. This structural design enables it to maintain stability better when subjected to dynamic loads and vibrations, reducing the possibility of deformation and instability of the connector 50, and enabling the transmission of larger forces between the mounting support 20 and the longitudinal beam connecting plate 40.

[0056] Reference Figure 5As shown, the rear wheel arch assembly 100 also includes at least two first fasteners 61. The first fasteners 61 are used to fix the longitudinal beam connecting plate 40, the wheel arch reinforcing plate 30, and the connector 50. The wheel arch reinforcing plate 30 is sandwiched between the connector 50 and the longitudinal beam connecting plate 40. The at least two first fasteners 61 are spaced apart from each other. Specifically, in this embodiment, the rear wheel arch assembly 100 is provided with two first fasteners 61. The first fasteners 61 pass through the longitudinal beam connecting plate 40, the wheel arch reinforcing plate 30, and the connector 50 in sequence to fix the three together. The first fasteners 61 do not pass through the inner plate 10 of the wheel arch, so that the shock absorber will not be interfered with by the first fasteners 61 when it is installed on the mounting bracket.

[0057] At least two first fasteners 61 are disposed in the cavity 11, so that the at least two first fasteners 61 in the cavity 11 cannot contact the shock absorber inside the inner side of the wheel cover inner plate 10. This ensures that the wheel cover reinforcing plate 30 and the longitudinal beam connecting plate 40 can smoothly complete the force transmission, while ensuring that the shock absorber is not interfered with during installation.

[0058] Correspondingly, the longitudinal beam connecting plate 40, the wheel cover reinforcing plate 30, and the connector 50 are all provided with first connecting holes 54. In this embodiment, there are two first connecting holes 54 on each of the longitudinal beam connecting plate 40, the wheel cover reinforcing plate 30, and the connector 50, and the two first connecting holes 54 are spaced apart to facilitate the passage of the first fastener 61. The first fastener 61 includes a bolt and a nut. After the bolt passes through the first connecting holes 54 on the longitudinal beam connecting plate 40, the wheel cover reinforcing plate 30, and the connector 50 in sequence, it cooperates with the nut to fix the longitudinal beam connecting plate 40, the wheel cover reinforcing plate 30, and the connector 50. The bolted connection provides a reliable high-strength connection, which can transmit a large force between the mounting bracket 20 and the longitudinal beam connecting plate 40. Disassembly and maintenance are more convenient. Furthermore, by using accessories such as anti-loosening nuts and spring washers, the vibration resistance of the bolted connection can be improved, preventing the first fastener 61 from loosening in a vibration environment after being subjected to the force transmitted by the mounting bracket.

[0059] The longitudinal beam connecting plate 40 is provided with an installation flange 41, and the first connecting hole 54 is provided on the installation flange 41.

[0060] Furthermore, the number of the first fastener 61 can be three or more.

[0061] Reference Figure 8As shown, the distance between the first fastener 61 and the inner wheel arch plate 10 is h2, and h2 satisfies the relationship: h2≥3mm. Specifically, the distance between the bolt in the first fastener 61 and the inner wheel arch plate 10 needs to be no less than 3mm to prevent the first fastener 61 and the inner wheel arch plate 10 from being too close and contacting each other during vehicle movement, thus avoiding abnormal noise from the first fastener 61 and the inner wheel arch plate 10, improving the driving comfort of the vehicle, and also reducing the friction between the first fastener 61 and the inner wheel arch plate 10, extending their service life.

[0062] Reference Figure 5 As shown, the rear wheel arch assembly 100 also includes at least one second fastener 62, which is used to fix the longitudinal beam connecting plate 40, the wheel arch reinforcing plate 30, the wheel arch inner plate 10, and the mounting bracket 20. Specifically, in this embodiment, the rear wheel arch assembly 100 is provided with a second fastener 62, which passes through the longitudinal beam connecting plate 40, the wheel arch reinforcing plate 30, the wheel arch inner plate 10, and the mounting bracket 20 in sequence. Compared with the first fastener 61, which does not pass through the wheel arch inner plate 10, the positions of the first fastener 61 and the second fastener 62 are different. When the shock absorber is installed inside the wheel arch inner plate 10, the first fastener 61 is located outside the wheel arch inner plate 10 and will not contact the shock absorber. Therefore, the shock absorber will not be interfered with by the first fastener 61 when it is installed on the mounting bracket.

