Claims:We claim:
1. A system (100) for reinforcing a wheel housing panel (WH) of a vehicle for distributing a load of a wheel suspension system, said system (100) comprising:
a plurality of reinforcement channels (102) adapted to reinforce the wheel housing panel (WH), each of said reinforcement channel (102) includes,
a first section (102B) connected to a chassis longitudinal rail (CL);
a second section (102T) connected to the wheel housing panel (WH); and
an intermediate section (102I) extending between said first section (102B) and said second section (102T),
wherein
each of said first, second and intermediate sections (102B, 102T, 102I) defines a base portion (102BB, 102TB, 102IB) and a plurality of side walls (102BS, 102TS, 102IS) extending from ends of said base (102BB, 102TB, 102IB);
each of said reinforcement channel (102) is parallel and spaced away from another said reinforcement channel (102); and
a depth (D) of said first section (102B) of each of said reinforcement channel (102) is larger than at least one of a depth of said intermediate section (102I) and a depth at a portion (102TW) of said second section (102T).

2. The system (100) as claimed in claim 1, wherein each of said side wall (102BS) of said first section (102B) of each of said reinforcement channel (102) defines a flange (102BF) adapted to be connected to the chassis longitudinal rail (CL);
each of said side wall (102TS, 102IS) of said first and intermediate sections (102T, 102I) of each of said reinforcement channel (102) defines a flange (102TF, 102IF) adapted to be connected to wheel housing panel (WH);
said plurality of reinforcement channels (102) is mount a shock absorber (S) of the wheel suspension system thereon;
said depth of said first section (102B) of each of said reinforcement channel (102) is a distance between said base portion (102BB) and said flange (102BF) of said side wall (102BS) of said first section (102B);
said depth of at least one of said second section (102T) and said intermediate section (102I) of each of said reinforcement channel (102) is a distance between said base portion (102TB, 102IB) and said flange (102TF, 102IF) of said side wall (102TS, 102IS); and
said portion (102TW) is a wheel suspension mounting portion at said base (102TB) of said second section (102T) which is adapted to mount the wheel suspension system.

3. The system (100) as claimed in claim 1, wherein each of said reinforcement channel (102) acts as a cantilever beam for distributing a concentrated load of the wheel suspension system to the chassis longitudinal rail (CL);
said base portion (102TB) of said second section (102T) of each of said reinforcement channel (102) is adapted to mount the wheel suspension system thereon; and
each of said reinforcement channel (102) defines a U shape cross section.

4. The system (100) as claimed in claim 1, wherein said intermediate section (102I) of each of said reinforcement channel (102) is tapered in a direction from said first section (102B) towards a wheel suspension mounting portion (102TW) at said base (102TB) of said second section (102T).

5. The system (100) as claimed in claim 1, wherein said system (100) comprises a plurality of end covers (104), each of said end cover (104) is adapted to cover an open end of said first section (102B) of corresponding said reinforcement channel (102) thereby effectively distributing the concentrated load of the wheel suspension system to chassis longitudinal rails (CL) of the vehicle,
wherein
each of said end cover (104) is connected to said first section (102B) and said chassis longitudinal rail (CL).

6. The system (100) as claimed in claim 1, wherein said system (100) comprises a plurality of auxiliary reinforcement channels (106) adapted to be connected to the wheel housing panel (W), said plurality of auxiliary reinforcement channels (106) is adapted to distribute a portion of the concentrated load of the wheel suspension system, received from said reinforcement channels (102) to corresponding body in white (BIW) of the vehicle, where one end of each of said auxiliary reinforcement channel (106) is connected to said second section (102T) of corresponding said reinforcement channel (102) and another end of each of said auxiliary reinforcement channel (106) is connected to corresponding body in white (BIW) of the vehicle.

7. The system (100) as claimed in claim 1, wherein a cross-sectional area of said first portion (102B) of each of said reinforcement channel (102) is larger than a cross-sectional area of said intermediate section (102I).

