Frame assembly and vehicle

Abstract

The application discloses a vehicle frame assembly and a vehicle, and relates to the technical field of vehicle frames, in particular to a vehicle frame assembly and a vehicle. The vehicle frame assembly comprises a vehicle frame structure, which comprises a front section, a middle section and a rear section connected in sequence in the front-rear direction; wherein the front section and the rear section are both provided as at least partially composite forming structures, and the composite forming structure comprises an internal profile piece and an external casting piece, the external surface of the internal profile piece is provided with a metal plating layer, and the external casting piece is fixed to the external surface of the internal profile piece by heat melting. The vehicle frame assembly provided by the application has the advantages that the composite forming structure of the front section and the rear section improves the overall structural strength and rigidity of the front section and the rear section, the metal plating layer on the surface of the internal profile piece can improve the bonding capacity of the connection between the internal profile piece and the external casting piece, and the corrosion resistance of the composite forming structure is improved, so that the integrity, the structural strength and the rigidity of the composite forming structure are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a chassis assembly and a vehicle. Background Technology

[0002] Whether for traditional or new energy vehicles, lightweight design has become a hot research topic in the industry. For passenger cars, lightweighting is even more significant and has higher requirements. With the continuous research and development and application of new materials, the issue of vehicle body lightweighting has also been improved to some extent.

[0003] However, while the use of aluminum alloy to replace alloy steel in the chassis of cars currently manufactured using aluminum alloy has greatly reduced the overall weight of the vehicle, some deformation problems still exist due to structural issues, and the rigidity and strength need to be further improved. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a frame assembly in which both the front and rear sections of the frame are constructed using a composite molding structure. This composite molding structure improves the overall structural strength and rigidity of the front and rear sections of the frame, and the metal plating on the surface of the internal profile components enhances the bonding ability with the external castings, and also improves the corrosion resistance of the composite molding structure, thereby improving the overall integrity, structural strength, and rigidity of the composite molding structure.

[0005] According to an embodiment of the present invention, a frame assembly includes: a frame structure, the frame structure including a front frame section, a middle frame section and a rear frame section connected sequentially in a front-rear direction; wherein the front frame section and the rear frame section are both configured to be at least partially composed of a composite molding structure, the composite molding structure including an internal profile part and an external casting part, the outer surface of the internal profile part having a metal plating layer, and the external casting part being hot-melted and fixed to the outside of the internal profile part.

[0006] According to an embodiment of the present invention, the frame assembly of the front and rear sections of the frame is made of a composite molding structure. The composite molding structure includes an inner profile and an outer casting. The outer casting surrounds the outer periphery of the inner profile, and the surface of the inner profile is provided with a metal plating layer to improve the bonding ability between the outer casting and the inner profile. At the same time, the outer casting is hot-melt connected to the outside of the inner profile, thereby improving the integrity between the inner profile and the outer casting, and thus improving the structural strength and rigidity of the front and rear sections of the frame, and improving the collision resistance performance of the vehicle.

[0007] According to an embodiment of the present invention, the internal profile component and the external casting component are thermally fused together to form a fusion layer with a thickness of 100um-150um.

[0008] According to an embodiment of the present invention, the frame assembly includes two front longitudinal beams, and at least one first crossbeam and at least one second crossbeam are provided between the two front longitudinal beams in a longitudinal direction. The second crossbeam is integrally formed with the front longitudinal beams, and the first crossbeam is located in front of the second crossbeam.

[0009] According to an embodiment of the present invention, the frame assembly has two first crossbeams and two second crossbeams, and the distance between the two second crossbeams is less than the distance between the two first crossbeams.

[0010] According to an embodiment of the present invention, the rear portion of the front longitudinal beam includes a curved transition section that slopes outward from front to rear, such that the distance between the rear portions of the two front longitudinal beams is greater than the distance between their front portions.

[0011] According to an embodiment of the present invention, the outer sidewall of the bending transition section includes a first wall surface, a second wall surface, and a third wall surface that are continuous from front to back. The first wall surface is inclined outward from front to back, the second wall surface is inclined inward from front to back along the rear end of the first wall surface, and the third wall surface and the second wall surface have an included angle. At least one of the first wall surface, the second wall surface, and the third wall surface is provided with a crumple zone.

[0012] According to an embodiment of the present invention, the vehicle frame assembly further includes a shock absorber tower located at the upper end of the front longitudinal beam, and the shock absorber tower is provided with a collapsible shrinkage port.

[0013] According to an embodiment of the present invention, the frame assembly further includes two central longitudinal beams and at least one central crossbeam located between the two central longitudinal beams. The central longitudinal beams are connected to the front longitudinal beams. A fuel tank bracket is connected to the rear side of the central crossbeam. The fuel tank bracket extends in the front-rear direction and is connected between the central crossbeam and the rear section of the frame.

[0014] According to an embodiment of the present invention, the central longitudinal beam includes a top surface, a bottom surface, and two side surfaces, and both the top surface and the bottom surface are provided with inclined transition sections between them and the side surfaces.

[0015] According to an embodiment of the present invention, the cross-section of the central longitudinal beam includes at least a first hollow cavity group and a second hollow cavity group distributed in the inward and outward directions. The first hollow cavity group includes a first hollow cavity distributed in the vertical direction, and the second hollow cavity group includes a second hollow cavity distributed in the vertical direction. The first hollow cavity and the second hollow cavity are staggered in the vertical direction.

[0016] According to an embodiment of the present invention, the rear section of the frame includes two rear longitudinal beams and at least two rear crossbeams located between the two rear longitudinal beams, wherein the front longitudinal beams and / or the rear longitudinal beams are respectively connected to the middle longitudinal beams by insertion.

[0017] According to an embodiment of the present invention, in the vehicle frame assembly, one end of the rear longitudinal beam and / or the front longitudinal beam is provided with a plug-in portion, the middle longitudinal beam is provided with a plug-in cavity, the plug-in portion is detachably connected to a support block, the plug-in portion is plugged into the plug-in cavity, and the support block is connected to the middle longitudinal beam through a first connector.

[0018] According to an embodiment of the present invention, the frame assembly includes a plurality of connecting posts, each of the connecting posts having a connecting through hole, and a plurality of first connecting members passing through the plurality of connecting through holes to connect the rear longitudinal beam and / or the front longitudinal beam to the middle longitudinal beam.

[0019] According to an embodiment of the present invention, the outer side wall of the central longitudinal beam is provided with a clearance opening, which is adapted to allow clearance for a plurality of first connectors, so that one end of the plurality of first connectors near the outer side wall of the central longitudinal beam is located in the insertion cavity.

[0020] According to an embodiment of the vehicle frame assembly, a sheet metal part is detachably connected to the inner side of the central longitudinal beam. The sheet metal part is provided with a nut, wherein a second connector is adapted to pass through the battery pack frame and pass through the nut to connect to the central longitudinal beam.

