A vehicle frame structure, a recreational vehicle and a vehicle

Abstract

The application discloses a vehicle frame structure, a house car and a vehicle, relates to the technical field of the chassis structure of a house car, and the vehicle frame structure comprises a main frame layer, the main frame layer comprises a first beam body arranged in the vehicle width direction and a second beam body arranged in the vehicle length direction, the end of the second beam body is in abutment with the beam side surface of the first beam body and is welded, the second beam body is provided with a through groove extending in the vehicle length direction, the groove edge of the through groove is in abutment with the beam side surface of the first beam body, the groove edge of the through groove comprises a first edge and a second edge arranged in the vehicle width direction, the second beam body is provided with a first notch at the first edge and a second notch at the second edge, and the first notch and the second notch are arranged in a staggered mode in the vehicle height direction. Through the arrangement, the rigid mutation and stress concentration at the connecting joint can be reduced. Therefore, the application can relieve the fatigue damage problem of the vehicle during long-term driving, and improve the fatigue resistance of the vehicle frame structure.

Description

Technical Field

[0001] This disclosure relates to the field of recreational semi-trailer chassis structure technology, specifically to a frame structure, a motorhome, and a vehicle. Background Technology

[0002] A recreational semi-trailer typically consists of a frame structure and the vehicle body mounted on the frame structure. The frame structure, as the main load-bearing foundation of the recreational semi-trailer, needs to support the vehicle body, living facilities, storage equipment, water tank, battery, and other auxiliary components. Existing frame structures generally include crossbeams extending along the width of the vehicle and longitudinal beams extending along the length of the vehicle. The ends of the longitudinal beams typically abut against the sides of the crossbeams and are fixed to the crossbeams by welding, so that the crossbeams and longitudinal beams together form a frame structure for supporting the vehicle body.

[0003] In the aforementioned conventional vehicle frame structure, to ensure high connection strength between the longitudinal beams and crossbeams, a large contact area is typically formed between the ends of the longitudinal beams and the sides of the crossbeams, and continuous or long welds are installed between these two points. While this connection method meets the basic load-bearing requirements of the frame, the connection nodes between the ends of the longitudinal beams and the sides of the crossbeams are quite rigid. The heat-affected zone formed after welding, the weld ends, and the corners of the longitudinal beam ends are prone to becoming stress concentration areas. When the vehicle travels on uneven roads, brakes, or turns, the frame is subjected to continuous vibration, impact loads, and alternating bending loads. These stress concentration areas are prone to fatigue cracks after long-term repeated stress.

[0004] Especially for recreational semi-trailers, the vehicle body typically has a considerable length and height, and the internal layout of living facilities, storage equipment, water tanks, batteries, and other components is not entirely uniform. This makes the frame more susceptible to complex vibrations and alternating loads during actual use. If the conventional connection structure, where the ends of the longitudinal beams are directly welded to the sides of the crossbeams, is still used, the connection nodes between the longitudinal and crossbeams cannot effectively release welding shrinkage stress and alternating stress during operation. This leads to fatigue damage near the welds and at the ends of the longitudinal beams, thus affecting the service life of the frame structure and driving safety. Therefore, how to reduce stress concentration at the connection nodes between the longitudinal and crossbeams and improve the fatigue resistance of the frame structure has become a pressing technical problem that needs to be solved in the frame structure of recreational semi-trailers.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure. Summary of the Invention

[0006] The purpose of this disclosure is to provide a frame structure, a motorhome, and a vehicle to solve the technical problem of weak fatigue resistance in the frame structure of existing recreational semi-trailers.

[0007] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0008] According to one aspect of this disclosure, a vehicle frame structure is provided, including a main frame layer, the main frame layer comprising: The first beam extends along the width of the vehicle. The second beam extends along the length of the vehicle and is used to mount the vehicle body. The end of the second beam abuts against and is welded to the side of the first beam. The second beam is provided with a through slot extending along the vehicle length direction, and the edge of the through slot abuts against the side of the first beam; the edge of the through slot includes a first edge and a second edge spaced apart along the vehicle width direction. The second beam has a first notch at the first edge and a second notch at the second edge, and the first notch and the second notch are offset in the vehicle height direction.

[0009] In some embodiments of this disclosure, based on the aforementioned scheme, the second beam is provided with a first notch and a second notch at both ends in the vehicle length direction; on one side of the second beam, the first notch at one end of the second beam and the second notch at the other end of the second beam are offset in the vehicle height direction.

[0010] In some embodiments of this disclosure, based on the aforementioned scheme, the second beam body is provided with positioning blocks at both the first edge and the second edge, and the first beam body is provided with positioning grooves corresponding to the positions of the positioning blocks, with the positioning blocks embedded in the corresponding positioning grooves.

[0011] In some embodiments of this disclosure, based on the foregoing scheme, the positioning block is disposed between the first notch and the second notch in the vehicle height direction.

[0012] In some embodiments of this disclosure, based on the foregoing scheme, both the first notch and the second notch include a straight groove formed on the edge of the slot of the through groove, the straight groove extending along the length of the vehicle, and an arc groove formed on the bottom wall of the straight groove.

[0013] In some embodiments of this disclosure, based on the foregoing scheme, a traction frame layer and a suspension frame layer are further included; the traction frame layer is welded to the bottom of the main frame layer for mounting traction components, and the suspension frame layer is welded to the bottom of the main frame layer for mounting traveling wheels with suspension structures.

[0014] In some embodiments of this disclosure, based on the foregoing scheme, the traction frame layer and / or the suspension frame layer both include a third beam, the third beam being spaced below the second beam along the vehicle height direction, and the third beam extending along the vehicle width direction; the second beam and the third beam are connected by a connecting bracket.

[0015] In some embodiments of this disclosure, based on the foregoing scheme, at least a portion of the connecting bracket is sleeved on the body of the second beam, and the connecting bracket is provided with a first connecting shaft, which passes through the second beam and the connecting bracket along the vehicle width direction, and the portion of the first connecting shaft exposed outside the connecting bracket is used for mounting the vehicle body.