8. A method (200) for reinforcing a wheel housing panel (WH) of a vehicle for distributing load of a wheel suspension system, said method (200) comprising:
connecting a first section (102B) of each reinforcement channel (102) onto a chassis longitudinal rail (CL) and connecting a second section (102T) and an intermediate section (102I) of each reinforcement channel (102) onto the wheel housing panel (WH); and
covering, by, each end cover (104), an open end of said first section (102B) of corresponding reinforcement channel (102) by connecting each end cover (104) to said first section (102B) of corresponding reinforcement channel (102) and the chassis longitudinal member (CL),
wherein
each of said first, second and intermediate sections (102B, 102T, 102I) defines a base portion (102BB, 102TB, 102IB) and a plurality of side walls (102BS, 102TS, 102IS) extending from ends of said base (102BB, 102TB, 102IB);
each of said reinforcement channel (102) is parallel and spaced away from another said reinforcement channel (102); and
a depth of said first section (102B) of each of said reinforcement channel (102) is larger than at least one of a depth of said intermediate section (102I) and a depth at a portion (102TW) of said second section (102T).

9. The method (200) as claimed in claim 8, wherein said method comprises, connecting, by each auxiliary reinforcement channel (106), said second section (102T) of corresponding reinforcement channel (102) to corresponding body in white (BIW) of the vehicle.

10. The method (200) as claimed in claim 8, wherein said each of said side wall (102BS) of said first section (102B) of each of said reinforcement channel (102) defines a flange (102BF) adapted to be connected to the chassis longitudinal rail (CL);
each of said side wall (102TS, 102IS) of said first and intermediate sections (102T, 102I) of each of said reinforcement channel (102) defines a flange (102TF, 102IF) adapted to be connected to wheel housing panel (WH);
said depth of said first section (102B) of each of said reinforcement channel (102) is a distance between said base portion (102BB) and said flange (102BF) of said side wall (102BS) of said first section (102B); and
said depth of at least one of said second section (102T) and said intermediate section (102I) of each of said reinforcement channel (102) is a distance between said base portion (102TB, 102IB) and said flange (102TF, 102IF) of said side wall (102TS, 102IS);
said portion (102TW) is a wheel suspension mounting portion at said base (102TB) of said second section (102T) which is adapted to mount the wheel suspension system;
each of said reinforcement channel (102) acts as a cantilever beam for distributing a concentrated load of the wheel suspension system to the chassis longitudinal rail (CL); and
said intermediate section (102I) of each of said reinforcement channel (102) is tapered in a direction from said first section (102B) towards a wheel suspension mounting portion (102TW) at said base (102TB) of said second section (102T) said the said second section (102T).
, Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to reinforcement structures for body in white (BIP) of a vehicle and more particularly, to reinforcing channels for reinforcing a wheel housing panel of the vehicle, which is lightweight and effectively distributes a concentrated load of a wheel suspension system.