[0021] According to an embodiment of the present invention, the vehicle frame assembly further includes a lifting support structure, the lifting support structure including a support body and a reinforcing member, the support body being connected to the bottom of the vehicle frame structure, and the reinforcing member being located at least at the bottom of the support body and detachably connected to the support body.

[0022] This invention also discloses a vehicle including the aforementioned chassis assembly.

[0023] The advantages of the vehicle described above compared to existing technologies are the same as those of the chassis assembly described above compared to existing technologies, and will not be elaborated here.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0026] Figure 1This is a schematic diagram of the overall structure of the vehicle frame structure according to an embodiment of the present invention;

[0027] Figure 2 This is a partial structural diagram of the front section of the vehicle frame according to an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the front longitudinal beam in an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the structure of the middle section of the vehicle frame according to an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the rear section of the vehicle frame according to an embodiment of the present invention;

[0031] Figure 6 This is a partial structural diagram of the rear section of the vehicle frame according to an embodiment of the present invention;

[0032] Figure 7 This is a cross-sectional schematic diagram of the internal profile component and the external casting component of the front section of the vehicle frame according to an embodiment of the present invention;

[0033] Figure 8 This is a cross-sectional structural diagram of the middle section of the vehicle frame according to an embodiment of the present invention;

[0034] Figure 9 This is a schematic diagram of the outer structure of the front section of the vehicle frame according to an embodiment of the present invention;

[0035] Figure 10 This is a schematic diagram of the front longitudinal beam and the insertion part in an embodiment of the present invention;

[0036] Figure 11 This is a schematic diagram of the connection between the front section of the vehicle frame and the middle longitudinal beam in an embodiment of the present invention.

[0037] Figure 12 This is a structural schematic diagram of the support block and the first connecting member according to an embodiment of the present invention;

[0038] Figure 13 This is a schematic diagram of the structure of the central longitudinal beam in an embodiment of the present invention;

[0039] Figure 14 This is a schematic diagram of the connection between the central longitudinal beam, the battery pack frame, and the lifting support structure in an embodiment of the present invention.

[0040] Figure 15 This is a schematic diagram of the connection between the central longitudinal beam and the lifting support structure in an embodiment of the present invention.

[0041] Figure label:

[0042] Frame structure 100,

[0043] Front section 1 of the frame, front longitudinal beam 11, bending transition section 110, crumple zone 111, reinforcing flange 1111, third wall 112, second wall 113, first wall 114, longitudinally extending wall 115, first mounting hole 116, insertion part 117, second crossbeam 12, first crossbeam 13, shock absorber tower 14, crumple zone material inlet 141; Middle section 2 of the frame, middle longitudinal beam 21, top surface 211, bottom surface 212, side surface 213, first hollow cavity assembly 214, first hollow cavity 2141, second hollow cavity assembly 215, second hollow cavity 2151, insertion cavity 216, second mounting hole 217, clearance opening. 218, Inclined transition section 219, Middle crossbeam 22, Fuel tank bracket 23, Bracket beam 231, Wiring harness fixing bracket 24, Longitudinal frame section 241, Transverse frame section 242, Rear frame section 3, Rear longitudinal beam 31, Rear crossbeam 32, Support block 4, Connecting column 41, Connecting through hole 411, First connector 42, Composite molding structure 5, Internal profile part 51, External casting part 52, Sheet metal part 6, Nut 61, Flange nut column 62, Second connector 7, Battery pack frame 8, Lifting support structure 9, Support body 91, Reinforcing part 92, Base plate section 921, Side plate section 922, Third connector 10. Detailed Implementation

[0044] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0045] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the 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 the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0046] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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 mechanical connection or an electrical 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.

[0047] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0048] The following is for reference. Figures 1-15 The vehicle frame assembly described in this embodiment of the invention is a composite molding structure 5, comprising both the front section 1 and the rear section 3 of the frame. The composite molding structure 5 improves the overall structural strength and rigidity of the front section 1 and the rear section 3 of the frame. Furthermore, the metal plating on the surface of the internal profile 51 improves the bonding ability with the external casting 52 and enhances the corrosion resistance of the composite molding structure 5, thereby improving the overall integrity, structural strength, and rigidity of the composite molding structure 5. The internal profile 51 may be made of high-strength and tough aerospace aluminum profile, the external casting 52 may be made of heat-treatable cast aluminum alloy, and the central longitudinal beam 21 of the middle section 2 of the frame may be made of high-strength and tough aerospace aluminum profile, thereby improving the vehicle's ability to resist frontal, rear, and side collisions.

[0049] like Figure 1-15 As shown, a frame assembly according to an embodiment of the present invention includes: a frame structure 100, the frame structure 100 including a front frame section 1, a middle frame section 2 and a rear frame section 3 connected sequentially in the front-rear direction; wherein, the front frame section 1 and the rear frame section 3 are both configured to be at least partially composed of a composite molding structure 5, the composite molding structure 5 including an inner profile part 51 and an outer casting part 52, the outer surface of the inner profile part 51 having a metal plating layer, and the outer casting part 52 being hot-melt fixed to the outside of the inner profile part 51.

[0050] In practice, the chassis, as the basic frame of a vehicle, supports and connects various assemblies such as the engine, chassis, and body, ensuring that each component maintains its relative position, bears the weight of the vehicle body, passengers, and cargo, distributes dynamic and static loads, and ensures driving stability. In this embodiment of the invention, the chassis structure 100 is divided into a front section 1, a middle section 2, and a rear section 3. The front section 1, middle section 2, and rear section 3 can be connected by bolts and MIG welding, allowing for flexible adjustment of the chassis wheelbase. Furthermore, the middle section 2 is designed to be replaceable to accommodate battery packs of different sizes, thus adapting to vehicle requirements with varying driving ranges.

[0051] Furthermore, both the front section 1 and the rear section 3 of the frame are constructed using a composite molding structure 5. This composite molding structure 5 includes an internal profile component 51 and an external casting component 52. For example, the internal profile component 51 can be made of high-strength and tough aerospace aluminum profiles, such as 7-series aerospace aluminum profiles. The performance of 7-series aerospace aluminum profiles is significantly superior to that of existing 6-series profiles. The composition of 7-series aerospace aluminum profiles includes zinc (Zn) 5.0–7.0%, magnesium (Mg) 1.4–1.6%, copper (Cu) 0.5–0.8%, silicon (Si) ≤0.1%, iron (Fe) ≤0.1%, manganese (Mn) ≤0.1%, zirconium (Zr) 0.05–0.1%, chromium (Cr) 0.1–0.2%, titanium (Ti) 0.1–0.2%, and other impurities totaling <0.5%. In general aluminum alloys, the magnesium (Mg) content is typically between 1.8% and 2.8%, while zinc... Excessive Zn and Mg content can lead to the precipitation of brittle phases at transverse grain boundaries, thereby reducing the transverse strength of the product. Therefore, the Mg content of the aluminum alloy in this 7-series aerospace aluminum profile is adjusted to 1.4-1.6% to improve the transverse properties of the existing aluminum alloy, increasing it from 80% to 90%. However, while Mg and Zn synergistically form a reinforcing phase, enhancing the toughness and weldability of the material, reducing the Mg content narrows the gap between longitudinal and transverse properties, but the overall performance decreases. To improve the overall performance of the alloy and minimize the gap between longitudinal and transverse properties, the Mg content is reduced and zirconium (Zr), chromium (Cr), and titanium (Ti) are added. The main function of these elements is to refine the grains and reduce anisotropy during alloy casting, while improving the overall performance of the alloy.