[0016] In some embodiments of this disclosure, based on the foregoing scheme, at least another part of the connecting bracket is sleeved on the body of the third beam, and the connecting bracket is provided with a second connecting shaft, which passes through the third beam and the connecting bracket along the vehicle length direction, and the part of the second connecting shaft exposed outside the connecting bracket is used to install the vehicle body.

[0017] In some embodiments of this disclosure, based on the foregoing scheme, the connecting bracket includes a first channel extending along the vehicle length direction and a second channel extending along the vehicle width direction, the second beam passes through the first channel, one end of the third beam is inserted into one end of the second channel, and the other end of the third beam is inserted into the other end of the second channel; The first connecting shaft passes through the first channel and the second beam along the vehicle width direction, and the second connecting shaft passes through the second channel and the third beam along the vehicle length direction.

[0018] In some embodiments of this disclosure, based on the foregoing scheme, a damping component is provided in the second channel, and the damping component is respectively abutted against the second connecting shafts on both sides.

[0019] According to one aspect of this disclosure, a motorhome is provided, including a frame structure as described above, on which a vehicle body is mounted.

[0020] According to one aspect of this disclosure, a vehicle is provided, including a frame structure as described above, on which a vehicle body is mounted, the vehicle body being towed by a power source via a traction assembly of the frame structure.

[0021] As can be seen from the above technical solutions, the vehicle frame structure, RV, and vehicle in the exemplary embodiments of this disclosure have at least the following advantages and positive effects: The vehicle frame structure, RV, and vehicle provided in this application use a first beam as a transverse support foundation and a second beam as a longitudinal load-bearing foundation. The load of the vehicle body can be transferred to the first beam through the second beam, thereby forming a basic frame suitable for supporting the vehicle body. Based on this, the second beam is equipped with a through slot extending along the vehicle length direction. The edge of the through slot abuts against the side of the first beam, forming a contact and welding relationship with the first beam through the edge of the through slot. After the second beam is welded and fixed to the first beam, the first and second notches can reserve space for the release of welding shrinkage deformation, reducing the stress concentration at the weld ends, the edge of the slot, and the corners of the beam. When the vehicle is subjected to vibration, impact, and alternating bending loads during operation, the first and second notches can further mitigate local deformation at the connection nodes, preventing alternating stress from repeatedly concentrating at the same sharp corner or the same weld end, thereby further reducing the probability of fatigue damage. In addition, the first and second notches are staggered along the vehicle height direction, which can release local stress in different height areas, avoid the formation of a continuous weakening part at the end of the second beam at the same horizontal height, and thus maintain the necessary load-bearing continuity at the end of the second beam while releasing stress. This allows the welding shrinkage stress and driving alternating stress to be dispersed and transitioned at different height positions, reducing the risk of fatigue cracking caused by repeated accumulation of stress at a single height position.

[0022] Therefore, this application ensures the basic connection strength of the frame by welding the first beam to the second beam, and reduces abrupt changes in rigidity and stress concentration at the connection node by setting the first and second notches and their misalignment along the vehicle height direction. Thus, this application can alleviate fatigue damage during long-term vehicle operation, improve the fatigue resistance of the frame structure, and extend the service life of the recreational semi-trailer frame structure.

[0023] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] The structures, proportions, sizes, etc., shown in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of this application. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0026] Figure 1 This is a schematic diagram of the overall structure of the RV provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the installation structure of the vehicle frame structure provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the overall structure of the vehicle frame provided in an embodiment of the present invention; Figure 4 This is a partial structural diagram of the vehicle frame structure provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the second beam in an embodiment of the present invention; Figure 6 This is a partial top view of the vehicle frame structure provided in an embodiment of the present invention; Figure 7 for Figure 6 A schematic diagram of the cross-sectional structure along point AA; Figure 8 This is a schematic diagram of the connecting bracket in an embodiment of the present invention; Illustrations: 100, Main frame layer; 110, First beam; 111, Beam side; 112, Positioning groove; 120, Second beam; 121, Through groove; 1211, First edge; 1212, Second edge; 1213, Straight groove; 1214, Arc groove; 122, First notch; 123, Second notch; 124, Positioning block; 200, Traction frame layer; 210, Third beam; 300, Suspension frame layer; 400, Connecting bracket; 410, First channel; 420, Second channel; 510, First connecting shaft; 520, Second connecting shaft; 530, Cam component; 540, Damping ball; 610, Vehicle body; 620, Traction assembly; 630, Running wheel. Detailed Implementation

[0027] To make the inventive objectives, features, and advantages of this application more apparent and understandable, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] In the description of this application, it should be understood that the terms "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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 application. It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be a component centrally located at the same time.

[0029] The technical solution of this application will be further described below with reference to the accompanying drawings and specific embodiments.

[0030] Example 1: like Figures 1 to 5 As shown, this embodiment provides a frame structure that can be applied to motorhomes, especially recreational semi-trailers. The frame structure supports and mounts the vehicle body 610, which can be understood as the superstructure forming living space, storage space, and equipment installation space. Specifically, it may include a body, floor, interior modules, water tank, battery, kitchen and bathroom modules, and storage modules. The frame structure includes a main frame layer 100, which can be understood as the main load-bearing layer located below the vehicle body 610 and directly or indirectly bearing the load of the vehicle body 610. The main frame layer 100 can be a steel frame, an aluminum alloy frame, or a frame structure formed by welding profiles. In this embodiment, the main frame layer 100 is preferably formed by welding multiple beams to ensure load-bearing strength while facilitating processing and shaping.

[0031] like Figure 3 and Figure 4As shown, the main frame layer 100 includes a first beam 110 and a second beam 120. The first beam 110 extends along the vehicle width direction and can be understood as a transverse beam or crossbeam. Specifically, it can be made of square tubing, rectangular tubing, channel steel, bent profiles, or other beam-like structures capable of transmitting loads along the vehicle width direction. The second beam 120 extends along the vehicle length direction and can be understood as a longitudinal beam or longitudinal girder. Specifically, it can be made of square tubing, rectangular tubing, open profiles, bent profiles, or irregular beam structures with through slots. The second beam 120 is used to mount the vehicle body 610. That is, at least part of the load of the vehicle body 610 can be directly or through mounting components transferred to the second beam 120, and then transferred from the second beam 120 to the first beam 110. Thus, the first beam 110 and the second beam 120 together form the basic load-bearing frame supporting the vehicle body 610.