BACKGROUND
[002] Generally, a vehicle body receives a load input from a road surface through a wheel suspension system while a vehicle is in driving condition, to cause a frame of the vehicle body to be deformed. The deformation of the frame serves to change air flow, resulting in changes in a sound field inside the vehicle. The change of the sound field in turn results in noise which is typically called as road noise. In order to reduce the road noise, an increase of strength to a chassis mounting unit such as a suspension, sub-frame, rear cross member and the like is much required. The vehicle body is provided with a floor panel and wheel housing panel for installing the wheel suspension system. The wheel suspension system imparts a concentrated load on the wheel housing panel which results in deformation thereby causing vibration and noise. The body mount stiffness of the wheel suspension system is an absolute factor that affects the noise, vibration and harshness (NVH) characteristics and the driving and handling performance of the vehicle. Usually, a shock absorber tower of the wheel suspension system is mounted onto the wheel housing panel through mounting brackets or energy absorbers or reinforcement structures which can distribute the concentrated load to the chassis or other parts of body in white (BIW) of the vehicle. To distribute the concentrated load of the wheel suspension system, the chassis longitudinal member has to be connected to the shock absorber tower mounting location either from inside of wheel housing panel or from outside of the wheel housing panel through the reinforcement structures or mounting brackets. Providing reinforcement structures from inside of wheel housing panel does not connect the complete section of chassis longitudinal rail and whereas reinforcement structures welded from outside of wheel housing panel has been a single section of same size along the entirety of the reinforcement structure. This poses a problem for achieving the noise, vibration and durability requirements.
[003] Some conventional reinforcement structures are used reinforce the shock tower mounting location from above the wheel housing panel. However, these reinforcement structures are not connected to the chassis longitudinal rail thereby exposing the critical load path open thereby affecting the noise, vibration and durability requirements.
[004] Another conventional system for reinforcing the wheel housing panel includes usage of multilayered reinforcement structures in which one reinforcement structure is overlaid onto another reinforcement structure and is welded to the wheel housing panel for reinforcing the wheel housing panel for distributing the load of the wheel suspension system. However, these reinforcement structures are substantially planar and have small stepped portions which does not have required sectional depth due to clearance requirement (space constraint) with the wheel suspension system and wheel movement. Hence, these multilayered reinforcement structures are made of high thickness sheet material to meet the load distribution requirement, durability requirement and NVH characteristics and the driving and handling performance of the vehicle. Making these multilayered reinforcement structures of high thickness sheet material incurs high cost and also increases an overall weight of the vehicle.
[005] Providing a lightweight and efficient reinforcement structure for wheel housing panel for effective distribution of the concentrated load of the wheel suspension system is difficult and one of the challenges faced by original equipment manufacturers (OEM’s).
[006] Therefore, there exists a need for a system and a method for reinforcing a wheel housing panel of a vehicle for distributing the concentrated load of the wheel suspension system to chassis longitudinal rail(s) of the vehicle, which obviates the aforementioned drawbacks.

OBJECTS
[007] The principal object of embodiments herein is to provide a system of reinforcing a wheel housing panel of a vehicle, which effectively distributes a load (concentrated load) of a wheel suspension system to chassis longitudinal rails and of the vehicle.
[008] Another object of embodiments herein is to provide a method of reinforcing the wheel housing panel of the vehicle for effectively distributing load of the wheel suspension system to chassis longitudinal rails of the vehicle.
[009] Another object of embodiments herein is to provide reinforcing channels for reinforcing the wheel housing panel of the vehicle, which has optimized structural design along entirety of the reinforcement channel in which multiple sections have variable cross sectional depth.
[0010] Another object of embodiments herein is to provide single layered and efficient reinforcing channels for reinforcing the wheel housing panel of the vehicle, which is lightweight and has better stiffness and is inexpensive.
[0011] Another object of embodiments herein is to provide the system of reinforcing the wheel housing panel of the vehicle, in which reinforcement channels are split into two pieces and has variable cross sectional depth thereby attaining better stiffness.
[0012] Another object of embodiments herein is to provide reinforcing channels for reinforcing the wheel housing panel of the vehicle, which enhances noise, vibration and harshness (NVH) characteristics and the driving and handling performance of the vehicle.
[0013] Another object of embodiments herein is to provide reinforcing channels which meets shock tower mounting durability requirement.
[0014] Another object of embodiments herein is to provide reinforcing channels for reinforcing the wheel housing panel of the vehicle, which acts as a cantilever beam for effectively distributing the concentrated load of the wheel suspension system to chassis longitudinal rail of the vehicle.
[0015] Another object of embodiments herein is to provide reinforcing channels for reinforcing the wheel housing panel of the vehicle, which is simple in design and easy to install.
[0016] Another object of embodiments herein is to provide reinforcing channels for reinforcing the wheel housing panel of the vehicle, which improves the rigidity of the wheel housing panel for mounting the wheel suspension system.
[0017] Another object of embodiments herein is to provide reinforcing channels for reinforcing the wheel housing panel of the vehicle, which reduces generation of noise and vibration.
[0018] These and other objects of embodiments herein will be better appreciated and understood when considered in conjunction with following description and accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS
[0019] The embodiments are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0020] Fig. 1 depicts a perspective view of reinforcement channels welded to a wheel housing panel and a chassis longitudinal rail of the vehicle, according to embodiments as disclosed herein;
[0021] Fig. 2 depicts a cross-sectional view of the reinforcement channel, wheel and a shock absorber of the wheel suspension system, according to embodiments as disclosed herein; and
[0022] Fig. 3 depicts a flowchart indicating a method of reinforcing the wheel housing panel of the vehicle for distributing load of the wheel suspension system, according to embodiments as disclosed herein.

