Front compartment water channel structure and vehicle

Abstract

The embodiment of the application provides a front compartment water channel structure and a vehicle. It relates to the technical field of vehicles. The front compartment water channel structure comprises a water channel main body, a reinforcing plate, a first support plate and a second support plate. The upper surface of the water channel main body is curved to form a water channel. The reinforcing plate is arranged at the bottom of the water channel main body and is used to be connected with a wheel cover. The reinforcing plate and the water channel main body form a first energy absorption cavity. The first support plate is arranged at the two sides of the reinforcing plate and is used to be connected with the wheel cover. The second support plate is arranged at the end of the first support plate away from the reinforcing plate, and the bottom of the second support plate is used to be connected with a longitudinal beam. The front compartment water channel structure of the application is used to improve the strength of the front compartment water channel.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a front compartment water channel structure and vehicle. Background Technology

[0002] As an important component of the automobile chassis structure, the front compartment water channel is mainly located in the front engine compartment area of ​​the vehicle. Its core function is to connect the left and right wheel arches and support the main body of the water channel.

[0003] Traditional front cabin water trough designs typically employ a single straight line or simple zigzag structure. Specifically, the existing water trough assemblies are connected to the longitudinal beams on both sides of the wheel arch only by spot welding or partial riveting.

[0004] However, traditional front cabin drainage channels are prone to bending and deformation at the front due to uneven stress when the vehicle is turning or bumpy, and may even crack. Utility Model Content

[0005] This application provides a front compartment water channel structure and vehicle to improve the strength of the front compartment water channel.

[0006] In a first aspect, embodiments of this application provide a forward cabin water tank structure, including:

[0007] The main body of the water trough is curved to form the water trough.

[0008] A reinforcing plate is disposed at the bottom of the main body of the water trough and is used to connect with the wheel cover. The reinforcing plate and the main body of the water trough form a first energy-absorbing cavity.

[0009] A first support plate is disposed on both sides of the reinforcing plate and is used to connect with the wheel cover;

[0010] A second support plate is disposed at the end of the first support plate away from the reinforcing plate, and the bottom of the second support plate is used to connect with the longitudinal beam.

[0011] In one possible implementation, the first support plate and the wheel cover form a second energy-absorbing cavity, and the first energy-absorbing cavity and the second energy-absorbing cavity are in communication.

[0012] In one possible implementation, the first support plate includes a first support portion and a second support portion, the second support portion is disposed at one end of the first support portion and forms an L-shaped structure with the first support portion, the first support portion is connected to the wheel cover, and the second support portion is connected to the main body of the water trough.

[0013] In one possible implementation, the end of the reinforcing plate is inserted into the second energy-absorbing cavity of the second support portion and is connected to both the second support portion and the main body of the water tank.

[0014] In one possible implementation, the forward cabin water trough structure further includes a cover plate connected to the second support and the water trough body to separate the second energy absorption chamber from the water trough.

[0015] In one possible implementation, the second support plate and the wheel cover form a third energy-absorbing cavity, which is in communication with the second energy-absorbing cavity.

[0016] In one possible implementation, the second support plate is provided with a connecting side in the circumferential direction, the connecting side being used to connect with the longitudinal beam and the wheel cover.

[0017] In one possible implementation, the reinforcing plate includes a first plate and a second plate, the second plate being disposed on the side of the first plate along its length, and both the second plate and the first plate being connected to the bottom of the main body of the water tank, so that the first energy-absorbing cavity is a triangular chamber.

[0018] In one possible implementation, the first plate is provided with a plurality of first reinforcing ribs arranged along the width direction of the first plate, and the second plate is provided with a plurality of second reinforcing ribs arranged along the width direction of the second plate.

[0019] Secondly, embodiments of this application provide a vehicle including a front compartment water channel structure.

