Frame beam, frame and vehicle

Abstract

The utility model relates to the technical field of vehicles, and discloses a vehicle frame beam, a vehicle frame and a vehicle, and the vehicle frame beam has different wall thickness sizes in different design areas arranged in the first direction. By means of the technical scheme, the frame beam can have different wall thickness sizes in different areas, the strength effect of the frame beam can be guaranteed on the basis that the overall structure of the frame beam is simplified, the corresponding thickness can be set especially for the area where the structural strength needs to be improved, and the structure strength of the frame beam can be improved. And the wall thickness of other areas can not be correspondingly increased, so that the weight of the frame beam can not be greatly increased, and the requirement for light weight of the frame is met.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a side beam, a vehicle frame and a vehicle. BACKGROUND

[0002] The side beam as an important part of the vehicle frame, for example, the side beam is used to connect the longitudinal beam and the front pillar of the vehicle body, and can play a role in safety protection.

[0003] In the related art, a reinforcing plate is added to the vehicle frame beam or multiple parts are welded to improve the overall strength of the vehicle frame beam.

[0004] However, the vehicle frame beam structure with the above structure is relatively complex and cannot meet the lightweight demand of the vehicle frame. CONTENT OF THE INVENTION

[0005] The vehicle frame beam provided by the embodiments of the present application can simplify the structural complexity of the vehicle frame beam while meeting the overall strength of the vehicle frame beam, so as to meet the lightweight demand of the vehicle frame and at least partially solve the above technical problems.

[0006] In order to achieve the above purpose, according to a first aspect of the present application, a vehicle frame beam is provided for constituting a vehicle frame of a vehicle, the vehicle frame beam has:

[0007] a design region arranged along a first direction;

[0008] wherein the vehicle frame beam has different wall thickness dimensions in different design regions.

[0009] Optionally, the vehicle frame beam has the same or different wall thickness dimensions in the same design region.

[0010] Optionally, the vehicle frame beam is arranged with different cross-sectional shapes in different design regions.

[0011] Optionally, the vehicle frame beam is arranged with the same cross-sectional shape in the same design region.

[0012] Optionally, the wall thickness dimension of the vehicle frame beam in the design region ranges from 1.2mm to 2.2mm.

[0013] Optionally, the vehicle frame beam further has:

[0014] a transition region between two design regions;

[0015] wherein the transition region is arranged along the first direction.

[0016] Optionally, the wall thickness dimension of the vehicle frame beam in the transition region is different from or the same as the wall thickness dimension of one of the two adjacent design regions.

[0017] Optionally, the size of the transition region along the first direction is 90-110 times of the difference of the wall thickness of the two adjacent design regions.

[0018] Optionally, the size of the transition region along the first direction is 20-60 mm.

[0019] Optionally, the frame beam is integrally formed.

[0020] Optionally, the frame beam comprises:

[0021] a side beam having a beam space running through along the first direction.

[0022] According to a second aspect of the present application, a frame is provided, comprising a frame beam, the frame beam being the frame beam as described above.

[0023] Optionally, the frame further comprises:

[0024] a longitudinal beam connected with the frame beam; and

[0025] a joint between the longitudinal beam and the frame beam.

[0026] Optionally, the frame beam has:

[0027] a first design region for connecting with the joint; and

[0028] a second design region for surface contact with a front section of a wheel cover;

[0029] wherein the second design region is arranged away from the joint relative to the first design region, and the first design region and the second design region are located at different positions in the axial direction of the second direction.

[0030] Optionally, the joint has:

[0031] a first beam insertion space for insertion of at least part of the first design region of the frame beam, so that the frame beam is connected with the joint; and

[0032] a second beam insertion space for insertion of at least part of the longitudinal beam.

[0033] wherein the first beam insertion space and the second beam insertion space are independently arranged.

[0034] Optionally, the wall thickness of the second design region is greater than the wall thickness of the first design region.

[0035] Optionally, the frame beam further has:

[0036] a third design region configured to be in surface contact with a rear section of the wheelhouse;

[0037] wherein a wall thickness dimension of the third design region is smaller than a wall thickness dimension of the second design region and a wall thickness dimension of the first design region.

