Vehicle

Abstract

The vehicle comprises a vehicle body frame, a mounting support, an accessory structure and a force transmission structure, the vehicle body frame comprises a frame beam main body, the frame beam main body is of a non-metal structure and is provided with a first side and a second side which are oppositely arranged, the first side faces the inner side of a vehicle body, and the second side faces the outer side of the vehicle body; the frame beam main body is provided with a through hole; the mounting bracket is arranged on the first side of the frame beam main body; the accessory structure is arranged on the second side of the frame beam main body; the connecting piece penetrates through the frame beam main body, the two ends of the connecting piece are connected with the mounting bracket and the accessory structure respectively, and acting force in the mutual approaching direction is applied to the mounting bracket and the accessory structure; the force transmission structure is arranged in the through hole, one side of the force transmission structure abuts against the installation support, the other side of the force transmission structure abuts against the accessory structure, and the installation support and the accessory structure transmit the acting force applied by the connecting piece through the force transmission structure. According to the embodiment of the invention, the creep possibility of the frame beam main body can be reduced.

Description

TECHNICAL FIELD

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

[0002] With the continuous development of automobile technology, the requirement for vehicle light weight is higher and higher, and the vehicle body frame is an important part affecting the light weight process. In some related technologies, non-metallic materials are used as the vehicle body frame. However, the anti-creep performance of non-metallic materials is poor. Taking a bolt as an example, if the material of the vehicle body frame creeps at the connection part of the bolt, the pre-tightening force of the bolt connection may be attenuated, thereby reducing the reliability of the bolt connection. CONTENT OF THE UTILITY MODEL

[0003] Therefore, the embodiments of the present application expect to provide a vehicle to at least partially improve the creep phenomenon of a non-metallic frame beam body.

[0004] The embodiments of the present application provide a vehicle, which comprises:

[0005] A vehicle body frame, which comprises: a frame beam body, the frame beam body being a non-metallic structure, the frame beam body having a first side and a second side arranged oppositely, the first side facing the inner side of the vehicle body, the second side facing the outer side of the vehicle body, and the frame beam body being provided with a through hole;

[0006] A mounting bracket, which is arranged on the first side of the frame beam body;

[0007] An accessory structure, which is arranged on the second side of the frame beam body;

[0008] A connecting piece, which passes through the frame beam body, and two ends of the connecting piece are connected with the mounting bracket and the accessory structure respectively, and the connecting piece applies an acting force to the mounting bracket and the accessory structure in a direction of moving towards each other;

[0009] A force transmission structure, which is arranged in the through hole, one side of the force transmission structure abutting against the mounting bracket, and the other side of the force transmission structure abutting against the accessory structure, and the mounting bracket and the accessory structure transmit the acting force applied by the connecting piece through the force transmission structure.

[0010] In the embodiments of the present application, the material of the frame beam body is a non-metal material, which has the characteristics of light weight, helps to reduce the weight of the vehicle body frame, thereby helping to reduce the fuel consumption of the vehicle and improve the economic performance of the vehicle. The non-metal material will not rust easily, and the manufacturing process is more environmentally friendly, which helps to reduce carbon emissions. Moreover, the process of manufacturing the frame beam body with non-metal material does not need to go through the stamping, welding and coating processes, which helps to improve the manufacturing efficiency and does not need to build stamping, welding and coating workshops, thereby helping to reduce the manufacturing cost of the vehicle. The force is transmitted between the mounting bracket and the accessory structure through the force transmission structure, so whether the frame beam body will creep or not will not affect the pre-tightening force of the connecting piece, which is beneficial to improve the connection reliability of the connecting piece, the mounting bracket and the accessory structure. Of course, since the force is transmitted between the mounting bracket and the accessory structure through the force transmission structure, it is beneficial to reduce the stress influence of the connecting piece on the frame beam body, thereby reducing the possibility of creep of the frame beam body.

[0011] In some embodiments, the material strength of the force transmission structure is greater than that of the frame beam body.

[0012] In this scheme, the force transmission structure is more difficult to deform than the frame beam body, so it is beneficial to improve the force transmission reliability of the force transmission structure.

[0013] In some embodiments, the force transmission structure is a metal structure. The structural strength and reliability of the force transmission structure can be improved.

[0014] In some embodiments, the connecting piece is arranged in the through hole, and the force transmission structure is annular and surrounds the outer periphery of the connecting piece. In this way, the number of openings on the frame beam body can be reduced, and the influence on the structural strength of the frame beam body is reduced. In addition, since the force transmission structure surrounds the outer periphery of the connecting piece, the outer peripheral surface of the connecting piece will not be in contact with the frame beam body, and if the connecting piece is subjected to a transverse load, the connecting piece will not extrude the frame beam body, further reducing the possibility of creep of the frame beam body.

[0015] In some embodiments, the surface of the mounting bracket on the side facing the force transmission structure has a sink, and a part of the force transmission structure extends into the sink. The sink is beneficial to make the force transmission structure have a relatively large size in the extension direction of the connecting piece, and is beneficial to improve the structural strength and reliability of the force transmission structure.

[0016] In some embodiments, the force transmission structure has an outer peripheral surface, and the sink has a circumferential side wall surrounding the outer peripheral surface; the circumferential side wall is used to stop cooperating with the outer peripheral surface to limit the relative movement of the force transmission structure on the surface of the mounting bracket. The circumferential side wall is used to limit the mounting bracket, and reduces the probability of relative movement of the force transmission structure and the mounting bracket perpendicular to the extension direction of the connecting piece.

[0017] In some embodiments, the force transmission structure is in the shape of a ring, or the force transmission structure comprises a cylindrical portion and a shoulder, the shoulder protruding from the outer circumferential surface of the cylindrical portion, the cylindrical portion passing through the frame beam body, and the shoulder being clamped between the frame beam body and the mounting bracket. Since the shoulder is on the inner side of the frame beam body, the force transmission structure can be prevented from coming out of the hole in the frame beam body for passing through the force transmission structure. In addition, it is also beneficial to increase the contact area between the force transmission structure and the mounting bracket and to improve the force transmission reliability of the two.

[0018] In some embodiments, the mounting bracket is a one-piece metal piece, and / or the connecting piece is a one-piece metal piece. In this way, the structural strength and structural reliability of the mounting bracket or the connecting piece can be improved.

