A low noise rear wheel cover assembly

Abstract

The utility model discloses a low -noisy rear wheel cover assembly, including wheel cover main part, flexible connecting piece and shock attenuation subassembly. The wheel cover main part surface is equipped with a plurality of locating block for installing flexible connecting piece, and flexible connecting piece includes the screw bushing pipe and the ring seat fixed in the inboard of locating block, and the inboard of ring seat is equipped with a plurality of lug and screw bushing pipe fixed connection, realizes flexible support and radial limit. Shock attenuation subassembly includes the pasting box, props foot and the vibration piece fixed in the end of props foot, and the vibration piece is fixed in the inboard of pasting box through props foot, and can set up different size and slot structure to realize the multi -frequency vibration stop. This structure can effectively absorb the multi -frequency vibration in the vehicle driving process, reduces the wheel cover resonance noise, and promotes the stability and the comfort of whole car driving.

Description

Technical Field

[0001] This utility model relates to the field of wheel cover technology, specifically a low-noise rear wheel cover assembly. Background Technology

[0002] With the widespread use of electric vehicles, bicycles, and light vehicles on urban and rural roads, the noise and vibration generated during vehicle operation have become increasingly concerning. Rear wheel covers, as protective structures around the rear wheels, primarily serve to block mud, dust, and small stones, while also protecting and decorating the vehicle's appearance. However, existing rear wheel covers generally use a single thin sheet or injection-molded part directly fixed to the frame. This rigid installation method is prone to the following problems during vehicle operation: Since most existing rear wheel arches are made of integral plastic or metal, when the vehicle is driving on uneven roads, the excitation between the tire and the road surface is directly transmitted to the wheel arch through the frame, causing the wheel arch to generate obvious resonance and noise. In particular, local resonance peaks are easily formed in the mid-to-low frequency range, resulting in reduced driving comfort.

[0003] Some current improvement solutions add rubber pads or simple shock-absorbing supports between the rear wheel arch and the frame. However, these single-material vibration isolation methods are only effective for single frequencies or lower frequency bands, and are difficult to cover the multi-frequency excitation generated by the vehicle at different speeds and under different road conditions, so the vibration damping effect is limited.

[0004] In view of this, we have studied and improved the existing problems to provide a low-noise rear wheel arch assembly to solve the current problems. The aim of this technology is to solve the problems and improve its practical value. Utility Model Content

[0005] This utility model aims to solve one of the technical problems existing in the prior art or related technologies.

[0006] Therefore, the technical solution adopted by this utility model is as follows: a low-noise rear wheel arch assembly, including a wheel arch body, a flexible connector, and a shock-absorbing component. The surface of the wheel arch body is provided with several positioning blocks for forming an installation interface with the flexible connector; the flexible connector includes a threaded sleeve and a ring seat fixed to the inner side of the positioning blocks, with several lugs on the inner side of the ring seat, which are fixedly connected to the surface of the threaded sleeve to achieve flexible positioning; the shock-absorbing component includes a mounting box, support legs, and vibrating plates fixed to the ends of the support legs, with the vibrating plates fixed to the inner side of the mounting box via the support legs, forming a multi-frequency vibration damping structure. Through the above structural design, the different frequency vibrations experienced by the wheel arch during vehicle operation can be effectively dispersed and attenuated, reducing resonance noise.

[0007] In a preferred embodiment, the present invention is further configured as follows: the surface of the wheel cover body is provided with a plurality of positioning blocks; the flexible connector includes a threaded sleeve and an annular seat fixed to the inner side of the positioning blocks; the inner side of the annular seat is provided with a plurality of lugs fixedly connected to the surface of the threaded sleeve; the shock absorption assembly includes a mounting box, a support foot, and a vibrating plate fixed to the end of the support foot; the vibrating plate is fixed to the inner side of the mounting box by the support foot.

[0008] Technical benefits: This structure provides flexible buffer support for the wheel arch body during installation and forms multi-point vibration absorption through vibrating plates, which can effectively reduce noise generated by road surface excitation during driving.

[0009] In a preferred example, the number of the diaphragms is several, and each support and the surface of the diaphragm are provided with grooves of different widths and numbers, so that each diaphragm forms a different oscillation frequency.

[0010] Technical effect: Multi-band resonance suppression is achieved through differentiated slotting design, which can realize full-frequency domain vibration stabilization for multi-frequency excitation under different vehicle speeds and road conditions.

[0011] In a preferred example, the threaded sleeve and the ring seat are fixedly connected by elastic lugs, and the number of ring seats on the surface of the threaded sleeve is several, with the inner lugs of adjacent ring seats arranged in opposite directions.

[0012] Technical effect: The staggered arrangement of the ear pieces can form a flexible buffer channel when under stress, while improving the radial and axial positioning stability of the wheel cover and avoiding concentrated transmission of vibration.

[0013] In a preferred example, the lugs are evenly distributed along the circumference of the ring seat, and there are no fewer than three lugs, which are used to provide stable radial positioning and flexible support for the threaded sleeve.