[0052] In addition, the addition of 0.1-0.2% chromium (Cr) can suppress stress corrosion of aluminum-zinc alloys. Through these adjustments, 7-series aerospace aluminum profiles can maintain high strength while improving toughness and weldability, and at the same time reduce stress corrosion sensitivity, thus achieving an overall performance improvement.

[0053] Furthermore, by using a heat-treatable cast aluminum alloy for the outer casting 52, the strength, hardness, corrosion resistance, and tensile strength of the alloy can be significantly improved. Combined with the use of 7-series aerospace aluminum profiles for the inner profile 51, the strength, rigidity, toughness, and corrosion resistance of the composite molding structure 5 are further improved, avoiding the problem of brittle fracture caused by excessive strength of a single material. In addition, both the inner profile 51 and the outer casting 52 are hollow structures, and the weight can be further reduced after setting the composite molding structure 5.

[0054] Compared to steel and single-cast aluminum, the front section 1 and rear section 3 of the frame in this embodiment of the invention have significant advantages, with performance superior by 30% and overall weight reduced by 15% to 25%, which is expected to reduce weight by 30 to 50 kg, greatly improving the vehicle's lightweight level. Moreover, compared to traditional steel and single-cast aluminum frames, the bending stiffness of the frame structure 100 in this embodiment of the invention is increased from 5130 N / mm to 5556 N / mm, the torsional stiffness is increased from 8890 N·m / deg to 10884 N·m / deg, and other performance indicators are also improved by 5% to 10%, resulting in superior overall performance.

[0055] Specifically, in this embodiment of the invention, the outer casting 52 surrounds the outer periphery of the inner profile 51, and the surface of the inner profile 51 is provided with a metal plating layer, which improves the bonding ability between the outer casting 52 and the inner profile 51. At the same time, the outer casting 52 is hot-melt connected to the outside of the inner profile 51, thereby improving the integrity between the inner profile 51 and the outer casting 52, and thus improving the structural strength and rigidity of the front section 1 and the rear section 3 of the frame, and improving the vehicle's anti-collision performance.

[0056] In some embodiments, the inner profile 51 and the outer casting 52 are thermally fused together to form a fusion layer with a thickness of 100µm-150µm.

[0057] Specifically, both the internal profile 51 and the external casting 52 are hollow structures. The outer surface of the internal profile 51 is shot-blasted and then electroplated with a metal coating. The shot blasting process can quickly remove oxide scale, rust, and dirt. At the same time, the shot impact forms a suitable roughness, significantly improving surface cleanliness and smoothness, providing a good foundation for subsequent painting or welding. The high-speed impact of the shot forms a compressive stress layer on the workpiece surface, significantly enhancing fatigue resistance and wear resistance. Furthermore, a 10μm zinc coating is electroplated on the outer surface of the internal profile 51. The zinc coating evenly covers the connecting surface, filling any possible micro gaps and defects, significantly improving the salt spray corrosion resistance of the 7-series aluminum alloy and its bonding ability with the external casting 52. This improves the overall integrity between the internal profile 51 and the external casting 52, while simultaneously possessing the advantages of both the internal profile 51 and the external casting 52, thus improving the strength and rigidity of the front section 1 and the rear section 3 of the frame.

[0058] Furthermore, through experimental verification, when a 10μm zinc coating is applied to the outer surface of the internal profile 51, the shear strength of the resulting composite molded structure 5 is 64MPa; when a 5μm zinc coating is applied to the outer surface of the internal profile 51, the shear strength of the resulting composite molded structure 5 is 62MPa; and when a 15μm zinc coating is applied to the outer surface of the internal profile 51, the shear strength of the resulting composite molded structure 5 is 60MPa. Therefore, applying a 10μm zinc coating to the outer surface of the internal profile 51 can improve the shear strength of the composite material.

[0059] Furthermore, after applying a 10μm zinc coating to the outer surface of the internal profile 51, the internal profile 51 and the external casting 52 are fused together to form a fusion layer. This fusion is typically high-temperature fusion, and the thickness of the fusion layer is 100µm-150µm. This thickness range ensures sufficient atomic diffusion and metallurgical bonding, forming a stable fusion zone and avoiding problems such as insufficient bonding and easy breakage due to an excessively thin fusion layer. Conversely, an excessively thick fusion layer will not generate too many brittle phases, thus reducing strength. Moreover, a moderately thick fusion layer can alleviate internal stress caused by material differences or different coefficients of thermal expansion between the internal profile 51 and the external casting 52, reducing the risk of cracking due to stress concentration. This thickness range is also relatively easy to achieve in the manufacturing process, ensuring both quality and production efficiency. It should be noted that the actual thickness of both the fusion layer and the metal plating is very thin compared to the frame structure 100; therefore, the fusion layer and the metal plating are not shown in the figure.

[0060] In some embodiments, the front section 1 of the frame includes two front longitudinal beams 11, and at least one first crossbeam 13 and at least one second crossbeam 12 distributed in the front-rear direction are provided between the two front longitudinal beams 11. The second crossbeam 12 is integrally formed with the front longitudinal beams 11, and the first crossbeam 13 is located in front of the second crossbeam 12.

[0061] In other words, there can be multiple first crossbeams 13, and there can also be multiple second crossbeams 12. Of course, refer to... Figure 1 and Figure 2 As shown, the first crossbeam 13 can also be set as two, and the second crossbeam 12 can be set as two, with the two second crossbeams 12 and the front longitudinal beam 11 integrally cast. Figure 2 In this process, the integrally formed second crossbeam 12 and front longitudinal beam 11 form an integral hollow super-large product with dimensions of 1505x1480x685mm, achieving a lightweight effect, eliminating the connection step, and reducing the risk of cracking at the transition between the front longitudinal beam 11 and the two second crossbeams 12.

[0062] This means that the two front longitudinal beams 11 and the two first cross beams 13 are integrated into one design, which significantly improves the strength and rigidity of the product. It not only greatly improves the lightweight effect, but also improves dimensional accuracy, production efficiency and cost-effectiveness. Compared with the existing technology, the lightweight effect and maintainability are poor. This invention overcomes these shortcomings through integrated design and achieves higher performance and reliability.

