Wheel cover structure and vehicle

Abstract

The utility model discloses a wheel cover structure and vehicle relates to vehicle technical field, wherein, the wheel cover structure is applied to vehicle, the wheel cover structure includes: cover plate subassembly is equipped with cavity, and energy -absorbing subassembly is arranged in the cavity, and is fixed in the inner wall of cover plate subassembly. The technical scheme provided by the utility model improves the safety performance of vehicle.

Description

Technical Field

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

[0002] With the rapid development of the automotive industry, vehicle safety performance has received increasing attention.

[0003] As an important part of the vehicle body structure, the wheel arch area provides the necessary space for tire installation and movement. Traditional wheel arch structures are usually made of metal sheets (such as stamped panels) to form a space to accommodate the wheel and part of the suspension system.

[0004] When a vehicle is involved in a collision, especially an offset or side collision, the wheel arch structure is prone to deformation or even damage, resulting in a large impact force being transmitted to the main body structure or the passenger compartment, affecting the vehicle's safety performance. Utility Model Content

[0005] The main purpose of this invention is to propose a wheel arch structure and vehicle that aims to improve vehicle safety performance.

[0006] To achieve the above objectives, the wheel cover structure proposed in this utility model is applied to a vehicle, and the wheel cover structure includes:

[0007] The cover plate assembly has a cavity; and

[0008] An energy-absorbing component is disposed in the cavity and fixed to the inner wall of the cover assembly.

[0009] In one embodiment, the cover assembly includes a wheel cover outer plate, which is bent to form a wheel cover space for accommodating a tire. The cavity and the wheel cover space are located on opposite sides of the wheel cover outer plate, and the energy-absorbing assembly is fixed to the side of the wheel cover outer plate opposite to the wheel cover space.

[0010] In one embodiment, the wheel cover structure further includes a first reinforcing member disposed inside the cavity and dividing the cavity into a first sub-cavity and a second sub-cavity. The first sub-cavity is disposed between the second sub-cavity and the wheel cover space, and the energy-absorbing component is disposed inside the first sub-cavity.

[0011] In one embodiment, the wheel cover outer plate has a first end and a second end, and the cover assembly further includes:

[0012] The inner plate of the wheel cover has a third end and a fourth end, the third end being connected to the second end, and the fourth end being located away from the second end; and

[0013] The side panel has a fifth end and a sixth end, the fifth end being connected to the fourth end and the sixth end being connected to the first end, such that the side panel, the wheel cover panel, and the wheel cover inner panel together surround and form the cavity.

[0014] In one embodiment, one end of the first reinforcing member is disposed between the first end and the sixth end and connects the first end and the sixth end; and / or,

[0015] The other end of the first reinforcing member is located between the fourth end and the fifth end and connects the fourth end and the fifth end.

[0016] In one embodiment, a first curved section is provided between the two ends of the first reinforcing member, the first curved section protruding toward the interior of the first sub-cavity; and / or,

[0017] A second curved section is provided between the two ends of the first reinforcing member, and the second curved section protrudes into the interior of the second sub-cavity.

[0018] In one embodiment, at least one of the side panel outer plate, the wheel cover outer plate, and the wheel cover inner plate has a bent portion that protrudes outward toward the cavity. The wheel cover structure further includes a second reinforcing member that is fitted and connected to the side of the bent portion facing the cavity interior.

[0019] In one embodiment, the inner plate of the wheel cover has the bent portion, and the third end is disposed between the second reinforcing member and the second end and connects the second reinforcing member and the second end.

[0020] In one embodiment, the wheel cover outer plate includes a first outer plate and a second outer plate that partially overlap and are connected to each other. The end of the first outer plate away from the second outer plate forms the first end, and the end of the second outer plate away from the first outer plate forms the second end. The energy-absorbing component is fixed to the side of the second outer plate away from the wheel cover space.

[0021] In one embodiment, the energy-absorbing component includes:

[0022] A frame, fixed to the side of the outer plate of the wheel arch opposite to the wheel arch space, the frame having a receiving space extending circumferentially along the tire; and

[0023] An energy-absorbing structure is filled inside the frame, and the energy-absorbing structure is made of an energy-absorbing material. In one embodiment, the cover assembly is provided with a first leakage hole, the first leakage hole communicating with the first sub-cavity and the external environment; and / or,

[0024] The first reinforcing member is provided with a second leakage hole, which connects the first sub-cavity and the second sub-cavity.

