Vehicle body wheel cover structure and vehicle

Abstract

The utility model belongs to the field of vehicle body structures, and particularly relates to a vehicle body wheel cover structure and a vehicle, the vehicle body wheel cover structure comprises a front wheel cover, a wheel cover end plate, a first reinforcing plate and a second reinforcing plate; the wheel cover end plate is provided with a first mounting position for suspending an engine; the side, in the first direction, of the front wheel cover is fixedly connected with one side of the wheel cover end plate, and the sides, in the second direction, of the front wheel cover and the wheel cover end plate are fixedly connected to the front longitudinal beam outer plate. The first reinforcing plate located on the concave side of the front wheel cover is fixedly connected to the front wheel cover and the wheel cover end plate, and the first reinforcing plate is provided with a second installation position corresponding to the first installation position. The second reinforcing plate located on the concave side of the front wheel cover is fixedly connected to the wheel cover end plate.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body structure, and in particular to a vehicle body wheel arch structure and a vehicle. Background Technology

[0002] The traditional front wheel arch connecting plate reinforcement plates are spaced far apart. When the front wheel arch connecting plate provides a mounting point for the engine mount, it is very easy to cause insufficient rigidity of the mount mounting point, making it difficult to meet the vibration requirements of the engine mount. This results in large deformation of the front wheel arch connecting plate during engine mount operation. Summary of the Invention

[0003] To address the aforementioned problems in the existing technology, this utility model provides a path recommendation method, system, device, medium, and program product.

[0004] The first aspect of this utility model provides a vehicle wheel cover structure, including: a front wheel cover, a wheel cover end plate, a first reinforcing plate, and a second reinforcing plate;

[0005] The wheel arch end plate has a first mounting position for engine suspension mounting;

[0006] The front wheel cover is fixed to one side of the wheel cover end plate in the first direction, and the front wheel cover and the wheel cover end plate are respectively fixed to the outer plate of the front longitudinal beam along one side in the second direction.

[0007] The first reinforcing plate located on the recessed side of the front wheel cover is fixedly connected to the front wheel cover and the wheel cover end plate. The first reinforcing plate is provided with a second mounting position corresponding to the first mounting position.

[0008] The second reinforcing plate located on the recessed side of the front wheel arch is fixedly connected to the wheel arch end plate, and the second reinforcing plate has a first connecting portion connected to the first reinforcing plate.

[0009] In one embodiment, the first reinforcing plate has a first lower connecting portion that connects to the outer plate of the front longitudinal beam.

[0010] In one embodiment, the first reinforcing plate has a first protrusion away from the wheel arch end plate, and the first protrusion has a first extension on each side of the first direction extending away from the first protrusion. The first extensions are respectively connected to the front wheel arch, the wheel arch end plate and the front longitudinal beam outer plate, so that a first reinforcing cavity is formed between the first protrusion and the wheel arch end plate and the front longitudinal beam outer plate.

[0011] In one embodiment, the first reinforcing plate has a first bent portion that bends into a recess in the front wheel arch, and the first bent portion is fixed to the inner wall of the recess in the front wheel arch.

[0012] In one embodiment, the second reinforcing plate has a second lower connecting portion that is fixed to the outer plate of the front longitudinal beam.

[0013] In one embodiment, the second reinforcing plate has a second protrusion away from the wheel cover end plate, and the second protrusion has a second extension on each side of the first direction extending away from the second protrusion. The second extension is fixed to the wheel cover end plate so that a second reinforcing cavity is formed between the second protrusion and the wheel cover end plate.

[0014] In one embodiment, the first connecting portion is a mechanism that bends and extends along one side of the second reinforcing plate, and the first connecting portion is located on the outside of the first reinforcing plate.

[0015] In one embodiment, the vehicle wheel arch structure further includes a stabilizing plate, the stabilizing plate having a first stabilizing portion connected to the wheel arch end plate and a second stabilizing portion connected to the second reinforcing plate, the first stabilizing portion and the second stabilizing portion being at a certain angle.