[0020] This application provides a front compartment water trough structure and vehicle. The front compartment water trough structure is formed by bending the upper surface of the water trough body to form a water trough. A reinforcing plate is set at the bottom of the water trough body and is used to connect with the wheel arch. The reinforcing plate and the water trough body form a first energy-absorbing cavity. A first support plate is set on both sides of the reinforcing plate and is used to connect with the wheel arch. A second support plate is set at the end of the first support plate away from the reinforcing plate, and the bottom of the second support plate is used to connect with the longitudinal beam. By adding a reinforcing plate at the bottom of the water trough body and forming a first energy-absorbing cavity, and with the first support plate and the second support plate connected on both sides in sequence, the load is transferred layer by layer to the wheel arch and the longitudinal beam, constructing a multi-path load-bearing system. Under conditions such as vehicle turning or bumping, local stress is effectively dispersed, thereby significantly improving the overall stiffness and bending strength of the front compartment water trough and avoiding front bending deformation caused by uneven stress. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 A schematic diagram of the connection structure of the forward cabin water channel structure provided in this application;

[0023] Figure 2 for Figure 1 A schematic diagram of the connection between the central reinforcing plate and the first support plate on one side;

[0024] Figure 3 for Figure 1 Schematic diagram of the connection structure of the first support plate in the middle;

[0025] Figure 4 for Figure 1 A schematic diagram of the connection structure between the first and second support plates;

[0026] Figure 5 for Figure 1 A schematic diagram of the structure of the middle reinforcing plate.

[0027] Explanation of reference numerals in the attached figures:

[0028] 1. Wheel cover; 2. Longitudinal beam;

[0029] 100. Main body of the water tank;

[0030] 200, Reinforcing plate; 210, First energy-absorbing cavity; 220, First plate body; 221, First reinforcing rib; 230, Second plate body; 231, Second reinforcing rib;

[0031] 300. First support plate; 310. Second energy absorption cavity; 320. First support part; 330. Second support part;

[0032] 400. Second support plate; 410. Third energy absorption cavity; 420. Connecting side;

[0033] 500, cover plate.

[0034] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0035] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0036] Traditional front cabin drainage systems typically employ a single straight or simple zigzag structure, lacking horizontal or vertical reinforcing plates at the bottom, resulting in insufficient overall rigidity. Specifically, existing drainage system assemblies are only connected to the longitudinal beams on both sides of the wheel arches via spot welding or partial riveting, lacking an integrated support structure. This design is prone to bending and deformation at the front of the drainage system during cornering or bumpy driving due to uneven stress, potentially even leading to cracks. Furthermore, the overlap area between the drainage system and the wheel arches in traditional structures does not form a closed cavity, resulting in ineffective isolation of vibration energy transmitted from the shock absorbers. Noise is directly transmitted to the cabin through the drainage system structure, significantly reducing ride comfort. Simultaneously, due to the lack of a U-shaped structure or a complete connection with the longitudinal beams, existing drainage systems suffer from significant deficiencies in stress distribution, failing to evenly transfer dynamic loads to other parts of the vehicle body, further exacerbating localized stress concentration problems. These limitations make existing front cabin drainage systems unable to meet the high requirements of modern automobiles in terms of strength, stability, and NVH performance.

[0037] This application provides a front compartment water trough structure and vehicle. The front compartment water trough structure forms a water trough by bending the upper surface of the water trough body. A reinforcing plate is set at the bottom of the water trough body and is used to connect with the wheel arch. The reinforcing plate and the water trough body enclose a first energy-absorbing cavity. A first support plate is set on both sides of the reinforcing plate and is used to connect with the wheel arch. A second support plate is set at the end of the first support plate away from the reinforcing plate, and the bottom of the second support plate is used to connect with the longitudinal beam. By adding a reinforcing plate at the bottom of the water trough body and forming a first energy-absorbing cavity, and with the first and second support plates connected sequentially on both sides, the load is transferred layer by layer to the wheel arch and the longitudinal beam, constructing a multi-path load-bearing system. Under conditions such as vehicle turning or bumping, local stress is effectively dispersed, thereby improving the overall stiffness and bending strength of the front compartment water trough and avoiding front bending deformation caused by uneven stress.