[0025] This utility model also proposes a vehicle including the aforementioned wheel arch structure.

[0026] The wheel arch structure in this utility model includes an arch assembly and an energy-absorbing assembly. The arch assembly has a cavity, and the energy-absorbing assembly is disposed inside the cavity and fixed to the inner wall of the arch assembly. When a vehicle collides, especially an offset collision or a side collision, the impact force on the area near the wheel will be transmitted to the wheel arch assembly. Since the energy-absorbing assembly is fixed to the inner wall of the arch assembly, it can deform or compress under the action of the impact force, thereby absorbing a large amount of collision energy. On the one hand, this reduces the impact on the arch assembly and helps to avoid excessive deformation of the arch assembly. On the other hand, it effectively reduces the impact force transmitted to the main structure of the vehicle or the passenger compartment, thereby reducing the damage caused by the collision to the vehicle and the occupants and improving the safety performance of the vehicle. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0028] Figure 1 A schematic diagram of an embodiment of the wheel cover structure provided by this utility model;

[0029] Figure 2 for Figure 1 Cross-sectional view at point AA;

[0030] Figure 3 A schematic diagram of the first reinforcing member of the wheel cover structure provided by this utility model;

[0031] Figure 4 for Figure 3 Cross-sectional view at point BB;

[0032] Figure 5 A schematic diagram of the outer plate of the wheel cover assembly for the wheel cover structure provided by this utility model;

[0033] Figure 6 An exploded view of the outer wheel cover plate of the wheel cover assembly provided by this utility model;

[0034] Figure 7 A schematic diagram of the frame of the energy-absorbing component of the wheel cover structure provided by this utility model.

[0035] Explanation of icon numbers:

[0036] 100. Cover assembly; 101. Cavity; 1011. First sub-cavity; 1012. Second sub-cavity; 102. Wheel cover space; 110. Wheel cover outer plate; 1101. First end; 1102. Second end; 1103. First leakage hole; 111. First outer plate; 1111. First flange; 112. Second outer plate; 1121. Second flange; 120. Wheel cover inner plate; 1201. Third end; 1202. Fourth end; 1203. Bending part; 130. Side outer plate; 1301. Fifth end; 1302. Sixth end;

[0037] 200. Energy-absorbing component; 210. Frame; 211. Containment space;

[0038] 300. First reinforcing member; 301. Second leakage hole; 310. First bending section; 320. Second bending section;

[0039] 400. Second reinforcement component.

[0040] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0041] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present utility model, and not all of them. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0042] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0043] In this utility model, unless otherwise explicitly specified and limited, the terms "connection" and "fixation" should be interpreted broadly. For example, "fixation" can mean a fixed connection, a detachable connection, or an integral part; "connection" can mean a mechanical connection or an electrical connection, a direct connection or an indirect connection through an intermediate medium, or a connection within two components or an interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0044] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0045] This utility model proposes a wheel cover structure.

[0046] Please see Figures 1 to 2 , Figure 1 This is a schematic diagram of one embodiment of the wheel cover structure provided by this utility model. Figure 2 for Figure 1 Cross-sectional view at point AA.

[0047] In one embodiment of this utility model, the wheel cover structure includes:

[0048] Cover assembly 100, having cavity 101; and

[0049] The energy-absorbing component 200 is disposed in the cavity 101 and fixed to the inner wall of the cover assembly 100.

[0050] The wheel arch structure in this utility model includes an arch assembly 100 and an energy-absorbing assembly 200. The arch assembly 100 has a cavity 101, and the energy-absorbing assembly 200 is disposed inside the cavity 101 and fixed to the inner wall of the arch assembly 100. When a vehicle collides, especially an offset collision or a side collision, the impact force on the area near the wheel will be transmitted to the wheel arch assembly. Since the energy-absorbing assembly 200 is fixed to the inner wall of the arch assembly 100, it can deform or compress under the action of the impact force, thereby absorbing a large amount of collision energy. On the one hand, this reduces the impact on the arch assembly 100, which helps to avoid excessive deformation of the arch assembly 100. On the other hand, it effectively reduces the impact force transmitted to the main structure of the vehicle or the passenger compartment, thereby reducing the damage caused by the collision to the vehicle and the occupants and improving the safety performance of the vehicle.