[0032] The end of the second beam 120 abuts against and is welded to the side surface 111 of the first beam 110. The side surface 111 can be understood as the outer surface of the first beam 110 facing the end of the second beam 120, and the end of the second beam 120 can be understood as the end portion of the second beam 120 along the vehicle length direction. The welding method can be full welding, intermittent welding, fillet welding, or a combination of welding methods, which can be selected according to the beam thickness, material, and load-bearing requirements. The second beam 120 is equipped with a through groove 121 extending along the vehicle length direction. The through groove 121 can be understood as an open groove, inner cavity groove, or formed groove extending along the length of the second beam 120 and penetrating at least a portion of its length. In specific implementations, the second beam 120 can be a channel beam, C-shaped beam, bent beam, or an open profile formed by bending sheet metal with the through groove 121. The orientation of the through groove 121 can be set according to the abutment position between the second beam 120 and the first beam 110. The edge of the through groove 121 abuts against the side surface 111 of the first beam 110. The edge of the groove can be understood as the boundary portion that forms the opening of the through groove 121, that is, the edge area at the end of the second beam 120 that actually contacts and participates in welding with the side surface 111 of the first beam 110. Through the above structure, the second beam 120 does not press against the first beam 110 with a completely closed end face, but forms an abutment and welding relationship with the first beam 110 through the edge of the through groove 121. This allows the end of the second beam 120 to have an effective force transmission boundary while also forming a local deformation release space with the help of the through groove 121. In this way, when welding cools and shrinks or when the vehicle generates alternating bending loads during long-term driving, the stress at the connection node is not easily concentrated on the complete end face and corner of the second beam 120, but can gradually transition along the edge of the groove around the through groove 121, thereby reducing the abrupt change in rigidity at the connection node and improving the fatigue resistance of the welded joint between the first beam 110 and the second beam 120.

[0033] The groove opening of the through groove 121 includes a first edge 1211 and a second edge 1212 spaced apart along the vehicle width direction. The first edge 1211 and the second edge 1212 can be understood as two edge structures located on both sides of the groove opening of the through groove 121 and used to abut against the beam side 111 of the first beam 110. The first edge 1211 and the second edge 1212 are spaced apart along the vehicle width direction, so that the end of the second beam 120 can form abutment base with the first beam 110 at different positions in the vehicle width direction. Thus, although the through groove 121 provides stress relief space on the second beam 120, the first edge 1211 and the second edge 1212 can still retain the necessary abutment area and welding area, so that the second beam 120 and the first beam 110 are not excessively weakened due to the opening of the through groove 121. In other words, the through groove 121, the first edge 1211 and the second edge 1212 together form an end connection structure that takes into account both load-bearing connection and stress buffering, so that the alternating stress near the weld and at the end of the beam can be dispersed, thereby reducing the possibility of fatigue cracks.

[0034] The second beam 120 has a first notch 122 at the first edge 1211 and a second notch 123 at the second edge 1212. The first notch 122 and the second notch 123 can be understood as a relief structure, buffer structure, or stress relief structure formed after local material removal at the edge of the notch. The first notch 122 is located at the first edge 1211, which can reduce the continuous rigid constraint between the local area of ​​the first edge 1211 and the beam side 111 of the first beam 110; the second notch 123 is located at the second edge 1212, which can reduce the continuous rigid constraint between the local area of ​​the second edge 1212 and the beam side 111 of the first beam 110. In this way, after the second beam 120 is welded to the first beam 110, the first notch 122 and the second notch 123 can reserve space for the release of welding shrinkage deformation, so that the weld end, the edge of the groove and the corner of the beam are not prone to excessive stress concentration. When the vehicle is driving on an uneven road surface, the frame structure is subjected to continuous vibration, impact load and alternating bending load. The first notch 122 and the second notch 123 can make the local deformation of the connection node more moderate, and avoid the alternating stress from being repeatedly concentrated on the same sharp corner or the same weld end for a long time, thereby improving the fatigue resistance of the connection node.

[0035] like Figure 5As shown, the first notch 122 and the second notch 123 are offset in the vehicle height direction. The vehicle height direction can be understood as the vertical direction under normal vehicle use, and the offset arrangement means that the first notch 122 and the second notch 123 are not at the same height in the vertical direction. By offsetting the first notch 122 and the second notch 123 in the vehicle height direction, it is possible to avoid the formation of two weakened sections at the same height at the end of the second beam 120, thereby preventing a continuous weakening zone at the end of the second beam 120. In other words, the first notch 122 and the second notch 123 can release local stress in different height regions, while the end of the second beam 120 can still maintain necessary load-bearing continuity in areas not simultaneously weakened by the first notch 122 and the second notch 123. Therefore, this embodiment can reduce stress concentration at the connection node through the notch structure, and avoid a significant decrease in the load-bearing capacity of the end of the second beam 120 due to concentrated notch placement. It allows welding shrinkage stress and vehicle driving alternating stress to be dispersed and transitioned at different height positions, reducing the risk of fatigue crack initiation and propagation along a single height region.

[0036] In summary, the above-mentioned configuration ensures the basic connection strength of the frame through the abutment welding of the first beam 110 and the second beam 120. The placement of the first notch 122 and the second notch 123, along with their misalignment along the vehicle height direction, reduces abrupt changes in rigidity and stress concentration at the connection nodes. Therefore, this embodiment can alleviate fatigue damage during long-term vehicle operation, improve the fatigue resistance of the frame structure, and extend the service life of the recreational semi-trailer frame structure.

[0037] In a preferred embodiment of this invention, the second beam 120 is provided with a set of first notches 122 and second notches 123 at both ends in the vehicle length direction. The two ends of the second beam 120 can be connected to different first beams 110, or to transverse load-bearing structures located at different positions in the main frame layer 100. Since the second beam 120 extends along the vehicle length direction and bears the longitudinal load of the vehicle body 610, both ends of the second beam 120 may be subjected to alternating stress during braking, acceleration, turning, or bumping. Therefore, providing first notches 122 and second notches 123 at both ends of the second beam 120 enables the welded connection nodes at both ends of the second beam 120 to have stress release capabilities, preventing only one end from having a buffering effect while the other end remains a high-rigidity connection, thereby improving the fatigue resistance of the overall connection structure of the second beam 120.