[0019] In some embodiments, the force transmission structure and the accessory structure are separate structures, and the force transmission structure does not exceed the outer surface of the frame beam body. In this way, the force transmission structure does not affect the contact between the accessory structure and the outer surface of the frame beam body, so the accessory structure can be attached to the outer surface of the frame beam body without a gap, which is beneficial to improve the connection reliability of the accessory structure and the frame beam body. It should be noted that in this embodiment, the force transmission structure and the mounting bracket can be a one-piece structure or a separate structure.

[0020] In some embodiments, the force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are one-piece structures; or,

[0021] The force transmission structure and the accessory structure are separate structures, and the force transmission structure and the mounting bracket are one-piece structures; or,

[0022] The force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are separate structures.

[0023] In the embodiment in which the force transmission structure and the accessory structure are one-piece structures, or the embodiment in which the force transmission structure and the mounting bracket are one-piece structures, it is beneficial to reduce the assembly process and the number of parts. In the embodiment in which the force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are separate structures, the mounting bracket and the accessory structure can use existing parts, and only one force transmission structure needs to be added.

[0024] In some embodiments, the mounting bracket has a threaded hole extending along the length direction of the connecting piece, and the connecting piece has a threaded section, at least a part of the threaded section being accommodated in the threaded hole and being threadedly connected with the threaded hole. In this way, the threaded section and the threaded hole are convenient to connect, and by rotating the connecting piece, the pre-tightening force of the connecting piece can be adjusted. It should be noted that the threaded section can be formed by a part of the rod section of the rod-shaped structure, or the threaded section can be formed by the entire rod section of the rod-shaped structure.

[0025] In some embodiments, the thickness of the part of the frame beam body not in contact with the accessory structure is a first thickness, and the dimension of the force transmission structure along the length direction of the connecting member is a second thickness; the first thickness is greater than the second thickness, and the difference between the two is 0.05mm-0.1mm. During the assembly process, the installation bracket and the accessory structure are pulled to be close to each other, and the part of the frame beam body between the installation bracket and the accessory structure is clamped by the installation bracket and the accessory structure due to the first thickness being greater than the second thickness, resulting in deformation, and further making the outer surface of the frame beam body close to the accessory structure and the inner surface of the frame beam body close to the installation bracket, thereby improving the sealing performance of the connection between the frame beam body, the accessory structure and the installation bracket.

[0026] In some embodiments, at least part of the frame beam body constitutes an A-pillar and / or a B-pillar of the vehicle, and the accessory structure comprises at least one of a door hinge, a door lock, and a door opening limiter. In this way, the force is transmitted between the accessory structure and the installation bracket through the force transmission structure, which is conducive to ensuring the pretightening force of the connecting member and the reliability of the accessory structure, and further conducive to ensuring the reliability of the door.

[0027] In some embodiments, the vehicle body frame further comprises a reinforcing structure arranged on the first side of the frame beam body for reinforcing the strength of the frame beam body, and the installation bracket is arranged between the frame beam body and the reinforcing structure. The reinforcing structure is used to structurally reinforce the frame beam body to reduce the probability of deformation or fracture of the frame beam body during a collision, thereby improving the anti-collision performance of the vehicle body frame as a whole.

[0028] In some embodiments, the frame beam body protrudes towards the outside of the vehicle body to form an open slot on the inside of the frame beam body, and at least part of the reinforcing structure is located in the open slot. The open slot can act as an energy absorption zone to effectively absorb and disperse impact energy; in addition, the open slot can provide installation space for the reinforcing structure, and the design of the open slot is conducive to the lightweight design of the vehicle. The cooperation of the reinforcing structure and the open slot can further improve the structural strength and anti-collision capability of the vehicle body frame.

[0029] In some embodiments, the reinforcing structure comprises a reinforcing pipe arranged along the extension direction of the open slot, and the installation bracket is connected with the reinforcing pipe. The tubular reinforcing pipe helps to increase the tensile strength of the frame beam body, making the frame beam body more robust when subjected to tensile load, and at the same time, the tubular reinforcing pipe helps to improve the rigidity of the frame beam body, reduce the deformation of the frame beam body under stress, and improve the structural strength and rigidity of the vehicle body frame.

[0030] In some embodiments, the installation bracket is welded or bonded with the reinforcing pipe. In this way, the use of fasteners such as screws can be avoided, and interference caused by the fasteners to the installation of the frame beam body or other structures can be avoided.

[0031] In some embodiments, the reinforcing tube comprises a tube body and a resin filling structure filled in the tube body. The resin filling structure is used to enhance the structural strength and the structural stiffness of the tube body

[0032] In some embodiments, the resin filling structure comprises polyurea and / or polyurethane; and / or, the tube body is a thermoplastic pultruded composite tube. Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforcing tube. The thermoplastic pultruded composite tube is a composite tube produced by a pultrusion process. The thermoplastic pultruded composite tube has high strength and high stiffness, which helps to increase the structural strength and the structural stiffness of the reinforcing tube. Moreover, the composite material helps to improve the lightweight of the vehicle body frame.

[0033] In some embodiments, the reinforcing tube comprises a tube body and at least one reinforcing rib arranged in the tube body. In a cross section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing rib are connected with the inner wall of the tube body. By arranging the reinforcing rib in the tube body, the structural strength and the structural stiffness of the reinforcing tube are further improved.

[0034] In some embodiments, the tube body and the at least one reinforcing rib are an integrated aluminum pultruded tube structure. The aluminum pultruded tube structure is an aluminum tube produced by a pultrusion process. The aluminum pultruded tube structure has high strength and can withstand large mechanical loads. Moreover, the aluminum pultruded tube structure has high stiffness and can reduce deformation under stress. Furthermore, the density of aluminum is low, which helps to reduce the weight of the vehicle body frame compared to traditional steel vehicle bodies.

[0035] In some embodiments, the reinforcing structure comprises a reinforcing rib structure, which is injection molded on the inner surface of the frame beam body. The injection molding process integrates the reinforcing rib structure with the frame beam body, reducing the assembly between the reinforcing rib structure and the frame beam body. The injection molding process allows the injection molding material of the reinforcing rib structure to reach every corner of the frame beam body. Moreover, the injection molding process facilitates the processing of the reinforcing rib structure into various shapes according to the collision stress conditions of the vehicle body frame, as well as the increase of the thickness at certain key stress points. In other words, the extension direction, thickness, and position of the rib sheet of each reinforcing rib structure can be optimized according to the collision stress conditions of the vehicle body frame.

