Channel structure and vehicle

Abstract

The channel structure is arranged in a front cabin of the vehicle, the channel structure comprises a channel shell and a flow guide assembly, the channel shell comprises a first channel, a second channel and a third channel, the first channel is provided with a first inlet end and a first outlet end, and the second channel is provided with a second inlet end and a second outlet end; the first inlet end communicates with the air outlet side of the low-temperature radiator. The second channel is provided with a second inlet end communicated with the first outlet end and a second outlet end communicated with the outer side of the hood; the third channel is provided with a third inlet end communicated with the first outlet end and a third outlet end communicated with the outer side of the hood or the outer side of the bottom protection plate, and the flow guide assembly is installed on the channel shell and used for controlling the first channel to be selectively communicated with the second channel or the third channel. And the downforce of the vehicle can be enhanced or the noise of the vehicle can be reduced.

Description

Technical Field

[0001] This application relates to the technical field of vehicle heat dissipation, and particularly to a channel structure and a vehicle. Background Art

[0002] Some vehicles place the engine in the rear engine compartment. Since the vehicle speed is high, the requirement for the engine heat dissipation performance is also relatively high. Usually, a low-temperature radiator is set in the front engine compartment and a high-temperature - low-temperature radiator is set in the rear engine compartment to dissipate heat from the engine. In the related technical field, an air flow channel is further used to act on the low-temperature radiator to quickly cool the low-temperature radiator by the air flow to meet the heat dissipation efficiency. However, the air flow channel usually affects the aerodynamics and wind noise performance of the whole vehicle. Summary of the Utility Model

[0003] The embodiments of this application provide a channel structure and a vehicle, which can not only accelerate the heat dissipation of the vehicle front engine compartment, but also enhance the downforce of the vehicle or reduce the vehicle noise.

[0004] In a first aspect, the embodiments of this application provide a channel structure, which is arranged in the front engine compartment of a vehicle. The front engine compartment is surrounded by an engine compartment housing, a hood, and a bottom guard plate. A low-temperature radiator communicating with the front side of the engine compartment housing is arranged in the front engine compartment. The channel structure includes a channel housing and a flow guiding component. The channel housing includes a first channel, a second channel, and a third channel. The first channel has a first inlet end and a first outlet end, and the first inlet end communicates with the air outlet side of the low-temperature radiator. The second channel has a second inlet end communicating with the first outlet end and a second outlet end communicating with the outside of the hood. The third channel has a third inlet end communicating with the first outlet end and a third outlet end communicating with the outside of the hood or the outside of the bottom guard plate. The flow guiding component is installed on the channel housing and is used to control the first channel to selectively communicate with the second channel or the third channel.

[0005] Based on the channel structure of the embodiments of the present application, during the driving process of the vehicle, the vehicle moves relative to the outside air in an opposite direction, forcing the outside air to enter the first channel from the first inlet end after passing through the front end of the engine compartment housing and the low-temperature radiator. The air flow flows along the inner pipe wall of the first channel, and then, under the action of the flow guiding component, the air flow enters the second channel or the third channel. When the air flow enters the second channel, the air flow flows in the second channel and exchanges heat with the pipe wall of the second channel, and finally is discharged to the outside of the engine hood from the second outlet end to dissipate heat from the low-temperature radiator and the front engine compartment. And due to the reaction of the air flow in the second channel on the second channel, the downward pressure of the vehicle is increased, that is, the stability during the driving process of the vehicle is increased. When the air flow enters the third channel and the third outlet end is communicated with the engine hood, the air flow flows along the inner pipe wall of the third channel and exchanges heat with the pipe wall of the third channel, and finally is discharged to the outside of the engine hood from the third outlet end to dissipate heat from the low-temperature radiator and the front engine compartment. And due to the low-pressure characteristic of the vehicle surface, the air flow discharged from the third outlet end to the outside of the engine hood will be quickly attracted to flow along the engine hood, forming a relatively small noise, which helps to improve the wind noise formed by the front engine compartment. When the air flow enters the third channel and the third outlet end is communicated with the outside of the bottom guard plate, the air flow flows along the inner pipe wall of the third channel and exchanges heat with the pipe wall of the third channel, and finally is discharged to the outside of the engine hood from the third outlet end to dissipate heat from the low-temperature radiator and the front engine compartment. And due to the low-pressure characteristic of the vehicle chassis, the air flow discharged from the third outlet end to the outside of the bottom guard plate will be quickly attracted to flow along the bottom guard plate, forming a relatively small noise, which helps to improve the wind noise formed by the front engine compartment.