[0038] On one side of the second beam 120, the first notch 122 at one end of the second beam 120 and the second notch 123 at the other end of the second beam 120 are offset in the vehicle height direction. One side of the second beam 120 can be understood as the surface of the second beam 120 perpendicular to the vehicle width direction. By offsetting the first notch 122 at one end of the second beam 120 and the second notch 123 at the other end in the vehicle height direction, it is possible to avoid continuous weakening positions on the same side and at the same height along the vehicle length of the second beam 120. Thus, although both ends of the second beam 120 have stress relief spaces in the vehicle length direction, these stress relief spaces will not form through-type or continuous weak zones in the same height direction, thereby helping to maintain the bending continuity and fatigue resistance of the second beam 120 along the vehicle length direction. In other words, the offset relationship of the two end notches allows the second beam 120 to disperse and release alternating stress in different ends and at different height regions, reducing the possibility of fatigue cracks repeatedly initiating at the same height and extending along the beam.

[0039] As a preferred embodiment of this example, Figure 5 As shown, the second beam 120 has positioning blocks 124 protruding at both the first edge 1211 and the second edge 1212, such as... Figure 4 As shown, the first beam 110 has a positioning groove 112 at the position corresponding to the positioning block 124, and the positioning block 124 is embedded in the corresponding positioning groove 112. The positioning block 124 can be understood as a positioning protrusion protruding outward from the edge of the groove of the second beam 120. Specifically, it can be a lug integrally stamped, bent, or cut with the second beam 120, or it can be a positioning protrusion welded, riveted, or fixedly connected to the second beam 120. The positioning groove 112 can be understood as a groove-shaped structure formed on the beam side 111 of the first beam 110 to accommodate the positioning block 124. Specifically, it can be a rectangular groove, an oblong groove, a notch groove, a hole groove, or an irregular groove adapted to the shape of the positioning block 124.

[0040] During assembly, the positioning block 124 at the end of the second beam 120 can be aligned with the positioning groove 112 on the first beam 110, and then the positioning block 124 can be embedded into the corresponding positioning groove 112. This allows for pre-positioning of the second beam 120 relative to the first beam 110 in the vehicle width direction, vehicle height direction, and end contact position. This positioning and engagement reduces manual alignment deviations and avoids the need for forced correction of the second beam 120 before welding due to positional misalignment, thereby reducing assembly stress and welding residual stress. Since fatigue cracks often occur at locations with high welding residual stress, inconsistent weld gaps, or where components are forcibly assembled, the engagement of the positioning block 124 and the positioning groove 112 ensures a more stable contact state between the second beam 120 and the first beam 110, resulting in more uniform weld formation and reducing the risk of fatigue cracking at the connection joint under long-term vibration and alternating loads. Furthermore, the positioning block 124 embedded in the positioning groove 112 also provides a certain degree of mechanical restraint beyond the welded connection. When the connection node between the second beam 120 and the first beam 110 is subjected to vibration and impact during vehicle operation, the cooperation between the positioning block 124 and the positioning groove 112 can share part of the shear load or misalignment tendency, so that the weld does not have to bear the entire alternating force alone. Therefore, the positioning block 124 and the positioning groove 112 can not only improve the assembly accuracy, but also improve the stress state of the welded node and reduce the possibility of fatigue damage to the weld end caused by repeated shearing and impact.

[0041] Furthermore, the positioning block 124 is positioned between the first notch 122 and the second notch 123 in the vehicle height direction. That is, viewed vertically along the vehicle, the positioning block 124 is located in the height region between the first notch 122 and the second notch 123. By arranging the positioning block 124 between the first notch 122 and the second notch 123, structural weakening can be avoided by the positioning block 124 being at the same height as either the first or second notch 122. The first and second notches 122 and 123 are mainly used to release local stress, while the positioning block 124 is mainly used for positioning and assisting in force transmission. Placing the positioning block 124 between the two notches allows it to be located in a relatively stable intermediate region. This ensures that while releasing stress from the first and second notches 122 and 123, the positioning block 124 maintains the reliability of the positioning between the end of the second beam 120 and the first beam 110, as well as the local support strength. Because the positioning block 124 is located between the first notch 122 and the second notch 123, welding shrinkage stress and driving alternating stress can be released through the first notch 122 and the second notch 123 respectively. The area where the positioning block 124 is located can bear the positioning and constraint functions, so that the end of the second beam 120 will not be significantly misaligned due to the deformation caused by the notch release. This structure makes the stress release area and the positioning support area staggered and complementary in the vehicle height direction, avoiding stress concentration, positioning force and material weakening concentrated in the same area, thereby further improving the fatigue resistance of the connection node.

[0042] Based on the above implementation methods, such as Figure 5As shown, both the first notch 122 and the second notch 123 include a straight groove 1213 formed on the edge of the through groove 121. The straight groove 1213 extends along the length of the vehicle, and an arc groove 1214 is formed on the bottom wall of the straight groove 1213. The straight groove 1213 can be understood as an elongated groove segment extending along the length of the second beam 120, which can be formed by cutting, stamping, milling, laser processing, or mold forming. Since the straight groove 1213 extends along the length of the vehicle, it can conform to the main force transmission direction and welding shrinkage direction of the second beam 120, providing deformation release length along the length of the vehicle for the edge of the groove, so that the stress near the weld is not easily concentrated in a short distance range and suddenly changes. The arc groove 1214 can be understood as an arc-shaped transition groove set on the bottom wall of the straight groove 1213, which can be a semi-circular groove, an arc groove, a rounded corner groove, or an arc groove formed by a part of a circular hole. By creating an arc groove 1214 on the bottom wall of the straight groove 1213, the ends of the first notch 122 and the second notch 123 can transition from sharp corners to rounded transitions. Compared to a notch structure with sharp corners, the arc groove 1214 can reduce the stress concentration factor at the bottom wall of the groove, allowing alternating stress to diffuse more smoothly at the notch ends, and preventing fatigue cracks from rapidly initiating from the sharp bottom of the straight groove 1213. Thus, the straight groove 1213 can provide sufficient stress relief length, and the arc groove 1214 can improve the stress transition state at the notch ends. The combination of the two can further reduce the risk of fatigue cracking at the connection node between the second beam 120 and the first beam 110 due to long-term vibration and alternating loads.

