Front wheel cover plate structure, vehicle body structure and vehicle

Abstract

The utility model provides a front wheel cover plate structure, a vehicle body structure and a vehicle, the front wheel cover plate structure comprises a first bending area, a second bending area and a third bending area, the first bending area, the second bending area and the third bending area are formed by bending a plate for multiple times along a plurality of first bending lines arranged on the plate in parallel along a first direction; the first bending area, the second bending area and the third bending area are connected in sequence; the first bending area comprises a first connecting main piece and a plurality of first connecting side pieces which are formed after multiple times of bending along a plurality of second bending lines arranged in parallel on the first bending area. The third bending area comprises a third connecting main piece and a plurality of third connecting side pieces, wherein the third connecting main piece and the third connecting side pieces are formed after multiple times of bending along a plurality of third bending lines arranged in parallel on the third bending area. The first connecting side piece comprises a first sub-piece connected with the second bending area and a second sub-piece connected with the third connecting side piece. Stamping die forming is not needed, die cost is saved, and production cost of the whole vehicle can be effectively reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, in particular to a front wheel housing structure, a vehicle body structure and a vehicle. Background Art

[0002] At present, military special vehicles are usually designed with a fully enclosed shell structure. However, due to the relatively low production volume of these vehicles, large-scale mass production cannot be achieved like civilian vehicles. Therefore, when manufacturing the front wheel housing, if stamping dies are used for production, this will lead to a significant increase in the production cost of the front wheel housing, further driving up the manufacturing cost of the whole vehicle. Summary of the Utility Model

[0003] Embodiments of the utility model provide a front wheel housing structure, a vehicle body structure and a vehicle, so as to solve the problem of how to save the production cost of the front wheel housing and reduce the production cost of the whole vehicle.

[0004] To solve the above technical problems, the utility model is implemented as follows:

[0005] In a first aspect, an embodiment of the utility model provides a front wheel housing structure, including:

[0006] A first bending area, a second bending area and a third bending area, which are formed by bending a plate along a plurality of first bending lines parallel to a first direction on the plate multiple times;

[0007] The first bending area, the second bending area and the third bending area are connected in sequence;

[0008] The first bending area includes a first connecting main part and a plurality of first connecting side parts formed by bending along a plurality of second bending lines parallel to each other on the first bending area multiple times;

[0009] The third bending area includes a third connecting main part and a plurality of third connecting side parts formed by bending along a plurality of third bending lines parallel to each other on the third bending area multiple times;

[0010] The first connecting side part includes a first sub-part connected to the second bending area and a second sub-part connected to the third connecting side part. Among them, the first end of the first sub-part along the first direction is connected to the first end of the second bending area along the second direction, and the first end of the second sub-part along the first direction is connected to the second end of the third connecting side part along the first direction.

[0011] Optionally, the first bending area is provided with a first weight-reducing hole;

[0012] The second bending area is provided with a second weight-reducing hole;

[0013] The third bending area is provided with a third weight-reducing hole.

[0014] Optionally, the first weight-reducing hole, the second weight-reducing hole and the third weight-reducing hole are arranged in sequence along the first direction.

[0015] Optionally, adjacent first connecting side member planes are perpendicular to each other.

[0016] Optionally, the first end of the first sub-member along the first direction is connected to the first end of the second bending area along the second direction by CO2 shielded welding, and the first end of the second sub-member along the first direction is connected to the second end of the third connecting side member along the first direction by CO2 shielded welding.

[0017] Optionally, it further includes:

[0018] The first bending area, the second bending area and the third bending area are bulletproof steel plates.

[0019] Optionally, the end of the first end of the first sub-member along the first direction away from the first connecting side member and the end of the first end of the second bending area along the second direction away from the third connecting side member form a bending inner fillet, and the radius of the bending inner fillet is 3 mm to 5 mm.

[0020] Optionally, the first connecting main member bends along the second bending line in a direction away from the first connecting side member.