[0016] In one embodiment, the second reinforcing plate has a second bent portion that cooperates with the second stabilizing portion;

[0017] The wheel cover end plate has a third bent portion that cooperates with the first stabilizing portion, so that the third bent portion, the second stabilizing portion and the second reinforcing plate form a triangular support structure.

[0018] The second aspect of this utility model provides a vehicle, including a wheel arch structure.

[0019] The advantages of this utility model over the prior art are as follows:

[0020] The first reinforcing plate is fixed to the front wheel arch and the wheel arch end plate, increasing the stability of the connection between the front wheel arch and the wheel arch end plate. The second reinforcing plate is fixed to the wheel arch end plate and the first reinforcing plate, increasing the stability of the connection between the first reinforcing plate and the wheel arch end plate. The first and second reinforcing plates increase the stability between the front wheel arch and the wheel arch end plate, improve the rigidity of the first and second mounting positions for engine mount installation, and resist the impact force generated by engine vibration during vehicle operation, ensuring the strength of the front wheel arch and the wheel arch end plate, and further ensuring the NVH performance during vehicle operation. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a first-view perspective three-dimensional schematic diagram of a vehicle wheel arch structure according to this application;

[0023] Figure 2 for Figure 1 Schematic diagram of the sectional view of section AA in the middle;

[0024] Figure 3 for Figure 1 Schematic diagram of the BB section in the middle;

[0025] Figure 4 This is a second-view perspective three-dimensional schematic diagram of a wheel arch structure according to this application.

[0026] In the diagram: 1. Front wheel arch; 2. Wheel arch end plate; 21. First mounting position; 3. First reinforcing plate; 31. Second mounting position; 32. First protrusion; 33. First lower connecting part; 34. First bending part; 35. First extension part; 4. Second reinforcing plate; 41. Second protrusion; 42. Second extension part; 43. Second lower connecting part; 44. First connecting part; 5. Front longitudinal beam outer plate; 6. Stabilizing plate; 61. First stabilizing part; 62. Second stabilizing part; 100. First reinforcing cavity; 200. Second reinforcing cavity; 300. Triangular support structure. Detailed Implementation

[0027] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed herein. This utility model can also be implemented or applied through other different specific embodiments. Various details in this utility model can also be modified or changed according to different viewpoints and application systems without departing from the spirit of this utility model. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0028] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can easily implement it. This utility model can be embodied in many different forms and is not limited to the embodiments described herein.

[0029] In the representation of this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics represented in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. Furthermore, the specific features, structures, materials, or characteristics represented may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate different embodiments or examples represented in this utility model, as well as features of different embodiments or examples.

[0030] Furthermore, the terms "first" and "second" are used for illustrative purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the representation of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0031] To clearly illustrate this utility model, components unrelated to the description are omitted, and the same or similar constituent elements throughout the specification are given the same reference numerals.

[0032] Throughout the specification, when it is said that a device is "fixed" to another device, this includes not only "direct fixation" but also "indirect fixation" by placing other components in between. Furthermore, when it is said that a device "includes" a certain component, unless otherwise stated otherwise, this does not exclude other components, but rather implies that other components may be included.

[0033] When we say that a device is "above" another device, this can mean that it is directly above the other device, or it can mean that other devices are present in between. Conversely, when we say that a device is "directly" "above" another device, there are no other devices present in between.

[0034] Although not explicitly defined, all terms, including technical and scientific terms used herein, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Terms defined in commonly used dictionaries shall be further interpreted as having a meaning consistent with relevant technical documents and the content of this present instruction, and shall not be over-interpreted as having an ideal or overly formulaic meaning unless otherwise defined.

[0035] Example 1

[0036] like Figure 1As shown, this embodiment provides a vehicle wheel arch structure, including: a front wheel arch 1, a wheel arch end plate 2, a first reinforcing plate 3, and a second reinforcing plate 4; the wheel arch end plate 2 has a first mounting position 21 for engine mounting; the front wheel arch 1 is fixed to one side of the wheel arch end plate 2 in a first direction, and the front wheel arch 1 and the wheel arch end plate 2 are respectively fixed to the outer plate 5 of the front longitudinal beam along one side in a second direction; the first reinforcing plate 3, located on the recessed side of the front wheel arch 1, is fixed to the front wheel arch 1 and the wheel arch end plate 2, and the first reinforcing plate 3 has a second mounting position 31 corresponding to the first mounting position 21; the second reinforcing plate 4, located on the recessed side of the front wheel arch 1, is fixed to the wheel arch end plate 2, and the second reinforcing plate 4 has a first connecting portion 44 connected to the first reinforcing plate 3. In this embodiment, the components are fixed by welding; in other embodiments, bolts and nuts can also be used for fixing, which is not limited here.