[0051] In one embodiment, the cover assembly 100 includes a wheel cover outer plate 110, which is bent to form a wheel cover space 102 for accommodating a tire. The cavity 101 and the wheel cover space 102 are located on both sides of the wheel cover outer plate 110, and the energy absorption assembly 200 is fixed to the side of the wheel cover outer plate 110 away from the wheel cover space 102.

[0052] Combination Figure 1 , Figure 2 and Figure 5 In an embodiment of this utility model, the cover assembly 100 includes a wheel cover outer plate 110, which is the part of the wheel cover structure that directly faces the tire. The wheel cover outer plate 110 is bent to correspond to the shape of the tire, forming a semi-enclosed space that can accommodate the tire, namely the wheel cover space 102. The energy-absorbing component 200 is disposed in the cavity 101 and on the wheel cover outer plate 110, adjacent to the wheel cover space 102 where the tire is located. When the vehicle experiences an offset collision or a side collision, the impact on the tire area will be transmitted to the wheel cover outer plate 110 first. The energy-absorbing component 200 on the wheel cover outer plate 110 can then be impacted more directly and preferentially, thereby enabling the energy-absorbing component 200 to absorb collision energy more directly and preferentially, further reducing the damage caused to the vehicle and occupants by the collision and improving the vehicle's safety performance.

[0053] In one embodiment, the wheel cover structure further includes a first reinforcing member 300, which is disposed inside the cavity 101 and divides the cavity 101 into a first sub-cavity 1011 and a second sub-cavity 1012. The first sub-cavity 1011 is disposed between the second sub-cavity 1012 and the wheel cover space 102, and the energy absorption assembly 200 is disposed inside the first sub-cavity 1011.

[0054] Reference Figures 2 to 4 In an embodiment of this utility model, a first reinforcing member 300 is provided within the cavity 101. The first reinforcing member 300 divides the cavity 101 into a first sub-cavity 1011 near the wheel arch space 102 and a second sub-cavity 1012 away from the wheel arch space 102. The first reinforcing member 300 extends along the circumference of the tire, such that both the first sub-cavity 1011 and the second sub-cavity 1012 extend along the circumference of the tire. The energy-absorbing component 200 is disposed inside the first sub-cavity 1011. Providing the first reinforcing member 300 within the cavity 101 increases the internal support of the cavity 101 and divides the larger cavity 101 into two smaller sub-cavities, thereby improving the strength, rigidity, and deformation resistance of the cover assembly 100. This helps the cover assembly 100 maintain a certain shape when subjected to a collision impact, preventing excessive deformation of the cover assembly 100 during a collision. This reduces the risk of the deformed cover assembly 100 intruding into the passenger compartment or damaging other components, further improving the vehicle's safety performance.

[0055] In one embodiment, the wheel cover outer plate 110 has a first end 1101 and a second end 1102, and the cover assembly 100 further includes:

[0056] The inner wheel cover plate 120 has a third end 1201 and a fourth end 1202, the third end 1201 being connected to the second end 1102, and the fourth end 1202 being located away from the second end 1102; and

[0057] The side panel 130 has a fifth end 1301 and a sixth end 1302. The fifth end 1301 is connected to the fourth end 1202, and the sixth end 1302 is connected to the first end 1101, so that the side panel 130, the wheel cover panel 110, and the wheel cover inner panel 120 together surround and form a cavity 101.

[0058] Reference Figure 2 In an embodiment of this utility model, the wheel cover structure further includes an inner wheel cover plate 120 and an outer side panel 130. The outer side panel 130 faces the outer side of the vehicle, the inner wheel cover plate 120 faces the inner side of the vehicle, and the outer wheel cover plate 110 faces the tire. The inner wheel cover plate 120, the outer wheel cover plate 110, and the outer side panel 130 together form a cavity 101. Specifically, the third end 1201 on the inner wheel cover plate 120 is connected to the second end 1102 on the outer wheel cover plate 110, the fourth end 1202 on the inner wheel cover plate 120 is connected to the fifth end 1301 on the outer side panel 130, and the sixth end 1302 on the outer side panel 130 is connected to the first end 1101 on the outer wheel cover plate 110. The connection can be achieved by welding, riveting, or bolting. The sheet metal that makes up the cover assembly 100 is generally manufactured by processes such as stamping and bending. Dividing the cover assembly 100 into three parts helps to reduce the manufacturing difficulty of each part. In addition, the side panel 130 is included as part of the cover assembly 100, which simplifies the connection between the wheel arch structure and the side of the vehicle body and is conducive to vehicle weight reduction.