[0036] In some embodiments, the reinforcing structure comprises 35-70 parts by weight of a thermoplastic resin matrix and 30-65 parts by weight of long glass fibers, and the sum of the parts by weight of the thermoplastic resin matrix and the parts by weight of the long glass fibers is 100. The composite material formed by the long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus characteristics of the long glass fibers and the good processability and recyclability of the thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the reinforcing structure, and the thermoplastic resin matrix facilitates molding, such as injection molding, extrusion molding, compression molding, etc.

[0037] In some embodiments, the reinforcing structure comprises 2-5 parts by weight of mineral powder. The mineral powder as a filler can significantly reduce the cost of raw materials while maintaining or improving the physical properties of the product, etc.

[0038] In some embodiments, the reinforcing structure comprises 1-2 parts by weight of a compatibilizer; and / or, the reinforcing structure comprises 0.1-0.4 parts by weight of an antioxidant. The compatibilizer, antioxidant, etc. are used to further improve the performance of the composite material of the reinforcing structure.

[0039] In some embodiments, the reinforcing structure comprises a plurality of rib pieces, and at least a portion of the plurality of rib pieces are arranged in a cross shape. Stress concentration of a single rib piece can be avoided as much as possible, i.e., the reinforcing structure can uniformly disperse stress, thereby helping to improve the overall structural strength and structural rigidity of the vehicle body frame.

[0040] In some embodiments, the reinforcing structure is formed with an interior trim mounting structure for mounting a vehicle body interior trim. That is, the interior trim mounting structure is formed on a portion of the reinforcing structure, which eliminates the need for a separate component having the function of mounting the interior trim, and reduces the number of components and the assembly between components, thereby helping to achieve lightweighting of the vehicle body frame and improve manufacturing efficiency.

[0041] In some embodiments, at least a portion of the frame beam body constitutes a B-pillar and / or a C-pillar of the vehicle, and the interior trim mounting structure comprises at least one seat belt accessory mounting structure for mounting a seat belt accessory, and the at least one seat belt accessory mounting structure is formed on the reinforcing structure of the B-pillar and / or the C-pillar.

[0042] The at least one seat belt accessory comprises at least one of a seat belt tensioner and a seat belt retractor.

[0043] The B-pillar and / or the C-pillar need to be mounted with a seat belt accessory, and the reinforcing structure provides a seat belt accessory mounting structure for mounting the seat belt accessory, which helps to improve the safety performance of the driver and / or the passenger of the vehicle. Moreover, the reinforcing structure helps to improve the structural strength and structural rigidity of the seat belt accessory mounting structure, and reduces the probability of seat belt failure due to failure of the seat belt accessory mounting structure.

[0044] In some embodiments, the frame beam body comprises a continuous fiber composite plate, and the continuous fiber composite plate comprises a plurality of continuous fiber composite material layers arranged in layers, each of the continuous fiber composite material layers comprises continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix is impregnated in the continuous fibers. The continuous fiber composite material formed by the continuous fibers and the thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural rigidity of the frame beam body. By arranging the plurality of continuous fiber composite material layers, the laying angle of the continuous fibers in different continuous fiber composite material layers can be adjusted to improve the overall performance of the continuous fiber composite material.

[0045] In some embodiments, the continuous fiber composite material layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of a thermoplastic resin matrix, and the sum of the parts by weight of the continuous fibers and the parts by weight of the thermoplastic resin matrix is 100. By controlling the content of the continuous fibers and the thermoplastic resin matrix within a reasonable range, it is possible to avoid the continuous fibers from leaking out due to too high content of continuous fibers and too low content of resin matrix, and it is also possible to avoid the composite material from not being strong enough due to too low content of continuous fibers and too high content of resin matrix, that is, to make the content of continuous fibers and the content of thermoplastic resin matrix reach a relatively balanced state, so that the performance of the composite material is suitable for making the frame beam body of the vehicle body frame.

[0046] In some embodiments, the continuous fiber composite material layer comprises 1-5 parts by weight of a compatibilizer. The compatibilizer can further improve the performance of the composite material of the continuous fiber composite material layer.

[0047] In some embodiments, the continuous fiber composite material layer comprises 0.2-0.6 parts by weight of an antioxidant. The antioxidant can further improve the performance of the composite material of the continuous fiber composite material layer.

[0048] In some embodiments, the continuous fibers are continuous glass fibers. The continuous glass fibers have high strength, good elasticity and flexibility, which helps to improve the strength of the single-layer continuous fiber composite material layer.

[0049] In some embodiments, the water absorption rate of each continuous fiber composite material layer is not higher than 0.3%. By controlling the water absorption rate of the single-layer fiber composite material layer within this range, the water absorption rate of the frame beam body is in a lower range, thereby reducing the deformation of the parts caused by excessive water absorption of the frame beam body.

[0050] In some embodiments, the continuous fibers in the single layer of continuous fiber composite material are unidirectionally laid, and the angles of the continuous fibers in the two adjacent layers of continuous fiber composite material are different. This is because the angle of the continuous fibers has a significant impact on the performance of the composite material, and the direction of the continuous fibers affects the stress distribution inside the composite material. The different angles of the continuous fibers in the two adjacent layers of continuous fiber composite material help to optimize the performance of the composite material in different directions.

[0051] In some embodiments, the angle of at least one of the outermost two layers of continuous fiber composite material on either side of the continuous fiber composite plate in the thickness direction is non-0° and non-90°. The non-0° and non-90° layup can provide strength in multiple directions, and at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impact. Such arrangement helps to enhance the impact resistance of the frame beam body.

[0052] In some embodiments, the angle of the continuous fibers in the non-0° and non-90° continuous fiber composite material layer is 25°-75°. When the angle of the continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0053] In some embodiments, the angle of the continuous fibers in the non-0° and non-90° continuous fiber composite material layer is 40°-50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0054] In some embodiments, the number of layers of non-0° and non-90° continuous fiber composite material layers is 20%-40% of the total number of continuous fiber composite material layers. This allows the non-0° and non-90° layup to be within a reasonable proportion range, which can ensure that the multidirectional strength, shear strength, and fatigue resistance of the composite material are within a reasonable numerical range, and thus ensure the structural strength and stiffness of the frame beam body.