[0063] Correspondingly, the longitudinal beam connecting plate 40, the wheel cover reinforcing plate 30, the wheel cover inner plate 10, and the mounting support 20 are all provided with second connecting holes 42. In this embodiment, each of the longitudinal beam connecting plate 40, wheel cover reinforcing plate 30, wheel cover inner plate 10, and mounting support 20 has only one second connecting hole 42, facilitating the passage of the second fastener 62. The second connecting hole 42 is located on the mounting flange 41 of the longitudinal beam connecting plate 40. The second fastener 62 also includes a bolt and a nut. After the bolt passes through the second connecting hole 42 in sequence on the longitudinal beam connecting plate 40, wheel cover reinforcing plate 30, wheel cover inner plate 10, and mounting support 20, it engages with the nut to fix the longitudinal beam connecting plate 40, wheel cover reinforcing plate 30, wheel cover inner plate 10, and mounting support 20. The bolted connection method can provide a reliable high-strength connection, providing a more reliable and stable support for the shock absorber, and making disassembly and maintenance more convenient.

[0064] The nut can be a waterproof nut welded to the mounting bracket 20, which further improves the waterproof capability of the inner plate 10 of the wheel cover.

[0065] Furthermore, the number of second fasteners 62 can be three or more. The bolts in the first fastener 61 and the second fastener 62 can be the same type of bolt, so there is no need to distinguish them during assembly, which helps to reduce assembly time and improve assembly efficiency. The bolts can be M8 bolts.

[0066] Thus, the longitudinal beam connecting plate 40 and the mounting support 20 are directly connected through one mounting point and indirectly connected through two mounting points via the connector 50. The direct connection point connects the mounting support 20, the wheel arch inner plate 10, the wheel arch reinforcing plate 30, and the longitudinal beam connecting plate 40; the indirect connection point connects the connector 50, the wheel arch reinforcing plate 30, and the longitudinal beam connecting plate 40. Additionally, the other side of the longitudinal beam connecting plate 40 is connected to the wheel arch inner plate 10 and the mounting support 20.

[0067] The connector 50 and the inner wheel cover plate 10 can be connected by welding. Furthermore, the support portion 51 of the connector 50 is fixedly connected to the inner wheel cover plate 10 by welding.

[0068] Furthermore, the connector 50 and the wheel cover reinforcing plate 30 can be welded together. In addition, the mounting part 52 of the connector 50 can be welded to the wheel cover reinforcing plate 30. During the assembly process, the connector 50 and the wheel cover reinforcing plate 30 can be positioned using the first connecting hole 54 and the first fastener 61 to improve assembly efficiency.

[0069] Welding enables a robust connection, providing a reliable and stable connection between the connector 50, the inner wheel cover plate 10, and the wheel cover reinforcing plate 30. Welding also eliminates gaps or joints, resulting in high overall sealing. Welding does not require additional parts, reducing the overall weight of the structure and significantly lowering manufacturing costs.

[0070] Reference Figure 5 As shown, a notch 31 is provided at the corresponding position of the wheel arch reinforcement plate 30 and the connector 50. The connector 50 plays the main role of transmitting force at the corresponding position of the wheel arch reinforcement plate 30 and the connector 50. Therefore, a notch 31 can be provided here to reduce the weight of the wheel arch reinforcement plate 30, reduce the use of materials, and thus reduce the weight of the whole vehicle and reduce production costs.

[0071] Similarly, notches 31 can also be provided on the longitudinal beam connecting plate 40, mounting bracket 20, and wheel arch inner plate 10 to reduce the weight of the parts. Reducing the overall weight of the vehicle can reduce the engine load, improve fuel economy, and thus lower fuel consumption. The reduced unsprung mass also helps improve the vehicle's handling performance and driving stability, making the vehicle more agile during acceleration, braking, and cornering. Removing material from the notches 31 can effectively reduce the use of raw materials, thereby lowering production costs. Furthermore, the notches 31 are typically located in areas of lower stress concentration. By rationally arranging the notches 31, it can be ensured that their design does not weaken the overall structural performance of the parts. The saved material can be placed in areas of greater stress concentration, improving the structural strength of the longitudinal beam connecting plate 40, mounting bracket 20, and wheel arch inner plate 10.