[0006] In some of the embodiments, the included angle between the pipe axis of the second channel and the height direction of the vehicle gradually decreases from the second inlet end to the second outlet end.

[0007] Based on the above embodiments, the second channel has a smooth inner wall, and the air flow can flow quickly in the second channel and there will be no phenomena such as turbulence due to sudden bending of the second channel; and the smaller the included angle between the second channel and the height direction of the vehicle, the smaller the included angle between the direction of the reaction force exerted by the air flow in the second channel on the second channel and the height direction of the vehicle, that is, the greater the reaction force exerted by the air flow in the second channel on the second channel, further increasing the downward pressure of the vehicle and improving the stability during the driving process of the vehicle.

[0008] In some of the embodiments, the included angle between the pipe axis of the third channel and the height direction of the vehicle gradually increases from the third inlet end to the third outlet end.

[0009] Based on the above embodiments, after the air flow in the third channel flows out from the third outlet end, the direction of the air flow is more parallel to the length direction of the vehicle, so that the air flow flowing out from the third outlet end will be quickly attracted to flow along the vehicle surface to further reduce wind noise, and the impact force of the air flow in the third channel on the bottom guard or the hood is smaller after flowing out from the third outlet end.

[0010] In some of these embodiments, the guiding component includes a driving member and a first guiding member. The driving member is fixed outside the channel housing; the first guiding member is drivingly connected to the driving member and has a first position and a second position. The driving member drives the first guiding member to switch between the first position and the second position so that the first channel selectively conducts the second channel or the third channel.

[0011] Based on the above embodiments, the driving member drives the first guiding member to move so as to block the second inlet end or the third inlet end, so that the vehicle can independently choose to increase the downforce or reduce the wind noise according to different working conditions.

[0012] In some of these embodiments, the first guiding member includes a guiding member body and a first sealing member connected to the edge of the guiding member body. The first sealing member is used for sealing and abutting against the inner wall of the channel housing at the first position and the second position.

[0013] Based on the above embodiments, the first sealing member can enhance the sealing performance between the first guiding member and the inner wall of the channel housing.

[0014] In some of these embodiments, the guiding member body has a guiding surface. When the first guiding member blocks the second channel, the guiding surface extends along the inner wall of the third channel; when the first guiding member blocks the third channel, the guiding surface extends along the inner wall of the second channel.

[0015] Based on the above embodiments, when the second channel is conducted, the guiding surface makes the inner pipe wall of the second channel smoother, and when the third channel is conducted, the guiding surface makes the inner pipe wall of the third channel smoother, so as to ensure the smoothness of the air flow in the second channel and the third channel.

[0016] In some of these embodiments, the guiding component further includes a speed sensor and a control element. The speed sensor is used to obtain the vehicle speed information of the vehicle; the control element is electrically connected to the driving member and is used to receive the vehicle speed information and control the driving member according to the vehicle speed information.

[0017] Based on the above embodiments, the control element can control the driving member according to the vehicle speed to adjust the position of the guiding member, so as to improve the intelligence of the vehicle.