[0055] In some implementation schemes, the thickness of the continuous fiber composite panel is 1.2mm to 5mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2mm to 0.3mm. By limiting the minimum thickness of the continuous fiber composite panel, the thickness of the main frame beam is kept from being too low, thus failing to meet the requirements for structural strength and stiffness. By limiting the maximum thickness of the main frame beam, the excessive thickness of the main frame beam is kept from affecting the aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, on the one hand, the thickness of the single-layer continuous fiber composite material layer is kept from being too low, resulting in insufficient structural strength and stiffness; on the other hand, the thickness of the fiber composite material layer is kept from being too high, resulting in an excessively thick main frame beam when multiple layers of continuous fiber composite material are laid, thus affecting the overall aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components.

[0056] In some implementations, the vehicle includes a battery and a chassis. The battery powers the vehicle, and the body frame and chassis together enclose the passenger compartment, with the battery casing forming the passenger compartment floor. Integrating the battery into the passenger compartment floor reduces additional supports and connecting parts, helps reduce overall vehicle weight, and allows for more efficient use of the vehicle's interior space.

[0057] In some implementations, the vehicle also includes a chassis, with the body frame located on top of and detachably connected to the chassis. This configuration allows for the separation and decoupling of the body frame and chassis, enabling the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis, making it adaptable to various vehicle models. Attached Figure Description

[0058] Figure 1 An exploded view of a vehicle provided in one embodiment of this application;

[0059] Figure 2 This is an exploded view of a partial structure of a vehicle according to an embodiment of this application;

[0060] Figure 3 This is a partial structural schematic diagram of the vehicle frame of the first embodiment of this application from a first-view perspective;

[0061] Figure 4 for Figure 3 An exploded view of the structure shown;

[0062] Figure 5 for Figure 4 The diagram shows a force transmission structure.

[0063] Figure 6 forFigure 4 schematic view of the connection shown in Fig. 1;

[0064] Figure 7 is a cross-sectional view along the direction A-A in Fig. 1; Figure 3

[0065] Figure 8 is a schematic view of a partial structure of a vehicle body frame according to a second embodiment of the present application;

[0066] Figure 9 is a schematic view of the mounting bracket and force transmission structure shown in Fig. 2; Figure 8

[0067] Figure 10 is a cross-sectional view of the structure shown in Fig. 2 after assembly, wherein the cross-sectional position is the same as the position A-A in Fig. 2; Figure 8 Figure 3

[0068] Figure 11 is a cross-sectional view of a partial structure of a vehicle body frame according to a third embodiment of the present application, wherein the cross-sectional position is the same as the position A-A in Fig. 3; Figure 3

[0069] Figure 12 is a cross-sectional view of a partial structure of a vehicle body frame according to a fourth embodiment of the present application, wherein the cross-sectional position is the same as the position A-A in Fig. 4; Figure 3

[0070] Figure 13 is a schematic view of the force transmission structure shown in Fig. 5 from a perspective without cross-sectioning; Figure 12

[0071] Figure 14 is a schematic view of the structure shown in Fig. 5 from a second perspective; Figure 3

[0072] Figure 15 is a schematic view of the structure shown in Fig. 5 after omitting the reinforcing tube; Figure 14

[0073] Figure 16 is a schematic view of a partial structure of a vehicle body frame according to another embodiment of the present application;

[0074] Figure 17 is a schematic view of a layup of a plurality of layers of continuous fiber composite material of a continuous fiber composite sheet according to an embodiment of the present application.

[0075] BRIEF DESCRIPTION OF THE DRAWINGS

[0076] ​​​​​​​​​10e, door; 20, body frame; 21, frame beam body; 21a, open slot; 21b, through hole; 21c, first part; 211, A pillar; 212, B pillar; 213, C pillar; 214, side beam; 215, rocker beam; 221, reinforcement structure; 222, reinforcing pipe; 2221, pipe body; 2222, reinforcement; 2231, seat belt accessory mounting structure; 2232, interior panel mounting structure; 224, mounting bracket; 224a, sink groove; 224b, threaded hole; 225, accessory structure; 226, connecting piece; 2261, threaded section; 2262, flange; 2263, end cap; 227, force transmission structure; 2271, barrel; 2272, shoulder; 26, upper joint; 27, lower joint; 30, chassis. DETAILED DESCRIPTION

[0077] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application.

[0078] In the specific embodiments, various specific technical features described can be combined in any suitable manner without contradiction, for example, different embodiments and technical solutions can be formed by combining different specific technical features. In order to avoid unnecessary repetition, various possible combinations of various specific technical features in the present application are not described again.

[0079] In the following description, the terms "first\second\..." are only used to distinguish different objects and do not mean that the objects have the same or related aspects. It should be understood that the terms "upper", "lower", "outer", "inner", "left", and "right" are the positions of the objects in the normal use state, and the "left" and "right" directions are the directions shown in the specific corresponding schematic diagram, which can be the left and right directions in the normal use state or not.

[0080] It should be noted that the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including one" does not exclude the presence of another identical element in the process, method, article or device including the element. "Multiple" means greater than or equal to two.

[0081] With the continuous development of automobile technology, the traditional steel body frame also shows some drawbacks, such as the body is too heavy, the steel body is easy to rust, the carbon emission is high in the production process of the steel body, and so on. The steel body needs to go through stamping, welding, coating and other processes in the manufacturing process, and the stamping workshop, welding workshop and coating workshop all need high investment, which is not conducive to reducing the cost of automobile manufacturing. At the same time, the steel body is heavy, which is not conducive to the lightweight design of the whole vehicle.

[0082] Therefore, in the related art, a non-metallic material is used to make the body frame. The anti-creep performance of the non-metallic material is poor. Taking a bolt as an example, if the bolt is subjected to a large transverse load condition, the bolt connection requires a large pretightening force, so the body frame will be subjected to a large clamping force. In addition, the bolt transverse force will also transmit the force to the body frame, so it is easy to cause the local creep of the non-metallic material body frame, and the creep will cause the pretightening force of the bolt connection to decay, and the decay of the pretightening force will reduce the reliability of the bolt connection.

[0083] Therefore, in order to overcome at least part of the defects of the non-metallic material body frame, the embodiments of the present application provide a vehicle.