[0037] In actual use, the first reinforcing plate 3 is fixed to the front wheel cover 1 and the wheel cover end plate 2, increasing the stability of the connection between the front wheel cover 1 and the wheel cover end plate 2. The second reinforcing plate is fixed to the wheel cover end plate 2 and the first reinforcing plate 3, increasing the stability of the connection between the first reinforcing plate 3 and the wheel cover end plate 2. The first reinforcing plate 3 and the second reinforcing plate 4 increase the stability between the front wheel cover 1 and the wheel cover end plate 2, improve the rigidity of the first mounting position 21 and the second mounting position 31 for engine mounting, and resist the impact force generated by engine vibration during vehicle operation, ensuring the strength of the front wheel cover 1 and the wheel cover end plate 2, and further ensuring the NVH performance during vehicle operation.

[0038] Furthermore, in this embodiment, the first direction and the second direction are two mutually perpendicular directions in the same plane, and the first reinforcing plate 3 and the second reinforcing plate 4 are not in the same plane as the plane formed by the first direction and the second direction.

[0039] like Figure 1 As shown in the specific package example provided in this embodiment, the first reinforcing plate 3 has a first lower connecting portion 33 connecting to the outer plate 5 of the front longitudinal beam, and the second reinforcing plate 4 has a second lower connecting portion 43 fixed to the outer plate 5 of the front longitudinal beam. Specifically, the first lower connecting portion 33 and the second lower connecting portion 43 are structures formed by bending and extending the ends of the first reinforcing plate 3 and the second reinforcing plate 4 in a second direction, respectively.

[0040] In actual use, the first lower connecting part 33 and the second lower connecting part 43 formed by bending make the connection between the first lower connecting part 33 and the first reinforcing plate 3 and the second lower connecting part 43 and the second reinforcing plate 4 an arc-shaped structure, which increases the connection strength between the first reinforcing plate 3 and the second reinforcing plate 4 and the outer plate of the front longitudinal beam 5 respectively. Moreover, the first reinforcing plate 3 can transfer the impact force received by the first mounting position 21 and the second mounting position 31 to the outer plate of the front longitudinal beam 5, providing NVH performance for the front wheel arch 1 structure of the vehicle body.

[0041] like Figure 1 and Figure 2 As shown, in a specific example provided in this embodiment, the first reinforcing plate 3 has a first protrusion 32 away from the wheel arch end plate 2. The first protrusion 32 has first extensions 35 extending away from the first protrusion 32 on both sides in the first direction. The first extensions 35 are respectively connected to the front wheel arch 1, the wheel arch end plate 2 and the front longitudinal beam outer plate 5, so that a first reinforcing cavity 100 is formed between the first protrusion 32 and the wheel arch end plate 2 and the front longitudinal beam outer plate 5.

[0042] In actual use, the first reinforcing cavity 100 can guide and disperse the impact force generated during the collision, so that the force can be more evenly distributed on the front wheel arch 1, the wheel arch end plate 2, and the front longitudinal beam outer plate 5. At the same time, it can reduce the vibration or noise transmitted to the vehicle body. The first reinforcing cavity 100 effectively disperses the stress in the connection areas such as the wheel arch end plate 2 and the front longitudinal beam outer plate 5, improves the durability of the vehicle's various connecting parts and the overall vehicle body, and extends the service life of the vehicle.

[0043] like Figure 1 As shown in the specific package example provided in this embodiment, the first reinforcing plate 3 has a first bent portion 34 that bends and extends into the recess of the front wheel arch 1, and the first bent portion 34 is fixedly connected to the inner wall of the recess of the front wheel arch 1. In this embodiment, the first bent portion 34 increases the stability of the connection between the first reinforcing plate 3 and the front wheel arch 1, and the bending structure of the first bent portion 34 provides the first reinforcing plate 3 with impact resistance.