[0063] In some embodiments, there are two first crossbeams 13 and two second crossbeams 12, and the distance between the two second crossbeams 12 is less than the distance between the two first crossbeams 13.

[0064] Among them, the distance between the two second crossbeams 12 is relatively close, and the two second crossbeams 12 are close to the rear of the middle section 2 of the frame, which improves the structural strength of the rear of the front section 1 of the frame; one of the two first crossbeams 13 is located at the front end of the second crossbeam 12, and the other first crossbeam 13 and the adjacent second crossbeam 12 are located on both sides of the middle position of the front section 1 of the frame along the front-rear direction of the vehicle. The distance between the two second crossbeams 12 is greater than the distance between the two first crossbeams 13. This can provide support for the front of the vehicle through the first crossbeam 13, and can also improve the rear strength of the front section 1 of the frame through the two second crossbeams 12. At the same time, the support effect of the middle part of the front section 1 of the frame along the front-rear direction is not poor while reducing the number of crossbeams.

[0065] In some embodiments, the rear portion of the front longitudinal beam 11 includes a curved transition section 110 that slopes outward from front to back, such that the distance between the rear portions of the two front longitudinal beams 11 is greater than the distance between the front portions.

[0066] In other words, combining Figure 1 , Figure 2 and Figure 9 As shown, the rear part of the front longitudinal beam 11 is configured as a bending transition section 110, which bends outward. When the front of the vehicle is involved in a collision, the force of the collision is diffused outward along the bending transition section 110 of the two front longitudinal beams 11, thus dissipating the force of the collision when it is transmitted to the mid-section 2 of the frame, thereby reducing the impact on the occupants. Furthermore, during vehicle operation, the front longitudinal beam 11 needs to withstand various loads such as the weight of the vehicle body and road bumps. The design of the bending transition section 110 can avoid stress concentration, reduce the risk of fatigue damage, and extend service life. In addition, the bending transition section 110 can also adapt to the vehicle body direction and provide suitable installation space for the chassis, suspension, etc., while also taking into account the effects of stability and improving structural strength.

[0067] In some embodiments, refer to Figure 9As shown, the outer wall of the curved transition section 110 includes a first wall surface 114, a second wall surface 113, and a third wall surface 112 that are continuous from front to back. The first wall surface 114 is inclined outward from front to back, the second wall surface 113 is inclined inward from front to back along the rear end of the first wall surface 114, and there is an included angle between the third wall surface 112 and the second wall surface 113. At least one of the first wall surface 114, the second wall surface 113, and the third wall surface 112 is provided with a contraction opening 111.

[0068] In practice, the bending transition section 110 slopes outward from front to back as shown in the top view of the frame structure 100, that is... Figure 1 As shown; the structure provided on the outer wall of the curved transition section 110 is as shown from the outer view of the front longitudinal beam 11, referring to... Figure 9 As shown, based on the curved transition section 110, the outer wall of the front longitudinal beam 11 is configured to include a first wall surface 114, a second wall surface 113, and a third wall surface 112 in an S-shape. The front part of the first wall surface 114 is connected to the rear end of the longitudinally extending wall surface 115. The longitudinally extending wall surface 115 extends along the front-rear direction of the vehicle, which can be understood as the longitudinally extending wall surface 115 being parallel or nearly parallel to the front-rear direction of the vehicle. The rear part of the longitudinally extending wall surface 115 is connected to the first wall surface 114. The rear end of the first wall surface 114 is closer to the outside than the front end of the first wall surface 114. Meanwhile, one end of the second wall surface 113 is connected to the first wall surface 114 and the other end is connected to the third wall surface 112. The second wall surface 113 slopes inward from front to back along the rear end of the first wall surface 114. That is, the connection between the second wall surface 113 and the third wall surface 112 is closer to the inside of the vehicle than the connection between the second wall surface 113 and the first wall surface 114. The inner and outer sides refer to the sides along the width of the vehicle: the inner side is closer to the center axis of the vehicle body, and the outer side is farther from the center axis.

[0069] Therefore, the outer wall of the curved transition section 110 is configured with an S-shaped structure, and the longitudinally extending wall 115 in this embodiment of the invention is provided with a crumple zone 111. Another crumple zone 111 is provided at the connection between the rear end of the longitudinally extending wall 115 and the first wall 114. Simultaneously, the third wall 112 is also provided with a crumple zone 111. When a vehicle is subjected to a frontal collision, during the transmission of force along the longitudinally extending wall 115 from front to rear, the crumple zone 111 of the longitudinally extending wall 115 can absorb part of the force and can interrupt the transmission of part of the force at the connection between the longitudinally extending wall 115 and the first wall 114. At the same time, the crumple zone 111 at the connection between the longitudinally extending wall 115 and the first wall 114 can also absorb part of the force. After the remaining force is transmitted from the first wall 114 to the second wall 113, part of the force can also be interrupted and absorbed by the connection between the first wall 114 and the second wall 113, thereby reducing it. At the same time, when the force is transmitted from the second wall 113 to the third wall 112, part of the force is also dissipated. The crumple zone 111 of the third wall 112 can also absorb part of the force. That is, the design of the outer wall of the curved transition section 110 can better absorb the force of the front collision of the whole vehicle.

[0070] In addition, a reinforcing flange 1111 can be provided around the aforementioned crumple zone 111, so that the crumple zone 111 can absorb the force, while the reinforcing flange 1111 can improve the structural strength of the outer wall of the bending transition section 110, meet the vehicle's forward towing requirements, and greatly improve the vehicle's safety performance in frontal collisions and forward towing.

[0071] It should also be noted that the crumple zone 111 is designed as a strip-shaped opening. The width of the strip-shaped opening along the front-rear direction of the vehicle is smaller, that is, the width along the front-rear direction is smaller than the length along the vertical direction, thereby reducing the deformation of the vehicle in a frontal collision and better absorbing the impact force.

[0072] In some embodiments, the frame assembly further includes a shock absorber tower 14, which is located at the upper end of the front longitudinal beam 11 and has a collapsible shrinkage port 141.

[0073] In practice, the damping tower 14 and the front longitudinal beam 11 can also be cast as a single piece to improve the overall structure and structural strength, such as... Figure 9As shown, the collapse reduction port 141 is located above the collapse reduction port 111 of the third wall 112, and there are two collapse reduction ports 141. The length of the two collapse reduction ports 141 in the vertical direction is greater than the width in the front-rear direction. The connection between the shock absorber tower 14 and the front longitudinal beam 11 has high strength. The collapse reduction port 141 weakens the structural strength of the shock absorber tower 14 locally, making this part a preset fracture point or deformation point. The collapse reduction port 141 is located above the collapse reduction port 111 at the rear end. When the vehicle is involved in a frontal collision, it can guide the front longitudinal beam 11 to collapse in an orderly manner in the designed direction while meeting the strength requirements. This ensures the displacement of the shock absorber tower 14 when it collapses and breaks, and avoids irregular deformation of the structure due to chaotic stress. During the collapse process, the structure at the collapse reduction port 141 will consume a large amount of collision energy through its own compression deformation, reducing the impact force transmitted to the vehicle body and passenger compartment, thereby reducing the risk of injury to the occupants.