[0014] Technical benefits: Ensures uniform stress distribution on wheel arches during high-speed vehicle operation, reduces localized stress concentration, and improves fatigue resistance and service life.

[0015] In a preferred example, the damping component's mounting box is arranged in an arc shape and fits against the surface of the wheel arch body.

[0016] Technical benefits: The arc-shaped fit design creates a continuous curved surface support between the shock-absorbing components and the wheel arch body, enhancing structural integrity and improving vibration absorption efficiency.

[0017] In a preferred example, the diaphragm is made of spring steel or a high-strength composite material. A diaphragm made of highly elastic and fatigue-resistant materials can generate harmonic oscillations, utilizing the oscillation effect at a different frequency than the noise to suppress wheel cover vibration and noise.

[0018] In a preferred example, multiple diaphragms of different sizes can be detachably installed inside the patch box. By adjusting the length, width, and number of slots of the diaphragms, multi-frequency vibration damping optimization for different excitation frequency bands of the rear wheel cover can be achieved.

[0019] Technical benefits: The parameters of the vibration dampers can be quickly replaced or adjusted according to the actual use of the vehicle, enabling modular maintenance and multi-frequency vibration optimization, thus improving adaptability and ease of use.

[0020] The beneficial effects achieved by this utility model are as follows: 1. In this utility model, by setting multiple vibrating plates with different groove widths and numbers inside the shock absorption component, each vibrating plate can form different oscillation frequencies, thereby achieving effective vibration damping and noise reduction of the rear wheel cover in a multi-frequency range, and reducing the noise peak caused by road excitation and vehicle body resonance.

[0021] 2. In this utility model, the wheel cover body is connected to the vehicle structure through a flexible connector. The threaded sleeve, ring seat and lug in the flexible connector form a flexible limiting structure, which can effectively absorb instantaneous impact and vibration energy, reduce resonance transmission caused by rigid connection, and improve the comfort and durability of the whole vehicle. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of one embodiment of the present utility model; Figure 2 This is an exploded structural diagram of a flexible connector according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the internal structure of the sticker box according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the cross-sectional structure of a shock-absorbing component according to an embodiment of the present invention.

[0023] Figure label: 100. Wheel cover body; 110. Positioning block; 200. Flexible connector; 210. Threaded sleeve; 220. Ring seat; 221. Lug; 300. Shock-absorbing components; 310. Attachment box; 320. Support legs; 330. Vibration plate. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0025] It should be understood that these descriptions are merely exemplary and not intended to limit the scope of this invention.

[0026] The following describes, with reference to the accompanying drawings, some embodiments of the present invention, providing a low-noise rear wheel arch assembly.

[0027] Combination Figures 1-4 As shown, the present invention provides a low-noise rear wheel arch assembly, including a wheel arch body 100, a flexible connector 200, and a shock absorption component 300.

[0028] The surface of the wheel cover body 100 is provided with a plurality of positioning blocks 110, which are used to provide an installation interface with the flexible connector 200 to achieve stable positioning of the wheel cover body 100.

[0029] The flexible connector 200 includes a threaded sleeve 210 and an annular seat 220 fixed inside the positioning block 110. The annular seat 220 has several lugs 221 on its inner side, each lug 221 being fixedly connected to the surface of the threaded sleeve 210, allowing the threaded sleeve 210 to achieve flexible positioning and radial support within the annular seat 220. This structure effectively buffers the vibration and impact generated on the wheel arch body 100 during vehicle operation, reducing stress concentration.

[0030] The shock absorption assembly 300 includes a mounting box 310, a support leg 320, and a vibrating plate 330 fixed to the end of the support leg 320. The vibrating plate 330 is fixedly installed inside the mounting box 310 via the support leg 320. By firmly connecting the vibrating plate 330 to the mounting box 310 via the support leg 320, a multi-frequency vibration absorption structure can be formed, effectively reducing the resonance noise of the wheel arch body 100 under different vehicle speeds and road conditions. This structure can provide flexible support and multi-point shock absorption between the wheel arch body 100 and the vehicle body, significantly reducing driving noise.

[0031] In a preferred embodiment, the number of diaphragms 330 is several, and each support leg 320 and the surface of the diaphragm 330 are provided with grooves of different widths and numbers, so that each diaphragm 330 forms a different oscillation frequency.

[0032] Implementation effect: By creating differentiated resonant frequencies through different groove designs, more efficient noise suppression can be achieved for multi-frequency excitation of vehicles under different speeds and road conditions.

[0033] The threaded sleeve 210 and the ring seat 220 are fixedly connected by elastic lugs 221. Several ring seats 220 are arranged on the surface of the threaded sleeve 210, and the lugs 221 on the inner side of adjacent ring seats 220 are arranged in opposite directions. The staggered arrangement of adjacent lugs 221 can improve the stability of the flexible support, reduce the risk of single-point fatigue, and achieve radial and axial bidirectional limiting.