[0038] Optionally, the frame beam further has:

[0039] a fourth design region configured to be connected with a front pillar;

[0040] The frame further comprises:

[0041] a reinforcing beam configured to be connected with the frame beam and the front pillar;

[0042] wherein a part of the reinforcing beam surrounds a part of the fourth design region, and another part of the reinforcing beam is connected with the front pillar.

[0043] According to a third aspect of the present application, a vehicle is provided, comprising a frame beam as described above or a frame as described above.

[0044] The present application has the beneficial effect of providing a frame beam which can meet the demand of lightening the frame while simplifying the structural complexity of the frame beam to meet the overall strength of the frame beam.

[0045] More specifically, some embodiments of the present application can have the following specific beneficial effects:

[0046] In the frame beam of the embodiments of the present application, the frame beam has different wall thickness dimensions in different design regions arranged along the first direction. Through the above technical solution, the frame beam can have different wall thickness dimensions in different regions, which can ensure the strength of the frame beam on the basis of simplifying the overall structure of the frame beam. In particular, the regions which need to be particularly improved in structural strength can be provided with corresponding thickness, while the wall thickness of other regions can not be increased accordingly, thereby the weight of the frame beam can not be greatly increased, and the demand of lightening the frame can be met.

[0047] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0049] For a more complete understanding of the present application and the advantages thereof, reference is now made to the following descriptions taken in connection with the accompanying drawings in which like numbers represent like parts.

[0050] Figure 1 is a schematic view of an overall structure of a frame beam provided in an exemplary embodiment of the present application;

[0051] Figure 2 is a schematic view of an overall structure connection of a frame and a wheel cover and a front pillar provided in an exemplary embodiment of the present application;

[0052] Figure 3 is a schematic view of an explosion of a frame and a wheel cover and a front pillar provided in an exemplary embodiment of the present application;

[0053] Figure 4 is a schematic view of a connection structure of a frame beam and a wheel cover provided in an exemplary embodiment of the present application;

[0054] Figure 5 is a schematic view of another angle of an overall structure connection of a frame and a wheel cover and a front pillar provided in an exemplary embodiment of the present application;

[0055] Figure 6 is a schematic view of a structure of a joint provided in an exemplary embodiment of the present application;

[0056] Figure 7 is a schematic view of an overall structure of a vehicle provided in an exemplary embodiment of the present application.

[0057] Explanation of Reference Numerals:

[0058] 100, frame beam;

[0059] 110, design region;

[0060] 111, first design region; 112, second design region; 113, third design region; 114, fourth design region;

[0061] 120, transition region; 121, first transition region; 122, second transition region; 123, third transition region;

[0062] 10, frame;

[0063] 200, longitudinal beam;

[0064] 300, joint; 300a, first beam insertion space; 300b, second beam insertion space; 400, reinforcing beam;

[0065] 20, front pillar; 30, wheel cover;

[0066] 1, vehicle. DETAILED DESCRIPTION

[0067] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort are within the protection scope of the present application.

[0068] Reference Figure 1 and Figure 2 For the convenience of introduction, the directions of up, down, front and back are used in the corresponding drawings to facilitate the introduction of the relative positional relationship between the parts in the present application, which should not be understood as the limitation of the absolute position.

[0069] Also, in the present application, the first direction corresponds to the front-back direction, and the second direction corresponds to the up-down direction; as mentioned above, the first direction indicating the front-back direction is only for the convenience of introducing the specific embodiments of the present application, and the first direction does not have an absolute corresponding relationship with the front-back direction, and similarly, the second direction does not have an absolute corresponding relationship with the up-down direction.

[0070] The first direction and the second direction of the present application are only for expressing the relative positional relationship, and they only indicate the approximate direction, rather than the absolute geometric relationship.

[0071] According to the first aspect of the present application, with reference to Figure 1 , a frame beam 100 is provided for constituting a frame 10 of a vehicle 1, and the frame beam 100 has a design region 110 arranged along a first direction.

[0072] Among them, the frame beam 100 has different wall thickness sizes in different design regions 110.

