Mud guard for automobile

Abstract

The utility model relates to the technical field of automobile protection plates, in particular to an automobile fender which comprises a fender body, a fastening unit and a protection unit are arranged on the fender body, the fastening unit is fixedly connected with the protection unit, a first reinforcing rib is arranged on the fastening unit, and a second reinforcing rib is arranged on the protection unit. The protection unit is provided with a first protection groove, a first groove and a flow guide unit, the first groove is formed in one side of the fastening unit, the flow guide unit comprises a first flow guide hole, the first flow guide hole is located above the first protection groove, the first protection groove is in an arc shape, and the first groove is located in the first groove. By arranging the first flow guide hole and the first protection groove, airflow can be guided, and meanwhile a vehicle body is protected against damage of objects such as silt.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile guard plates, in particular to a fender for an automobile. Background Art

[0002] When a car encounters poor road conditions while driving, mud, water, and sand are often swept up by its wheels, causing pollution and damage to the car body and other vehicles. This splash not only scratches the car body's paint but also accelerates corrosion of the chassis and body. However, existing car fenders use a closed design. While they can block splashes of mud, water, and sand to a certain extent, the water and sand swept up by the tires accumulate in the wheel well. This closed design prevents airflow from flowing effectively, causing the accumulated water and sand to be thrown out by the airflow, eventually splashing onto the car body and even onto the body and windows of the vehicle behind. The closed design also increases wind resistance and noise.

[0003] Therefore, a kind of fender for automobile is badly needed to solve the problems existing in the current technology. Utility Model Content

[0004] In view of this, the purpose of the present invention is to provide a car fender to solve the problem that the existing car fender proposed in the above background technology cannot effectively circulate air during use, resulting in accumulated water and mud being thrown out under the influence of the airflow, which will also increase wind resistance and noise to a certain extent.

[0005] The utility model provides a fender for an automobile, comprising:

[0006] A fender body, wherein a fastening unit and a protective unit are provided on the fender body, the fastening unit is fixedly connected to the protective unit, the fastening unit is provided with a first reinforcing rib, the protective unit is provided with a first protective groove, a first groove and a guide unit, the first groove is provided on one side of the fastening unit, the guide unit includes a first guide hole, the first guide hole is located above the first protective groove, and the first protective groove is arc-shaped.

[0007] Furthermore, the fastening unit also includes a second reinforcing rib and a third reinforcing rib, the second reinforcing rib is arranged in the first protective groove, the upper end of the second reinforcing rib passes through the lower bottom surface of the first groove, and the third reinforcing rib is arranged in the first groove, and the third reinforcing rib is arranged opposite to the first reinforcing rib.

[0008] Furthermore, the guide unit further includes a second guide hole and a first guide plate, the second guide hole is located on the fastening unit, the first guide plate is arranged on one side of the second guide hole, and a gap is left between the second guide hole and the first guide plate.

[0009] Furthermore, the fastening unit further includes a first limiting strip, which is arranged on a side of the first groove.

[0010] Furthermore, the fastening unit further includes a first reinforcing piece, and the first reinforcing piece is disposed in the first groove.

[0011] Furthermore, the protection unit further includes a second groove, which is arranged on the lower side of the first groove, and the side of the second groove is chamfered.

[0012] Furthermore, the fastening unit further includes a first reinforcement protrusion and a second reinforcement protrusion, the first reinforcement protrusion is arranged on the fastening unit, and the second reinforcement protrusion is arranged on the lower surface of the second groove.

[0013] Furthermore, the guide unit also includes a third guide hole and a second guide plate, the third guide hole and the second guide plate are arranged on the fastening unit, the second guide plate is arranged on one side of the third guide hole, a gap is left between the third guide hole and the second guide plate, and a bolt limiting hole is opened on the second guide plate.

[0014] Furthermore, the fastening unit is further provided with a first limiting groove, a plurality of first limiting grooves are provided, and the first limiting grooves are provided with bolt limiting holes.

[0015] Furthermore, the first reinforcement protrusion and the second reinforcement protrusion are provided with bolt limiting holes.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) By arranging a guide unit on the fender, the present invention can not only improve the circulation of airflow and reduce the situation where water and mud accumulated in the wheel space are thrown out under the influence of the airflow, but also reduce the turbulence of the airflow, reduce wind resistance and noise, and thus improve the stability and economy of the vehicle when driving at high speed.