[0074] In some embodiments, the mid-section 2 of the frame further includes two mid-length beams 21 and at least one mid-section crossbeam 22 located between the two mid-length beams 21. The mid-length beams 21 are connected to the front mid-length beams 11. A fuel tank bracket 23 is connected to the rear side of the mid-section crossbeam 22. The fuel tank bracket 23 extends in the front-rear direction and is connected between the mid-section crossbeam 22 and the rear section 3 of the frame.

[0075] Among them, the central longitudinal beam 21 can be made of 7-series high-strength and high-toughness aerospace aluminum profile, which can reduce weight while improving structural strength, combined with Figure 1 and Figure 4 As shown, the middle section 2 of the frame includes two middle longitudinal beams 21, which are connected to the front longitudinal beam 11. The two middle longitudinal beams 21 can be connected to a middle cross beam 22 by bolts. The rear of the middle cross beam 22 is connected to the fuel tank bracket 23. The fuel tank bracket 23 includes two bracket beams 231 extending in the front-rear direction, which improves the uniformity and stability of the support force. The fuel tank bracket 23 can be made of steel sheet metal, which has good strength and stability and reduces the degree of damage to the fuel tank in the event of a collision.

[0076] In addition, a wire harness fixing frame 24 is connected to the front of the central longitudinal beam 21. The wire harness fixing frame 24 includes a longitudinal frame part 241 extending in the front-rear direction. The rear end of the longitudinal frame part 241 is connected to the central cross beam 22. The front of the longitudinal frame part 241 is connected to a transverse frame part 242 extending in the left-right direction. The transverse frame part 242 is connected between the two front longitudinal beams 11. The longitudinal frame part 241 and the transverse frame part 242 are used to connect and fix the high-voltage wire harness and become part of the frame of the vehicle frame structure 100, thereby improving the overall structural stability.

[0077] In some embodiments, the central longitudinal beam 21 includes a top surface 211, a bottom surface 212 and two side surfaces 213, and both the top surface 211 and the bottom surface 212 are provided with inclined transition sections 219 between them and the side surfaces 213.

[0078] In practice, refer to Figure 8 As shown, the transition between the top surface 211 and the side surface 213 of the central longitudinal beam 21 is an inclined transition section 219. At the same time, the transition between the bottom surface 212 and the side surface 213 of the central longitudinal beam 21 is also an inclined transition section 219. Thus, when the vehicle is subjected to a side collision 213, the impact force can first be transmitted through the outer side surface 213 to the two inclined transition sections 219 connected to the outer side surface 213, so that the force is initially dissipated. The dissipated force is then transmitted along the inclined transition sections 219 to the top surface 211 and the bottom surface 212 respectively. Then, the direction of the force is changed through the inclined transition section 219 near the inner side surface 213, reducing the risk of deformation of the central longitudinal beam 21 and significantly enhancing the bearing capacity of the central longitudinal beam 21 in a side collision, further improving the bending stiffness and overall safety of the entire frame structure 100.

[0079] In some embodiments, the cross-section of the central longitudinal beam 21 includes at least a first hollow cavity group 214 and a second hollow cavity group 215 distributed in the inward and outward directions. The first hollow cavity group 214 includes a first hollow cavity 2141 distributed in the vertical direction, and the second hollow cavity group 215 includes a second hollow cavity 2151 distributed in the vertical direction. The first hollow cavity 2141 and the second hollow cavity 2151 are staggered in the vertical direction.

[0080] Continue to refer to Figure 8 As shown, the first hollow cavity group 214 includes three first hollow cavities 2141, and the second hollow cavity group 215 includes two second hollow cavities 2151. The first hollow cavity group 214 is located outside the second hollow cavity group 215, and the vertical length of the second hollow cavity 2151 is greater than the vertical length of the first hollow cavity 2141, while the horizontal width of the first hollow cavity 2141 is greater than the horizontal width of the second hollow cavity 2151. By setting the first hollow cavity group 214 and the second hollow cavity group 215, the lightweight design of the central longitudinal beam 21 can be achieved. The first hollow cavity group 214 and the second hollow cavity group 215 are equivalent to reinforcing cavities, which can improve strength and absorb collision energy.

[0081] The first hollow cavity 2141 has a wider transverse width than the second hollow cavity 2151, which can better absorb the external impact force at the beginning of the side impact, thereby reducing the position of the force reaching the second hollow cavity 2151. In addition, multiple first hollow cavities 2141 are distributed vertically, and the second hollow cavities 2151 are also distributed vertically and spaced apart from the first hollow cavities 2141, which improves the anti-compression effect of the side impact and thus enhances the resistance to side impact.

[0082] In some embodiments, the rear section 3 of the frame includes two rear longitudinal beams 31 and at least two rear crossbeams 32 located between the two rear longitudinal beams 31, and the front longitudinal beams 11 and / or the rear longitudinal beams 31 are respectively connected to the middle longitudinal beam 21 by insertion.

[0083] In practice, the rear longitudinal beam 31 can be inserted into the middle longitudinal beam 21, and the front longitudinal beam 11 can be inserted into the middle longitudinal beam 21. Alternatively, one of the rear longitudinal beam 31 or the front longitudinal beam 11 can be inserted into the middle longitudinal beam 21, while the other uses a different connection method. Figure 10 and Figure 11 As shown, Figure 11 This is for the connection between the front longitudinal beam 11 and the middle longitudinal beam 21. Of course, the connection method between the front longitudinal beam 11 and the middle longitudinal beam 21 is also applicable to the connection method between the rear longitudinal beam 31 and the middle longitudinal beam 21. The connection is convenient by plugging. After plugging, the front longitudinal beam 11 or the rear longitudinal beam 31 and the middle longitudinal beam 21 are supported, which also facilitates further welding and improves the convenience of connection.

[0084] In some embodiments, one end of the rear longitudinal beam 31 and / or the front longitudinal beam 11 is provided with a plug-in portion 117, and the middle longitudinal beam 21 is provided with a plug-in cavity 216. The plug-in portion 117 is detachably connected to a support block 4. The plug-in portion 117 is plugged into the plug-in cavity 216, and the support block 4 is connected to the middle longitudinal beam 21 through a first connector 42.

