Frame cross beam structure, frame and vehicle

Abstract

The invention discloses a frame cross beam structure, a frame and a vehicle, and relates to the technical field of automobiles. The vehicle frame beam structure comprises a body, a first wing plate and a second wing plate are arranged on the two opposite faces of the body in a covering mode respectively, and the plane where the first wing plate is located and the plane where the second wing plate is located are both perpendicular to the plane where the body is located. The vehicle frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, each connecting plate is provided with a first mounting part, a second mounting part and a third mounting part which are sequentially connected, the first mounting parts are used for being connected with the first wing plates, the second mounting parts are used for being connected with longitudinal beams of a vehicle frame, and the third mounting parts are used for being connected with the second wing plates. The frame cross beam structure is compact in structure and high in integration level, the axle base of the whole vehicle can be reduced while the strength of the frame is kept, and the flexibility of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically, to a frame beam structure, a frame, and a vehicle. Background Technology

[0002] The frame crossbeam is the core load-bearing and connecting component of the automobile frame, and it is crucial to ensuring the strength, rigidity and stability of the frame assembly.

[0003] In the field of new energy heavy-duty trucks, to accommodate battery packs with different layouts, the main body of traditional frame crossbeams often adopts a U-shaped or double U-shaped cross-section formed by stamping or bending. The four corners of the crossbeam body are connected to one side of a connecting plate via riveting or bolting, allowing connection to the frame longitudinal beams through the side of the connecting plate away from the crossbeam body. To improve connection strength, the width of the side of the connecting plate connecting to the longitudinal beam gradually increases to enlarge the contact area. However, this configuration can easily lead to an increase in the vehicle's wheelbase, affecting vehicle maneuverability. Summary of the Invention

[0004] The purpose of this invention is to provide a frame beam structure, a frame, and a vehicle, which has a compact structure and high integration, and can reduce the overall wheelbase while maintaining the strength of the frame, thereby improving the vehicle's flexibility.

[0005] The embodiments of the present invention are implemented as follows: In one aspect, the present invention provides a frame crossbeam structure, including a body, with a first wing plate and a second wing plate respectively covering opposite sides of the body, the plane of the first wing plate and the plane of the second wing plate being perpendicular to the plane of the body; the frame crossbeam structure further includes two connecting plates disposed opposite to each other on both sides of the body, the connecting plates having a first mounting part, a second mounting part and a third mounting part connected in sequence, the first mounting part being used to connect with the first wing plate, the second mounting part being used to connect with the longitudinal beam of the frame, and the third mounting part being used to connect with the second wing plate.

[0006] Optionally, a connecting unit is provided on each of the opposite sides of the body along the thickness direction. The connecting unit is composed of a first wing plate, a second wing plate, and a connecting plate connected thereto.

[0007] Optionally, a connecting unit is provided on one side of the body along the thickness direction. The connecting unit is composed of a first wing plate, a second wing plate, and a connecting plate connected thereto.

[0008] Optionally, the body has a first through hole and a second through hole arranged in parallel along the thickness direction of the plate, and a load-bearing part is formed between the first through hole and the second through hole, so that the cross section of the frame beam structure along the plane of the body has an I-shaped structure.

[0009] Optionally, the body is further provided with a wire-passing hole along the thickness direction, the wire-passing hole being located on the side of the first through hole away from the second through hole; and / or, the wire-passing hole being located on the side of the second through hole away from the first through hole.

[0010] Optionally, the body has a recessed groove in the middle of the side facing the first wing plate, so that the plane where the middle part of the first wing plate is located and the plane where the first mounting part of the connecting plate is located form a height difference.

[0011] Optionally, in the projection perpendicular to the length direction of the frame beam structure, the projection width of the second wing plate is greater than the projection width of the first wing plate.

[0012] In another aspect, the present invention provides a vehicle frame including at least two longitudinal beams and a vehicle frame crossbeam structure, wherein any two longitudinal beams are arranged in parallel and spaced apart, and the vehicle frame crossbeam structure is disposed between any two longitudinal beams; the vehicle frame crossbeam structure includes a body, and a first wing plate and a second wing plate are respectively covered on opposite sides of the body, wherein the plane of the first wing plate and the plane of the second wing plate are both perpendicular to the plane of the body; the vehicle frame crossbeam structure further includes two connecting plates disposed opposite to each other on both sides of the body, the connecting plates having a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion being used to connect with the first wing plate, the second mounting portion being used to connect with the longitudinal beam, and the third mounting portion being used to connect with the second wing plate.