[0043] As a preferred embodiment of this example, Figures 1 to 4As shown, the frame structure also includes a traction frame layer 200 and a suspension frame layer 300. The traction frame layer 200 is welded to the bottom of the main frame layer 100 and is used to install the traction assembly 620. The suspension frame layer 300 is welded to the bottom of the main frame layer 100 and is used to install the running wheels 630 with suspension structures. The traction frame layer 200 can be understood as the bottom frame structure located below the main frame layer 100 and used to bear traction forces. The traction assembly 620 can be understood as a traction connection structure used to connect to an external power source. Specifically, it can be a drawbar, drawbar frame, drawbar ball joint connector, drawbar ring connector, or other connecting components that can connect to the towing vehicle. By welding the traction frame layer 200 to the bottom of the main frame layer 100, the traction, braking, and steering forces generated by the external power source when towing the vehicle body 610 can first be borne by the traction frame layer 200 and then transmitted to the main frame layer 100. This avoids the traction load being concentrated on a single beam position of the main frame layer 100, improving the load-bearing stability of the frame structure under traction conditions. The suspension frame layer 300 can be understood as a bottom support frame located below the main frame layer 100, used to mount the running wheel 630 and its suspension structure. The running wheel 630 has a suspension structure, which may include leaf spring suspension, torsion shaft suspension, independent suspension, shock absorbers, control arms, or other structures capable of buffering road impacts. By welding the suspension frame layer 300 to the bottom of the main frame layer 100, road impacts, vertical loads, and lateral loads on the running wheel 630 can be transferred to the main frame layer 100 via the suspension frame layer 300, rather than being directly concentrated on a localized area of ​​the vehicle body 610 or the second beam 120. Therefore, the traction frame layer 200 and the suspension frame layer 300 can respectively bear traction loads and running loads, enabling the main frame layer 100 not only to support the vehicle body 610 but also to distribute the complex loads generated during vehicle traction and travel through the bottom frame layer, thereby improving the overall load-bearing capacity and fatigue resistance of the frame structure.

[0044] Furthermore, both the traction frame layer 200 and the suspension frame layer 300 are welded to the bottom of the main frame layer 100, forming a layered frame system in the vehicle height direction. The main frame layer 100 primarily supports the vehicle body 610, the traction frame layer 200 primarily mounts the traction assembly 620 and bears traction loads, and the suspension frame layer 300 primarily mounts the wheels 630 and bears vertical impact loads from the road surface. Through this layered arrangement, the traction load, the travel load, and the mounting load of the vehicle body 610 can be distributed among the different frame layers, avoiding the concentration of all loads on the same plane of the main frame layer 100, thereby reducing the fatigue burden on the welded joints of the first beam 110 and the second beam 120 in the main frame layer 100. Especially during the long-term operation of recreational semi-trailers, the traction end is subjected to alternating tensile and compressive loads and the road impact loads at the travel wheel 630 are relatively frequent. By setting up the traction frame layer 200 and the suspension frame layer 300, the above loads can be dispersed and transitioned through the bottom frame layer before being transmitted to the main frame layer 100, thereby reducing stress concentration at the local welds of the main frame layer 100.

[0045] As a preferred embodiment of this example, Figure 3 , Figure 4 , Figure 6 and Figure 8 As shown, both the traction frame layer 200 and / or the suspension frame layer 300 include a third beam 210. The third beam 210 is spaced below the second beam 120 along the vehicle height direction and extends along the vehicle width direction. The second beam 120 and the third beam 210 are connected by a connecting bracket 400. The third beam 210 can be understood as a transverse bottom beam located below the main frame layer 100. Specifically, it can be made of square tubing, rectangular tubing, channel steel, I-beams, bent profiles, or other beam-like structures capable of bearing loads along the vehicle width direction. The third beam 210 is spaced below the second beam 120 along the vehicle height direction, creating a vertically spaced space between the third beam 210 and the second beam 120. When the vehicle is subjected to vertical impact loads or traction loads, the second beam 120 and the third beam 210 can form a lever arm in the vehicle height direction, thereby improving the frame structure's ability to resist bending and torsional deformation. In other words, the second beam 120 does not bear all the loads generated by the vehicle body 610 and chassis components alone. The third beam 210 can form an auxiliary load-bearing path below, so that the load is transferred and distributed between the second beam 120 and the third beam 210 through the connecting bracket 400, thereby reducing the fatigue load of the local welded joints of the second beam 120.

[0046] The connecting bracket 400 can be understood as an intermediate connecting component connecting the second beam 120 and the third beam 210. Specifically, it can be made of bent plates, welded supports, sleeve-type brackets, cast brackets, or irregularly shaped brackets formed by welding multiple plates. The connecting bracket 400 connects the second beam 120 and the third beam 210, enabling the downward transfer of the vehicle body 610 installation load borne by the upper second beam 120 to the third beam 210, and also enabling the upward transfer of road impact loads or traction loads borne by the third beam 210 to the main frame layer 100. Thus, the connecting bracket 400 transforms the second beam 120 and the third beam 210 from independent upper and lower beam structures into a three-dimensional connecting node capable of sharing loads, providing load transfer paths in the vehicle frame structure along the vehicle width, length, and height directions. This structure allows the complex alternating loads generated during vehicle operation to be distributed among the second beam 120, the third beam 210, and the connecting bracket 400, preventing the load from being concentrated in the welding area between the second beam 120 and the first beam 110 for a long time, thereby improving the fatigue resistance of the frame structure.

[0047] As a preferred embodiment of this example, Figure 4 , Figure 6 and Figure 8 As shown, at least a portion of the connecting bracket 400 is fitted over the second beam 120, and a first connecting shaft 510 passes through the connecting bracket 400. The first connecting shaft 510 passes through the second beam 120 and the connecting bracket 400 along the vehicle width direction. The portion of the first connecting shaft 510 exposed outside the connecting bracket 400 is used to install the vehicle body 610. The connecting bracket 400 being fitted over the second beam 120 can be understood as at least a portion of the structure of the connecting bracket 400 surrounding the outer periphery of the second beam 120. Specifically, the connecting bracket 400 can form a channel, slot, clamp, sleeve, or semi-enclosed structure for the second beam 120 to pass through or be embedded in. By ensuring that at least a portion of the connecting bracket 400 is fitted over the second beam 120, a larger contact or mating area can be formed between the connecting bracket 400 and the second beam 120, improving the covering and supporting effect of the connecting bracket 400 on the second beam 120.