[0085] Reference Figure 10 As shown, taking the front longitudinal beam 11 as an example, one end of the front longitudinal beam 11 facing the middle longitudinal beam 21 is provided with a plug-in part 117. The plug-in part 117 can be the end of the internal profile part 51 extending rearward along the external casting part 52. The interior of the plug-in part 117 is a hollow structure, and the plug-in part 117 is provided with first mounting holes 116 on two opposite sides along the transverse direction of the vehicle. The support block 4 is connected to the hollow structure of the plug-in part 117, and the plug-in part 117 is inserted into the middle longitudinal beam 21. Inside the insertion cavity 216, the middle longitudinal beam 21 is provided with a plurality of second mounting holes 217 corresponding one-to-one with the first mounting holes 116. After the insertion part 117 of the front longitudinal beam 11 is inserted into the insertion cavity 216 of the middle longitudinal beam 21, the first connector 42 passes through the first mounting hole 116 and the support block 4, thereby passing through the second mounting holes 217 of the middle longitudinal beam 21, so that the insertion part 117 is connected to the support block 4 and connected to the middle longitudinal beam 21.

[0086] Furthermore, the first connector 42 uses M16 fastening bolts, and five M16 fastening bolts can be set. Two fastening bolts are connected to the upper part of the outer side wall of the insertion part 117, and two fastening bolts are connected to the lower part. At the same time, the two upper fastening bolts and the two lower fastening bolts can also be connected to a fastening bolt located in the middle, thereby improving the uniformity and stability of the stress when the front longitudinal beam 11 is connected to the middle longitudinal beam 21, and improving the structural strength of the connection. In actual design, the rear longitudinal beam 31 can also be inserted into the middle longitudinal beam 21 and fastened with six M16 bolts, which can further improve the reliability of the connection.

[0087] Furthermore, by providing a support block 4 at the insertion part 117, the connection strength between the front longitudinal beam 11 or the rear longitudinal beam 31 and the middle longitudinal beam 21 is further improved, and the stability of the connection is enhanced, reducing the risk of connection failure or deformation at the connection between the front longitudinal beam 11 or the rear longitudinal beam 31 and the middle longitudinal beam 21.

[0088] In some embodiments, the support block 4 includes a plurality of connecting posts 41, each connecting post 41 having a connecting through hole 411, and a plurality of first connectors 42 passing through the plurality of connecting through holes 411 to connect the rear longitudinal beam 31 and / or the front longitudinal beam 11 to the middle longitudinal beam 21.

[0089] Reference Figure 12 As shown, Figure 12 The diagram shows the structure of the support block 4 and multiple first connectors 42. The support block 4 has multiple connecting posts 41 extending along the width direction of the vehicle. These connecting posts 41 are located inside the insertion part 117 and extend along the width direction of the vehicle. Each connecting post 41 includes a connecting through hole 411. Through the connecting through holes 411 of the multiple connecting posts 41, the multiple first connectors 42 can connect the front longitudinal beam 11 to the middle longitudinal beam 21. Furthermore, the multiple connecting posts 41 act as reinforcing ribs. The connecting posts 41 can abut against the inner wall of the hollow structure of the insertion part 117 along the width direction of the vehicle. When a vehicle is subjected to a side impact at the connection between the front longitudinal beam 11 and the middle longitudinal beam 21, the multiple connecting pillars 41 can reduce the risk of deformation at the connection between the front longitudinal beam 11 and the middle longitudinal beam 21. At the same time, when the front of the vehicle is impacted, the partial force of multiple impacts can be blocked and absorbed by the multiple connecting pillars 41, thereby improving the strength and stiffness of the middle longitudinal beam 21 and the front longitudinal beam 11. Similarly, when the rear longitudinal beam 31 is connected to the middle longitudinal beam 21 in the same way, the strength and stiffness of the middle longitudinal beam 21 and the rear longitudinal beam 31 are also improved, thereby improving the strength and stiffness of the entire vehicle.

[0090] Furthermore, after the plug-in part 117 is connected to the middle longitudinal beam 21 through the first connector 42, the plug-in part 117 and the middle longitudinal beam 21 are further welded together to maintain the integrity of the structure. That is, the combination of plugging, bolting and welding between the front longitudinal beam 11 and the rear longitudinal beam 31 and the middle longitudinal beam 21 respectively achieves a high-strength connection, further improving the reliability, strength and rigidity of the connection between the middle longitudinal beam 21 and the rear longitudinal beam 31 and the front longitudinal beam 11, thereby achieving a better effect of resisting external collisions.

[0091] In some embodiments, the outer side wall of the central longitudinal beam 21 is provided with a clearance opening 218, which is adapted to allow multiple first connectors 42 to pass through, so that one end of the multiple first connectors 42 near the outer side wall of the central longitudinal beam 21 is located in the insertion cavity 216.

[0092] Reference Figure 11 and Figure 13 As shown, the outer side wall of the middle longitudinal beam 21 is provided with a clearance opening 218. That is to say, when the plug part 117 is plugged into the plug cavity 216 of the middle longitudinal beam 21 and connected by the first connector 42, which is a fastening bolt, the head of the fastening bolt will not protrude from the outer side wall of the middle longitudinal beam 21. If the head of the fastening bolt is in the plug cavity 216 or flush with the outer side wall of the middle longitudinal beam 21, it will reduce interference with other parts and make it easier to observe whether the plug part 117 is deformed or damaged.

[0093] In some embodiments, a sheet metal part 6 is detachably connected to the inner side of the central longitudinal beam 21. The sheet metal part 6 is provided with a nut 61, wherein the second connector 7 is adapted to pass through the battery pack frame 8 and pass through the nut 61 to connect to the central longitudinal beam 21.

[0094] Reference Figure 14 As shown, the inner side of the central longitudinal beam 21 along the vehicle width direction is connected to a sheet metal part 6. The inner side is the side of the central longitudinal beam 21 facing the center of the vehicle along the vehicle width direction. The battery pack frame 8 is adapted to be detachably connected to the inner side of the central longitudinal beam 21. The sheet metal part 6 is made of steel sheet metal, and the central longitudinal beam 21 is made of 7-series high-strength and tough aviation aluminum profile. Thus, after the battery pack frame 8 is connected to the central longitudinal beam 21, the structural strength of the connection can be improved.

[0095] Specifically, multiple nuts 61 can be welded onto the sheet metal part 6 first. The nuts 61 can be steel nuts. The multiple nuts 61 are spaced apart along the length of the central longitudinal beam 21. Then, the sheet metal part 6 with the welded nuts 61 is connected to the central longitudinal beam 21 by multiple second connectors 7, which are inserted one-to-one through the multiple nuts 61. This meets the needs of frequent battery pack replacement and improves the convenience of connection. The second connectors 7 can be M12 fastening bolts, which have high strength, large load-bearing capacity and good tensile performance. Moreover, the design of the steel nuts 61 solves the problem of insufficient hardness and easy damage when the battery pack needs to be replaced and disassembled.