[0013] Optionally, multiple frame crossbeam structures are spaced apart along the extension direction between any two longitudinal beams, and a connecting unit is provided on each of the opposite sides of the body of the frame crossbeam structure along the thickness direction; or, multiple first frame crossbeam structures and multiple second frame crossbeam structures are alternately arranged along the extension direction between any two longitudinal beams, and a connecting unit is provided on each of the opposite sides of the body of the first frame crossbeam along the thickness direction, and a connecting unit is provided on one side of the body of the second frame crossbeam along the thickness direction; the connecting unit is composed of a first wing plate, a second wing plate, and a connecting plate connected thereto.

[0014] In another aspect, the present invention provides a vehicle including a frame.

[0015] The beneficial effects of this invention include: This application provides a frame crossbeam structure, including a body, with a first wing plate and a second wing plate respectively covering opposite sides of the body. The planes of the first and second wing plates are perpendicular to the plane of the body, forming an I-shaped cross-section. This significantly improves the bending strength and stiffness of the crossbeam without significantly increasing the overall dimensions. The frame crossbeam structure also includes two connecting plates disposed opposite each other on both sides of the body. Each connecting plate has a first mounting portion, a second mounting portion, and a third mounting portion connected sequentially. The first mounting portion connects to the first wing plate, the second mounting portion connects to the longitudinal beam of the frame, and the third mounting portion connects to the second wing plate. Compared to... Traditional vehicle frame crossbeams have connecting plates at each of the four corners of the main body. This application places the connecting plates on opposite sides of the main body, reducing installation costs. Furthermore, traditional frame crossbeams connect to the longitudinal beams of the frame via the sides of the connecting plates. Because the sides of the connecting plates are relatively narrow, the width of the side connecting the connecting plate to the longitudinal beam gradually increases to increase the contact area, but this can easily lead to increased battery placement clearance and vehicle wheelbase. In contrast, the connecting plates of this application connect to the longitudinal beams of the frame via a planar second mounting portion. While ensuring connection strength and stability, this significantly reduces the width compared to traditional frame crossbeams, helping to optimize the vehicle wheelbase and improve vehicle agility. The aforementioned frame crossbeam structure is compact and highly integrated, reducing the vehicle wheelbase while maintaining frame strength and improving vehicle agility. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is one of the structural schematic diagrams of the vehicle frame crossbeam structure provided in an embodiment of the present invention; Figure 2 This is a second schematic diagram of the crossbeam structure of the vehicle frame provided in an embodiment of the present invention; Figure 3 This is the third structural schematic diagram of the vehicle frame crossbeam structure provided in the embodiment of the present invention; Figure 4 This is the fourth structural schematic diagram of the vehicle frame crossbeam structure provided in the embodiments of the present invention; Figure 5 This is the fifth structural schematic diagram of the vehicle frame crossbeam structure provided in the embodiment of the present invention; Figure 6 This is the sixth structural schematic diagram of the vehicle frame crossbeam structure provided in the embodiment of the present invention; Figure 7 This is one of the structural schematic diagrams of the vehicle frame provided in an embodiment of the present invention; Figure 8 This is a second schematic diagram of the vehicle frame provided in an embodiment of the present invention; Figure 9 This is the third schematic diagram of the vehicle frame provided in the embodiment of the present invention; Figure 10 The fourth schematic diagram of the vehicle frame provided in the embodiment of the present invention.

[0018] Icons: 100 - Frame crossbeam structure; 101 - First frame crossbeam structure; 102 - Second frame crossbeam structure; 110 - Body; 111 - First through hole; 112 - Second through hole; 113 - Load-bearing part; 114 - Cable hole; 120 - First wing plate; 121 - Groove; 130 - Second wing plate; 140 - Connecting plate; 141 - First mounting part; 142 - Second mounting part; 143 - Third mounting part; 150 - Connecting unit; 160 - Skin pre-installation protrusion; 200 - Frame; 210 - Longitudinal beam; 220 - Balance shaft; a - Conventional frame crossbeam. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0021] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0022] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention. In addition, the terms "first," "second," "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0023] Furthermore, terms such as "horizontal" and "vertical" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0024] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0025] Please refer to Figure 1 In one aspect of this application, a frame crossbeam structure 100 is provided, including a body 110. A first wing plate 120 and a second wing plate 130 are respectively covered on opposite sides of the body 110. The planes of the first wing plate 120 and the second wing plate 130 are both perpendicular to the plane of the body 110. The frame crossbeam structure 100 also includes two connecting plates 140 disposed opposite to each other on both sides of the body 110. The connecting plates 140 have a first mounting portion 141, a second mounting portion 142 and a third mounting portion 143 connected in sequence. The first mounting portion 141 is used to connect with the first wing plate 120, the second mounting portion 142 is used to connect with the longitudinal beam 210 of the frame 200, and the third mounting portion 143 is used to connect with the second wing plate 130.