[0059] In one embodiment, one end of the first reinforcing member 300 is disposed between the first end 1101 and the sixth end 1302 and connects the first end 1101 and the sixth end 1302; and / or,

[0060] The other end of the first reinforcing member 300 is located between the fourth end 1202 and the fifth end 1301 and connects the fourth end 1202 and the fifth end 1301.

[0061] Reference Figure 2In this embodiment of the present invention, one end of the first reinforcing member 300 is located between the first end 1101 on the outer wheel arch plate 110 and the sixth end 1302 on the outer side panel 130. The first reinforcing member 300, the outer wheel arch plate 110, and the outer side panel 130 are connected together, such that the outer wheel arch plate 110 and the outer side panel 130 clamp the first reinforcing member 300. The three are overlapped and connected, which improves the stability of the first reinforcing member 300 installation and reduces assembly steps. The other end of the first reinforcing member 300 is located between the fourth end 1202 on the inner wheel arch plate 120 and the fifth end 1301 on the outer side panel 130. The first reinforcing member 300, the inner wheel arch plate 120, and the outer side panel 130 are connected together, such that the inner wheel arch plate 120 and the outer side panel 130 clamp the first reinforcing member 300. This improves the stability of the first reinforcing member 300 installation and reduces assembly steps.

[0062] In one embodiment, a first curved section 310 is provided between the two ends of the first reinforcing member 300, the first curved section 310 protruding toward the interior of the first sub-cavity 1011; and / or,

[0063] A second curved section 320 is provided between the two ends of the first reinforcing member 300, and the second curved section 320 protrudes into the interior of the second sub-cavity 1012.

[0064] Combination Figure 2 and Figure 4 In an embodiment of this utility model, the first reinforcing member 300 has a first curved section 310 protruding into the first sub-cavity 1011 in the middle. The curved shape improves the deformation resistance of the first reinforcing member 300 compared with the flat plate structure, and further improves the strength, rigidity and deformation resistance of the wheel cover structure.

[0065] Combination Figure 2 and Figure 4 In an embodiment of this utility model, the middle part of the first reinforcing member 300 is provided with a second curved section 320 protruding into the second sub-cavity 1012. The curved shape improves the deformation resistance of the first reinforcing member 300 compared with the flat plate structure, and further improves the strength, rigidity and deformation resistance of the wheel cover structure.

[0066] Specifically in this embodiment, combined with Figure 2 and Figure 4 The first reinforcing member 300 has a first bending section 310 and a second bending section 320, which makes the cross section of the middle part of the first reinforcing member 300 Z-shaped, S-shaped or wavy, etc., further improving the deformation resistance of the first reinforcing member 300.

[0067] In one embodiment, at least one of the side panel 130, the wheel arch panel 110, and the wheel arch inner panel 120 has a bent portion 1203 that protrudes toward the outside of the cavity 101. The wheel arch structure also includes a second reinforcing member 400 that is fitted and connected to the side of the bent portion 1203 toward the inside of the cavity 101.

[0068] Reference Figure 2 In embodiments of this utility model, the side outer panel 130, the wheel arch outer panel 110, or the wheel arch inner panel 120 has a bent portion 1203 protruding outward from the cavity 101. The wheel arch structure also includes a second reinforcing member 400, which is disposed inside the cavity 101 and is fitted and connected to the bent portion 1203, thereby improving the local strength and rigidity at the bent portion 1203 and further enhancing the impact resistance of the wheel arch structure. The shape of the second reinforcing member 400 corresponds to the shape of the bent portion 1203. The cross-section of the second reinforcing member 400 can be C-shaped, L-shaped, V-shaped, or U-shaped, etc., as long as it meets the functional requirements, and is not limited here.

[0069] In one embodiment, the inner plate 120 of the wheel cover has a bent portion 1203, and a third end 1201 is disposed between the second reinforcing member 400 and the second end 1102 and connects the second reinforcing member 400 and the second end 1102.