[0073] Through the above technical solution, the frame beam 100 can have different wall thickness sizes in different regions, so as to ensure the strength of the frame beam 100 on the basis of simplifying the overall structure of the frame beam 100, especially in the region where the structural strength needs to be particularly improved, the corresponding reasonable thickness can be set, and the wall thickness of other regions can not be increased accordingly, thereby the weight of the frame beam 100 can not be greatly increased, and the lightweight demand of the frame 10 can be met.

[0074] And the frame beam 100 can also meet the demand of coping with collision and stiffness working conditions.

[0075] In some embodiments, with reference to Figure 1 , the frame beam 100 has the same or different wall thickness sizes in the same design region 110.

[0076] By setting the same wall thickness of the frame beam 100 in the same design region 110, it is convenient for forming.

[0077] By setting different wall thickness sizes of the frame beam 100 in the same design region 110, the corresponding setting of the wall thickness according to the strength requirement can be further made, and the flexibility is higher.

[0078] It can be understood that the frame beam 100 includes a beam body, and a plurality of design regions 110 are arranged along the length direction of the beam body, and the length direction of the beam body is parallel to the first direction.

[0079] The beam body corresponding to the different design regions 110 is provided with different wall thickness sizes along the second direction, and the same or different wall thickness sizes along the second direction in the same region, wherein the first direction and the second direction intersect.

[0080] In some embodiments, the cross-sectional shapes of the frame beam 100 in the different design regions 110 are different.

[0081] By setting the cross-sectional shapes of the frame beam 100 in the different design regions 110 to be different, the crushing sequence of the frame beam 100 from front to back in the collision can be ensured, and stable energy absorption can be realized.

[0082] Exemplarily, the cross-sectional shapes of the frame beam 100 in the different design regions 110 in the present application can be circular, square, circular and rectangular, trapezoidal transition graph, or flat rectangular or trapezoidal.

[0083] The setting of the shapes of the cross sections of the different design regions 110 is made according to the specific position and the components connected with the frame beam 100, which will be described in detail below.

[0084] In some embodiments, the cross-sectional shapes of the frame beam 100 in the same design region 110 are the same.

[0085] By setting the cross-sectional shapes of the frame beam 100 in the same design region 110 to be the same, the structure can be simplified to a certain extent while meeting the requirements of collision energy absorption, and it is not necessary to set the shapes of the cross sections in each design region 110 of the frame beam 100 to be different, so that the structure of the frame beam 100 is simplified and the processing difficulty is reduced.

[0086] In some embodiments, the wall thickness size of the frame beam 100 in the design region 110 ranges from 1.2 mm to 2.2 mm.

[0087] The wall thickness of the frame beam 100 in the design region 110 ranges from 1.2 mm to 2.2 mm, and a reasonable wall thickness is designed in the corresponding design region 110 to meet the energy absorption performance, and the range of the wall thickness can also meet the lightweight requirement.

[0088] In some embodiments, with reference to Figure 1 , the frame beam 100 further has a transition region 120.

[0089] The transition region 120 is located between two design regions 110, and the transition region 120 is arranged along the first direction.

[0090] By arranging the transition region 120 between the two design regions 110 along the first direction, the problem of excessive stress concentration caused by the overall cross-section change of the frame beam 100 from one design region 110 to another adjacent design region 110 can be avoided, the force transmission of the frame beam 100 is ensured to be stable, and the energy absorption performance under the collision condition is further improved.

[0091] Exemplarily, one transition region 120 is arranged in each two design regions 110 to ensure that the overall stress of the frame beam 100 is uniform.

[0092] In some embodiments, the wall thickness of the frame beam 100 in the transition region 120 is different from or the same as the wall thickness of one of the two adjacent design regions 110.

[0093] By arranging the wall thickness of the frame beam 100 in the transition region 120 to be different from or the same as the wall thickness of one of the two adjacent design regions 110, the problem of excessive stress concentration of the frame beam 100 can be further improved, and the force transmission of the frame beam 100 is ensured to be stable.

[0094] Exemplarily, the wall thickness of the transition region 120 can be the same as that of the front one of the two adjacent design regions 110, and of course, the wall thickness of the transition region 120 can also be the same as that of the rear one of the two adjacent design regions 110. The specific setting is selected according to the actual use, which is not limited herein.