[0084] Please refer to Figure 1 and Figure 2 , the present application provides a vehicle, which comprises a chassis 30 and a body frame 20 arranged above the chassis 30.

[0085] In some embodiments, the body frame 20 and the chassis 30 are welded together.

[0086] In other embodiments, the body frame 20 is arranged above the chassis 30 and is detachably connected with the chassis 30. At this time, the chassis 30 adopts a skateboard chassis integrated with a three-electricity system. The three-electricity system refers to a battery system, a motor system and an electronic control system. In this way, the body frame 20 and the chassis 30 are decoupled, so that the body frame 20 can be replaced according to the needs, the research and development cycle is shortened, and the cost is reduced. In other words, the integration of the chassis 30 is improved, which can adapt to various vehicle models.

[0087] Exemplarily, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0088] In some embodiments, the fasteners can include at least one of a bolt, a stud and a screw.

[0089] In some embodiments, the number of fasteners is multiple.

[0090] For example, the detachable connection between the body frame 20 and the chassis 30 can be achieved by using multiple bolts in the circumferential direction of the chassis 30 and the circumferential direction of the body frame 20.

[0091] The following description is given by way of example with the vehicle body frame 20 cooperating with the skateboard chassis 30.

[0092] Since the skateboard chassis 30 integrates the three-electricity system of the vehicle, realizes the integration of multi-function and module, and can greatly reduce the weight of the vehicle, the existing vehicle body adopts a steel body, which restricts the further development of vehicle weight reduction. Therefore, the present application proposes to replace at least part of the steel body with a non-metallic material body to further reduce the weight of the vehicle, improve the reliability of the vehicle, and reduce the cost of the vehicle.

[0093] In some embodiments, the vehicle body frame 20 and the chassis 30 jointly enclose the passenger compartment of the vehicle, and the vehicle includes a battery, and the shell of the battery forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connecting parts can be reduced, which helps to reduce the overall weight of the vehicle, and the internal space of the vehicle can be more effectively utilized.

[0094] Please refer to Figure 4 and Figure 8 In the embodiments provided in the present application, the vehicle body frame 20 (see Figure 1 and Figure 2 ) includes a frame beam body 21, a mounting bracket 224, an accessory structure 225, a connecting piece 226, and a force transmission structure 227.

[0095] The frame beam body 21 is a non-metallic structure, and the frame beam body 21 has a first side and a second side arranged opposite to each other, the first side faces the inner side of the vehicle body, and the second side faces the outer side of the vehicle body. Please refer to Figure 4 and Figure 8 The frame beam body 21 is provided with a through hole 21b. Please refer to Figure 7 、 Figure 10 to Figure 12 The mounting bracket 224 is arranged on the first side of the frame beam body 21. The accessory structure 225 is arranged on the second side of the frame beam body 21. The connecting piece 226 penetrates through the frame beam body 21, and the two ends of the connecting piece 226 are connected to the mounting bracket 224 and the accessory structure 225 respectively, and the connecting piece 226 applies a force to the mounting bracket 224 and the accessory structure 225 in a direction of approaching each other. The force transmission structure 227 is arranged in the through hole 21b, one side of the force transmission structure 227 abuts against the mounting bracket 224, and the other side of the force transmission structure 227 abuts against the accessory structure 225, and the mounting bracket 224 and the accessory structure 225 transmit the force applied by the connecting piece 226 through the force transmission structure 227.

[0096] In the embodiments of the present application, the material of the frame beam body 21 is a non-metallic material, which has the characteristics of light weight, helps to reduce the weight of the vehicle body frame 20, thereby helping to reduce the fuel consumption of the vehicle and improve the economic performance of the vehicle. The non-metallic material will not rust, and the manufacturing process is more environmentally friendly, which helps to reduce carbon emissions. Moreover, the process of manufacturing the frame beam body 21 from non-metallic material does not need to go through the stamping, welding and coating processes, which helps to improve the manufacturing efficiency and does not need to build stamping, welding and coating workshops, which helps to reduce the manufacturing cost of the vehicle.

[0097] In the embodiments of the present application, the connecting piece 226 pulls the accessory structure 225 and the mounting bracket 224, and exerts a pre-tightening force on the accessory structure 225 and the mounting bracket 224 towards each other. Since the two sides of the force transmission structure 227 are respectively in abutment with the mounting bracket 224 and the accessory structure 225, the force transmission structure 227 has a reaction force on the mounting bracket 224 and the accessory structure 225, thereby clamping the force transmission structure 227 between the accessory structure 225 and the mounting bracket 224. In this way, the mounting bracket 224 and the accessory structure 225 transmit the force through the force transmission structure 227. Therefore, whether the frame beam body 21 will creep or not will not affect the pre-tightening force of the connecting piece 226, which is beneficial to improve the connection reliability of the connecting piece 226, the mounting bracket 224 and the accessory structure 225. Of course, since the mounting bracket 224 and the accessory structure 225 transmit the force through the force transmission structure 227, i.e. the pre-tightening force of the connecting piece 226 almost does not act on the frame beam body 21, the pre-tightening force and the frame beam body 21 are decoupled in the direction of the pre-tightening force, which is beneficial to reduce the possibility of creeping of the frame beam body 21, and the connecting piece 226 can be designed with a larger pre-tightening force.

[0098] Exemplarily, referring to Figure 6 , the connecting piece 226 is substantially rod-shaped, including a rod-shaped structure 2261, a flange 2262 and an end cap 2263. The end cap 2263 is arranged at one end of the rod-shaped structure 2261, and the flange 2262 is arranged between the rod-shaped structure 2261 and the end cap 2263, and the diameter of the circumscribed circle of the flange 2262 is greater than the outer diameter of the rod-shaped structure 2261. The end cap 2263 abuts against the side of the accessory structure 225 away from the frame beam body 21, and the rod-shaped structure 2261 is connected with the mounting bracket 224. The outer peripheral shape of the end cap 2263 is a non-cylindrical surface, so that the end cap 2263 can cooperate with a wrench or other tools.

[0099] The specific material of the force transmission structure 227 is not limited. For example, in some embodiments, the material of the force transmission structure 227 can be ceramic.

[0100] Exemplarily, the force transmission structure 227 is a metal structure, i.e., the material of the force transmission structure 227 is metal, which can be ferrous alloy, copper alloy, aluminum alloy, etc. In this way, the structural strength and reliability of the force transmission structure 227 can be improved.