[0048] The first connecting shaft 510 passes through the second beam 120 and the connecting bracket 400 along the vehicle width direction. The first connecting shaft 510 can be understood as a transverse shaft component passing through the second beam 120 and the connecting bracket 400. Specifically, it can be a bolt, pin, riveting shaft, sleeve shaft, or a rod-shaped component with threaded connections at both ends. By having the first connecting shaft 510 pass through both the second beam 120 and the connecting bracket 400, a through-shaft connection can be formed between the second beam 120 and the connecting bracket 400. Furthermore, the portion of the first connecting shaft 510 exposed outside the connecting bracket 400 is used for mounting the vehicle body 610. This means that the first connecting shaft 510 not only serves as a through-connector between the connecting bracket 400 and the second beam 120, but also as a transverse mounting support for the vehicle body 610. In specific implementation, the bottom mounting base, connecting lug, U-shaped snap-fit, sleeve, or shock-absorbing connector of the vehicle body 610 can be installed on the part of the first connecting shaft 510 that protrudes from the connecting bracket 400, so that at least part of the load of the vehicle body 610 is transmitted to the connecting bracket 400 and the second beam 120 through the first connecting shaft 510. Since the first connecting shaft 510 passes through the vehicle width direction, it can form an axially extending mounting base in the vehicle width direction, which can convert the load of the vehicle body 610 acting on the connection node into a supporting force and shear force transmitted along the shaft, so that the load is less likely to be concentrated on a single welding point or a single mounting surface of the second beam 120, thereby reducing the fatigue load in a local area of ​​the second beam 120.

[0049] Simultaneously, the first connecting shaft 510 passes through the second beam 120 and the connecting bracket 400, forming a through-shaft connection between the first connecting shaft 510, the second beam 120, and the connecting bracket 400. When the vehicle body 610 generates sway loads and lateral torsional loads in the vehicle width direction during vehicle turning, tilting, or passing over uneven road surfaces, the first connecting shaft 510 can absorb and disperse these loads, allowing the lateral force to be transmitted through the first connecting shaft 510 to the connecting bracket 400, and then from the connecting bracket 400 to the second beam 120 and the third beam 210, thereby preventing the lateral torsional load from being directly concentrated and transmitted to the local welded joints of the main frame layer 100. Thus, the first connecting shaft 510 can improve the installation reliability of the vehicle body 610, reduce local stress concentration at the connection joints, and improve the fatigue resistance of the frame structure under lateral vibration and torsional loads.

[0050] Similarly, at least another part of the connecting bracket 400 is fitted over the third beam 210, and the connecting bracket 400 is provided with a second connecting shaft 520. The second connecting shaft 520 passes through the third beam 210 and the connecting bracket 400 along the vehicle length direction. The portion of the second connecting shaft 520 exposed outside the connecting bracket 400 is used to install the vehicle body 610. This can be understood as the second connecting shaft 520 forming a different mounting load direction from the first connecting shaft 510. The second connecting shaft 520 passes through the third beam 210 and the connecting bracket 400 along the vehicle length direction, enabling the second connecting shaft 520 to provide mounting support for the vehicle body 610 in the vehicle length direction. In specific implementation, the bottom connector of the vehicle body 610 can be installed on the portion of the second connecting shaft 520 exposed outside the connecting bracket 400, so that the load in the vehicle length direction generated by the vehicle body 610 during braking, acceleration, traction, or longitudinal bumps can be transmitted to the connecting bracket 400 and the third beam 210 via the second connecting shaft 520. Since the third beam 210 is spaced below the second beam 120 along the vehicle height direction, the second connecting shaft 520 introduces part of the load of the vehicle body 610 into the third beam 210 below, so that the installation load of the vehicle body 610 not only acts on the second beam 120, but also forms an auxiliary load-bearing path through the third beam 210, thereby reducing the risk of fatigue damage to the local beams and welds of the main frame layer 100.

[0051] As described above, the first connecting shaft 510 and the second connecting shaft 520 are respectively installed in different directions, and the portions of both exposed outside the connecting bracket 400 can be used to install the vehicle body 610. This enables a multi-directional and multi-path installation and load-bearing relationship between the vehicle body 610 and the frame structure. The first connecting shaft 510 is mainly able to adapt to installation constraints and lateral load transmission in the vehicle width direction, while the second connecting shaft 520 is mainly able to adapt to installation constraints and longitudinal load transmission in the vehicle length direction. When the two are combined, the vertical load, lateral sway load, longitudinal traction load, and torsional load generated by the vehicle body 610 can be transmitted to the connecting bracket 400, the second beam 120, and the third beam 210 through the connecting shafts in different directions, respectively. In this way, the vehicle body 610 and the frame structure no longer rely solely on a single welded support or a single mounting surface for load bearing. Instead, they form an axial mounting interface with a similar cross arrangement through the first connecting shaft 510 and the second connecting shaft 520. This allows loads in different directions to be distributed and released by the connecting shafts in the corresponding directions, thereby reducing the repeated accumulation of loads at a single beam, a single weld, or a single support.

[0052] Furthermore, when the first connecting shaft 510 and the second connecting shaft 520 adopt a pin, bolt, sleeve, or bushing structure, the mounting parts of the vehicle body 610 can form a sleeve, snap, screw, or slightly rotating connection with the first connecting shaft 510 and the second connecting shaft 520. That is, the vehicle body 610 has a clearance fit with the first connecting shaft 510, and the vehicle body 610 has a clearance fit with the second connecting shaft 520. The minor torsional deformation generated by the vehicle body 610 during vehicle operation does not need to be transmitted to the frame body in a completely rigid manner, but can be buffered and transitioned to a certain extent through the fit between the connecting shaft and the mounting parts. This reduces the rigid impact between the vehicle body 610 and the frame structure caused by relative torsion, lateral sway, or longitudinal impact, reduces local stress concentration, and improves the fatigue stress state of the mounting parts of the vehicle body 610 and the frame connection nodes.