[0017] The reinforcement ribs in this invention increase the rigidity and impact resistance of the fender, making it less susceptible to damage when encountering sharp objects. The reinforcement ribs also improve the overall structural stability of the fender, extending its service life. Furthermore, the reinforcement ribs enhance the fender's support and reduce deformation caused by airflow impact during high-speed driving.

[0018] The utility model sets the first groove in an arc shape, which can guide the accumulated water flow when the fender is impacted by water or mud and sand, so that it can be smoothly discharged from the wheel space, reducing the damage of the accumulated water to the fender and the vehicle body. The arc structure can not only better disperse the stress and reduce the damage to the fender caused by the impact force during driving, but also better fit the wheel and reduce the possibility of splashing objects flying out from under or to the side of the fender. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of a fender for an automobile provided in an embodiment of the present utility model;

[0020] Figure 2 A front view of a fender for an automobile provided in an embodiment of the present utility model;

[0021] Figure 3 A front view of another automobile fender provided by an embodiment of the present utility model;

[0022] Figure 4 A rear view of a fender for an automobile provided in an embodiment of the present utility model;

[0023] Figure 5 A rear view of another automobile fender provided by an embodiment of the present utility model;

[0024] Figure 6 A side view of a fender for an automobile provided in an embodiment of the present utility model;

[0025] Figure 7 A side view of another automobile fender provided by an embodiment of the present utility model.

[0026] Among them: 1. mudguard body; 2. fastening unit; 201. first reinforcing rib; 202. second reinforcing rib; 203. third reinforcing rib; 204. first reinforcement plate; 205. first limiting strip; 206. first reinforcement protrusion; 207. second reinforcement protrusion; 208. first limiting groove; 3. protection unit; 301. first protection groove; 302. first groove; 303. guide unit; 3031. first guide hole; 3032. second guide hole; 3033. first guide plate; 3034. second guide plate; 3035. third guide hole; 304. second groove. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0028] In the description of this application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0029] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout this application, unless otherwise specified, "plurality" means two or more.

[0030] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0031] See Figure 1 As shown, this embodiment provides a fender for an automobile, comprising: a fender body 1, a fastening unit 2 and a protective unit 3 provided on the fender body 1, the fastening unit 2 being fixedly connected to the protective unit 3, a first reinforcing rib 201 provided on the fastening unit 2, a first protective groove 301, a first groove 302 and a guide unit 303 provided on the protective unit 3, the first groove 302 being provided on one side of the fastening unit 2, the guide unit 303 including a first guide hole 3031, the first guide hole 3031 being located above the first protective groove 301, and the first protective groove 301 being arc-shaped.

[0032] Specifically, a fastening unit 2 and a protective unit 3 are provided on the fender body 1. The fastening unit 2 is fixedly connected to the protective unit 3. The fastening unit 2 is used to fasten the fender body 1 while enhancing the protective strength of the fender body 1. The protective unit 3 is mainly used to prevent objects such as water, mud and stones from damaging the vehicle body. The protective unit 3 includes a first protective groove 301. After the fender body 1 is installed, the first protective groove 301 faces the wheel. At the same time, the first protective groove 301 is designed to be arc-shaped, which is used to block water, mud and other objects while guiding them to slide down quickly. The first groove 302 is used to fit the vehicle body. When the fender is installed, the first groove 302 is aligned with the position of the vehicle body for installation.

[0033] It is understood that the first groove 302 is not only used to fix the fender body 1 to the vehicle body, but also serves to enhance the overall protective strength of the fender, ensuring the stable installation of the fender. The first reinforcing rib 201 is arranged on the fastening unit 2. By increasing the rigidity and impact resistance of the structure, the fender is more sturdy and less likely to deform or break when encountering sharp objects on the road. This not only improves the durability of the fender, but also reduces the repair costs caused by fender damage. The protective unit 3 is the part of the fender design that directly contacts splashing objects. Its main function is to prevent damage to the vehicle body by objects such as water, mud and stones. This embodiment adds a first protective groove 301 and a diversion unit 303. The arc-shaped first protective groove 301 can more effectively cover the wheel and block the entry of more splashing objects. At the same time, the arc-shaped structure can also guide objects such as water and mud to slide down quickly, reducing their residence time on the fender, thereby avoiding the problem of secondary splashing. The curved first protective groove 301 can better guide airflow, reducing turbulence and resistance within the wheel space, making the vehicle more stable at high speeds, reducing vibration and noise caused by airflow impact, and improving driving comfort and safety. The air guide unit 303 is used to guide airflow. When the vehicle is driving on rainy days or muddy roads, water and mud kicked up by the tires will accumulate within the wheel space. Because traditional fenders lack through-holes, airflow cannot flow effectively, causing the accumulated water and mud to be thrown backwards by the airflow, eventually splashing onto the rear of the vehicle and even onto the body and windows of the following vehicle. The first air guide hole 3031 not only improves airflow and reduces pollution to the vehicle body and the following vehicle, but also enhances the aerodynamic performance of the fender, reducing wind resistance and noise during driving.