[0070] Reference Figure 2 In an embodiment of this utility model, the inner wheel cover plate 120 has a bent portion 1203, the second reinforcing member 400 is fitted and connected to the inner wheel cover plate 120, the third end 1201 of the inner wheel cover plate 120 is located between the second reinforcing member 400 and the second end 1102 of the outer wheel cover plate 110, and the second reinforcing member 400, the inner wheel cover plate 120 and the outer wheel cover plate 110 are connected together, and the three are overlapped and connected, reducing the assembly steps.

[0071] In one embodiment, the wheel cover outer plate 110 includes a first outer plate 111 and a second outer plate 112 that partially overlap and are connected to each other. The end of the first outer plate 111 away from the second outer plate 112 forms a first end 1101, and the end of the second outer plate 112 away from the first outer plate 111 forms a second end 1102. The energy absorption component 200 is fixed to the side of the second outer plate 112 away from the wheel cover space 102.

[0072] Reference Figure 2 , Figure 5 as well as Figure 6In an embodiment of this utility model, the wheel arch outer plate 110 includes a first outer plate 111 and a second outer plate 112, which are overlapped and connected to improve the connection strength between the first outer plate 111 and the second outer plate 112. The end of the first outer plate 111 furthest from the second outer plate 112 is the first end 1101, which has a first flange 1111 bent towards the center of the wheel arch space 102 for easy connection with the first reinforcing member 300 and the side outer plate 130. The end of the second outer plate 112 furthest from the first outer plate 111 is the second end 1102, which has a second flange 1121 bent towards the center of the wheel arch space 102 for easy connection with the second reinforcing member 400 and the wheel arch inner plate 120. Since the wheel arch outer panel 110 is generally formed by stamping and bending processes, dividing the wheel arch outer panel 110 into two parts, the first outer panel 111 and the second outer panel 112, helps to reduce the manufacturing difficulty of each part. Specifically, in this embodiment, the energy-absorbing component 200 is fixed on the second outer panel 112, close to the inner side of the vehicle. The portion of the first cavity 101 near the inner side of the vehicle has a larger space, which facilitates the arrangement of the energy-absorbing component 200.

[0073] In one embodiment, the energy-absorbing component 200 includes:

[0074] Frame 210, fixed to the side of wheel arch outer plate 110 opposite to wheel arch space 102, frame 210 has a receiving space 211 extending circumferentially along the tire; and

[0075] An energy-absorbing structure (not shown in the figure) is filled inside the frame 210, and the material of the energy-absorbing structure is an energy-absorbing material.

[0076] Combination Figure 2 and Figure 7 In this embodiment of the invention, the energy-absorbing component 200 includes a frame 210 and an energy-absorbing structure. The frame 210 is fixed to the outer wheel arch plate 110 by riveting, welding, or screw fastening, etc. The energy-absorbing structure is filled within the receiving space 211 of the frame 210. The structure is simple and easy to manufacture. Specifically, in this embodiment, the frame 210 has multiple receiving spaces 211, which are arranged along the width direction of the vehicle. Each receiving space 211 contains an energy-absorbing structure, further improving the energy absorption effect. The frame 210 is made of metal, such as aluminum or aluminum alloy, and the energy-absorbing structure is made of energy-absorbing material, such as metal foam or polyurethane foam.

[0077] In the embodiments of this utility model, the side panel 130, wheel arch panel 110, and wheel arch inner panel 120 are made of steel, and the first reinforcing member 300 and the second reinforcing member 400 are made of steel or aluminum alloy. This improves the ability of the cover assembly 100 to resist impact deformation and reduces the risk of the cover assembly 100 deforming and intruding into the passenger compartment when it is hit by a collision. The energy-absorbing component 200 inside the cavity 101 also absorbs impact energy using energy-absorbing material, reducing the impact force transmitted to the vehicle body. By combining the two methods of improving the strength and rigidity of the cover assembly 100 to avoid excessive deformation and using the energy-absorbing component 200 to absorb impact energy, vehicle safety is improved.

[0078] In one embodiment, the cover assembly 100 is provided with a first leakage hole 1103, the first leakage hole 1103 communicating with the first sub-cavity 1011 and the external environment; and / or,

[0079] The first reinforcing member 300 is provided with a second leakage hole 301, which connects the first sub-cavity 1011 and the second sub-cavity 1012.