[0095] It should be noted that the thickness of the transition region 120 is generally set to be thicker, generally 2 mm, which can better meet the energy absorption requirement under the collision condition.

[0096] The shape of the cross section of the transition region 120 can be circular or a transition pattern of circular and rectangular, trapezoidal.

[0097] In some embodiments, the size of the transition region 120 along the first direction is 90-110 times the difference in wall thickness between two adjacent design regions 110.

[0098] By setting the size of the transition region 120 along the first direction to be 90-110 times the difference in wall thickness between two adjacent design regions 110, the stability of the frame beam 100 as a whole can be further ensured.

[0099] For example, the size of the transition region 120 along the first direction can be set to be 100 times the difference in wall thickness between two adjacent design regions 110 to cope with complex force transmission and energy absorption requirements.

[0100] In some embodiments, the size of the transition region 120 along the first direction is 20-60 mm.

[0101] In some embodiments, the frame beam 100 is provided in an integrated manner.

[0102] By providing the frame beam 100 in an integrated manner, the forming method is simple, and the stiffness requirements can be met. When dealing with front collisions, the integrated structure can effectively avoid local weaknesses caused by sheet metal welding areas, which can cause sheet metal tearing when dealing with harsh working conditions such as small offset collisions, thereby making the deformation and energy absorption more continuous. In addition, the integrated structure has the convenience of quick replacement after damage, greatly saving maintenance time.

[0103] For example, the frame beam 100 of the present application is provided in an integrated manner, which can be formed by seamless welding using a TRB plate after setting the respective wall thicknesses and lengths along the first direction of the various design regions 110 and transition regions 120 of the frame beam 100. The welding and assembly sequence between traditional structural sheet metals does not need to be considered, and the assembly can be directly manufactured and assembled as a complete component of the vehicle body, and the assembly and the vehicle body are connected by bolts or welding.

[0104] In some embodiments, the frame beam 100 includes a side beam having a beam space extending along the first direction.

[0105] The frame beam 100 of the present application is configured as a side beam, which can better connect with the longitudinal beam 200 and the front pillar 20.

[0106] The structure of the side beam is more stable, and the wall thickness of the corresponding design region 110 can be set according to the connection position with the longitudinal beam 200 and the front pillar 20, so that the force can be better transmitted.

[0107] According to a second aspect of the present application, with reference to Figures 1 to 6The present application provides a vehicle frame 10, comprising a frame beam 100, wherein the frame beam 100 is as above.

[0108] The vehicle frame 10 comprises the frame beam 100 as above, and has all the beneficial effects of the frame beam 100 as above, which will not be repeated herein.

[0109] In addition, the vehicle frame 10 of the present application does not need to set the side beam as a more complex structure, such as adding a reinforcing plate or using a multi-welding mode, so as to have a simple structure while meeting the force transmission, and meeting the complex force transmission and energy absorption requirements.

[0110] In some embodiments, referring to Figures 1 to 6 The vehicle frame 10 further comprises a longitudinal beam 200 and a joint 300.

[0111] The longitudinal beam 200 is connected with the frame beam 100, and the joint 300 is located between the longitudinal beam 200 and the frame beam 100.

[0112] The frame beam 100 of the present application can ensure the low intrusion amount and low OLC (occupant load criterion) of the front compartment structure to the occupant compartment under the conditions of frontal collision and small offset collision by the bending and crushing energy absorption of the longitudinal beam 200 and the side beam.

[0113] Exemplarily, referring to Figures 1 to 6 The area in front of the side beam has an envelope, the size of the envelope is set according to the actual setting, and the cross section of the envelope is set according to the actual use, and it should be noted that the envelope can constitute a design area 110.

[0114] The frame beam 100 of the present application adopts welding / screwing, FDS, and screwing modes in the connection with the longitudinal beam 200, the wheel cover 30, and the front pillar 20 area, so as to ensure the reliability and rationality of the connection, but the form and process of the side beam connection part will be different for different vehicle models, and a reasonable connection mode should be adopted according to the specific vehicle model.

[0115] In some embodiments, referring to Figures 1 to 6 The frame beam 100 has a first design area 111 and a second design area 112.