[0101] The specific shape of the force transmission structure 227 is not limited. For example, in some embodiments, as shown in Figure 5 , the force transmission structure 227 is generally annular.

[0102] In other embodiments, as shown in Figure 13 , the force transmission structure 227 includes a cylindrical portion 2271 and a shoulder 2272. The shoulder 2272 protrudes from the outer circumferential surface of the cylindrical portion 2271. As shown in Figure 12 , the cylindrical portion 2271 passes through the frame beam body 21, and the shoulder 2272 is clamped between the frame beam body 21 and the mounting bracket 224. In the assembly process, the force transmission structure 227 can be first mounted on the frame beam body 21, and then the mounting bracket 224 is connected to the frame beam body 21. In this embodiment, since the shoulder 2272 is on the inner side of the frame beam body 21, the force transmission structure 227 can be prevented from coming out of the hole (e.g., the through hole described below) in the frame beam body 21 for passing through the force transmission structure 227. In addition, it is also beneficial to increase the contact area of the force transmission structure 227 and the mounting bracket 224, and improve the force transmission reliability of the two.

[0103] Exemplarily, the material strength of the force transmission structure 227 is greater than that of the frame beam body 21. The ability of a material to resist damage under external force is called the strength of the material. In the embodiments of the present application, the strength can be represented by the compressive strength. In this embodiment, the force transmission structure 227 is less likely to deform than the frame beam body 21, which is beneficial to improve the force transmission reliability of the force transmission structure 227.

[0104] In some embodiments, as shown in Figure 7 , Figure 10 to Figure 12 , the connecting piece 226 passes through the through hole 21b, and the force transmission structure 227 is annular and surrounds the outer periphery of the connecting piece 226. That is, the connecting piece 226 and the force transmission structure 227 share the same through hole 21b, which can reduce the number of openings on the frame beam body 21 and reduce the impact on the structural strength of the frame beam body 21. In addition, since the force transmission structure 227 surrounds the outer periphery of the connecting piece 226, the outer peripheral surface of the connecting piece 226 will not contact the frame beam body 21. If the connecting piece 226 is subjected to a transverse load, the connecting piece 226 will not press the frame beam body 21, and will not cause the through hole 21b to be biased and worn, further reducing the possibility of the frame beam body 21 to creep.

[0105] Of course, in some other embodiments, the connecting member 226 is located outside the through hole 21b, that is, the connecting member 226 passes through a hole on the frame body which is independent of the through hole 21b.

[0106] For example, referring to Figure 7 , Figure 11 and Figure 12 , the surface of the mounting bracket 224 on the side facing the force transmission structure 227 has a recessed groove 224a, and a part of the force transmission structure 227 extends into the recessed groove 224a.

[0107] Specifically, the opening of the recessed groove 224a faces the side where the accessory structure 225 is located, and the recessed groove 224a includes a groove bottom wall facing the opening of the recessed groove 224a and a peripheral side wall surrounding the groove bottom wall. The end of the force transmission structure 227 abuts against the groove bottom wall.

[0108] It should be noted that the peripheral side wall and the force transmission structure 227 can be in contact or not in contact.

[0109] The recessed groove 224a is beneficial to make the force transmission structure 227 have a relatively large size in the extension direction of the connecting member 226, and is beneficial to improve the structural strength and reliability of the force transmission structure 227.

[0110] The shape of the recessed groove 224a can match the cross-sectional shape of the force transmission structure 227, for example, the cross-sectional shape of the force transmission structure 227 is circular, and the recessed groove 224a is also circular; the cross-sectional shape of the force transmission structure 227 is polygonal, and the recessed groove 224a is also polygonal.

[0111] For example, referring to Figure 6 , the force transmission structure 227 has an outer peripheral surface 226a, and the recessed groove 224a has a peripheral side wall surrounding the outer peripheral surface 226a. The peripheral side wall is used for abutting against the outer peripheral surface 226a to limit the relative movement of the force transmission structure 227 on the surface of the mounting bracket 224. The peripheral side wall is used for limiting the mounting bracket 224, and reduces the probability of relative movement of the force transmission structure 227 and the mounting bracket 224 in a direction perpendicular to the extension direction of the connecting member 226.

[0112] For example, the mounting bracket 224 is a one-piece metal member; and / or, the connecting member 226 is a one-piece metal member. In the embodiment in which the mounting bracket 224 is a one-piece metal member, the mounting bracket 224 is a one-piece structure and is made of metal, for example, a one-piece sheet metal member, so as to be beneficial to improve the structural strength and structural reliability of the mounting bracket 224. In the embodiment in which the connecting member 226 is a one-piece metal member, the connecting member 226 is a one-piece structure and is made of metal, for example, a one-piece sheet metal member, so as to be beneficial to improve the structural strength and structural reliability of the connecting member 226.

[0113] In some embodiments, referring to Figure 7 , Figure 10 and Figure 12 , the force transmission structure 227 and the accessory structure 225 are in a split structure, and the force transmission structure 227 does not exceed the outer surface of the frame beam body 21. In this way, the force transmission structure 227 does not affect the contact between the accessory structure 225 and the outer surface of the frame beam body 21, so that the accessory structure 225 can be attached to the outer surface of the frame beam body 21, and there is no gap between the two, which is beneficial to improve the connection reliability of the accessory structure 225 and the frame beam body 21. It should be noted that in this embodiment, the force transmission structure 227 and the mounting bracket 224 can be in an integral structure or a split structure.

[0114] In some embodiments, referring to Figure 11 , the force transmission structure 227 and the mounting bracket 224 are in a split structure, and the force transmission structure 227 and the accessory structure 225 are in an integral structure; or, referring to Figure 10 , the force transmission structure 227 and the accessory structure 225 are in a split structure, and the force transmission structure 227 and the mounting bracket 224 are in an integral structure; or, referring to Figure 7 and Figure 12 , the force transmission structure 227 and the mounting bracket 224 are in a split structure, and the force transmission structure 227 and the accessory structure 225 are in a split structure.

[0115] Referring to Figure 11 , in the embodiment in which the force transmission structure 227 and the mounting bracket 224 are in a split structure, and the force transmission structure 227 and the accessory structure 225 are in an integral structure, the force transmission structure 227 and the accessory structure 225 do not move relative to each other, which is beneficial to reduce the assembly process and also beneficial to reduce the number of parts.