DETAILED DESCRIPTION
[0023] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0024] The embodiments herein achieve single layered and efficient reinforcing channels for reinforcing a wheel housing panel of the vehicle, which is lightweight and has better stiffness and is inexpensive and effectively distributes the concentrated load of the wheel suspension system to chassis longitudinal rail of the vehicle. Referring now to the drawings Figs 1 through 3, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0025] Fig. 1 depicts a perspective view of reinforcement channels (102) welded to a wheel housing panel (W) and a chassis longitudinal rail (CL) of the vehicle, according to embodiments as disclosed herein. In an embodiment, the system (100) is adapted for reinforcing the wheel housing panel (W) for effective distribution of a concentrated load of the wheel suspension system to chassis longitudinal rail (CL) of the vehicle. The system (100) includes a plurality of reinforcement channels (102), a plurality of end covers (104) and a plurality of auxiliary reinforcement channels (106). For the purpose of this description and ease of understanding, the system (100) is explained herein with below reference to reinforcing a rear wheel housing panel (WH) of passenger vehicles such as cars for effectively distributing concentrated load of a rear wheel suspension system. However, it is also within the scope of the invention to use/practice the system (100) for reinforcing front wheel housing panels or any other vehicular body panels of any other type of passenger vehicles or sports vehicles or off road vehicles, where effective distribution of load is a requirement, without otherwise deterring the intended function of the system (100) as can be deduced from the description and corresponding drawings.
[0026] The plurality of reinforcement channels (102) is adapted to reinforce the wheel housing panel (WH) and mount a shock absorber (S) of the wheel suspension system thereon. Each reinforcement channel (102) includes a first section (102B), a second section (102T) and an intermediate section (102I). The first section (102B) each reinforcement channel (102) is connected to a chassis longitudinal rail (CL), (as shown in fig. 1). The second section (102T) of each reinforcement channel (102) is connected to the wheel housing panel (WH). The intermediate section (102I) of each reinforcement channel (102) extends between the first section (102B) and the second section (102T). Each of first, second and intermediate sections (102B, 102T, 102I) defines a base portion (102BB, 102TB, 102IB) and a plurality of side walls (102BS, 102TS, 102IS) extending from ends of the base (102BB, 102TB, 102IB). Each reinforcement channel (102) is parallel and spaced away from another reinforcement channel (102). For the purpose of this description and ease of understanding, the first section (102B) is considered to be a bottom section of the reinforcement channel (102) and the second section (102T) is considered to be a top section of the reinforcement channel (102).
[0027] Each side wall (102BS) of the first section (102B) of each reinforcement channel (102) defines a flange (102BF) adapted to be connected to the chassis longitudinal rail (CL). Each side wall (102TS, 102IS) of first and intermediate sections (102T, 102I) of each reinforcement channel (102) defines a flange (102TF, 102IF) adapted to be connected to wheel housing panel (WH).
[0028] In an embodiment, a depth (D) of the first section (102B) of each reinforcement channel (102) is larger than at least one of a depth of said intermediate section (102I) and a depth at a portion (102TW) of the second section (102T). For the purpose of this description and ease of understanding, the portion (102TW) is a wheel suspension mounting portion at the base (102TB) of the second section (102T) which is adapted to mount the wheel suspension system. The depth of first section (102B) of each reinforcement channel (102) is a distance between the base portion (102BB) and the flange (102BF) of side wall (102BS) of the first section (102B). The depth of at least one of the second section (102T) and the intermediate section (102I) of each reinforcement channel (102) is a distance between the base portion (102TB, 102IB) and the flange (102TF, 102IF) of the side wall (102TS, 102IS).
[0029] Each reinforcement channel (102) acts as a cantilever beam for distributing a concentrated load of the wheel suspension system to the chassis longitudinal rail (CL). The base portion (102TB) of the second section (102T) of each reinforcement channel (102) is adapted to mount the wheel suspension system thereon. Each reinforcement channel (102) defines a U shape cross section.