[0026] Specifically, such as Figure 1As shown, the frame crossbeam structure 100 consists of a body 110, a first flange 120, a second flange 130, and a connecting plate 140. The body 110 serves as the basic load-bearing structure of the crossbeam. To reduce the width of the frame crossbeam structure 100, it is preferably cast from a high-strength material to maintain sufficient strength while reducing width. The length of the body 110 should be adapted to the spacing between the two longitudinal beams 210 of the frame 200 to ensure that the two longitudinal beams 210 can be connected laterally, forming a stable lateral support.

[0027] like Figure 1 As shown, a first wing plate 120 and a second wing plate 130 are respectively provided on the two opposite sides of the body 110 along the height direction, i.e., the upper and lower surfaces of the body 110. The first wing plate 120, the second wing plate 130, and the body 110 are integrally cast structures. Preferably, both are made of ductile iron of the same material as the body 110; and the planes on which the first wing plate 120 and the second wing plate 130 are located are perpendicular to the plane on which the body 110 is located, so that the first wing plate 120, the second wing plate 130, and the body 110 form an I-shaped cross section, thereby improving the strength and bending resistance of the frame crossbeam structure 100.

[0028] like Figure 1 As shown, a connecting plate 140 is provided on each of the opposite sides of the main body 110 along its length, that is, at the opposite ends of the two longitudinal beams 210 near the frame 200. The connecting plate 140 has a first mounting portion 141, a second mounting portion 142, and a third mounting portion 143 connected in sequence to fit the outer contours of the main body 110, the first wing plate 120, and the second wing plate 130. Specifically, the first mounting portion 141 can be attached to the upper surface of the main body 110 and integrally formed with the first wing plate 120; the third mounting portion 143 can be attached to the lower surface of the main body 110 and integrally formed with the second wing plate 130; the second mounting portion 142 is attached to the two side walls of the main body 110 and integrally formed with the main body 110, so that the main body 110, the first wing plate 120, the second wing plate 130, and the connecting plate 140 are integrally formed. The width of the connecting plate 140 is greater than that of the body 110, the first wing plate 120 and the second wing plate 130, in order to improve the strength of the frame beam structure 100.

[0029] Compared to traditional frame crossbeams a, which have connecting plates 140 at each of the four corners of the body 110, this application places the connecting plates 140 on opposite sides of the body 110, reducing installation costs. Furthermore, traditional frame crossbeams a connect to the longitudinal beams 210 of the frame 200 via the sides of the connecting plates 140. Since the sides of the connecting plates 140 are relatively narrow, the width of the side connecting the connecting plate 140 to the longitudinal beam 210 gradually increases to increase the contact area, but this can easily lead to increased battery clearance and vehicle wheelbase. In contrast, the connecting plates 140 of this application connect to the longitudinal beams 210 of the frame 200 via a planar second mounting portion 142. While ensuring connection strength and stability, this also significantly reduces the width compared to traditional frame crossbeams a, helping to optimize the vehicle wheelbase and improve vehicle agility. The aforementioned frame crossbeam structure 100 is compact and highly integrated, reducing the vehicle wheelbase while maintaining the strength of the frame 200, thus improving vehicle agility. Furthermore, since the connecting plate 140 of the frame crossbeam structure 100 of this application does not need to be widened to increase strength, the operating area where the connecting plate 140 obstructs the connection between the frame 200 and other components is minimized, thereby improving the production efficiency of the vehicle.