[0038] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0039] This application provides a forward cabin water trough structure, referring to...Figure 1 and Figure 2 The front cabin water channel structure includes a water channel body 100, a reinforcing plate 200, a first support plate 300, and a second support plate 400.

[0040] The upper surface of the main body 100 of the water trough is curved to form the water trough. A reinforcing plate 200 is disposed at the bottom of the main body 100 of the water trough and is used to connect with the wheel cover 1. The reinforcing plate 200 and the main body 100 of the water trough together form a first energy-absorbing cavity 210. A first support plate 300 is disposed on both sides of the reinforcing plate 200 and is used to connect with the wheel cover 1. A second support plate 400 is disposed at the end of the first support plate 300 away from the reinforcing plate 200, and the bottom of the second support plate 400 is used to connect with the longitudinal beam 2.

[0041] The main body 100 of the water trough and the reinforcing plate 200 form a first energy-absorbing cavity 210. When the vehicle turns or bumps, the impact force transmitted by the wheel arch 1 acts on the reinforcing plate 200. The cavity structure first absorbs and attenuates the impact energy through its own elastic deformation, reducing the direct transmission of peak load to the main body 100 of the water trough. At the same time, the first energy-absorbing cavity 210 disperses the concentrated stress to the entire cross section, so that the main body 100 of the water trough and the reinforcing plate 200 form a box-shaped structure that works together to bear load, significantly improving the overall bending stiffness and torsional stiffness. It not only avoids local yielding caused by stress concentration, but also reduces the vibration response and fatigue accumulation at the front of the water trough through the energy buffering mechanism, thereby effectively suppressing bending deformation under complex working conditions while maintaining a lightweight design.

[0042] In conjunction with the first support plate 300 and the second support plate 400 connected in sequence on both sides, the load is transferred layer by layer to the wheel arch 1 and the longitudinal beam 2, forming a multi-path load-bearing system. This effectively disperses local stress under conditions such as vehicle turning or bumping, thereby improving the overall rigidity and bending strength of the front compartment water channel and avoiding front bending deformation caused by uneven stress.

[0043] For example, the main body 100 of the water channel is a V-shaped groove structure formed by stamping. The upper surface of the main body 100 of the water channel is the water channel. The main body 100 of the water channel is integrally welded and fixed to the vehicle frame structure.

[0044] In the example of this application, there are two first support plates 300 and two second support plates 400, and the two first support plates 300 and two second support plates 400 are symmetrically arranged at both ends of the reinforcing plate 200.

[0045] For example, the top of the first support plate 300 is welded and fixed to the reinforcing plate 200, the second support plate 400 is welded and fixed to the first support plate 300, and the bottom of the second support plate 400 is welded and fixed to the longitudinal beam 2. This allows the reinforcing plate 200 and the first support plates 300 and second support plates 400 at both ends to jointly form a U-shaped structure, which is connected to the longitudinal beam 2, further improving the strength of the water channel structure and reducing its deformation.

[0046] For example, the first support plate 300 and the second support plate 400 are attached to the side wall of the wheel cover 1 and welded to the wheel cover 1.

[0047] In one possible implementation, refer to Figure 3 and Figure 4 The first support plate 300 and the wheel cover 1 form a second energy absorption cavity 310, and the first energy absorption cavity 210 and the second energy absorption cavity 310 are connected.

[0048] For example, the first support plate 300 is stamped into a groove shape. When the first support plate 300 is attached to the wheel cover 1, the first support plate 300 and the outer side wall of the wheel cover 1 form a second energy absorption cavity 310, and the second energy absorption cavity 310 is connected to the first energy absorption cavity 210.