[0018] In a second aspect, an embodiment of the present application provides a vehicle, including a longitudinal beam, a front engine compartment assembly, a low-temperature radiator, and the channel structure as described above. The channel structure is fixed to the longitudinal beam. The front engine compartment assembly includes the engine compartment housing, the hood, the bottom guard plate, and the middle grille. The engine compartment housing, the hood, and the bottom guard plate enclose the front engine compartment. The middle grille is fixed to the front side of the engine compartment housing and communicates with the front engine compartment. The first inlet end communicates with the middle grille, the second outlet end communicates with the hood, the third outlet end is fixedly connected to the hood or the bottom guard plate. The hood has a first avoidance opening corresponding to the second outlet end, and the hood or the bottom guard plate has a second avoidance opening corresponding to the third outlet end. The low-temperature radiator is disposed in the front engine compartment, and the first inlet end communicates with the air outlet side of the low-temperature radiator.

[0019] Based on the vehicle of the embodiment of the present application, due to the specific channel structure described above, the vehicle can quickly reduce the temperature of the low-temperature radiator and various components in the front engine compartment, and has lower wind noise or stronger downforce.

[0020] In some of these embodiments, the hood has a sealing groove corresponding to the second outlet end. The second outlet end is located in the sealing groove. The first avoidance opening communicates with the sealing groove. The vehicle further includes a second sealing member, and the second sealing member is clamped between the bottom wall of the sealing groove and the second outlet end.

[0021] Based on the above embodiment, since noise will be generated when the air flow flows in the second channel, the second sealing member enhances the sealing performance between the hood and the second outlet end, reduces the vibration transmitted from the second channel to the hood, and reduces the noise generated by the front engine compartment assembly.

[0022] In some embodiments of the present application, when the third outlet end communicates with the outside of the hood, the vehicle further includes a second deflector. One end of the second deflector is connected to the hood in front of the second avoidance opening, and the other end extends towards the rear side of the hood and gradually moves away from the hood along the height direction of the vehicle. Along the height direction of the vehicle, the second deflector at least partially coincides with the second avoidance opening.

[0023] Based on the above embodiment, the second deflector can guide the air flow flowing out of the second outlet end, so that the air flow flowing out of the second outlet end can flow along the surface of the hood as much as possible to reduce wind noise.

[0024] Based on the channel structure and vehicle of the embodiments of the present application, during the driving process of the vehicle, the vehicle moves relative to the outside air in an opposite direction, forcing the outside air to enter the first channel from the first inlet end after passing through the front end of the engine compartment housing and the low-temperature radiator. The air flow flows along the inner pipe wall of the first channel, and then under the action of the flow guiding component, the air flow enters the second channel or the third channel. When the air flow enters the second channel, the air flow flows in the second channel and exchanges heat with the pipe wall of the second channel, and finally is discharged to the outside of the engine hood from the second outlet end to dissipate heat from the low-temperature radiator and the front engine compartment. Since the air flow in the second channel reacts against the second channel, the downward pressure of the vehicle is increased, that is, the stability of the vehicle during driving is increased. When the air flow enters the third channel and the third outlet end is connected to the engine hood, the air flow flows along the inner pipe wall of the third channel and exchanges heat with the pipe wall of the third channel, and finally is discharged to the outside of the engine hood from the third outlet end to dissipate heat from the low-temperature radiator and the front engine compartment. Due to the low-pressure characteristic of the vehicle surface, the air flow discharged from the third outlet end to the outside of the engine hood will be quickly attracted to flow along the engine hood, forming less noise, which helps to improve the wind noise generated by the front engine compartment. When the air flow enters the third channel and the third outlet end is connected to the outside of the bottom guard plate, the air flow flows along the inner pipe wall of the third channel and exchanges heat with the pipe wall of the third channel, and finally is discharged to the outside of the engine hood from the third outlet end to dissipate heat from the low-temperature radiator and the front engine compartment. Due to the low-pressure characteristic of the vehicle chassis, the air flow discharged from the third outlet end to the outside of the bottom guard plate will be quickly attracted to flow along the bottom guard plate, forming less noise, which helps to improve the wind noise generated by the front engine compartment. Brief Description of the Drawings

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0026] Figure 1 Structural schematic diagram of the channel structure in an embodiment of the present application;