[0021] In a second aspect, an embodiment of the present invention provides a vehicle body structure, and the vehicle body structure includes the front wheel housing panel structure described in the first aspect.

[0022] In a third aspect, an embodiment of the present invention provides a vehicle, and the vehicle includes the front wheel housing panel structure described in the first aspect.

[0023] The front wheel housing panel structure provided by the present invention includes a first bending area, a second bending area and a third bending area, and the first bending area, the second bending area and the third bending area are formed by bending a sheet along a plurality of first bending lines parallel to each other along the first direction on the sheet multiple times; other components of the first bending area and the third bending area are also formed by bending multiple times, and the first bending area, the second bending area and the third bending area are also connected to each other through a first connecting side member and a third connecting side member. The front wheel housing panel structure in this utility model can be formed by bending a sheet through multiple bending processes, without forming through a stamping die. In the case of small vehicle demand and limited production, it saves die costs, can effectively reduce the overall vehicle production cost, can also meet the installation and space avoidance of parts in the engine compartment, and can also change the front wheel housing panel structure by changing the position of the bending line, and has strong flexibility in the case of demand changes. Description of the Drawings

[0024] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered as a limitation of the present utility model. Moreover, throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0025] Figure 1 is a schematic assembly diagram of the front wheel housing structure according to an embodiment of the present utility model;

[0026] Figure 2 is a schematic diagram of the material expansion of the front wheel housing structure according to an embodiment of the present utility model.

[0027] In the figure: 1, the first bending area; 11, the first connecting main part; 12, the first connecting side part; 121, the first sub-part; 122, the second sub-part; 13, the first weight reduction hole; 2, the second bending area; 21, the second weight reduction hole; 3, the third bending area; 31, the third connecting main part; 32, the third connecting side part; 33, the third weight reduction hole; 4, the first bending line; 5, the second bending line; 6, the third bending line. Detailed Embodiments

[0028] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the 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. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0029] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying 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 construed as a limitation of the present application.

[0030] The terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0031] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0032] Please refer to Figure 1 and Figure 2 , the present utility model provides a front fender structure, including:

[0033] A first bending area 1, a second bending area 2, and a third bending area 3, which are formed by bending a sheet along a plurality of first bending lines 4 arranged in parallel in the first direction on the sheet multiple times;

[0034] Optionally, please refer to Figure 2 , where the dotted lines are bending lines, which are the first bending line 4, the first bending line 4, and the third bending line 6 respectively. Before the parts are bent, the steel plate is blanked according to this shape, and marks are made on the steel plate during blanking to provide a position reference for subsequent bending.

[0035] The first bending area 1, the second bending area 2, and the third bending area 3 are connected in sequence;

[0036] The first bending area 1 includes a first main connecting member 11 and a plurality of first side connecting members 12 formed by bending along a plurality of second bending lines 5 arranged in parallel on the first bending area 1 multiple times;

[0037] The third bending area 3 includes a third main connecting member 31 and a plurality of third side connecting members 32 formed by bending along a plurality of third bending lines 6 arranged in parallel on the third bending area 3 multiple times;

[0038] The first side connecting member 12 includes a first sub-member 121 connected to the second bending area 2 and a second sub-member 122 connected to the third side connecting member 32. Among them, the first end of the first sub-member 121 in the first direction is connected to the first end of the second bending area 2 in the second direction, and the first end of the second sub-member 122 in the first direction is connected to the second end of the third side connecting member 32 in the first direction.