[0034] In some embodiments of the present application, see Figure 2-Figure 5 As shown, the fastening unit 2 also includes a second reinforcing rib 202 and a third reinforcing rib 203. The second reinforcing rib 202 is arranged in the first protective groove 301, and the upper end of the second reinforcing rib 202 passes through the lower bottom surface of the first groove 302. The third reinforcing rib 203 is arranged in the first groove 302, and the third reinforcing rib 203 is arranged opposite to the first reinforcing rib 201.

[0035] Specifically, a second reinforcing rib 202 is provided in the first groove 302, one end of the second reinforcing rib 202 is connected to the lower bottom surface of the first protective groove 301, and the other end passes through the lower bottom surface of the first groove 302. The third reinforcing rib 203 is arranged opposite to the first reinforcing rib 201. When the fender is installed, the third reinforcing rib 203 is arranged in the first groove 302 and is close to the vehicle body. The first reinforcing rib 201 is located on the fastening unit 2 facing the wheel space.

[0036] It is understandable that during the driving of the vehicle, the mud, water and sand kicked up by the wheels will splash backwards due to the action of the airflow. If the fender is not tightly fitted to the vehicle body, the splashing objects will easily penetrate through the gaps and cause damage to the vehicle body. The third reinforcing rib 203 is arranged in the first groove 302, and is arranged opposite to the first reinforcing rib 201, which further enhances the structural rigidity of the fender body 1. Traditional fenders usually adopt a single-layer structure with weak impact resistance, and are prone to deformation or rupture when driving at high speeds or encountering large impact forces. The third reinforcing rib 203 and the second reinforcing rib 202 not only improve the rigidity of the fender, but also disperse the stress and reduce damage caused by excessive local force. The third reinforcing rib 203 is arranged in the first groove 302, and is arranged opposite to the first reinforcing rib 201, which further enhances the impact resistance of the fender.

[0037] The second reinforcing rib 202 is positioned within the first protective groove 301 and extends to the lower surface of the first groove 302. The second reinforcing rib 202 not only increases the structural strength of the first protective groove 301 but also, through its connection to the first groove 302, further enhances the stability of the entire fender. The design of the second reinforcing rib 202 ensures that the first protective groove 301 maintains its shape and function during high-speed driving or when subjected to significant impact forces, preventing deformation that could lead to protective failure. Furthermore, the second reinforcing rib 202 enhances the overall rigidity of the fender, reducing vibration and deformation caused by airflow impact, thereby improving the vehicle's driving stability.

[0038] In some embodiments of the present application, the guide unit 303 also includes a second guide hole 3032 and a first guide plate 3033. The second guide hole 3032 is located on the fastening unit 2, and the first guide plate 3033 is arranged on one side of the second guide hole 3032. A gap is left between the second guide hole 3032 and the first guide plate 3033.

[0039] Specifically, the fender is divided into a front fender and a rear fender. In this embodiment, the second guide hole 3032 and the first guide plate 3033 are arranged on the front fender. The second guide hole 3032 is arranged above the front fender, and the first guide plate 3033 is arranged on one side of the second guide hole 3032. When the vehicle is driving at high speed, the second guide hole 3032 can better guide the airflow direction, reduce the airflow gathering in the wheel space, and thereby reduce the airflow rolling up the water or mud in the wheel space and splashing out of the wheel space, and then splashing onto the vehicle body. The first guide plate 3033 is arranged on one side of the second guide hole 3032. The first guide plate 3033 can guide air through the guide hole, reduce flow resistance, and improve flow efficiency. At the same time, it can reduce the formation of turbulence and vortexes, thereby reducing energy loss and noise, and can also help the fluid be more evenly distributed in the target area, ensuring that each part obtains similar flow and pressure.