[0027] Figure 2 For Figure 1 Principle schematic diagram of the first flow guiding member in the channel structure shown in [Figure number] blocking the second channel in the first position;

[0028] Figure 3 For Figure 1 Principle schematic diagram of the first flow guiding member in the channel structure shown in [Figure number] blocking the third channel in the second position;

[0029] Figure 4 Structural schematic diagram of the channel structure in another embodiment of the present application;

[0030] Figure 5 The Figure 4 cross-sectional view of the channel structure shown in along the A-A section;

[0031] Figure 6 The Figure 5 enlarged schematic view of the structure of part B in ;

[0032] Figure 7 The Figure 4 schematic diagram of the positional relationship between the channel structure shown in and the low-temperature radiator;

[0033] Figure 8 The Figure 7 schematic diagram of the connection between the channel structure shown in and the longitudinal beam.

[0034] Reference numerals: 10, channel housing; 11, first channel; 111, first inlet end; 12, second channel; 121, second inlet end; 122, second outlet end; 13, third channel; 131, third inlet end; 132, third outlet end; 14, driving member; 15, first flow guide member; 151, flow guide member body; 1511, flow guide surface; 152, first seal; 20, low-temperature radiator; 30, longitudinal beam. Detailed implementation manners

[0035] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0036] Some vehicles place the engine in the rear engine compartment. Since the vehicle speed is high, the requirement for the engine cooling performance is also relatively high. Usually, a low-temperature radiator is arranged in the front engine compartment and a high-temperature and low-temperature radiator is arranged in the rear engine compartment to cool the engine. In the related technical field, the low-temperature radiator is further acted on through an air flow channel to enable the air flow to quickly cool the low-temperature radiator and meet the heat dissipation efficiency. However, the air flow channel usually has an impact on the aerodynamics and wind noise performance of the whole vehicle.

[0037] In order to solve the above technical problems, in a first aspect, the embodiments of the present application provide a channel structure, which can not only accelerate the heat dissipation of the vehicle front engine compartment, but also enhance the downforce of the vehicle or reduce the noise of the vehicle.

[0038] Please refer to Figure 1 shown, or please refer to Figure 5 shown, the channel structure is arranged in the front engine compartment of the vehicle. The front engine compartment is surrounded by an engine compartment housing, a hood and a bottom guard plate. A low-temperature radiator 20 (please refer to Figure 8As shown, the channel structure includes a channel housing 10 and a flow guiding assembly. The channel housing 10 includes a first channel 11, a second channel 12, and a third channel 13. The first channel 11 has a first inlet end 111 and a first outlet end, and the first inlet end 111 communicates with the air outlet side of the low-temperature radiator 20. The second channel 12 has a second inlet end 121 communicating with the first outlet end and a second outlet end 122 communicating with the outside of the engine hood. The third channel 13 has a third inlet end 131 communicating with the first outlet end and a third outlet end 132 communicating with the outside of the engine hood or the outside of the bottom guard plate. The flow guiding assembly is installed in the channel housing 10 and is used to control the first channel 11 to selectively communicate with the second channel 12 or the third channel 13.

[0039] In the embodiments of the present application, the specific pipe laying paths of the first channel 11, the second channel 12, and the third channel 13 are not limited. It can be understood that the first channel 11, the second channel 12, and the third channel 13 should pass through as many heat generating components in the front engine compartment as possible to better cool each component in the front engine compartment. The first channel 11, the second channel 12, and the third channel 13 can all be made of materials with a relatively small specific heat capacity, so that the channel structure can quickly absorb heat and quickly dissipate heat.