[0072] According to a second aspect of the present invention, a vehicle includes a rear wheel arch assembly 100. By adding a connector 50 to the rear wheel arch assembly 100, the strength of the stress concentration area of ​​the wheel arch reinforcement plate 30 is improved. Reducing the overall thickness of the wheel arch reinforcement plate 30 also meets the strength and durability requirements of the stress concentration area, enabling the transmission of greater forces between the mounting bracket 20 and the longitudinal beam connecting plate 40. Furthermore, a first fastener 61 passes through the inner wheel arch plate 10 and is fixed to the mounting bracket, while a second fastener 62 does not pass through the inner wheel arch plate 10, thus not interfering with the installation of the shock absorber. Vehicles with this rear wheel arch assembly 100 have reduced production costs and overall vehicle weight, resulting in a better driving experience.

[0073] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "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 used only for the convenience of describing this invention 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. Therefore, they should not be construed as limitations on this invention.

[0074] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0075] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rear wheel arch assembly, characterized in that, include: Wheel cover inner panel (10); Mounting support (20) is provided on one side of the inner plate (10) of the wheel cover, and the mounting support (20) is fixedly connected to the inner plate (10) of the wheel cover; Wheel cover reinforcing plate (30), the wheel cover reinforcing plate (30) is disposed on the other side of the wheel cover inner plate (10), the wheel cover reinforcing plate (30) is fixedly connected to the wheel cover inner plate (10) and a cavity (11) is formed between the wheel cover reinforcing plate (30) and the wheel cover inner plate (10); A longitudinal beam connecting plate (40) is provided on the side of the wheel cover reinforcing plate (30) away from the wheel cover inner plate (10). The longitudinal beam connecting plate (40) is fixedly connected to the wheel cover reinforcing plate (30), the wheel cover inner plate (10), and the mounting support (20). A connector (50) is fixedly connected to the inner plate (10) of the wheel cover on one side and to the reinforcing plate (30) of the wheel cover and the longitudinal beam connecting plate (40) on the other side. The connector (50) is clamped in the cavity (11).

2. The rear wheel arch assembly according to claim 1, characterized in that, The connector (50) includes a support part (51) and a mounting part (52), the support part (51) and the mounting part (52) are connected to each other, the support part (51) is fixedly connected to the inner plate (10) of the wheel cover, and the mounting part (52) is disposed on both sides of the support part (51) and abuts against the wheel cover reinforcing plate (30).

3. The rear wheel arch assembly according to claim 2, wherein the distance between the support part (51) and the mounting part (52) in the width direction is h1, and h1 satisfies the relationship: h1≥15mm.

4. The rear wheel arch assembly according to claim 2, characterized in that, An arc-shaped connecting part (53) is provided between the support part (51) and the mounting part (52), and a groove is formed between the arc-shaped connecting part (53) and the support part (51).

5. The rear wheel arch assembly according to claim 1, characterized in that, Also includes: At least two first fasteners (61) are provided for fixing the longitudinal beam connecting plate (40), the wheel cover reinforcing plate (30) and the connector (50), and the wheel cover reinforcing plate (30) is sandwiched between the connector (50) and the longitudinal beam connecting plate (40). The at least two first fasteners (61) are spaced apart from each other.

6. The rear wheel arch assembly according to claim 5, characterized in that, The distance between the first fastener (61) and the inner plate (10) of the wheel cover is h2, and h2 satisfies the relationship: h2≥3mm.

7. The rear wheel arch assembly according to claim 1, characterized in that, Also includes: At least one second fastener (62) is provided for securing the longitudinal beam connecting plate (40), the wheel cover reinforcing plate (30), the wheel cover inner plate (10), and the mounting bracket (20).

8. The rear wheel arch assembly according to claim 1, characterized in that, The connector (50) and the inner wheel cover plate (10) are welded together; and / or the connector (50) and the wheel cover reinforcing plate (30) are welded together.

9. The rear wheel arch assembly according to claim 1, characterized in that, The wheel cover reinforcing plate (30) and the connector (50) are provided with notches (31) at corresponding positions.

10. A vehicle, characterized in that, include: The rear wheel arch assembly (100) according to any one of claims 1-9.

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