[0044] like Figure 1 and Figure 3 As shown, in a specific example provided in this embodiment, the second reinforcing plate 4 has a second protrusion 41 away from the wheel cover end plate 2. The second protrusion 41 has second extensions 42 extending away from the second protrusion 41 on both sides in the first direction. The second extensions 42 are fixed to the wheel cover end plate 2 so that a second reinforcing cavity 200 is formed between the second protrusion 41 and the wheel cover end plate 2.

[0045] In actual use, the second reinforcing plate 4, through its second protrusion 41 and the design extending to the wheel arch end plate 2, greatly improves the overall rigidity of the area surrounding the wheel arch end plate 2. During vehicle operation, when encountering external impacts, dynamic loads, or other mechanical forces, the second reinforcing cavity 200, through its protrusion and cavity design, can significantly reduce the deformation of local components, thereby enhancing the load-bearing capacity of that area against bending and torsional forces and ensuring vehicle stability. The layout design of the protrusion and extension of the second reinforcing cavity 200 guides and disperses local loading points, thereby avoiding excessive pressure on a single weak area for a long time. Under different working conditions, the second reinforcing cavity 200 can effectively alleviate stress concentration and significantly improve the fatigue life of the wheel arch end plate 2 and the surrounding structure. The first reinforcing cavity 100 and the second reinforcing cavity 200 can be combined to form a multi-level, multi-directional support structure. The two reinforcing cavities can share the load, reduce the probability of overload or premature failure of a single area through synergistic energy absorption and uniform release, and also prevent chain reactions caused by the failure of a single reinforcing structure, thus enhancing the overall vehicle durability.

[0046] like Figure 1 As shown in the specific package example provided in this embodiment, the first connecting portion 44 is a mechanism that bends and extends along one side of the second reinforcing plate 4, and the first connecting portion 44 is located on the outside of the first reinforcing plate 3. This embodiment provides a specific structure of the first connecting portion 44, but this application does not limit the specific structure of the first connecting portion 44.

[0047] like Figure 1 and Figure 4 As shown in the specific package example provided in this embodiment, the front wheel arch 1 structure further includes a stabilizing plate 6. The stabilizing plate 6 has a first stabilizing part 61 connected to the wheel arch end plate 2 and a second stabilizing part 62 connected to the second reinforcing plate 4. The first stabilizing part 61 and the second stabilizing part 62 are at a certain angle. In this embodiment, the stabilizing plate 6 forms a double support with a certain angle between itself and the wheel arch end plate 2 and the second reinforcing plate 4, effectively improving the local rigidity, deformation resistance, energy absorption effect, and durability and reliability of the front wheel arch 1 area.

[0048] like Figure 1 and Figure 4 As shown, in a specific package example provided in this embodiment, the second reinforcing plate 4 has a second bent portion that cooperates with the second stabilizing portion 62; the wheel cover end plate 2 has a third bent portion that cooperates with the first stabilizing portion 61, so that a triangular support structure 300 is formed between the third bent portion, the second stabilizing portion 62 and the second reinforcing plate 4.

[0049] In actual use, the triangular support structure 300, formed by the second bend, the second stabilizing part 62, and the third bend, effectively strengthens the stress performance of the wheel arch end plate 2 and the second reinforcing plate 4 area, playing a key role in improving local bending rigidity, dispersing impact energy, and optimizing dynamic deformation control. At the same time, this design achieves both efficient material utilization and lightweighting, further improving vehicle safety, durability, NVH performance, and overall assembly reliability.