[0040] Based on the channel structure of the embodiments of the present application, during the driving of the vehicle, the vehicle moves relative to the external air in an opposite direction, forcing the external air to enter the first channel 11 from the first inlet end 111 after passing through the front side of the engine compartment housing and the low-temperature radiator 20. The air flow flows along the inner pipe wall of the first channel 11, and then, under the action of the flow guiding assembly, the air flow enters the second channel 12 or the third channel 13. When the air flow enters the second channel 12, the air flow flows in the second channel 12 and exchanges heat with the pipe wall of the second channel 12, and finally is discharged to the outside of the engine hood from the second outlet end 122 to dissipate heat from the low-temperature radiator 20 and the front engine compartment. Since the air flow in the second channel 12 reacts against the second channel 12, the downward pressure of the vehicle is increased, that is, the stability of the vehicle during driving is increased. When the air flow enters the third channel 13 and the third outlet end 132 is communicated with the engine hood, the air flow flows along the inner pipe wall of the third channel 13 and exchanges heat with the pipe wall of the third channel 13, and finally is discharged to the outside of the engine hood from the third outlet end 132 to dissipate heat from the low-temperature radiator 20 and the front engine compartment. Due to the low-pressure characteristic of the vehicle surface, the air flow discharged from the third outlet end 132 to the outside of the engine hood will be quickly attracted to flow along the engine hood, forming less noise, which helps to improve the wind noise formed by the front engine compartment. When the air flow enters the third channel 13 and the third outlet end 132 is communicated with the outside of the bottom guard plate, the air flow flows along the inner pipe wall of the third channel 13 and exchanges heat with the pipe wall of the third channel 13, and finally is discharged to the outside of the engine hood from the third outlet end 132 to dissipate heat from the low-temperature radiator 20 and the front engine compartment. Due to the low-pressure characteristic of the vehicle chassis, the air flow discharged from the third outlet end 132 to the outside of the bottom guard plate will be quickly attracted to flow along the bottom guard plate, forming less noise, which helps to improve the wind noise formed by the front engine compartment.

[0041] Please refer to Figure 1 or Figure 4 As shown, in some embodiments, the included angle between the pipe axis of the second channel 12 and the height direction of the vehicle gradually decreases from the second inlet end 121 to the second outlet end 122. In this way, the second channel 12 has a smooth inner wall, and the air flow can flow quickly in the second channel 12 and there will be no phenomena such as turbulence due to the sudden bending of the second channel 12; and the smaller the included angle between the second channel 12 and the height direction of the vehicle, the smaller the included angle between the direction of the reaction force exerted by the air flow in the second channel 12 on the second channel 12 and the height direction of the vehicle, that is, the greater the reaction force exerted by the air flow in the second channel 12 on the second channel 12, further increasing the downward pressure of the vehicle and improving the stability of the vehicle during driving. It can be understood that the included angle between the pipe axis of the second channel 12 and the height direction of the vehicle gradually decreases in a linear relationship or in a polynomial equation from the second inlet end 121 to the second outlet end 122, for example, a quadratic equation or a cubic equation.

[0042] Please refer to Figure 1 orFigure 4 As shown, in some of these embodiments, the included angle between the pipe axis of the third channel 13 and the height direction of the vehicle gradually increases from the third inlet end 131 to the third outlet end 132. In this way, after the air flow in the third channel 13 flows out from the third outlet end 132, the direction of the air flow is more parallel to the length direction of the vehicle, so that the air flow flowing out from the third outlet end 132 will be quickly attracted to flow along the vehicle surface to further reduce wind noise, and the impact force of the air flow in the third channel 13 on the bottom guard or the hood is smaller after flowing out from the third outlet end 132. It can be understood that the included angle between the pipe axis of the third channel 13 and the height direction of the vehicle gradually increases in a linear relationship from the third inlet end 131 to the third outlet end 132, or can also gradually increase in a polynomial equation, for example, a quadratic equation or a cubic equation.