[0096] Furthermore, flange nut posts 62 can be provided at both ends of the battery pack frame 8 along the length of the vehicle. The ends of the flange nut posts 62 are provided with flanges, which are similar to gaskets. When the flange nut posts 62 are connected to the middle longitudinal beam 21, the flange nut posts 62 penetrate the middle longitudinal beam 21 along the width of the vehicle and are connected to the middle longitudinal beam 21. The design of the flanges at the ends of the flange nut posts 62 can increase the stress area, improve the stability of the connection, and make the connection more secure. This ensures that the second connector 7 can more reliably connect the battery pack frame 8 to the sheet metal part 6 and the rear longitudinal beam 31, thereby improving the strength of the connection and the overall bending stiffness of the vehicle, ensuring the stability of the connection of the battery pack frame 8, and reducing the risk of damage to the battery pack in the event of a collision.

[0097] Moreover, the design of the flange nut column 62 solves the problem of insufficient bending stiffness caused by the opening at the connection point between the battery pack frame 8 and the central longitudinal beam 21, significantly improving the rigidity of the overall structure. Furthermore, by connecting the nut 61 or flange nut column 62 to the steel sheet metal and then connecting the steel sheet metal to the central longitudinal beam 21, the production process is simplified, assembly efficiency is improved, and manufacturing costs are further reduced.

[0098] In some embodiments, the frame assembly further includes a lifting support structure 9, which includes a support body 91 and a reinforcement 92. The support body 91 is connected to the bottom of the frame structure 100, and the reinforcement 92 is located at least at the bottom of the support body 91 and is detachably connected to the support body 91.

[0099] Reference Figure 14 and Figure 15 As shown, a lifting support structure 9 can be installed at the bottom of the middle longitudinal beam 21, or at the bottom of the front longitudinal beam 11 and / or the rear longitudinal beam 31. When the vehicle needs tire replacement or other lifting operations, it is supported by a jack on the lifting support structure 9. The lifting support structure 9 includes a support body 91 and a reinforcing member 92. The support body 91 is integrally formed with the middle longitudinal beam 21. The reinforcing member 92 can be connected to the outside of the support body 91. The reinforcing member 92 is made of high-hardness stainless steel plate, such as... Figure 15As shown, the reinforcing member 92 includes an integrally formed base plate portion 921 and a side plate portion 922 that is bent and connected to the base plate portion 921. When the reinforcing member 92 is connected to the support body 91, the base plate portion 921 is located at the bottom of the support body 91, and the side plate portion 922 is connected to the sides of the support body 91 in the front-rear direction. For example, the side plate portion 922 is connected to the side of the support body 91 through a third connector 10. The third connector 10 can be a combination of rivet nuts and M6 bolts. For example, the rivet nuts are welded to a high-hardness stainless steel plate, that is, the bolts pass through the stainless steel plate and are connected to the support body 91, which improves the reliability of the connection.

[0100] Therefore, when the vehicle needs to be lifted, the jack can be supported on the base plate 921 of the reinforcing member 92. The third connecting member 10 connects the stainless steel plate to the support body 91 through the two sides in the front and rear directions, thereby maintaining the flatness of the base plate 921 and improving the convenience of connecting the reinforcing member 92 and the support body 91. At the same time, the hardness of steel is 4 to 6 times that of aluminum. The design of the reinforcing member 92 can reduce the risk of deformation of the lifting support structure 9, thereby further improving the structural strength of the middle longitudinal beam 21, the front longitudinal beam 11, or the rear longitudinal beam 31 of the frame structure 100, significantly enhancing the durability and strength of the lifting support structure 9, solving the problem of damage to the lifting support structure 9 during vehicle maintenance due to insufficient hardness in the prior art. Moreover, the detachable connection between the reinforcing member 92 and the support body 91 also facilitates the replacement of the reinforcing member 92.

[0101] It should be noted that the frame structure 100 of this embodiment of the invention has significant advantages over steel and single cast aluminum molding, with performance superior by 30% and overall weight reduced by 15% to 25%, which is expected to reduce weight by 30 to 50 kg, greatly improving the vehicle's lightweight level. The front section 1 and rear section 3 of the frame are both composite moldings of high-strength and tough aerospace aluminum profiles and heat-treatable cast aluminum alloys. Compared with traditional steel and single cast aluminum frames, the bending stiffness is increased from 5130 N / mm to 5556 N / mm, the torsional stiffness is increased from 8890 N·m / deg to 10884 N·m / deg, and other performance indicators are also improved by 5% to 10%, resulting in superior overall performance.

[0102] The main design of the frame structure 100 consists of three parts: the front section 1, the middle section 2, and the rear section 3, which are securely connected by bolts and MIG welding. The overall production cycle is shortened by 30% to 50% compared to traditional steel structures. This invention achieves the required dimensions through integrated casting and precision CNC machining, significantly reducing the dimensional accuracy problems caused by welding deformation of steel plates in existing technologies. The overall assembly dimensional accuracy is improved by 50% to 80%, thereby greatly improving the product's precision and stability.

[0103] Furthermore, the front longitudinal beam 11 features collapsible deformation zones such as a first wall surface 114, a second wall surface 113, and a third wall surface 112 on its outer side. The front longitudinal beam 11 incorporates high-strength and tough 7-series aerospace aluminum profiles as internal profile components 51, with a tensile strength ≥450MPa, a yield strength ≥400MPa, and an elongation ≥10%. The external casting 52 utilizes a heat-treatable cast aluminum alloy with a tensile strength ≥280MPa, a yield strength ≥220MPa, and an elongation ≥6%. Both are integrally cast. Compared to existing 6-series aluminum alloys, the performance of this invention is improved by 10% to 15%, and compared to single cast aluminum alloys, the performance is improved by 60% to 70%. Therefore, this embodiment of the invention demonstrates superior collision energy absorption, significantly enhancing the overall vehicle safety performance.

[0104] In this embodiment of the invention, the left and right shock absorber towers 14, the left and right central longitudinal beams 21, and the two second crossbeams 12 are designed as a single unit. Combined with the collapse-shrinkage inlet 141 of the shock absorber tower 14 and the S-shaped structure and collapse-shrinkage opening 111 on the outer surface 213 of the central longitudinal beam 21, the design meets the protection requirements for the cab, high-voltage wiring harness, and power system in a frontal collision. High-strength and tough 7-series aerospace aluminum profiles are embedded inside the central longitudinal beam 21, which not only meets the collision strength requirements but also ensures the displacement of the shock absorber tower 14 in the event of collapse and fracture.

[0105] In addition, the two rear longitudinal beams 31 and the rear crossbeam 32 between the two rear longitudinal beams 31 of the rear section 3 of the frame are integrally formed. The key mounting points of the two rear longitudinal beams 31 are completed by CNC machining in the same process, which ensures high dimensional accuracy of the mounting points. This plays an important supporting role in the handling and driving stability of the whole vehicle.