[0053] Therefore, the arrangement of the first connecting shaft 510 and the second connecting shaft 520 integrates the mounting interface of the vehicle body 610 at the three-dimensional connecting node where the connecting bracket 400 is located. The first connecting shaft 510 transfers part of the load of the vehicle body 610 to the second beam 120 and the connecting bracket 400, while the second connecting shaft 520 transfers part of the load of the vehicle body 610 to the third beam 210 and the connecting bracket 400. The two shafts jointly support the vehicle body 610 from different directions, distributing the load of the vehicle body 610 between the main frame layer 100 and the lower frame structure. Through the above structure, the need for additional independent supports can be reduced, the space occupied by the mounting structure on the frame can be reduced, and the risk of fatigue cracking at local welds and beam connections of the frame due to long-term vibration, traction, braking, and torsion can be reduced, thereby improving the installation stability and long-term reliability between the frame structure and the vehicle body 610.

[0054] More specifically, the connecting bracket 400 includes a first channel 410 extending along the vehicle length direction and a second channel 420 extending along the vehicle width direction. A second beam 120 passes through the first channel 410. One end of a third beam 210 is inserted into one end of the second channel 420, and the other end of a third beam 210 is inserted into the other end of the second channel 420. A first connecting shaft 510 passes through the first channel 410 and the second beam 120 along the vehicle width direction, and a second connecting shaft 520 passes through the second channel 420 and the third beam 210 along the vehicle length direction. The second beam 120 passing through the first channel 410 allows the connecting bracket 400 to be at least partially fitted over the second beam 120, thereby increasing the mating area between the connecting bracket 400 and the second beam 120. One end of a third beam 210 is inserted into one end of a second channel 420, and the other end of a third beam 210 is inserted into the other end of a second channel 420, so that the two third beams 210 can be laterally connected to the connecting bracket 400 through the same second channel 420. Thus, the connecting bracket 400 can integrate the second beam 120 extending along the vehicle length direction and the third beam 210 extending along the vehicle width direction into a single connecting node, forming a stable three-dimensional connection structure between the main frame layer 100 and the traction frame layer 200 or the suspension frame layer 300.

[0055] Furthermore, such as Figures 6 to 8 As shown, a damping assembly is provided in the second channel 420, and the damping assembly abuts against the second connecting shafts 520 on both sides. The second channel 420 can be understood as a transverse channel in the connecting bracket 400 for accommodating the third beam 210 and the second connecting shaft 520. The damping assembly can be understood as a structure disposed within the second channel 420 that can buffer the impact, vibration, or slight displacement of the second connecting shaft 520. In specific implementations, the damping assembly can be an elastic element, a friction element, a rolling element, a rubber damping element, a polyurethane damping element, or a buffer structure formed by combining multiple damping elements. Since the second connecting shaft 520 passes through the second channel 420 and the third beam 210 along the vehicle length direction, and the portion of the second connecting shaft 520 protruding outside the connecting bracket 400 can be used to install the vehicle body 610, the alternating load generated by the vehicle body 610 during vehicle braking, traction, bumping, and torsion will be transmitted to the second connecting shaft 520. By having the damping components abut against the second connecting shafts 520 on both sides, the second connecting shafts 520 can be elastically abutted and damped when subjected to impact loads or a slight deflection tendency. This prevents the load on the second connecting shafts 520 from being directly transmitted to the connecting bracket 400 and the third beam 210 in a completely rigid manner, thereby reducing stress concentration on the inner wall of the second channel 420, the installation position of the second connecting shaft 520, and local areas of the connecting bracket 400, and reducing fatigue damage caused by repeated vibrations during long-term vehicle operation.

[0056] Furthermore, the damping assembly includes a cam member 530 sleeved outside the second connecting shaft 520 and disposed in the second channel 420. Two second connecting shafts 520 are disposed in the second channel 420. The damping assembly also includes multiple damping balls 540 disposed between the two cam members 530. The cam member 530 can be understood as a force-transmitting component sleeved around the outer periphery of the second connecting shaft 520 and having a non-uniform diameter outer contour or an eccentric outer contour. Specifically, it can be an eccentric wheel, a cam sleeve, a shaped sleeve, a bushing with a convex arc surface, or other structures that can change the contact position according to the force state of the second connecting shaft 520. The damping balls 540 can be understood as spherical buffer components disposed between the two cam members 530 and used to generate rolling, squeezing, or frictional damping effects. Specifically, they can be rubber balls, polyurethane balls, nylon balls, metal balls, or composite balls covered with an elastic layer. The two second connecting shafts 520 correspond to the third beams 210 on both sides or the mounting positions on both sides. When the vehicle body 610 or the third beam 210 is subjected to uneven impact, the second connecting shafts 520 on both sides may experience force changes in different directions or amplitudes. At this time, the cam element 530 sleeved on the second connecting shaft 520 can convert the slight rotation, offset or compression tendency of the second connecting shaft 520 into a pressing effect on the damping ball 540. Multiple damping balls 540 generate elastic deformation, rolling friction or contact friction between the two cam elements 530, thereby consuming some vibration energy. Thus, after the cam element 530 and the damping ball 540 cooperate, a flexible damping transmission path can be formed between the two second connecting shafts 520, so that the impact load between the two second connecting shafts 520 is mitigated, and the direct impact of a single second connecting shaft 520 or a single third beam 210 on the connecting bracket 400 when subjected to a sudden load is avoided, thereby improving the vibration resistance and fatigue resistance of the connection node.