[0030] The dimension from the balance shaft 220 of the frame 200 to the frame crossbeam is B. Under the premise that this dimension remains unchanged, the width of the frame crossbeam structure 100 provided in this application is narrower, such as... Figure 9 As shown, the distance A1 between the two ends of the frame crossbeam structure 100 in this application is much smaller than the distance A2 between the two ends of the traditional frame crossbeam a when the frame 200 adopts the traditional frame crossbeam a. Therefore, the frame crossbeam structure 100 provided in this application can significantly shorten the wheelbase of the vehicle, improve the overall vehicle performance, and reduce the weight compared to the traditional frame crossbeam a.

[0031] To meet the space and load-bearing requirements of different scenarios, the frame crossbeam structure 100 provided in this application can have different connection forms. In one specific embodiment of this application, such as... Figure 5 As shown, a connecting unit 150 is provided on each of the opposite sides of the body 110 along the thickness direction; in another specific embodiment of this application, as Figure 6 As shown, a connecting unit 150 is provided on one side of the body 110 along the thickness direction. The connecting unit 150 is composed of a first wing plate 120, a second wing plate 130, and a connecting plate 140 connected thereto.

[0032] Specifically, when a vehicle needs to bear a heavy load, such as Figure 5As shown, the main body 110 of the frame crossbeam structure 100 has a connecting unit 150 on each of its opposite sides along the thickness direction. Specifically, the upper and lower surfaces of the main body 110 are fully provided with a first flange 120 and a second flange 130, and both ends are fitted with corresponding connecting plates 140. This results in the main body 110 having an extended wall formed by the inner walls of the first flange 120, the second flange 130, and the connecting plate 140 on both opposite sides along the thickness direction. The symmetrically arranged connecting units 150 can evenly distribute the load to both sides of the longitudinal beam 210, effectively ensuring the structural stability of the frame 200.

[0033] When a vehicle needs to optimize its spatial layout, such as Figure 6 As shown, a connecting unit 150 is provided on one side of the body 110 of the frame crossbeam structure 100 along the plate thickness direction. That is, one side of the body 110 along the plate thickness direction has an extended wall formed by the inner walls of the first wing plate 120, the second wing plate 130 and the connecting plate 140, while the other side is a planar structure consisting only of the body 110. Compared to providing a connecting unit 150 on each opposite side of the body 110 along the plate thickness direction, the width of this type of frame crossbeam structure 100 with a connecting unit 150 on only one side of the body 110 along the plate thickness direction can be further reduced, thereby further reducing the wheelbase of the vehicle, significantly improving the vehicle's maneuverability, and effectively solving the problems of excessive wheelbase and poor maneuverability in traditional under-mounted battery models.

[0034] To further balance the strength and lightweight of the frame crossbeam structure 100, such as Figure 3 As shown, the body 110 has a first through hole 111 and a second through hole 112 arranged parallel to each other along the thickness direction of the plate. A load-bearing part 113 is formed between the first through hole 111 and the second through hole 112, so that the cross section of the frame beam structure 100 along the plane of the body 110 is an I-shaped structure.

[0035] Specifically, such as Figure 3 As shown, the body 110 has a first through hole 111 and a second through hole 112 arranged parallel to each other along the thickness direction. Preferably, the first through hole 111 and the second through hole 112 are both rectangular through holes, and a strip-shaped load-bearing part 113 is formed between them. The load-bearing part 113, together with the upper and lower surfaces of the body 110, the first wing plate 120 and the second wing plate 130, constitutes a complete I-shaped cross section to further improve the bending stiffness of the frame beam structure 100. At the same time, the through hole design reduces the weight of the body 110 and further improves the lightweight of the frame beam structure 100.

[0036] It should be noted that this application does not impose any restrictions on the specific width of the load-bearing part 113. Its specific width can be flexibly adjusted according to the actual load-bearing requirements, as long as the bending stiffness and strength of the frame beam structure 100 are guaranteed while minimizing the weight of the main body 110.

[0037] For example, such as Figure 4 As shown, the body 110 also has a wire hole 114 along the thickness direction, the wire hole 114 is located on the side of the first through hole 111 away from the second through hole 112; and / or, the wire hole 114 is located on the side of the second through hole 112 away from the first through hole 111.