[0040] It is understood that the second air guide holes 3032 located on the front fender can guide airflow when the vehicle is traveling at high speeds, preventing it from congesting within the wheel well. In traditional fender designs, the airflow within the wheel well is often turbulent. Especially at high speeds, this concentrated and irregular flow of air can easily cause muddy water and splashing objects kicked up by the wheels to be carried out of the wheel well, thereby contaminating the vehicle body. The second air guide holes 3032 can guide airflow in an orderly manner, preventing excessive pressure differences within the wheel well. This reduces the likelihood of splashing objects being picked up and carried out of the wheel well, improving airflow guidance efficiency and allowing airflow to flow more smoothly through the wheel well, reducing airflow turbulence and the generation of splashing objects.

[0041] During vehicle operation, irregular airflow within the wheel well creates vortices. These vortices can easily carry debris, such as mud, water, and sand, kicked up by the wheels, out of the wheel well, causing contamination of the vehicle body. The second air guide holes 3032 reduce this vortex effect by optimizing the direction and velocity of the airflow. The first air guide vane 3033, located on one side of the second air guide hole 3032, primarily guides air through the hole, reducing flow resistance and improving flow efficiency. The air guide vane redirects airflow, allowing it to flow more smoothly through the hole and preventing turbulence and eddies near the hole. In conventional designs, airflow often encounters significant resistance when passing through the hole, resulting in reduced flow efficiency. However, the air guide vane optimizes the airflow path, reducing flow resistance and improving airflow efficiency, enabling airflow to pass more efficiently through the wheel well. The formation of turbulence and eddies is a common problem when airflow passes through air guide holes. This irregular airflow not only increases flow resistance but also generates noise. When air flows through the guide holes, it tends to concentrate in certain areas, resulting in uneven airflow distribution, which in turn affects the protective effect. The first guide plate 3033 also helps distribute the airflow more evenly in the target area, ensuring that all parts of the fender body 1 receive similar flow and pressure. This evenly distributed airflow not only blocks splashing objects but also reduces their residence time in the wheel space, further reducing the risk of splashing objects being swept up and splashing onto the vehicle body.

[0042] A gap is left between the second guide hole 3032 and the first guide plate 3033, which improves the flexibility of the airflow. The gap allows the airflow to adjust its direction more flexibly when passing through the guide hole, avoiding the formation of dead corners and stagnation areas near the guide hole. When the vehicle is driving at high speed, the air pressure in the wheel space will change with the increase in vehicle speed. If the air pressure is not adjusted properly, it will cause turbulent airflow and the rolling up of splashing objects. The gap allows the airflow to undergo slight pressure adjustments when passing through the guide hole, thereby maintaining the air pressure in the wheel space stable, which not only reduces the disturbance of the airflow on the splashing objects in the wheel space, but also improves the stability of the vehicle when driving at high speed.

[0043] In some embodiments of the present application, the fastening unit 2 further includes a first limiting strip 205 , which is disposed on a side of the first groove 302 .

[0044] Specifically, the first limiting strip 205 is arranged outside the first groove 302. The first limiting strip 205 can make the fender fit more closely to the vehicle body while playing a limiting role to prevent the fender from shaking, thereby affecting the airflow direction and protective function.

[0045] It is understood that the limit strip controls the lateral and longitudinal displacement of the fender by providing a fixed support point within the groove, reducing the gap between the fender and the vehicle body, reducing the noise and disturbance caused by airflow passing through the gap, and improving driving comfort and safety. Fender sway not only affects its protective function, but also causes irregular changes in the direction of airflow, increasing the possibility of airflow turbulence. The limit strip fixes the edge of the fender, limiting its lateral and longitudinal movement, thereby ensuring the stability of the fender under various driving conditions, reducing the risk of splashes flying out of the wheel space due to fender sway, and improving the protective effect of the fender. The first limit strip 205 enables the fender to better perform its protective function. In traditional fender designs, due to the lack of effective limiting measures, the fender may sway or shift slightly during driving, thereby affecting its ability to block splashes. The newly added first limit strip 205 fixes the edge of the fender, ensuring its stability and fit under various driving conditions, thereby enhancing its ability to block splashes.

[0046] In some embodiments of this application, see Figure 6-Figure 7 As shown, the fastening unit 2 further includes a first reinforcing piece 204 , which is disposed in the first groove 302 .