[0057] Furthermore, the second channel 420 is arched in the area between the two second connecting shafts 520. This arched arrangement can be understood as the inner wall or contour of the second channel 420 between the two second connecting shafts 520 forming an upward arch, downward arch, or arc transition structure. Specifically, it can be formed by bending plates, stamping plates, arc-shaped pipe walls, or welded arc-shaped connecting sections. By making the area between the two second connecting shafts 520 arched, on the one hand, relatively sufficient accommodation space can be provided for the cam member 530 and multiple damping balls 540, making it less likely for the damping balls 540 to get stuck with the right-angled inner wall of the second channel 420 during compression, rolling, or reset; on the other hand, the arched contour can reduce the sharp corner transition of the inner wall of the second channel 420, allowing the load transmitted from the second connecting shafts 520 to diffuse more gently along the arched area to the connecting bracket 400, thereby reducing local stress concentration in the area between the two second connecting shafts 520. Because the arched structure itself has good compressive force transmission and bending transition capabilities, when the second connecting shafts 520 on both sides are subjected to alternating loads, the arched area can work with the cam 530 and damping ball 540 to buffer and guide the load, so that the interior of the second channel 420 forms a composite structure with buffer space, damping energy absorption and smooth force transmission effect, thereby reducing the risk of fatigue cracks in the connecting bracket 400 under long-term traction, braking and bumpy conditions, and improving the long-term reliability of the frame structure.

[0058] Example 2: This embodiment provides a motorhome, which includes the frame structure described in Embodiment 1 above, on which the vehicle body 610 is mounted. The vehicle body 610 can be understood as the superstructure for users to live in, store, and install living equipment, and specifically may include a body, floor, wall panels, roof structure, door and window structure, kitchen and bathroom module, bed module, water tank, battery, and storage cabinets, etc. The frame structure can be located at the bottom of the vehicle body 610 to support and install the vehicle body 610.

[0059] Example 3: This embodiment provides a vehicle including the frame structure described in the above embodiment. A vehicle body 610 is mounted on the frame structure, and the vehicle body 610 is towed by a power source via a towing assembly 620 of the frame structure. The vehicle can be understood as a towable vehicle capable of moving under the traction of an external power source; specifically, it can be a recreational semi-trailer, a towable caravan, a mobile cabin vehicle, or other vehicles that require towing by the towing assembly 620. The power source can be a tractor, a towing head, or other vehicle equipment with towing capabilities.

[0060] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

[0061] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0062] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A vehicle frame structure, characterized in that, Includes a main frame layer (100), which includes: The first beam (110) extends along the width of the vehicle. The second beam (120) extends along the length of the vehicle and is used to install the vehicle body (610). The end of the second beam (120) abuts against and is welded to the side (111) of the first beam (110). The second beam (120) is provided with a through groove (121) extending along the vehicle length direction, and the edge of the through groove (121) abuts against the side surface (111) of the first beam (110); the edge of the through groove (121) includes a first edge (1211) and a second edge (1212) spaced apart along the vehicle width direction. The second beam (120) has a first notch (122) at the first edge (1211) and a second notch (123) at the second edge (1212). The first notch (122) and the second notch (123) are offset in the vehicle height direction.

2. The vehicle frame structure according to claim 1, characterized in that, The second beam (120) has a first notch (122) and a second notch (123) at both ends in the vehicle length direction; on one side of the second beam (120), the first notch (122) at one end of the second beam (120) and the second notch (123) at the other end of the second beam (120) are offset in the vehicle height direction.

3. The vehicle frame structure according to claim 1, characterized in that, The second beam (120) has a positioning block (124) protruding at the first edge (1211) and the second edge (1212). The first beam (110) has a positioning groove (112) corresponding to the position of the positioning block (124). The positioning block (124) is embedded in the corresponding positioning groove (112).

4. A vehicle frame structure according to claim 3, characterized in that, The positioning block (124) is positioned between the first notch (122) and the second notch (123) in the vehicle height direction.

5. A vehicle frame structure according to claim 1, characterized in that, Both the first notch (122) and the second notch (123) include a straight groove (1213) opened on the edge of the groove of the through groove (121). The straight groove (1213) extends along the length of the vehicle, and an arc groove (1214) is opened on the bottom wall of the straight groove (1213).

6. A vehicle frame structure according to claim 1, characterized in that, It also includes a traction frame layer (200) and a suspension frame layer (300); the traction frame layer (200) is welded to the bottom of the main frame layer (100) for mounting the traction assembly (620), and the suspension frame layer (300) is welded to the bottom of the main frame layer (100) for mounting the travel wheel (630) with the suspension structure.

7. A vehicle frame structure according to claim 6, characterized in that, The traction frame layer (200) and / or the suspension frame layer (300) both include a third beam (210), which is spaced below the second beam (120) along the vehicle height direction and extends along the vehicle width direction; the second beam (120) and the third beam (210) are connected by a connecting bracket (400).

8. A vehicle frame structure according to claim 7, characterized in that, At least a portion of the connecting bracket (400) is sleeved outside the second beam (120), and the connecting bracket (400) is provided with a first connecting shaft (510). The first connecting shaft (510) passes through the second beam (120) and the connecting bracket (400) along the vehicle width direction. The portion of the first connecting shaft (510) exposed outside the connecting bracket (400) is used to install the vehicle body (610).

9. A vehicle frame structure according to claim 8, characterized in that, At least another part of the connecting bracket (400) is sleeved outside the third beam (210), and the connecting bracket (400) is provided with a second connecting shaft (520). The second connecting shaft (520) passes through the third beam (210) and the connecting bracket (400) along the vehicle length direction. The part of the second connecting shaft (520) exposed outside the connecting bracket (400) is used to install the vehicle body (610).

10. A vehicle frame structure according to claim 9, characterized in that, The connecting bracket (400) includes a first channel (410) extending along the vehicle length direction and a second channel (420) extending along the vehicle width direction. The second beam (120) passes through the first channel (410). One end of the third beam (210) is inserted into one end of the second channel (420), and the other end of the third beam (210) is inserted into the other end of the second channel (420). The first connecting shaft (510) passes through the first channel (410) and the second beam (120) along the vehicle width direction, and the second connecting shaft (520) passes through the second channel (420) and the third beam (210) along the vehicle length direction.

11. A vehicle frame structure according to claim 10, characterized in that, The second channel (420) is provided with a damping component, which is respectively abutted against the second connecting shaft (520) on both sides.

12. A motorhome, characterized in that, The vehicle includes a frame structure as described in any one of claims 1-11, on which a vehicle body (610) is mounted.

13. A vehicle, characterized in that, The vehicle includes a frame structure as described in any one of claims 1-11, on which a vehicle body (610) is mounted, and the vehicle body (610) is towed by a power source via a traction assembly (620) of the frame structure.

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