[0038] Specifically, such as Figure 4 As shown, the body 110 also has a wire-passing hole 114 along the thickness direction. The inner wall of the wire-passing hole 114 is as close as possible to the outer wall of the body 110 to reduce the frame of the wire-passing hole 114 and free up more space while ensuring the strength of the frame. Preferably, there are two wire-passing holes 114, which are respectively located on the side of the first through hole 111 away from the second through hole 112 and on the side of the second through hole 112 away from the first through hole 111. In practical applications, the vehicle's low-voltage signal line, brake air pipe, and high-voltage wiring harness can selectively pass through the first through hole 111 or the second through hole 112 according to the actual installation position, avoiding entanglement between different pipelines and avoiding the situation where pipelines are forced to detour due to narrow channels, thus improving the reliability of pipeline layout.

[0039] To adapt the frame crossbeam structure 100 to the needs of different battery arrangement patterns in vehicles, such as Figure 2 As shown, in one possible embodiment of this application, the body 110 has a groove 121 recessed towards the second wing plate 130 on the middle part of one side facing the first wing plate 120, so that the plane where the middle part of the first wing plate 120 is located and the plane where the first mounting part 141 of the connecting plate 140 is located form a height difference.

[0040] It should be noted that this application does not impose any restrictions on the specific depth of the groove 121, and its specific depth can be flexibly adjusted according to actual assembly requirements. The groove 121 is designed to adapt to the structure of other components in the vehicle, so as to avoid structural interference between the vehicle crossbeam structure and other components, thereby improving the assembly flexibility of the frame crossbeam structure 100.

[0041] The frame crossbeam structure 100 provided in this application has two assembly methods. In one assembly method, such as Figure 7 As shown, the frame crossbeam structure 100 is mounted in a forward manner, that is, the first wing plate 120 and the groove 121 of the frame crossbeam structure 100 are both arranged facing upwards, which is used for the case of the battery being mounted horizontally. The battery is mounted horizontally between two adjacent frame crossbeam structures 100, which facilitates the neat arrangement of pipelines in the middle of the frame 200. In another assembly method, such as Figure 8 As shown, the frame crossbeam structure 100 is installed in reverse, that is, the first wing plate 120 and the groove 121 of the frame crossbeam structure 100 are both arranged downwards, which is used for the case of battery back or bottom longitudinal arrangement. The height difference formed by the bottom of the groove 121 and the plane where the first mounting part 141 of the connecting plate 140 is located is the space for the drive shaft in the vehicle to jump up and down during driving, which effectively optimizes the spatial layout.

[0042] Optionally, in the projection perpendicular to the length direction of the frame beam structure 100, the projected width of the second wing plate 130 is greater than the projected width of the first wing plate 120.

[0043] Specifically, the projected width of the second wing plate 130 is greater than the projected width of the first wing plate 120, forming a structure with a central groove 121 in the first wing plate 120 and a widened second wing plate 130. When the frame crossbeam structure 100 is mounted in the forward orientation, i.e., the first wing plate 120 and groove 121 of the frame crossbeam structure 100 are arranged upwards and the second wing plate 130 is arranged downwards; since the projected width of the second wing plate 130 is greater than the projected width of the first wing plate 120, the bolt installation of the lower crossbeam is unobstructed, ensuring the convenience and reliability of bolt installation when the battery is mounted horizontally, and improving assembly efficiency. When the frame crossbeam structure 100 is mounted in the reverse orientation, i.e., the first wing plate 120 and groove 121 of the frame crossbeam structure 100 are arranged downwards and the second wing plate 130 is arranged upwards, it provides a support base for the assembly of components such as the brake valve body.

[0044] For example, a skin pre-installation protrusion 160 is provided on the first wing plate 120. The skin pre-installation protrusion 160 is a protruding structure integrally cast with the body 110. The skin is a protective plate used to protect the battery pack and pipelines inside the frame 200. In the traditional assembly method, it is necessary to first weld independent mounting brackets on the crossbeam and then fix the skin to the brackets. However, the frame crossbeam structure 100 provided in this application, through the integrated setting of the skin pre-installation protrusion 160, eliminates the need to weld mounting brackets. It only requires covering the body 110 with the skin and aligning the mounting holes of the skin with the protrusion to complete the pre-fixation of the skin, further improving the assembly efficiency and reliability of the skin.