[0116] The first design area 111 is used to connect with the joint 300, and the second design area 112 is used to form a surface contact with the front section of the wheel cover 30, wherein the second design area 112 is located away from the joint 300 relative to the first design area 111, and the first design area 111 and the second design area 112 are located at different positions in the axial direction of the second direction.

[0117] By connecting the first design region 111 with the joint 300, the second design region 112 is in contact with the front end constituting surface of the wheel cover 30, and the stable connection requirement of the frame beam 100 with the joint 300 and the front section of the wheel cover 30 can be met.

[0118] Exemplarily, the first design region 111 can be a round tube or a square tube according to welding or screwing, the connection position of the second design region 112 with the front section of the wheel cover 30 is given according to the envelope of the wheel cover 30 and the outer boundary of the vehicle body, the connection position close to the front pillar 20 also needs to meet the envelope at this position, and the wall thickness size of the first design region 111 can be set to 1.8 mm, and the wall thickness size of the second design region 112 can be set to 1.4 mm.

[0119] In some embodiments, with reference to Figure 6 , the joint 300 has a first beam insertion space 300a and a second beam insertion space 300b.

[0120] The first beam insertion space 300a is used for insertion of at least part of the first design region 111 of the frame beam 100, so that the frame beam 100 is connected with the joint 300, and the second beam insertion space 300b is used for insertion of at least part of the longitudinal beam 200, and the first beam insertion space 300a and the second beam insertion space 300b are independently arranged.

[0121] By the first beam insertion space 300a and the second beam insertion space 300b of the joint 300 respectively for insertion of at least part of the first design region 111 of the frame beam 100 and for insertion of at least part of the longitudinal beam 200, the connection of the joint 300 connected between the frame beam 100 and the longitudinal beam 200 is completed, and since the first beam insertion space 300a and the second beam insertion space 300b are independently arranged, the connection can be more stable and stress concentration can be avoided.

[0122] In some embodiments, the wall thickness size of the second design region 112 is greater than the wall thickness size of the first design region 111.

[0123] In this application, by making the wall thickness size of the first design region 111 greater than the wall thickness size of the first design region 111, the second design region 112 serves as the main energy absorption region, and the crushing degree of the second design region 112 is larger during the collision process.

[0124] In actual installation, it is necessary to avoid installing too many other vehicle body structures and accessory mounting supports in this second design region 112, and the cross-sectional shape of the second design region 112 can be set to a circular shape or a transition pattern of a circular shape and a rectangular shape, a trapezoidal shape, to avoid stress concentration phenomenon caused by too large cross-sectional change.

[0125] In the overall structure of the frame beam 100, the first design region 111 is generally thicker in thickness, for example, it can be designed to be 2mm, so as to meet the energy absorption requirements under the crash condition.

[0126] In some embodiments, referring to Figure 1 , the frame beam 100 further has a third design region 113.

[0127] The third design region 113 is used to form a surface contact with the rear section of the wheel cover 30, wherein the wall thickness of the third design region 113 is smaller than the wall thickness of the second design region 112 and the wall thickness of the first design region 111.

[0128] By forming a surface contact between the third design region 113 and the rear end of the wheel cover 30, due to the envelope restriction of the rear section of the wheel cover 30 in surface contact with the third design region 113 and the body boundary, the third design region 113 is generally set to be a flat rectangle or trapezoid, such as to lower the inside height of the cross section in order to keep the upper surface of the frame beam 100 and the upper surface of the rear section of the wheel cover 30 in the same plane.

[0129] At this point, since the frame beam 100 has one or two edges overlapping with the wheel cover 30, the structural strength is high, and it is desirable that the third design region 113 has a certain percentage higher resistance to positive crushing of the cross section than the second design region 112 during the crash process, but not too high to cause deformation. Generally, the cross-sectional shape of the third design region 113 is set to be irregular, and the wall thickness of the third design region 113 is unevenly set, with a part of the wall thickness being set to 2mm and a part of the wall thickness being set to 1.8mm.

[0130] Alternatively, the wall thickness of the third design region 113 is uniformly set to 1.4mm, and the wall thickness of the third design region 113 is generally lower than that of the second design region 112.