[0043] Please refer to Figures 2 and Figure 3 as shown, or please refer to Figure 5 or Figure 6 As shown, in some of these embodiments, the flow guiding assembly includes a driving member 14 and a first flow guiding member 15. The driving member 14 is fixed outside the channel housing 10; the first flow guiding member 15 is drivingly connected to the driving member 14 and has a first position and a second position. The driving member 14 drives the first flow guiding member 15 to switch between the first position and the second position so that the first channel 11 selectively communicates with the second channel 12 or the third channel 13. In this way, the driving member 14 drives the first flow guiding member 15 to move so that the first flow guiding member 15 blocks the first channel 11 or the second channel 12, so that the vehicle can independently choose to increase the downforce or reduce the wind noise according to different working conditions.

[0044] Please refer to Figure 2 and Figure 3 As shown, when the third outlet end 132 communicates with the hood, when the first flow guiding member 15 blocks the second channel 12, the first flow guiding member 15 abuts against the inner walls of the first channel 11 and the second channel 12. When the first flow guiding member 15 blocks the third channel 13, the first flow guiding member 15 abuts against the inner walls of the first channel 11 and the third channel 13.

[0045] Please refer to Figure 8 As shown, when the third outlet end 132 communicates with the bottom guard, when the first flow guiding member 15 blocks the second channel 12, the first flow guiding member 15 abuts against the inner wall of the second channel 12, and the position of the first flow guiding member 15 overlaps with the second inlet end 121; when the first flow guiding member 15 blocks the third channel 13, the first flow guiding member 15 abuts against the inner wall of the third channel 13, and the position of the first flow guiding member 15 overlaps with the second inlet end 121.

[0046] In some embodiments of the present application, the first flow guide member 15 includes a flow guide member body 151 and a first seal 152 connected to the edge of the flow guide member body 151. The first seal 152 is used to sealingly abut against the inner wall of the channel housing 10 at the first position and the second position. It can be understood that according to the above, the third outlet end 132 communicates with the engine hood or the bottom guard plate, and the first seal 152 abuts against the inner wall of the corresponding heat dissipation channel.

[0047] In some embodiments of the present application, the driving member 14 is set as a driving motor. The output shaft of the driving motor is fixedly connected to the flow guide member body 151 to drive the first flow guide member 15 to rotate around the axis of the output shaft of the driving motor. The flow guide member body 151 is configured as a plate-shaped air damper.

[0048] In some embodiments of the present application, regardless of whether the third outlet end communicates with the outside of the bottom guard plate or the outside of the engine hood, when the vehicle speed is greater than 200 km / h, the first flow guide member blocks the third intake end, and when the vehicle speed is less than or equal to 200 km / h, the first flow guide member blocks the second inlet end.

[0049] Please refer to FIGS. 2 and Figure 3 as shown, or please refer to Figure 5 or Figure 6 as shown. In some of these embodiments, the flow guide member body 151 has a flow guide surface 151. When the first flow guide member 15 blocks the second channel 12, the flow guide surface 151 extends along the inner wall of the third channel 13; when the first flow guide member 15 blocks the third channel 23, the flow guide surface 151 extends along the inner wall of the second channel 12. Thus, when the first flow guide member 15 conducts the second channel 12, the flow guide surface 151 extends along the inner pipe wall of the second channel 12, so that the air flow can flow smoothly from the flow guide surface 151 into the second channel 12, reducing the noise generated when the air flow flows from the flow guide surface 151 into the second channel 12 (if the flow guide surface 151 does not extend along the inner pipe wall of the second channel 12, the air flow will generate a large amount of noise in the case of a sudden turn, and more seriously, turbulence will occur); similarly, when the first flow guide member 15 conducts the third channel 13, the flow guide surface 151 extends along the inner pipe wall of the third channel 13, so that the air flow can flow smoothly from the flow guide surface 151 into the third channel 13, reducing the noise generated when the air flow flows from the flow guide surface 151 into the third channel 13.

[0050] It can be understood that, please refer to Figure 2 and Figure 3 as shown. The number of the flow guide surfaces 151 can be multiple, and different flow guide surfaces 151 can be used when the first flow guide member 15 blocks the second channel 12 and when the first flow guide member 15 blocks the first channel 11.