[0045] In another possible embodiment of this application, a frame 200 is also provided, including at least two longitudinal beams 210 and a frame crossbeam structure 100. Any two longitudinal beams 210 are arranged in parallel and spaced apart, and the frame crossbeam structure 100 is arranged between any two longitudinal beams 210. The frame crossbeam structure 100 includes a body 110, and a first wing plate 120 and a second wing plate 130 are respectively covered on opposite sides of the body 110. The planes of the first wing plate 120 and the second wing plate 130 are both perpendicular to the plane of the body 110. The frame crossbeam structure 100 also includes two connecting plates 140 arranged opposite to each other on both sides of the body 110. The connecting plates 140 have a first mounting part 141, a second mounting part 142 and a third mounting part 143 connected in sequence. The first mounting part 141 is used to connect with the first wing plate 120, the second mounting part 142 is used to connect with the longitudinal beams 210, and the third mounting part 143 is used to connect with the second wing plate 130.

[0046] Specifically, the frame 200, serving as the vehicle's load-bearing skeleton, mainly consists of at least two longitudinal beams 210 and multiple frame crossbeam structures 100. The longitudinal beams 210 are arranged parallel to each other along the vehicle's longitudinal direction, with the spacing between adjacent longitudinal beams 210 matching the length of the frame crossbeam structures 100, ensuring that the opposite ends of the frame crossbeam structures 100 can be stably connected to the two longitudinal beams 210 via connecting plates 140. The frame crossbeam structures 100 are arranged laterally between the two longitudinal beams 210 and are riveted to the longitudinal beams 210 via the second mounting portion 142 of the connecting plates 140, forming a grid-like load-bearing structure. The specific structure and beneficial effects of the frame crossbeam structures 100 have been described in detail above and will not be repeated here.

[0047] The aforementioned frame 200, through the setting of the frame crossbeam structure 100, has a compact structure and high integration, which can reduce the overall wheelbase while maintaining the strength of the frame 200, thereby improving the vehicle's flexibility.

[0048] Depending on the different application scenarios of the frame 200, the frame crossbeam structure 100 and the longitudinal beam 210 have different assembly methods. Optionally, multiple frame crossbeam structures 100 are spaced apart along the extension direction between any two longitudinal beams 210, and a connecting unit 150 is provided on each of the opposite sides of the body 110 of the frame crossbeam structure 100 along the thickness direction; or, multiple first frame crossbeam structures 101 and multiple second frame crossbeam structures 102 are alternately arranged along the extension direction between any two longitudinal beams 210, and a connecting unit 150 is provided on each of the opposite sides of the body 110 of the first frame crossbeam along the thickness direction, and a connecting unit 150 is provided on one side of the body 110 of the second frame crossbeam along the thickness direction; the connecting unit 150 is composed of a first wing plate 120, a second wing plate 130, and a connecting plate 140 connected thereto.

[0049] Specifically, in the first assembly method, multiple frame crossbeam structures 100 are spaced apart along the extension direction between any two longitudinal beams 210. Each frame crossbeam structure 100 has a connecting unit 150 on each opposite side of its main body 110 along the thickness direction. This results in better strength for the frame crossbeam structures 100, making the assembled frame 200 stronger and more suitable for heavy loads. This application does not impose any limitation on the specific number of frame crossbeam structures 100; their specific number and the spacing between adjacent frame crossbeam structures 100 can be flexibly adjusted according to the actual load capacity, as long as the frame 200 has sufficient strength.

[0050] The second assembly method involves multiple frame crossbeam structures 100 spaced apart along the extension direction between any two longitudinal beams 210. These multiple frame crossbeam structures 100 include alternating first frame crossbeam structures 101 and multiple second frame crossbeam structures 102. Each of the main body 110 of the first frame crossbeam has a connecting unit 150 on each opposite side along the plate thickness direction, and each of the main body 110 of the second frame crossbeam has a connecting unit 150 on one side along the plate thickness direction. This alternating arrangement, compared to a configuration where each frame crossbeam structure 100 is a first frame crossbeam structure 101, effectively reduces the wheelbase of the frame 200, making it more suitable for balancing the vehicle's load-bearing requirements with the logistical considerations of optimizing the frame 200's space. Figure 10 As shown, the dimension from the balance shaft 220 of the frame 200 to the frame crossbeam is B; after adopting the alternating combination of the first frame crossbeam structure 101 and multiple second frame crossbeam structures 102, the distance A3 between the frame crossbeam structures 100 at both ends of the frame 200 is significantly shorter than the distance A1 between the frame crossbeam structures 100 at both ends when multiple first frame crossbeam structures 101 are used in the frame 200.