[0039] The front fender structure provided by the present utility model includes a first bending area 1, a second bending area 2, and a third bending area 3, and the first bending area 1, the second bending area 2, and the third bending area 3 are formed by bending a sheet along a plurality of first bending lines 4 arranged in parallel in the first direction on the sheet multiple times; other components of the first bending area 1 and the third bending area 3 are also formed by multiple bendings, and the first bending area 1, the second bending area 2, and the third bending area 3 are also connected to each other through a first connecting side member 12 and a third connecting side member 32. The front fender structure in this utility model can be formed by bending a sheet through multiple bending processes, without the need to be formed by a stamping die. In the case of small vehicle demand and limited production, it can save die costs, effectively reduce the overall vehicle production cost, and can also meet the installation and space avoidance of parts in the engine compartment. It can also change the front fender structure by changing the position of the bending line, and has strong flexibility in the case of demand changes.

[0040] Therefore, the front fender in this utility model is formed by multiple bendings, saving die costs and reducing manufacturing costs.

[0041] Optionally, the first bending area 1 is provided with a first weight-reducing hole 13;

[0042] The second bending area 2 is provided with a second weight-reducing hole 21;

[0043] The third bending area 3 is provided with a third weight-reducing hole 33.

[0044] In the embodiment of the present utility model, by respectively designing weight-reducing holes in the first bending area 1, the second bending area 2, and the third bending area 3, the overall weight can be effectively reduced, which has significant benefits for improving fuel efficiency and increasing load capacity. In addition, the weight-reducing holes can also improve the heat dissipation performance of the tires, enhance air circulation, and reduce the amount of material used, thereby reducing production costs.

[0045] Optionally, the first weight-reducing hole 13, the second weight-reducing hole 21, and the third weight-reducing hole 33 are arranged in sequence along the first direction.

[0046] In the embodiment of the present utility model, by setting weight-reducing holes arranged in sequence along the first direction, the lightweight effect of the structural member can be significantly enhanced while maintaining its strength and rigidity. Through the regular arrangement method, the stress can be evenly distributed, reducing the deformation and fatigue caused by concentrated loads, and improving the overall stability and durability.

[0047] Optionally, the planes of adjacent first connecting side members 12 are perpendicular to each other.

[0048] In this practical embodiment, the perpendicularity of the planes of the first connecting side members 12 can provide higher structural stability and strength, effectively disperse the load, reduce the stress concentration phenomenon, and ensure the tight fit between components, thereby improving durability.

[0049] Optionally, the first end of the first sub-member 121 along the first direction is connected to the first end of the second bending region 2 along the second direction by CO2 shielded welding, and the first end of the second sub-member 122 along the first direction is connected to the second end of the third connecting side member 32 along the first direction by CO2 shielded welding.

[0050] Please refer to Figure 1 , the thick solid line is the end connected by CO2 shielded welding, and a process notch is formed in the thick solid line part. The process notch is designed for part bending. The notch is slender strip-shaped to ensure secondary welding after the part is bent and formed. In this practical example, secondary welding uses CO2 shielded welding, and the weld bead on the outer surface of the part is polished flat after welding. Welding by CO2 shielded welding enhances the corrosion resistance and structural stability of the welding point. By connecting the first end of the first sub-member 121 along the first direction to the first end of the second bending region 2 along the second direction by CO2 shielded welding, and connecting the first end of the second sub-member 122 along the first direction to the second end of the third connecting side member 32 along the first direction by CO2 shielded welding, the first bending region 1, the second bending region 2, and the third bending region 3 form a more stable protective structure, meeting the bulletproof performance index and concealment index requirements of special-purpose vehicles.

[0051] Optionally, it further includes:

[0052] The first bending region 1, the second bending region 2, and the third bending region 3 are bulletproof steel plates.

[0053] By using bulletproof steel plate materials in the first bending region 1, the second bending region 2, and the third bending region 3, it avoids the generation of protection loopholes at the tire position and improves the safety of special vehicles at key positions. Optionally, other materials with higher strength and stiffness can also be selected.

[0054] Optionally, the end of the first end of the first sub-member 121 along the first direction away from the first connecting side member 12 and the end of the first end of the second bending region 2 along the second direction away from the third connecting side member 32 form a bending inner fillet, and the radius of the bending inner fillet is 3 mm to 5 mm.