[0030] The intermediate section (102I) of each reinforcement channel (102) is tapered in a direction from the first section (102B) towards a wheel suspension mounting portion (102TW) at the base (102TB) of the second section (102T).
[0031] Each end cover (104) is adapted to cover an open end of the first section (102B) of corresponding reinforcement channel (102) for effectively distributing the concentrated load of the wheel suspension system to the chassis longitudinal rail (CL). Each end cover (104) is connected to the first section (102B) and the chassis longitudinal rail (CL).
[0032] The plurality of auxiliary reinforcement channels (106) are adapted to be connected to the wheel housing panel (W). The plurality of auxiliary reinforcement channels (106) are adapted to distribute a portion of the load of the wheel suspension system, received from the reinforcement channels (102) to corresponding body in white (BIW) of the vehicle, where one end of each of auxiliary reinforcement channel (106) is connected to the second section (102T) of corresponding reinforcement channel (102) and another end of each of auxiliary reinforcement channel (106) is connected to corresponding body in white (BIW) of the vehicle.
[0033] A cross-sectional area of the first portion (102B) of each reinforcement channel (102) is larger than a cross-sectional area of the intermediate section (102I).
[0034] Fig. 3 depicts a flowchart indicating a method (200) of reinforcing wheel housing panel (WH) for effectively distributing a concentrated load of the wheel suspension system of the vehicle, according to embodiments as disclosed herein. For the purpose of this description and ease of understanding, the method (200) is explained herein below with reference to reinforcing rear wheel housing panels (WH) of passenger vehicles such as cars. However, it is also within the scope of this invention to practice/implement the entire steps of the method (200) in a same manner or in a different manner or with omission of at least one step to the method (200) or with any addition of at least one step to the method (200) for reinforcing front wheel housing panels or any other vehicular body panels of any other type of passenger vehicles or sports vehicles or off road vehicles, where effective distribution of load is a requirement, without otherwise deterring the intended function of the method (200) as can be deduced from the description and corresponding drawings. The method (200) includes, connecting a first section (102B) of each reinforcement channel (102) onto a chassis longitudinal rail (CL) and connecting a second section (102T) and an intermediate section (102I) of each reinforcement channel (102) onto the wheel housing panel (WH), step (202).
[0035] At step, 204, the method (200) includes, covering, by, each end cover (104), an open end of first section (102B) of corresponding reinforcement channel (102) by connecting each end cover (104) to first section (102B) of corresponding reinforcement channel (102) and the chassis longitudinal member (CL).
[0036] At step (206), the method (200) includes, connecting, by each auxiliary reinforcement channel (106), said second section (102T) of corresponding reinforcement channel (102) to corresponding body in white (BIW) of the vehicle.
[0037] The technical advantages of the system for reinforcing wheel housing panels for effective distribution of concentrated load of the wheel suspension system are as follows. The system effectively distributes the concentrated load of the wheel suspension system to chassis longitudinal rails (CL) of the vehicle. The reinforcing channels have optimized structural design along entirety of the reinforcement channel in which multiple sections have variable cross sectional depth. The system provides single layered and efficient reinforcing channels (102) which is lightweight and has better stiffness and is inexpensive. The reinforcement channels are split into two pieces and have variable cross sectional depth thereby attaining better stiffness. The reinforcing channels enhance noise, vibration and harshness (NVH) characteristics and the driving and handling performance of the vehicle. The reinforcing channels meets shock tower mounting durability requirement. The reinforcing channels acts as a cantilever beam for effectively distributing the concentrated load of the wheel suspension system. The reinforcing channels are simple in design and easy to install. The reinforcing channels improve the rigidity of the wheel housing panel for mounting the wheel suspension system. The reinforcing channels reduce generation of noise and vibration.
[0038] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modifications within the spirit and scope of the embodiments as described herein.