[0051] In this application, no restrictions are placed on the specific number of the first frame crossbeam structure 101 and the second frame crossbeam structure 102. The specific number and the spacing between adjacent first frame crossbeam structures 101 and second frame crossbeam structures 102 can be flexibly adjusted according to the actual load capacity, as long as the frame 200 has sufficient strength.

[0052] In another aspect, the present invention provides a vehicle including a frame 200. The specific structure and beneficial effects of the frame 200 have been described in detail above and will not be repeated here. By configuring the frame 200, the vehicle described above can reduce the overall wheelbase while maintaining the strength of the frame 200, thereby improving the vehicle's maneuverability.

[0053] The above description is merely an optional embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0054] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable way without contradiction. In order to avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

Claims

1. A vehicle frame rail structure, characterized by, The body is provided with a first wing plate and a second wing plate on opposite sides thereof, and the planes of the first wing plate and the second wing plate are perpendicular to the plane of the body; the frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, and the connecting plate has a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion is used for connecting with the first wing plate, the second mounting portion is used for connecting with the longitudinal beam of the frame, and the third mounting portion is used for connecting with the second wing plate.

2. The cross-car beam structure of claim 1, wherein, The body is provided with a first wing plate and a second wing plate on opposite sides thereof, and the planes of the first wing plate and the second wing plate are perpendicular to the plane of the body; the frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, and the connecting plate has a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion is used for connecting with the first wing plate, the second mounting portion is used for connecting with the longitudinal beam of the frame, and the third mounting portion is used for connecting with the second wing plate.

3. The cross-car beam structure of claim 1, wherein, The body is provided with a first wing plate and a second wing plate on opposite sides thereof, and the planes of the first wing plate and the second wing plate are perpendicular to the plane of the body; the frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, and the connecting plate has a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion is used for connecting with the first wing plate, the second mounting portion is used for connecting with the longitudinal beam of the frame, and the third mounting portion is used for connecting with the second wing plate.

4. The cross-car beam structure of claim 1, wherein, The body is provided with a first wing plate and a second wing plate on opposite sides thereof, and the planes of the first wing plate and the second wing plate are perpendicular to the plane of the body; the frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, and the connecting plate has a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion is used for connecting with the first wing plate, the second mounting portion is used for connecting with the longitudinal beam of the frame, and the third mounting portion is used for connecting with the second wing plate.

5. The cross-car beam structure of claim 4, wherein, The body is provided with a first wing plate and a second wing plate on opposite sides thereof, and the planes of the first wing plate and the second wing plate are perpendicular to the plane of the body; the frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, and the connecting plate has a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion is used for connecting with the first wing plate, the second mounting portion is used for connecting with the longitudinal beam of the frame, and the third mounting portion is used for connecting with the second wing plate.

6. The cross-car beam structure of any of claims 1-5, wherein, In the projection perpendicular to the length direction of the frame cross beam structure, the projection width of the second wing plate is greater than the projection width of the first wing plate.

7. The cross-car beam structure of claim 6, wherein, The body is provided with a first wing plate and a second wing plate on opposite sides thereof, and the planes of the first wing plate and the second wing plate are perpendicular to the plane of the body; the frame cross beam structure further comprises two connecting plates oppositely arranged on the two sides of the body, and the connecting plate has a first mounting portion, a second mounting portion and a third mounting portion connected in sequence, the first mounting portion is used for connecting with the first wing plate, the second mounting portion is used for connecting with the longitudinal beam of the frame, and the third mounting portion is used for connecting with the second wing plate.

8. A vehicle frame, characterized by ​ 9. Frame according to claim 8, characterized in that A plurality of frame cross beam structures are arranged between any two of the longitudinal beams along the extending direction, and each of the bodies of the frame cross beam structures is provided with a connecting unit on each of the opposite sides along the plate thickness direction; or, a plurality of first frame cross beam structures and a plurality of second frame cross beam structures are alternately arranged between any two of the longitudinal beams along the extending direction, the body of the first frame cross beam is provided with a connecting unit on each of the opposite sides along the plate thickness direction, and the body of the second frame cross beam is provided with a connecting unit on one side along the plate thickness direction; the connecting unit is formed by the first wing plate, the second wing plate and the connecting plate connected thereto.

10. A vehicle characterized by comprising: The vehicle frame comprises the vehicle frame according to claim 8 or 9.

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