[0049] For example, the first support plate 300 is provided with an edge portion around its circumference. The edge portion is integrally stamped with the first support plate 300 and is perpendicular to the edge of the first support plate 300, so that the edge portion can be attached to the wheel cover 1 for welding and fixing between the edge portion and the wheel cover 1.

[0050] When the vehicle turns or bumps, the load is transmitted through the wheel cover 1 to the second energy absorption cavity 310 for energy absorption and stress equalization, and is absorbed by the first energy absorption cavity 210, effectively avoiding crush failure caused by instantaneous overload of a single cavity; it not only realizes the gradual attenuation and dispersion of energy, but also optimizes the load transmission path to the longitudinal beam 2, suppressing the bending deformation and fatigue damage of the main body 100 of the water channel.

[0051] In one possible implementation, refer to Figure 3 and Figure 4 The first support plate 300 includes a first support part 320 and a second support part 330. The second support part 330 is disposed at one end of the first support part 320 and forms an L-shaped structure with the first support part 320. The first support part 320 is connected to the wheel cover 1, and the second support part 330 is connected to the main body 100 of the water channel.

[0052] For example, the first support portion 320 and the second support portion 330 are integrally formed. The second support portion 330 is disposed at the end of the first support portion 320. The bottom of the water tank body 100 is welded and fixed to the second support portion 330, and the first support portion 320 is welded and fixed to the wheel cover 1. Furthermore, the second energy-absorbing cavity 310 also follows the first support portion 320 and the second support portion 330 in an L-shape.

[0053] The integrated first support plate 300 has an L-shaped structure, which realizes the connection at the corner of the water channel structure, avoids stress concentration at the corner, and makes the first support plate 300 itself a rigid skeleton connecting the wheel cover 1 and the water channel, effectively suppressing local warping. In addition, through cooperation with the second energy absorption cavity 310 enclosed by the wheel cover 1, the concentrated stress is dispersed into a surface load and transferred to the main body of the water channel 100. Thus, under turning or bumpy conditions, the risk of bending deformation at the front of the water channel is greatly reduced and the overall fatigue durability is improved.

[0054] In one possible implementation, the end of the reinforcing plate 200 is inserted into the second energy-absorbing cavity 310 of the second support 330 and is connected to the second support 330 and the main body 100 of the water trough, respectively.

[0055] The end of the reinforcing plate 200 is inserted into the second support portion 330, thereby increasing the contact area between the reinforcing plate 200 and the second support portion 330. This facilitates welding and also improves the strength of the connection, preventing the connection point from becoming a weak point in the support. Furthermore, the reinforcing portion is partially inserted into the second energy-absorbing cavity 310, effectively connecting the second energy-absorbing cavity 310 with the first energy-absorbing cavity 210. During the transmission of vibration loads, this allows for energy attenuation during load transmission, reducing noise and improving user comfort.

[0056] In one possible implementation, refer to Figure 2 The front cabin water trough structure also includes a cover plate 500, which is connected to the second support part 330 and the water trough body 100 to separate the second energy absorption cavity 310 and the water trough.

[0057] For example, the cover plate 500 is welded and fixed to the top of the wheel arch 1, and the cover plate 500 is also welded and fixed to the water channel body 100 to separate the water channel from the first energy-absorbing cavity 210, and also to separate the water channel from the second energy-absorbing cavity 310. This prevents water in the water channel from flowing into the first energy-absorbing cavity 210 or the second energy-absorbing cavity 310, causing water overflow and affecting the connection of the vehicle's electrical components. In addition, the cover plate 500 is also welded and fixed to the second support part 330, thereby improving the stability of the second support part 330, the water channel body 100, and the reinforcing plate 200.

[0058] In one possible implementation, the second support plate 400 and the wheel cover 1 surround to form a third energy-absorbing cavity 410, which is connected to the second energy-absorbing cavity 310.

[0059] For example, the second support plate 400 is stamped into a groove shape. When the second support plate 400 is attached to the wheel cover 1, the second support plate 400 and the outer side wall of the wheel cover 1 form a third energy absorption cavity 410, and the third energy absorption cavity 410 is in communication with the second energy absorption cavity 310.