[0055] In this utility model, in order to ensure that the gap between the repair welding notches after bending meets the requirements of the welding gap for carbon dioxide shielded welding, the radius of the inner bend corner is 3 mm to 5 mm. Preferably, the radius of the inner bend corner is 3 mm. And the inner bend corner with a radius within this range is more in line with the manufacturing process. Setting the radius of the inner bend corner to 3 mm to 5 mm can take into account the operability of the forming process and the optimization of the structural performance, ensure easy implementation during the processing, and at the same time maintain sufficient rigidity and stability.

[0056] Optionally, the first connecting main member 11 bends along the second bending line 5 in a direction away from the first connecting side member 12.

[0057] In this utility model, the first connecting main member 11 can also be made bent. When the wind blows to the surface of the first connecting main member 11, the bent first connecting main member 11 can reduce the wind resistance and achieve the effect of wind prevention.

[0058] The present utility model also provides a vehicle body structure, including the front wheel housing panel structure described in any one of the above.

[0059] The present utility model also provides a vehicle, including the front wheel housing panel structure described in any one of the above.

[0060] The embodiments of the present utility model have been described above in conjunction with the accompanying drawings. However, the present utility model is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present utility model, those of ordinary skill in the art can also make many forms without departing from the purpose of the present utility model and the scope protected by the claims, and all of them belong to the protection scope of the present utility model.

Claims

1. A front wheel cover structure, characterized in that: include: a first bending area, a second bending area and a third bending area, wherein the first bending area, the second bending area and the third bending area are formed by bending the plate multiple times along a plurality of first bending lines arranged in parallel along a first direction on the plate; The first bending area, the second bending area and the third bending area are connected in sequence; The first bending area includes a first connecting main part and a plurality of first connecting side parts formed by multiple bending along a plurality of second bending lines arranged in parallel on the first bending area; The third bending area includes a third connecting main part and a plurality of third connecting side parts formed by multiple bending along a plurality of third bending lines arranged in parallel on the third bending area; The first connecting side piece includes a first sub-piece connected to the second bending zone, and a second sub-piece connected to the third connecting side piece, wherein the first end of the first sub-piece along the first direction is connected to the first end of the second bending zone along the second direction, and the first end of the second sub-piece along the first direction is connected to the second end of the third connecting side piece along the first direction.

2. The front wheel housing structure according to claim 1, characterized in that: The first bending area is provided with a first weight-reducing hole; The second bending area is provided with a second weight-reducing hole; The third bending area is provided with a third weight-reducing hole.

3. The front wheel housing structure according to claim 2, characterized in that: The first weight-reducing hole, the second weight-reducing hole, and the third weight-reducing hole are sequentially arranged along the first direction.

4. The front wheel housing structure according to claim 1, characterized in that: Adjacent planes of the first connecting side members are perpendicular to each other.

5. The front wheel housing structure according to claim 1, characterized in that: The first end of the first sub-component along the first direction is connected to the first end of the second bending zone along the second direction by carbon dioxide shielded welding, and the first end of the second sub-component along the first direction is connected to the second end of the third connecting side component along the first direction by carbon dioxide shielded welding.

6. The front wheel housing structure according to claim 1, characterized in that: Also includes: The first bending area, the second bending area and the third bending area are bulletproof steel plates.

7. The front wheel housing structure according to claim 1, characterized in that: The first end of the first sub-component along the first direction is away from the end of the first connecting side component, and forms a bending inner fillet with the first end of the second bending area along the second direction away from the end of the third connecting side component. The radius of the bending inner fillet is 3mm to 5mm.

8. The front wheel housing structure according to claim 1, characterized in that: The first connecting main part is bent along the second bending line in a direction away from the first connecting side part.

9. A vehicle body structure, characterized in that: The invention comprises a front wheel cover structure as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that: The invention comprises a front wheel cover structure as claimed in any one of claims 1 to 8.

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