[0116] Referring to Figure 10 , in the embodiment in which the force transmission structure 227 and the accessory structure 225 are in a split structure, and the force transmission structure 227 and the mounting bracket 224 are in an integral structure, the force transmission structure 227 and the mounting bracket 224 do not move relative to each other, which is beneficial to reduce the assembly process and also beneficial to reduce the number of parts.

[0117] Referring to Figure 7 and Figure 12 , in the embodiment in which the force transmission structure 227 and the mounting bracket 224 are in a split structure, and the force transmission structure 227 and the accessory structure 225 are in a split structure, the mounting bracket 224 and the accessory structure 225 can use existing parts, and only one force transmission structure 227 needs to be added.

[0118] The specific structure of the connecting piece 226 is not limited. The connection mode of the connecting piece 226 and the mounting bracket 224 is not limited.

[0119] Exemplarily, please refer to Figure 7 、 Figure 10 to Figure 12 The mounting bracket 224 has a threaded hole 224b extending along the length direction of the connecting member 226, and the connecting member 226 has a threaded section, at least a part of which is accommodated in and screwed with the threaded hole 224b. In this embodiment, the threaded section and the threaded hole 224b facilitate the connection, and by rotating the angle of the connecting member 226, the pre-tightening force of the connecting member 226 can be adjusted. It should be noted that the threaded section can be formed by a part of the rod section of the rod-shaped structure 2261, or can be formed by the whole rod section of the rod-shaped structure 2261.

[0120] Exemplarily, the thickness of the part of the frame beam body 21 not in contact with the accessory structure 225 is a first thickness, and the dimension of the force transmission structure 227 along the length direction of the connecting member 226 is a second thickness; the first thickness is greater than the second thickness, and the difference between the two is 0.05mm~0.1mm.

[0121] The thickness of the part of the frame beam body 21 not in contact with the accessory structure 225 can be understood as the initial thickness of the frame beam body 21, i.e. the thickness of the frame beam body 21 before assembly.

[0122] During assembly, in the process of the connecting member 226 pulling the mounting bracket 224 and the accessory structure 225, the mounting bracket 224 and the accessory structure 225 move towards each other, and due to the first thickness being greater than the second thickness, the part of the frame beam body 21 between the mounting bracket 224 and the accessory structure 225 is subjected to the clamping force of the mounting bracket 224 and the accessory structure 225, resulting in deformation, and further making the outer surface of the frame beam body 21 tightly contact with the accessory structure 225 and the inner surface of the frame beam body 21 tightly contact with the mounting bracket 224, thereby improving the sealing performance of the connection between the frame beam body 21, the accessory structure 225 and the mounting bracket 224.

[0123] For ease of description, the part of the frame beam body 21 not in contact with the accessory structure 225 is recorded as the first part 21c (please refer to Figure 4 and Figure 8 ).

[0124] It should be noted that the first part 21c of the frame beam body 21 is deformed by the clamping force, and the remaining parts other than the first part 21c are not subjected to the clamping force of the mounting bracket 224 and the accessory structure 225. When the thickness of the first part 21c changes from the first thickness to the second thickness, the mounting bracket 224 and the force transmission structure 227 abut, and the accessory structure 225 also abuts with the force transmission structure 227, and thereafter, even if the mounting structure and the accessory structure 225 are subjected to the tension force of the connecting member 226, the force between the mounting structure and the accessory structure 225 is transmitted through the force transmission structure 227, and the frame beam body 21 is not further pressed.

[0125] It can be understood that the difference between the first thickness and the second thickness can be understood as the pre-compression amount of the frame beam body 21, which guarantees the sealing performance.

[0126] Since the difference between the first thickness and the second thickness is 0.05mm~0.1mm (millimeter), that is, the pre-compression amount is 0.05mm~0.1mm. For example, 0.05 mm, 0.06 mm, 0.07 mm, 0.08 mm, 0.09 mm, 0.1 mm, etc. In this embodiment, the pre-compression amount of the first part 21c of the frame beam body 21 is suitable, which has appropriate pre-compression amount to guarantee the sealing performance, and does not deform excessively to affect the structural strength.

[0127] Exemplarily, at least part of the frame beam body 21 constitutes the A-pillar 211 and / or the B-pillar 212 of the vehicle, and the accessory structure 225 includes at least one of the door hinge 10b, the door lock, and the door opening limiter.

[0128] The door hinge 10b, the door lock, and the door opening limiter are all applied to the opening and closing of the door 10e, and in the use process of the vehicle, the door 10e needs to be frequently opened and closed, the door hinge 10b and the door opening limiter also need to be frequently rotated, and the door lock needs to be frequently opened and closed. The connecting member 226 will be subjected to a shearing force. Therefore, the force is transmitted between the accessory structure 225 and the mounting bracket 224 through the force transmission structure 227, which is beneficial to guarantee the pre-tightening force of the connecting member 226 and the reliability of the accessory structure 225, and further beneficial to guarantee the reliability of the door.

[0129] Exemplarily, the vehicle body frame 20 further includes a reinforcing structure, which is arranged on the first side of the frame beam body 21 and is used for reinforcing the strength of the frame beam body 21, and the mounting bracket 224 is arranged between the frame beam body 21 and the reinforcing structure.

[0130] The reinforcing structure is used for structurally reinforcing the frame beam body 21 to reduce the probability of deformation or fracture of the frame beam body 21 in the process of collision, thereby improving the anti-collision performance of the vehicle body frame 20 as a whole.

[0131] Exemplarily, the frame beam body 21 protrudes towards the outer side of the vehicle body to form an open groove 21a on the inner side of the frame beam body 21, and at least part of the reinforcing structure is located in the open groove 21a.

[0132] The open groove 21a can serve as an energy absorption zone to effectively absorb and disperse impact energy. In addition, the open groove 21a can provide installation space for the reinforcing structure, and the design of the open groove 21a helps the lightweight design of the vehicle. The cooperation of the reinforcing structure and the open groove 21a can further improve the structural strength and collision resistance of the vehicle body frame 20.