[0131] The third design region 113 of the frame beam 100 and the rear section of the wheel cover 30 can be connected by multiple FDS along the pipe length direction with a spacing of 40-50mm.

[0132] In some embodiments, referring to Figure 1 , the frame beam 100 further has a fourth design region 114, and the frame 10 further includes a reinforcing beam 400.

[0133] The fourth design region 114 of the present application is used to form a connection with the front pillar 20, and the reinforcing beam 400 is used to form a connection with the frame beam 100 and the front pillar 20, wherein a part of the reinforcing beam 400 surrounds a part of the fourth design region 114, and another part of the reinforcing beam 400 forms a connection with the front pillar 20.

[0134] By setting the fourth design area 114, the fourth design area 114 of the frame beam 100 can be connected with the front pillar 20 through the reinforcing beam 400, and part of the reinforcing beam 400 surrounds part of the fourth design area 114, and another part of the reinforcing beam 400 is connected with the front pillar 20, which can further ensure the stability of the whole frame 10.

[0135] The fourth design area 114 is a key connecting part of the force transmission of the end of the frame beam 100 to the front pillar 20 column area, and needs to ensure the continuity of the force transmission structure (refer to Figure 7 ) in the case of 25% offset collision. The force is first transmitted to the fourth design area 114 through the frame beam 100, and then transmitted to the upper section of the front pillar 20 and the rocker through the reinforcing beam 400.

[0136] The fourth design area 114 is designed as a rectangle or a trapezoid with a narrow width in the second direction due to the narrow space in the second direction.

[0137] At the same time, the whole frame 10 is reinforced by the joint 300, so that the wall thickness of the fourth design area 114 can be set to 1.8mm, ensuring that the overall strength is the highest of the four areas.

[0138] Two M10 bolts and bolt sleeves are used to penetrate and connect the frame beam 100 and the front pillar 20 area in the second direction, so that the resistance in the first direction can be smoothly transmitted without the frame beam 100 falling off, and the torque around the second direction is provided to prevent the frame beam 100 from rotating at the end.

[0139] The first design area 111 of the present application is the area connected with the joint 300, considering the mounting mode of the front section of the longitudinal beam 200, the cross section is generally designed as a circle and a square.

[0140] If the front section of the longitudinal beam 200 adopts a steel structure wrapped around the edge beam, it is connected with the frame beam 100 by welding, and at this time the frame beam 100 is designed as a circle, and the outer diameter of the circular cross section is 50mm.

[0141] The connection form of the joint 300 and the first design area 111 of the frame beam 100 is that the joint 300 is lapped in the lapping area of the frame beam 100, and a certain length of groove is opened along the circumference of the joint 300 at different cross sections, and the grooves are arranged at an interval of 30mm along the length direction of the pipe. The grooves are connected by one circle of carbon dioxide shielded welding.

[0142] If the joint 300 is an aluminum extrusion or a casting, it is connected with the frame beam 100 by bolts, and at this time the frame beam 100 is designed as a square.

[0143] Specifically, the first design region 111 of the frame beam 100 is inserted into the first beam insertion space 300a of the joint 300, and the front part of the frame beam 100, the joint 300 and the front longitudinal beam 200 are connected through two M10 bolts. Due to the reinforcement of the joint 300, the wall thickness of the first design region 111 can be appropriately reduced in the design, which can be obtained by adding the joint 300 structure to parameterize the cross section.

[0144] The curb weight, working condition to be met and evaluation index of different vehicle models are different. The wall thickness of the first design region 111 is generally between 1.0-4.0mm. For example, the first design region 111 is set to 1.8mm.

[0145] The size of the design region 110 in the first direction is greater than the size of the transition region 120 in the first direction.

[0146] For example, the size of the first design region 111 in the first direction can be set to 30mm, the size of the second design region 112 in the first direction is set to 40mm, the size of the third design region 113 in the first direction is set to 45mm, and the size of the fourth design region 114 in the first direction is set to 47mm.

[0147] The size of the transition region 120 in the first direction is set to 20-60mm. For example, the size of the first transition region 121 between the first design region 111 and the second design region 112 in the first direction is set to 5mm. The size of the second transition region 122 between the second design region 112 and the third design region 113 in the first direction is set to 10mm. The size of the third transition region 123 between the third design region 113 and the fourth design region 114 in the first direction is set to 30mm.