[0050] Example 2

[0051] This embodiment provides a vehicle including the wheel arch structure of Embodiment 1. Because the first reinforcing plate 3 is fixedly connected to the front wheel arch 1 and the wheel arch end plate 2 in the front wheel arch 1 structure, the stability of the connection between the front wheel arch 1 and the wheel arch end plate 2 is increased. The second reinforcing plate is fixedly connected to the wheel arch end plate 2 and the first reinforcing plate 3, increasing the stability of the connection between the first reinforcing plate 3 and the wheel arch end plate 2. The first reinforcing plate 3 and the second reinforcing plate 4 increase the stability between the front wheel arch 1 and the wheel arch end plate 2, improving the rigidity of the first mounting position 21 and the second mounting position 31 for engine mounting. During vehicle operation, this can resist the impact force generated by engine vibration, ensuring the strength of the front wheel arch 1 and the wheel arch end plate 2, and further ensuring the NVH performance during vehicle operation.

[0052] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the appended claims.

Claims

1. A vehicle wheel arch structure, characterized in that, include: Front wheel cover (1), wheel cover end plate (2), first reinforcing plate (3), and second reinforcing plate (4); The wheel arch end plate (2) has a first mounting position (21) for engine suspension mounting. The front wheel cover (1) is fixed to one side of the wheel cover end plate (2) in the first direction, and the front wheel cover (1) and the wheel cover end plate (2) are respectively fixed to the outer plate (5) of the front longitudinal beam along one side in the second direction. The first reinforcing plate (3) located on the recessed side of the front wheel cover (1) is fixedly connected to the front wheel cover (1) and the wheel cover end plate (2). The first reinforcing plate (3) is provided with a second mounting position (31) corresponding to the first mounting position (21). The second reinforcing plate (4) located on the recessed side of the front wheel cover (1) is fixed to the wheel cover end plate (2), and the second reinforcing plate (4) has a first connecting portion (44) connected to the first reinforcing plate (3).

2. The wheel arch structure as described in claim 1, characterized in that, The first reinforcing plate (3) has a first lower connecting part (33) that connects to the outer plate (5) of the front longitudinal beam.

3. The wheel arch structure as described in claim 2, characterized in that, The first reinforcing plate (3) has a first protrusion (32) away from the wheel arch end plate (2). The first protrusion (32) has a first extension (35) extending away from the first protrusion (32) on both sides in the first direction. The first extension (35) connects the front wheel arch (1), the wheel arch end plate (2) and the front longitudinal beam outer plate (5) respectively, so that a first reinforcing cavity (100) is formed between the first protrusion (32) and the wheel arch end plate (2) and the front longitudinal beam outer plate (5).

4. The wheel arch structure as described in claim 1, characterized in that, The first reinforcing plate (3) has a first bent portion (34) that bends into the recess of the front wheel cover (1) and the first bent portion (34) is fixed to the inner wall of the recess of the front wheel cover (1).

5. The vehicle wheel arch structure as described in claim 1, characterized in that, The second reinforcing plate (4) has a second lower connecting part (43) that is fixed to the outer plate (5) of the front longitudinal beam.

6. The vehicle wheel arch structure as described in claim 1, characterized in that, The second reinforcing plate (4) has a second protrusion (41) away from the wheel cover end plate (2). The second protrusion (41) has a second extension (42) extending away from the second protrusion (41) on both sides in the first direction. The second extension (42) is fixed to the wheel cover end plate (2) so that a second reinforcing cavity (200) is formed between the second protrusion (41) and the wheel cover end plate (2).

7. The wheel arch structure as described in claim 1, characterized in that, The first connecting part (44) is a mechanism that bends and extends along one side of the second reinforcing plate (4), and the first connecting part (44) is located on the outside of the first reinforcing plate (3).

8. The vehicle wheel arch structure as described in claim 1, characterized in that, It also includes a stabilizing plate (6), which has a first stabilizing part (61) connected to the wheel cover end plate (2) and a second stabilizing part (62) connected to the second reinforcing plate (4), with the first stabilizing part (61) and the second stabilizing part (62) at a certain angle.

9. The wheel arch structure as described in claim 8, characterized in that, The second reinforcing plate (4) has a second bent portion that cooperates with the second stabilizing portion (62); The wheel cover end plate (2) has a third bend that cooperates with the first stabilizing part (61) so that a triangular support structure (300) is formed between the third bend, the second stabilizing part (62) and the second reinforcing plate (4).

10. A vehicle, characterized in that, Includes the wheel arch structure as described in any one of claims 1 to 9.

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