[0060] The third energy-absorbing cavity 410 can reduce the energy of the vibration load during the transmission of vibration load, thereby improving the seismic resistance. In addition, the second support plate 400 connects the longitudinal beam 2, the wheel cover 1 and the first support plate 300, which can further improve the support strength and reduce vibration deformation.

[0061] For example, the second support plate 400 is provided with a connecting side 420 in the circumferential direction, which is used to connect with the longitudinal beam 2 and the wheel cover 1.

[0062] The connection side 420 increases the contact area between the second support plate 400 and the longitudinal beam 2 and wheel cover 1, thereby improving the connection strength. Furthermore, it facilitates welding between the second support plate 400 and the longitudinal beam 2 and wheel cover 1.

[0063] In one possible implementation, refer to Figure 2 and Figure 5 The reinforcing plate 200 includes a first plate body 220 and a second plate body 230. The second plate body 230 is disposed on the side of the first plate body 220 along its length. Both the second plate body 230 and the first plate body 220 are connected to the bottom of the water tank body 100, so that the first energy absorption cavity 210 is a triangular chamber.

[0064] For example, a first plate 220 and a second plate 230 are first formed. The other two sides of the first plate 220 and the second plate 230 in the length direction are welded and fixed to the main body 100 of the water tank. Together with the side wall of the main body 100 of the water tank, they form a first energy-absorbing cavity 210 with a triangular cross section. The first plate 220 and the second plate 230 are also welded and fixed to a first support plate 300.

[0065] The triangular geometry of the first energy-absorbing cavity 210 inherently possesses extremely strong resistance to deformation. When the vehicle turns or bumps, it can transform the complex load transmitted by the wheel arch 1 into stable axial compressive / tensile force, preventing the cavity from buckling and becoming unstable. Compared to conventional quadrilateral cavities, the triangular structure achieves maximum in-plane stiffness with minimal material usage, significantly improving bending and torsional moduli. Simultaneously, the first plate 220 and the second plate 230 form a bidirectional bonding effect at the bottom of the water channel, jointly constructing a support structure with the subsequent L-shaped first support plate 300 and second support plate 400. This not only improves the energy absorption efficiency of the first energy-absorbing cavity 210 but also effectively prevents stress concentration from spreading to the front of the water channel, fundamentally eliminating the conditions for the initiation of bending deformation.

[0066] In one possible implementation, a plurality of first reinforcing ribs 221 are provided on the first plate 220, and the first reinforcing ribs 221 are arranged along the width direction of the first plate 220. A plurality of second reinforcing ribs 231 are provided on the second plate 230, and the second reinforcing ribs 231 are arranged along the width direction of the second plate 230.

[0067] For example, both the first reinforcing rib 221 and the second reinforcing rib 231 are stamped concave-convex structures. A plurality of first reinforcing ribs 221 are arranged along the length direction of the first plate 220, and the length direction of the first reinforcing ribs 221 is along the width direction of the first plate 220. A plurality of second reinforcing ribs 231 are arranged along the length direction of the second plate 230, and the length direction of the second reinforcing rib is along the width direction of the second plate 230.

[0068] By setting the first reinforcing rib 221 and the second reinforcing rib 231, the strength of the reinforcing plate 200 is further improved, and the possibility of deformation of the main body 100 of the water tank is reduced.

[0069] This application embodiment also provides a vehicle, including a wheel arch 1, a longitudinal beam 2, and a front compartment water channel structure. The first support plate 300 and the second support plate 400 in the front compartment water channel structure are both welded and fixed to the side wall of the wheel arch 1, and the second support plate 400 is also welded and fixed to the longitudinal beam 2.