[0148] According to a third aspect of the present application, referring to Figure 7 , a vehicle 1 is provided, comprising the frame beam 100 as above or the frame 10 as above.

[0149] The vehicle 1 comprises the frame beam 100 described above, and the vehicle 1 has all the beneficial effects of the frame beam 100 described above, which will not be repeated here.

[0150] The vehicle 1 comprises the frame 10 described above, and the vehicle 1 has all the beneficial effects of the frame 10 described above, which will not be repeated here.

[0151] The vehicle 1 can be a fuel automobile, a plug-in hybrid electric vehicle or a new energy vehicle, etc., which is not limited in the present application.

[0152] In the description of the application, the terms "first", "second", etc. are used only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0153] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0154] The embodiments, implementation manners and related technical features of the present application can be combined or replaced with each other without conflict.

[0155] The above is only the preferred embodiment of the present application, and does not limit the present application in any form. Any simple modification, equivalent change and modification made to the above embodiment in accordance with the technical essence of the present application without departing from the technical solution content of the present application still falls within the scope of the technical solution of the present application.

Claims

1. A frame rail for use in constructing a frame of a vehicle, characterized by, The frame beam has: a design region, disposed along a first direction; wherein the frame beam has different wall thickness dimensions in different design regions; The frame beam comprises: a side beam having a beam space running through along a first direction.

2. The vehicle frame rail of claim 1, wherein, The frame beam has the same or different wall thickness dimensions in the same design region.

3. The vehicle frame rail of claim 1, wherein, The cross-sectional shape of the frame beam in different design regions is different.

4. The vehicle frame rail of claim 1, wherein, The cross-sectional shape of the frame beam in the same design region is the same.

5. The vehicle frame rail of claim 1, wherein, The wall thickness dimension of the frame beam in the design region ranges from 1.2 mm to 2.2 mm.

6. The vehicle frame rail of claim 1, wherein, The frame beam further has: a transition region between two design regions; wherein the transition region is disposed along the first direction.

7. The vehicle frame rail of claim 6, wherein, The wall thickness dimension of the frame beam in the transition region is different or the same from that in one of the two adjacent design regions.

8. The vehicle frame rail of claim 6, wherein, The size of the transition region along the first direction is 90-110 times the difference in wall thickness dimension of the two adjacent design regions.

9. The vehicle frame rail of claim 6, wherein, The size of the transition region along the first direction is 20 mm to 60 mm.

10. The frame rail of any one of claims 1 to 9, wherein, The frame beam is integrally formed.

11. A vehicle frame, characterized by The frame further comprises:

12. The frame of claim 11, wherein, a longitudinal beam connected to the frame beam; and a joint between the longitudinal beam and the frame beam. The frame beam has:

13. The frame of claim 12, wherein, a first design region for connecting to the joint; and a second design region for surface contact with a front section of a wheel cover; wherein the second design region is disposed away from the joint relative to the first design region, and the first design region and the second design region are located at different positions in the axial direction of the second direction. The joint has:

14. The frame of claim 13, wherein, a first beam insertion space for inserting at least part of the first design region of the frame beam to connect the frame beam to the joint; and a second beam insertion space for inserting at least part of the longitudinal beam; wherein the first beam insertion space and the second beam insertion space are independently disposed. The wall thickness dimension of the second design region is greater than that of the first design region.

15. The frame of claim 13, wherein, The frame beam further has:

16. Frame according to any of claims 13 to 15, characterized in that a third design region for surface contact with a rear section of a wheel cover; wherein the wall thickness dimension of the third design region is smaller than that of the second design region and that of the first design region.

17. The frame according to any one of claims 11 to 13, wherein The frame beam further has: a fourth design region for connecting to a front pillar; The frame further comprises: a reinforcing beam for connecting to the frame beam and the front pillar; wherein part of the reinforcing beam surrounds part of the fourth design region, and another part of the reinforcing beam connects to the front pillar. The frame comprises the frame beam according to any one of claims 1 to 10 or the frame according to any one of claims 11 to 17.

18. A vehicle characterized by comprising: ​

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