[0047] Specifically, both the front fender and the rear fender are provided with a first reinforcement plate 204, which is arranged in the first groove 302. The first groove 302 is an L-shaped groove. The first reinforcement plate 204 is arranged at the connection between the vertical side and the horizontal side of the first groove 302 to enhance the structural strength of the first groove 302.

[0048] It is understandable that the first reinforcing piece 204 improves the structural strength and rigidity of the fender body 1. The first reinforcing piece 204 can increase the cross-sectional inertia moment of the fender, thereby improving its bending and torsion resistance and reducing deformation and stress concentration.

[0049] The first reinforcement sheet 204 is curved, which can better adapt to the contours of the fender and the vehicle body surface and reduce local protrusions or unevenness. In traditional designs, the gap between the fender and the vehicle body is large, which affects the protective effect. The first reinforcement sheet 204 reduces the gap between the fender and the vehicle body by providing a tighter fit, optimizes the protective function of the fender, and reduces the noise and disturbance caused by airflow passing through the gap. The side setting of the first reinforcement sheet 204 makes the fender more stable when impacted by the front airflow. Objects such as stones and branches rolled up by the wheels will impact the fender when driving at high speeds. In traditional fastening methods, these impact forces are easily concentrated at certain fastening points, causing local deformation or rupture. The newly added reinforcement sheet disperses the impact force by providing more support points and more uniform pressure distribution, reducing the problem of excessive local force, thereby improving the impact resistance of the fender.

[0050] The first reinforcement piece 204 also enhances the structural rigidity of the fender by providing additional support points. In conventional fender designs, the fender structure is susceptible to deformation when subjected to airflow and driving vibrations, compromising its protective function. By securing the fender's edge and fastening unit 2, the first reinforcement piece 204 provides additional support points, enhancing its structural rigidity and reducing the potential for deformation and shaking.

[0051] In some embodiments of the present application, the protection unit 3 further includes a second groove 304 . The second groove 304 is disposed on the lower side of the first groove 302 , and a side edge of the second groove 304 is chamfered.

[0052] Specifically, a second groove 304 is further provided on the front fender and the rear fender. When the fender is installed, the second groove 304 is located behind the wheel space. The second groove 304 is arc-shaped, and the side of the second groove 304 is chamfered.

[0053] It's understandable that the second groove 304 enhances the fender's securement. Traditionally, fender fastening methods often rely on flat contact points, which can easily loosen due to vibration and airflow during driving. The circular groove design allows the fastener to better fit within the groove, providing a larger contact area and more evenly distributed pressure, thereby ensuring a secure connection between the fender and the vehicle body. This not only improves the fender's installation stability but also reduces the risk of splashing and airflow disturbances caused by loosening.

[0054] In some embodiments of the present application, the fastening unit 2 further includes a first reinforcement protrusion 206 and a second reinforcement protrusion 207. The first reinforcement protrusion 206 is provided on the fastening unit 2, and the second reinforcement protrusion 207 is provided on the lower surface of the second groove 304.

[0055] The first reinforcement protrusion 206 and the second reinforcement protrusion 207 enhance the fender's support strength, further strengthening the fastener's securing effect and ensuring the fender's stability under various driving conditions. This tightening effect not only improves the fender's installation reliability but also reduces safety hazards caused by loosening. The first reinforcement protrusion 206 and the second reinforcement protrusion 207 allow the fender to fit more smoothly with the vehicle body after installation. The first reinforcement protrusion 206 reduces any localized protrusions or unevenness of the fender after installation by providing an additional support point on the fastening unit 2. The second reinforcement protrusion 207 further reduces gaps and voids between the fender and the vehicle body by improving the flatness of the lower surface of the second groove 304. This also reduces noise and disturbances caused by airflow passing through the gaps, thereby improving driving quietness and comfort.

[0056] The first and second reinforcement protrusions 206 and 207 optimize the connection between the fender and the vehicle body, reducing airflow turbulence and eddy currents as it passes through the wheel well. This is particularly true behind the wheel well, where the airflow path is complex and prone to eddy currents and turbulence. The first reinforcement protrusion 206 increases the stability and contact area of the fastening unit 2, reducing airflow disturbances near the fastening point. The second reinforcement protrusion 207 improves the smoothness of the lower surface of the second groove 304, reducing irregularities in the airflow as it passes through the groove. This not only improves airflow guidance efficiency but also reduces energy loss and noise.