[0051] In some of these embodiments, the flow guiding assembly further includes a speed sensor and a control element. The speed sensor is used to obtain the vehicle speed information of the vehicle; the control element is electrically connected to the driving member 14 and is used to receive the vehicle speed information and control the driving member 14 according to the vehicle speed information. In this way, the control element can control the driving member 14 according to the vehicle speed to adjust the position of the flow guiding member, so as to improve the intelligence of the vehicle.

[0052] It can be understood that speed acquisition is a function of the vehicle itself. Therefore, the speed sensor in the embodiments of the present application can be the original speed acquisition module of the vehicle, and the control element can also be the original in-vehicle computer of the vehicle.

[0053] Please refer to Figure 8 As shown, in a second aspect, the embodiments of the present application provide a vehicle, including a longitudinal beam 30, a front engine compartment assembly, a low-temperature radiator 20, and the above channel structure. The channel structure is fixed to the longitudinal beam 30; the front engine compartment assembly includes an engine compartment housing, a hood, a bottom guard plate, and a middle grille. The engine compartment housing, the hood, and the bottom guard plate enclose the front engine compartment. The middle grille is fixed to the front side of the engine compartment housing and communicates with the front engine compartment. The first inlet end 111 communicates with the middle grille, the second outlet end 122 communicates with the hood, the third outlet end 132 is fixedly connected to the hood or the bottom guard plate. The hood has a first avoidance opening corresponding to the second outlet end 122, and the hood or the bottom guard plate has a second avoidance opening corresponding to the third outlet end 132. The low-temperature radiator 20 is arranged in the front engine compartment, and the first inlet end 111 communicates with the air outlet side of the low-temperature radiator 20.

[0054] Since the hood, the bottom guard plate, the middle grille, and the engine compartment housing are well-known to those skilled in the art, they will not be described in detail here. It can be understood that the hood is rotatably connected to the engine compartment housing.

[0055] Based on the above embodiments, since noise will be generated when the air flow flows in the second channel 12, the second seal enhances the sealing performance between the hood and the second outlet end 122, and reduces the vibration transmitted from the second channel 12 to the hood, reducing the noise generated by the front engine compartment assembly.

[0056] In some embodiments of the present application, the hood has a sealing groove corresponding to the second outlet end 122. The second outlet end 122 is located in the sealing groove, and the first avoidance opening communicates with the sealing groove. The vehicle further includes a second seal, and the second seal is clamped between the bottom wall of the sealing groove and the second outlet end 122. In this way, since noise will be generated when the air flow flows in the second channel 12, the second seal enhances the sealing performance between the hood and the second outlet end 122, and reduces the vibration transmitted from the second channel 12 to the hood, reducing the noise generated by the front engine compartment assembly.

[0057] It can be understood that the second seal can be configured as a gasket, and to further improve the noise reduction ability of the hood, the second seal can be configured as a sound-absorbing gasket.

[0058] In some embodiments of the present application, when the third outlet end 132 communicates with the outside of the engine hood, the vehicle further includes a second flow guiding member. One end of the second flow guiding member is connected to the engine hood on the front side of the second avoidance opening, and the other end extends towards the rear side of the engine hood and gradually moves away from the engine hood in the height direction of the vehicle. In the height direction of the vehicle, the second flow guiding member at least partially coincides with the second avoidance opening. Thus, the second flow guiding member can guide the airflow flowing out of the second outlet end 122, so that the airflow flowing out of the second outlet end 122 can flow along the surface of the engine hood as much as possible to reduce wind noise.

[0059] In some embodiments of the present application, the second flow guiding member can be set as a flow guiding plate. One end of the second flow guiding plate is fixedly connected to the engine hood and extends away from the engine hood gradually away from the third outlet. At the same time, the second flow guiding member can be used as a decorative member to beautify the appearance of the vehicle.