[0106] In this embodiment of the invention, the external casting 52 is made of low-pressure cast aluminum alloy, which can compensate for the shortcomings of the high-strength and high-toughness aluminum alloy of the internal profile 51 in terms of structural shape, such as various mounting screw holes, lugs, and other structures. At the same time, the low-pressure cast aluminum alloy of the external casting 52 can be further strengthened by heat treatment, and its performance is superior to that of traditional high-pressure cast aluminum alloy.

[0107] This invention also discloses a vehicle including the aforementioned frame assembly. Both the front section 1 and the rear section 3 of the frame are made of a composite molding structure 5. The composite molding structure 5 includes an inner profile 51 and an outer casting 52. The outer casting 52 surrounds the outer periphery of the inner profile 51, and the surface of the inner profile 51 is provided with a metal plating layer to improve the bonding ability between the outer casting 52 and the inner profile 51. At the same time, the outer casting 52 is hot-melt connected to the outside of the inner profile 51, thereby improving the integrity between the inner profile 51 and the outer casting 52. The inner profile 51 is made of 7-series aerospace aluminum profile, and the outer casting 52 is made of heat-treatable cast aluminum alloy. The central longitudinal beam 21 of the middle section 2 of the frame is also made of 7-series aerospace aluminum profile, thereby improving the structural strength and rigidity of the front section 1 and the rear section 3 of the frame, improving the vehicle's anti-collision performance, especially the front and rear collision performance, which is suitable for the strength requirements of off-road vehicles.

[0108] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0109] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle frame assembly, characterized in that, include: The frame structure (100) includes a front frame section (1), a middle frame section (2) and a rear frame section (3) connected sequentially in the front-rear direction; The front section (1) and the rear section (3) of the frame are both configured to be at least partially composed of a composite molding structure (5). The composite molding structure (5) includes an internal profile (51) and an external casting (52). The outer surface of the internal profile (51) has a metal plating layer, and the external casting (52) is hot-melted and fixed to the outside of the internal profile (51).

2. The frame assembly according to claim 1, characterized in that, The internal profile (51) and the external casting (52) are thermally fused together to form a fusion layer with a thickness of 100um-150um.

3. The frame assembly according to claim 1, characterized in that, The front section (1) of the frame includes two front longitudinal beams (11), and at least one first crossbeam (13) and at least one second crossbeam (12) are provided between the two front longitudinal beams (11) in the front-rear direction. The second crossbeam (12) is integrally formed with the front longitudinal beams (11), and the first crossbeam (13) is located in front of the second crossbeam (12).

4. The frame assembly according to claim 3, characterized in that, There are two first crossbeams (13) and two second crossbeams (12), and the distance between the two second crossbeams (12) is less than the distance between the two first crossbeams (13).

5. The frame assembly according to claim 3, characterized in that, The rear portion of the front longitudinal beam (11) includes a curved transition section (110) that slopes outward from front to back, such that the distance between the rear portions of the two front longitudinal beams (11) is greater than the distance between the front portions.

6. The frame assembly according to claim 5, characterized in that, The outer wall of the curved transition section (110) includes a first wall surface (114), a second wall surface (113), and a third wall surface (112) that are continuous from front to back. The first wall surface (114) is inclined outward from front to back, and the second wall surface (113) is inclined inward from front to back along the rear end of the first wall surface (114). The third wall surface (112) and the second wall surface (113) have an included angle. At least one of the first wall surface (114), the second wall surface (113), and the third wall surface (112) is provided with a contraction opening (111).

7. The frame assembly according to claim 6, characterized in that, It also includes a shock absorber tower (14), which is located at the upper end of the front longitudinal beam (11) and is provided with a collapse reduction port (141).

8. The frame assembly according to claim 3, characterized in that, The middle section (2) of the frame also includes two central longitudinal beams (21) and at least one central crossbeam (22) located between the two central longitudinal beams (21). The central longitudinal beams (21) are connected to the front longitudinal beams (11). A fuel tank bracket (23) is connected to the rear side of the central crossbeam (22). The fuel tank bracket (23) extends in the front-rear direction and is connected between the central crossbeam (22) and the rear section (3) of the frame.

9. The frame assembly according to claim 8, characterized in that, The central longitudinal beam (21) includes a top surface (211), a bottom surface (212), and two side surfaces (213). The top surface (211) and the bottom surface (212) are provided with inclined transition sections (219) between them and the side surfaces (213).

10. The frame assembly according to claim 8, characterized in that, The cross-section of the central longitudinal beam (21) includes at least a first hollow cavity group (214) and a second hollow cavity group (215) distributed in the inner and outer directions. The first hollow cavity group (214) includes a first hollow cavity (2141) distributed in the upper and lower directions, and the second hollow cavity group (215) includes a second hollow cavity (2151) distributed in the upper and lower directions. The first hollow cavity (2141) and the second hollow cavity (2151) are staggered in the upper and lower directions.

11. The frame assembly according to claim 8, characterized in that, The rear section (3) of the frame includes two rear longitudinal beams (31) and at least two rear crossbeams (32) located between the two rear longitudinal beams (31), and the front longitudinal beam (11) and / or the rear longitudinal beams (31) are respectively connected to the middle longitudinal beam (21).

12. The frame assembly according to claim 11, characterized in that, One end of the rear longitudinal beam (31) and / or the front longitudinal beam (11) is provided with a plug-in part (117), the middle longitudinal beam (21) is provided with a plug-in cavity (216), the plug-in part (117) is detachably connected to a support block (4), the plug-in part (117) is plugged into the plug-in cavity (216), and the support block (4) is connected to the middle longitudinal beam (21) through a first connector (42).

13. The frame assembly according to claim 12, characterized in that, The support block (4) includes a plurality of connecting posts (41), each of the connecting posts (41) having a connecting through hole (411), and a plurality of first connecting members (42) passing through the plurality of connecting through holes (411) to connect the rear longitudinal beam (31) and / or the front longitudinal beam (11) to the middle longitudinal beam (21).

14. The frame assembly according to claim 13, characterized in that, The outer side wall of the central longitudinal beam (21) is provided with a clearance opening (218), which is adapted to allow multiple first connectors (42) to pass through, so that one end of the multiple first connectors (42) near the outer side wall of the central longitudinal beam (21) is located in the insertion cavity (216).

15. The frame assembly according to claim 8, characterized in that, The inner side of the central longitudinal beam (21) is detachably connected to a sheet metal part (6), the sheet metal part (6) is provided with a nut (61), wherein the second connector (7) is adapted to pass through the battery pack frame (8) and pass through the nut (61) to connect to the central longitudinal beam (21).

16. The frame assembly according to claim 1, characterized in that, It also includes a lifting support structure (9), which includes a support body (91) and a reinforcing member (92). The support body (91) is connected to the bottom of the frame structure (100), and the reinforcing member (92) is located at least at the bottom of the support body (91) and is detachably connected to the support body (91).

17. A vehicle, characterized in that, Includes the frame assembly as described in any one of claims 1-16.

Images