[0034] The lugs 221 are evenly distributed along the circumference of the ring seat 220, and there are no fewer than three of them. They are used to provide stable radial positioning and flexible support for the threaded sleeve 210. The evenly distributed lugs 221 ensure that the flexible connector 200 is subjected to reasonable force distribution, effectively preventing the wheel cover body 100 from shaking and making abnormal noises under high-speed vibration.

[0035] In this embodiment, the mounting box 310 of the shock-absorbing component 300 is arranged in an arc shape and is attached to the surface of the wheel cover body 100. The arc-shaped attachment enhances the continuity of the overall structure, making the shock-absorbing component 300 and the wheel cover body 100 form a unified force-bearing surface, thereby improving vibration absorption efficiency.

[0036] In this embodiment, the vibrating element 330 is made of spring steel or high-strength composite material to enhance vibration absorption and energy dissipation.

[0037] In this embodiment, multiple diaphragms 330 of different sizes can be detachably installed inside the mounting box 310. By adjusting the length, width, and number of slots of the diaphragms 330, multi-frequency vibration damping optimization for different excitation frequency bands of the rear wheel arch can be achieved. This modular design facilitates flexible adjustment of the damping performance according to the actual vehicle usage, enabling rapid maintenance and adaptation to multiple operating conditions.

[0038] As can be seen from the above embodiments, this utility model, through the combined design of the wheel cover body 100, the flexible connector 200 and the shock absorption component 300, achieves effective absorption and noise suppression of multi-frequency vibrations during vehicle operation, and has the advantages of structural stability, strong fatigue resistance and high maintainability.

[0039] Working principle and usage process of this utility model: 1. When the rear wheels of a vehicle are subjected to uneven road surfaces or impacts from foreign objects during operation, the wheel arch body 100 will be subjected to instantaneous vibration and structural noise transmission. 2. The flexible connector 200, located on the surface of the wheel cover body 100, provides initial vibration isolation and buffering for the wheel cover body 100 through the flexible support of the threaded sleeve 210, the ring seat 220, and its lug 221. The lug 221 undergoes slight elastic deformation under stress, absorbing some of the high-frequency vibration energy; 3. The damping component 300 located inside the wheel arch body 100 forms a composite vibration damping system through the mounting box 310, the support foot 320 and the vibrating plate 330. The low-frequency structural vibration generated during vehicle operation is transmitted to the mounting box 310 and then guided by the support foot 320 to the vibrating plate 330 for frequency division vibration. The vibrating plates 330 with different slotted structures form multi-frequency resonance absorption, thereby achieving attenuation of wide-band structural noise.

[0040] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0041] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A low-noise rear wheel arch assembly, characterized in that, include: The wheel cover body (100), flexible connector (200), and shock absorber assembly (300) are provided. The surface of the wheel cover body (100) is provided with a plurality of positioning blocks (110). The flexible connector (200) includes a threaded sleeve (210) and an annular seat (220) fixed to the inner side of the positioning block (110). The inner side of the annular seat (220) is provided with a plurality of ear pieces (221), and the ear pieces (221) are fixedly connected to the surface of the threaded sleeve (210). The shock absorber assembly (300) includes a mounting box (310), a support leg (320), and a vibrating plate (330) fixed to the end of the support leg (320). The vibrating plate (330) is fixed to the inner side of the mounting box (310) through the support leg (320).

2. The low-noise rear wheel arch assembly according to claim 1, characterized in that, The number of the diaphragms (330) is several, and each support (320) and the surface of the diaphragm (330) are provided with grooves of different widths and numbers, so that each diaphragm (330) forms a different oscillation frequency.

3. The low-noise rear wheel arch assembly according to claim 1, characterized in that, The threaded sleeve (210) of the flexible connector (200) is fixedly connected to the ring seat (220) by elastic lugs (221), and the surface of the threaded sleeve (210) is provided with several ring seats (220), and the inner lugs (221) of adjacent ring seats (220) are arranged in opposite directions.

4. A low-noise rear wheel arch assembly according to claim 1, characterized in that, The ear pieces (221) are evenly distributed along the circumference of the ring seat (220), and there are no fewer than three pieces, which are used to provide stable radial positioning and flexible support for the threaded sleeve (210).

5. A low-noise rear wheel arch assembly according to claim 1, characterized in that, The mounting box (310) of the shock-absorbing component (300) is arranged in an arc shape and is attached to the surface of the wheel cover body (100).

6. A low-noise rear wheel arch assembly according to claim 1, characterized in that, The vibrating element (330) is made of spring steel or high-strength composite material.

7. A low-noise rear wheel arch assembly according to claim 1, characterized in that, The inside of the patch box (310) can be detachably installed with multiple vibrating plates (330) of different sizes. By adjusting the length, width and number of slots of the vibrating plates (330), multi-frequency vibration damping optimization of the wheel cover body (100) under different excitation frequency bands can be achieved.

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