[0070] The vehicle provided in this application embodiment forms a water channel by bending the upper surface of the water channel body 100 of the front compartment water channel structure. A reinforcing plate 200 is disposed at the bottom of the water channel body 100 and is used to connect with the wheel covers 1 at both ends. The reinforcing plate 200 and the water channel body 100 enclose a first energy-absorbing cavity 210. A first support plate 300 is disposed on both sides of the reinforcing plate 200 and is used to connect with the wheel covers 1. A second support plate 400 is disposed at the end of the first support plate 300 away from the reinforcing plate 200, and the bottom of the second support plate 400 is used to connect with the longitudinal beam 2. By adding a reinforcing plate 200 at the bottom of the water channel body 100 and forming a first energy-absorbing cavity 210, and cooperating with the first support plate 300 and the second support plate 400 connected sequentially on both sides, the load is transferred layer by layer to the wheel covers 1 and the longitudinal beam 2, constructing a multi-path load-bearing system. Under conditions such as vehicle turning or bumping, local stress is effectively dispersed, thereby significantly improving the overall stiffness and bending strength of the front compartment water channel and avoiding front bending deformation caused by uneven stress.

[0071] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A forward cabin water trough structure, characterized in that, include: A water trough body (100) has its upper surface bent to form a water trough; A reinforcing plate (200) is disposed at the bottom of the main body (100) of the water channel and is used to connect with the wheel cover (1). The reinforcing plate (200) and the main body (100) of the water channel form a first energy-absorbing cavity (210). A first support plate (300) is disposed on both sides of the reinforcing plate (200) and is used to connect with the wheel cover (1); The second support plate (400) is disposed at the end of the first support plate (300) away from the reinforcing plate (200), and the bottom of the second support plate (400) is used to connect with the longitudinal beam (2).

2. The forward cabin water trough structure according to claim 1, characterized in that, The first support plate (300) and the wheel cover (1) surround each other to form a second energy absorption cavity (310), and the first energy absorption cavity (210) and the second energy absorption cavity (310) are connected.

3. The forward cabin water trough structure according to claim 2, characterized in that, The first support plate (300) includes a first support part (320) and a second support part (330). The second support part (330) is disposed at one end of the first support part (320) and forms an L-shaped structure with the first support part (320). The first support part (320) is connected to the wheel cover (1), and the second support part (330) is connected to the main body (100) of the water channel.

4. The forward cabin water trough structure according to claim 3, characterized in that, The end of the reinforcing plate (200) is inserted into the second energy-absorbing cavity (310) of the second support part (330) and is connected to the second support part (330) and the main body of the water tank (100) respectively.

5. The forward cabin water trough structure according to claim 3, characterized in that, It also includes a cover plate (500) connected to the second support (330) and the main body of the water tank (100) to separate the second energy absorption chamber (310) and the water tank.

6. The fore-cabin water tank structure according to any one of claims 2-5, characterized in that, The second support plate (400) and the wheel cover (1) surround each other to form a third energy absorption cavity (410), and the third energy absorption cavity (410) is connected to the second energy absorption cavity (310).

7. The fore-cabin water trough structure according to any one of claims 1-5, characterized in that, The second support plate (400) is provided with a connecting side (420) in the circumferential direction, which is used to connect with the longitudinal beam (2) and the wheel cover (1).

8. The fore-cabin water trough structure according to any one of claims 1-5, characterized in that, The reinforcing plate (200) includes a first plate body (220) and a second plate body (230). The second plate body (230) is disposed on the side of the first plate body (220) along its length. The second plate body (230) and the first plate body (220) are both connected to the bottom of the main body (100) of the water tank, so that the first energy absorption cavity (210) is a triangular chamber.

9. The forward cabin water trough structure according to claim 8, characterized in that, The first plate (220) is provided with a plurality of first reinforcing ribs (221), which are arranged along the width direction of the first plate (220). The second plate (230) is provided with a plurality of second reinforcing ribs (231), which are arranged along the width direction of the second plate (230).

10. A vehicle, characterized in that, Includes the forward cabin water trough structure as described in any one of claims 1-9.

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