[0057] The reinforcement protrusions can provide a smoother transition surface, improving the flow efficiency of the airflow. In traditional fastening methods, the airflow is prone to stagnation or forming dead corners when passing through the gap between the fender and the vehicle body, increasing the flow resistance. The first reinforcement protrusion 206 and the second reinforcement protrusion 207 reduce the possibility of airflow stagnation by providing a smoother surface and a tighter connection, allowing the airflow to pass through the wheel space more efficiently. The design of the first reinforcement protrusion 206 and the second reinforcement protrusion 207 improves the impact resistance of the fender by enhancing the connection strength between the fender and the vehicle body. During driving, the fender will be impacted by objects such as stones and branches from the ground. In traditional fastening methods, these impact forces are easily concentrated at certain fastening points, causing local deformation or rupture. The reinforcement protrusions disperse the impact force by providing more fixing points and more uniform pressure distribution, reducing the problem of excessive local force, thereby improving the impact resistance of the fender.

[0058] In some embodiments of the present application, the guide unit 303 also includes a third guide hole 3035 and a second guide plate 3034. The third guide hole 3035 and the second guide plate 3034 are arranged on the fastening unit 2, and the second guide plate 3034 is arranged on one side of the third guide hole 3035. A gap is left between the third guide hole 3035 and the second guide plate 3034, and a bolt limiting hole is opened on the second guide plate 3034.

[0059] Specifically, the third guide hole 3035 and the second guide plate 3034 are arranged on the rear fender, and a bolt limiting hole is opened on the second guide plate 3034. When the fender is installed, the second guide plate 3034 is in the middle position of the rear fender. The second guide plate 3034 is not only used to fix and tighten the rear fender, but also a gap is left between the second guide plate 3034 and the third guide hole 3035.

[0060] Understandably, when a vehicle is traveling at high speeds, especially on muddy or rainy roads, the airflow and splashing mud and water generated by the wheels can cause some impact on the vehicle body. The second deflector 3034 guides the airflow, allowing it to flow smoothly through the guide holes rather than forming turbulence or vortices beneath the fender. This reduces the impact of the airflow on the fender and improves the fender's stability and durability. When air flows through the gap between the third guide holes 3035 and the second deflector 3034, it reduces turbulence and vortices around the fender, thereby reducing noise generated by the impact of the airflow. This improves the driving environment and enhances driving comfort at high speeds. The second deflector 3034 features bolt retaining holes, which not only secure the fender and ensure its proper tightening, but also, in conjunction with the third guide holes 3035, enhance the overall structural stability of the fender, reducing the risk of deformation and disengagement due to airflow and impact.

[0061] In some embodiments of the present application, a first limiting groove 208 is further provided on the fastening unit 2 , and there are a plurality of first limiting grooves 208 , each of which is provided with a bolt limiting hole.

[0062] In some embodiments of the present application, the first reinforcement protrusion 206 and the second reinforcement protrusion 207 are provided with bolt limiting holes.

[0063] Specifically, the first limiting groove 208 is provided with a bolt limiting hole for fixing and locking the fender to prevent it from loosening during vehicle driving. The first reinforcing protrusion 206 and the second reinforcing protrusion 207 are provided with bolt limiting holes for enhancing the protective strength of the bolt limiting holes. The first reinforcing protrusion 206 and the second reinforcing protrusion 207 are stress concentration points. When water, mud, etc. impact the fender body 1, the first reinforcing protrusion 206 and the second reinforcing protrusion 207 can provide better protective strength.

[0064] It is understood that the first retaining groove 208 is designed on the fastening unit 2 and is provided with bolt retaining holes. This multi-point fastening method allows the fasteners to be evenly distributed on the fastening unit 2, providing stronger fixing force. Compared with single-point fastening, multi-point fastening can more effectively distribute stress at the fixing points, reducing the problem of localized excessive stress, thereby significantly enhancing the installation stability of the fender. This not only improves the fastening effect of the fender, but also reduces the risk of the fender falling off or failing due to loosening of the fastening points, ensuring reliability and safety under various driving conditions. The first reinforcement protrusion 206 and the second reinforcement protrusion 207 are provided with bolt retaining holes, which enhance the protective strength of the fasteners. Traditional bolt fixing points are often concentrated in a few locations, which can easily loosen or damage due to localized excessive stress. The first reinforcement protrusion 206 and the second reinforcement protrusion 207 serve as stress concentration points, which can reduce local deformation of the fender when subjected to impacts such as water and mud. In traditional fastening designs, impact forces tend to concentrate on certain weak points, causing local damage to the fender. The first and second reinforcement protrusions 206 and 207 provide additional support points, dispersing the impact force and reducing the problem of excessive localized force, thereby improving the fender's overall impact resistance.