[0080] Combination Figures 2 to 5 In an embodiment of this utility model, the cover assembly 100 is provided with a first leakage hole 1103, which connects the first sub-cavity 1011 to the external environment. The first reinforcing member 300 is provided with a second leakage hole 301, which connects the first sub-cavity 1011 and the second sub-cavity 1012. In the electrophoretic coating process, this facilitates the electrophoretic liquid to fill the interior of the cavity 101 through the first leakage hole 1103 and the second leakage hole 301, ensuring the uniformity of the coating on the inner wall of the cavity 101, reducing coating dead corners, improving the corrosion resistance of the inner wall of the cavity 101, and extending the service life of the wheel cover structure. Specifically, both the first outer plate 111 and the second outer plate 112 can be provided with the first leakage hole 1103.

[0081] This utility model also proposes a vehicle including the aforementioned wheel arch structure. The specific structure of this wheel arch structure is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. The wheel arch structure can be applied to the front wheels or the rear wheels, and is particularly suitable for application to the rear side of the front wheels; for the difference between the left and right wheels of the vehicle, the wheel arch structure can be designed symmetrically. By adopting the above wheel arch structure, the strength, stiffness, and energy absorption effect around the tire are improved, thereby enhancing the vehicle's safety in the event of a collision, especially in offset collisions and side collisions.

[0082] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model.

Claims

1. A wheel arch structure, applied to a vehicle, characterized in that, The wheel cover structure includes: The cover plate assembly has a cavity; and An energy-absorbing component is disposed in the cavity and fixed to the inner wall of the cover assembly; The cover assembly includes a wheel cover outer plate, which is bent to form a wheel cover space for accommodating a tire. The cavity and the wheel cover space are located on both sides of the wheel cover outer plate, and the energy absorption assembly is fixed to the side of the wheel cover outer plate opposite to the wheel cover space. The energy-absorbing component includes: A frame, fixed to the side of the outer plate of the wheel arch opposite to the wheel arch space, the frame having a receiving space extending circumferentially along the tire; and An energy-absorbing structure is filled inside the frame, and the energy-absorbing structure is made of an energy-absorbing material.

2. The wheel cover structure as described in claim 1, characterized in that, The wheel cover structure further includes a first reinforcing member, which is disposed inside the cavity and divides the cavity into a first sub-cavity and a second sub-cavity. The first sub-cavity is disposed between the second sub-cavity and the wheel cover space, and the energy absorption component is disposed inside the first sub-cavity.

3. The wheel cover structure as described in claim 2, characterized in that, The outer wheel cover has a first end and a second end, and the cover assembly further includes: The inner plate of the wheel cover has a third end and a fourth end, the third end being connected to the second end, and the fourth end being located away from the second end; and The side panel has a fifth end and a sixth end, the fifth end being connected to the fourth end and the sixth end being connected to the first end, such that the side panel, the wheel cover panel, and the wheel cover inner panel together surround and form the cavity.

4. The wheel cover structure as described in claim 3, characterized in that, One end of the first reinforcing member is located between the first end and the sixth end and connects the first end and the sixth end; And / or, The other end of the first reinforcing member is located between the fourth end and the fifth end and connects the fourth end and the fifth end.

5. The wheel cover structure as described in claim 2, characterized in that, A first curved section is provided between the two ends of the first reinforcing member, and the first curved section protrudes toward the interior of the first sub-cavity; and / or, A second curved section is provided between the two ends of the first reinforcing member, and the second curved section protrudes into the interior of the second sub-cavity.

6. The wheel cover structure as described in claim 3, characterized in that, At least one of the side panel outer plate, the wheel cover outer plate, and the wheel cover inner plate has a bent portion that protrudes outward toward the cavity. The wheel cover structure also includes a second reinforcing member that is fitted and connected to the side of the bent portion facing the cavity interior.

7. The wheel cover structure as described in claim 6, characterized in that, The inner plate of the wheel cover has the bent portion, and the third end is located between the second reinforcing member and the second end and connects the second reinforcing member and the second end.

8. The wheel cover structure as described in claim 3, characterized in that, The wheel cover outer plate includes a first outer plate and a second outer plate that partially overlap and are connected to each other. The end of the first outer plate away from the second outer plate forms the first end, and the end of the second outer plate away from the first outer plate forms the second end. The energy absorption component is fixed to the side of the second outer plate away from the wheel cover space.

9. A vehicle, characterized in that, Includes the wheel cover structure as described in any one of claims 1 to 8.

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