[0060] In the drawings of this embodiment, the same or similar reference numerals correspond to the same or similar components; in the description of the present application, it should be understood that if there are terms such as "upper", "lower", "left", "right", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings. It 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. Therefore, the terms describing the positional relationship in the drawings are only for illustrative purposes and cannot be understood as a limitation of this patent. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0061] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A channel structure, characterized in that, It is arranged in the front engine compartment of the vehicle. The front engine compartment is enclosed by an engine compartment housing, a hood, and a bottom guard plate. A low-temperature radiator communicating with the front side of the engine compartment housing is arranged in the front engine compartment; the channel structure includes a channel housing and a flow guiding component. The channel housing includes: A first channel having a first inlet end and a first outlet end, and the first inlet end communicates with the air outlet side of the low-temperature radiator; A second channel having a second inlet end communicating with the first outlet end and a second outlet end communicating with the outside of the hood; A third channel having a third inlet end communicating with the first outlet end and a third outlet end communicating with the outside of the hood or the outside of the bottom guard plate; The flow guiding component is installed on the channel housing and is used to control the first channel to selectively communicate with the second channel or the third channel.

2. The channel structure according to claim 1, characterized in that, The tube axis of the second channel gradually decreases the angle between the second inlet end and the second outlet end and the height direction of the vehicle.

3. The channel structure according to claim 1, wherein, The tube axis of the third channel gradually increases the angle between the third inlet end and the third outlet end and the height direction of the vehicle.

4. The channel structure according to claim 1, wherein, The flow guiding component includes: A driving member fixed outside the channel housing; and A first flow guiding member drivingly connected to the driving member, having a first position and a second position, and the driving member drives the first flow guiding member to switch between the first position and the second position so that the first channel selectively communicates with the second channel or the third channel.

5. The channel structure according to claim 4, characterized in that The first flow guiding member includes a flow guiding member body and a first sealing member connected to the edge of the flow guiding member body. The first sealing member is used to sealingly abut against the inner wall of the channel housing at the first position and the second position.

6. The channel structure according to claim 5, characterized in that, The flow guiding member body has a flow guiding surface. When the first flow guiding member blocks the second channel, the flow guiding surface extends along the inner wall of the third channel. When the first flow guiding member blocks the third channel, the flow guiding surface extends along the inner wall of the second channel.

7. The channel structure according to claim 4, wherein The flow guiding component further includes: A speed sensor for acquiring the vehicle speed information of the vehicle; A control element electrically connected to the speed sensor and the driving member, for receiving the vehicle speed information and controlling the driving member according to the vehicle speed information.

8. A vehicle, characterized in that, It includes: A longitudinal beam; The channel structure according to any one of claims 1-7, and the channel structure is fixed to the longitudinal beam; And A front engine compartment assembly, including the engine compartment housing, the hood, the bottom guard plate, and a middle grille. The engine compartment housing, the hood, and the bottom guard plate enclose the front engine compartment. The middle grille is fixed to the front side of the engine compartment housing and communicates with the front engine compartment. The first inlet end communicates with the middle grille, the second outlet end communicates with the hood, the third outlet end is fixedly connected to the hood or the bottom guard plate. The hood has a first avoidance opening corresponding to the second outlet end, and the hood or the bottom guard plate has a second avoidance opening corresponding to the third outlet end; A low-temperature radiator arranged in the front engine compartment, and the first inlet end communicates with the air outlet side of the low-temperature radiator.

9. The vehicle according to claim 8, characterized in that, The hood has a sealing groove corresponding to the second outlet end, the second outlet end is located within the sealing groove, the first relief opening communicates with the sealing groove, and the vehicle further includes: A second seal, which is clamped between the bottom wall of the sealing groove and the second outlet end.

10. The vehicle according to claim 8, wherein When the third outlet end communicates with the outside of the hood, the vehicle further includes: A second flow guide member, one end of which is connected to the hood in front of the second relief opening, the other end extends towards the rear side of the hood and gradually moves away from the hood along the height direction of the vehicle, and the second flow guide member at least partially coincides with the second relief opening along the height direction of the vehicle.

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