[0065] In the above-mentioned embodiments, a fender for a car is provided with a guide unit on the fender, which not only improves the circulation of airflow and reduces the water and mud accumulated in the wheel space from being thrown out by the airflow, but also reduces the turbulence of the airflow, reduces wind resistance and noise, thereby improving the stability and economy of the vehicle when driving at high speed.

[0066] In each of the above-mentioned embodiments, the reinforcement ribs on a fender for an automobile can increase the fender's rigidity and impact resistance, making it less susceptible to damage from sharp objects. The reinforcement ribs also enhance the fender's overall structural stability, extending its service life. Furthermore, the reinforcement ribs enhance the fender's support and reduce deformation caused by airflow during high-speed driving.

[0067] In the above-mentioned embodiments, a fender for an automobile is designed with an arc-shaped first groove, which can guide the accumulated water flow when the fender is impacted by water or mud and sand, so that it can be smoothly discharged from the wheel space, thereby reducing the damage of the accumulated water to the fender and the car body. The arc-shaped structure can not only better disperse stress and reduce the damage to the fender caused by the impact force during driving, but also better fit the wheel, reducing the possibility of splashing objects flying out from under or to the side of the fender.

[0068] Obviously, those skilled in the art may make various modifications and variations to the present invention without departing from the spirit and scope of the present invention. Thus, if such modifications and variations fall within the scope of the claims of the present invention and their equivalents, the present invention is intended to include such modifications and variations.

Claims

1. A fender for an automobile, characterized in that: include: A fender body, wherein a fastening unit and a protective unit are provided on the fender body, the fastening unit is fixedly connected to the protective unit, the fastening unit is provided with a first reinforcing rib, the protective unit is provided with a first protective groove, a first groove and a guide unit, the first groove is provided on one side of the fastening unit, the guide unit includes a first guide hole, the first guide hole is located above the first protective groove, and the first protective groove is arc-shaped.

2. The automobile fender according to claim 1, wherein: The fastening unit also includes a second reinforcing rib and a third reinforcing rib. The second reinforcing rib is arranged in the first protective groove, and the upper end of the second reinforcing rib passes through the lower bottom surface of the first groove. The third reinforcing rib is arranged in the first groove, and the third reinforcing rib is arranged opposite to the first reinforcing rib.

3. The automobile fender according to claim 1, wherein: The guide unit further includes a second guide hole and a first guide plate. The second guide hole is located on the fastening unit. The first guide plate is arranged on one side of the second guide hole. A gap is left between the second guide hole and the first guide plate.

4. The automobile fender according to claim 1, wherein: The fastening unit further includes a first limiting strip, which is arranged on a side of the first groove.

5. The automobile fender according to claim 1, wherein: The fastening unit further includes a first reinforcing piece disposed in the first groove.

6. The automobile fender according to claim 1, wherein: The protection unit further includes a second groove, which is arranged at the lower side of the first groove, and a side edge of the second groove is chamfered.

7. The automobile fender according to claim 6, wherein: The fastening unit further includes a first reinforcing protrusion and a second reinforcing protrusion, wherein the first reinforcing protrusion is disposed on the fastening unit, and the second reinforcing protrusion is disposed on the lower surface of the second groove.

8. The automobile fender according to claim 1, wherein: The guide unit also includes a third guide hole and a second guide plate, the third guide hole and the second guide plate are arranged on the fastening unit, the second guide plate is arranged on one side of the third guide hole, a gap is left between the third guide hole and the second guide plate, and a bolt limiting hole is opened on the second guide plate.

9. The automobile fender according to claim 1, wherein: The fastening unit is further provided with a first limiting groove, a plurality of first limiting grooves are provided, and a bolt limiting hole is opened in the first limiting groove.

10. The automobile fender according to claim 7, wherein: The first reinforcement protrusion and the second reinforcement protrusion are provided with bolt limiting holes.

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