[0133] In some embodiments, referring to Figure 14 The reinforcing structure includes a reinforcing pipe 222 arranged along the extension direction of the open groove 21a, and a mounting bracket 224 connected with the reinforcing pipe 222. The tubular reinforcing pipe 222 helps to increase the tensile strength of the frame beam body 21, so that the frame beam body 21 is more solid when subjected to tensile load. At the same time, the tubular reinforcing pipe 222 helps to improve the rigidity of the frame beam body 21, reduce the deformation of the frame beam body 21 when subjected to force, and improve the structural strength and rigidity of the vehicle body frame 20.

[0134] In some embodiments, the mounting bracket 224 is welded or bonded with the reinforcing pipe 222. In this way, the connection through fasteners such as screws can be avoided, and the interference of the fasteners to the installation of the frame beam body or other structures can be avoided. In embodiments where the mounting bracket 224 and the reinforcing pipe 222 are connected by welding, the mounting bracket 224 and the reinforcing pipe 222 can be welded together before assembly, and then assembled to the frame beam body 21.

[0135] Bonding refers to connection by resin, for example, bonding by glue, or injection molding together by injection molding material.

[0136] In some embodiments, the reinforcing pipe 222 includes a pipe body 2221 (see Figure 7 ) and a resin filling structure filled in the pipe body 2221. The resin filling structure is used to enhance the structural strength and rigidity of the pipe body 2221. The pipe body 2221 is in the shape of a shell, constituting the overall profile of the reinforcing pipe 222.

[0137] In some embodiments, the pipe body 2221 is a thermoplastic pultruded composite pipe. The thermoplastic pultruded composite pipe is a composite pipe produced by a pultrusion process. The thermoplastic pultruded composite pipe has the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of the reinforcing pipe 222. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 20.

[0138] The composite material, such as the composite material pultruded tube, can be a composite material formed by a thermoplastic resin and continuous glass fibers, a composite material formed by a thermoplastic resin and continuous boron fibers, a composite material formed by a thermoplastic resin and ultra-high molecular weight polyethylene fibers, or other types of composite materials.

[0139] For example, in the embodiment in which the tube body 2221 is a thermoplastic pultruded composite tube, the thickness of the tube wall of the tube body 2221 is 6mm to 10mm. For example, the thickness of the tube wall of the tube body 2221 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the thickness of the tube wall of the thermoplastic pultruded composite tube within this range, the strength and rigidity requirements of the vehicle body frame 20 can be met, so that the tube wall of the thermoplastic pultruded composite tube is not too thin to cause the vehicle body frame 20 to fail to meet the structural strength and rigidity requirements, and at the same time, the tube wall of the thermoplastic pultruded composite tube is not too thick to cause performance to be excessive.

[0140] In this embodiment, the cross section of the composite material pultruded tube at any position along the extension direction thereof is the same, and the cross section of the composite material pultruded tube is a quadrilateral, in which the maximum interval of two oppositely arranged edges of the quadrilateral along the inner-outer direction of the vehicle body frame 20 is 60mm, and the maximum interval of two oppositely arranged edges of the quadrilateral along the inner-outer direction of the vehicle body frame 20 is 90mm. The tube body 2221 designed in this way can at least be used to reinforce the B-pillar 212.

[0141] In some embodiments, the resin filling structure includes polyurea and / or polyurethane. Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforcing tube 222.

[0142] In some embodiments, referring to Figure 7 The reinforcing tube 222 includes a tube body 2221 and at least one reinforcing rib 2222 arranged in the tube body 2221, and in the cross section perpendicular to the extension direction of the tube body 2221, the opposite ends of the reinforcing rib 2222 are respectively connected to the inner wall of the tube body 2221. By arranging the reinforcing rib 2222 in the tube body 2221, the structural strength and rigidity of the reinforcing tube 222 are further improved.

[0143] It can be understood that the number of reinforcing ribs 2222 is not limited in the embodiments of the present application, and can be set according to the performance requirements of the vehicle body frame 20.

[0144] For example, the number of reinforcing ribs 2222 is multiple, and the multiple reinforcing ribs 2222 are arranged in a longitudinal and transverse interlaced manner to structurally reinforce the tube body 2221 from multiple directions, which helps to improve the structural strength and rigidity of the tube body 2221.

[0145] In some embodiments, the tube body 2221 and the at least one reinforcing rib 2222 are an integral aluminum pultrusion tube structure. The aluminum pultrusion tube structure is an aluminum tube produced by a pultrusion process, has high strength, can withstand large mechanical loads, and has high stiffness, which can reduce deformation when under stress. Moreover, aluminum has a low density, which helps to reduce the weight of the vehicle body frame 20 compared to a conventional steel vehicle body.

[0146] Exemplarily, in the embodiment of the aluminum pultrusion tube structure, the thickness of the tube wall of the tube body 2221 is 3 mm to 6 mm. For example, the thickness of the tube wall of the tube body 2221 can be 3 mm, 3.5 mm, 4 mm, 5 mm, 5.5 mm, 6 mm, etc. By controlling the thickness of the tube wall of the aluminum pultrusion tube structure within this range, the strength and stiffness requirements of the vehicle body frame 20 can be met, so that the tube wall of the aluminum pultrusion tube structure is not too thin to cause the vehicle body frame 20 to fail to meet the structural strength and stiffness requirements, and at the same time, the tube wall of the aluminum pultrusion tube structure is not too thick to cause performance to be excessive.

[0147] In this embodiment, the cross section of the aluminum pultrusion tube structure at any position along its extension direction is the same, and the cross section of the aluminum pultrusion tube structure is a quadrilateral, in which the maximum interval of two opposite edges of the quadrilateral along the inner and outer directions of the vehicle body frame 20 is 60 mm, and the maximum interval of two opposite edges of the quadrilateral along the front and rear directions of the vehicle body frame 20 is 90 mm. The vehicle body frame 20 designed in this way can at least meet the structural strength and stiffness requirements of the B pillar 212.

[0148] Exemplarily, referring to Figure 14 , at least part of the frame beam body 21 constitutes the B pillar 212 of the vehicle, the vehicle body frame 20 includes an upper joint 26 and a lower joint 27, and the reinforcing tube 222 in the open slot 21a of the B pillar is connected with the rocker beam 214 and the rocker beam 215 of the vehicle through the upper joint 26 and the lower joint 27, respectively. In this way, the upper joint 26 can further strengthen the junction of the B pillar 212 and the rocker beam 214, and the lower joint 27 can further strengthen the junction of the B pillar 212 and the rocker beam 215.

[0149] In some embodiments, the upper joint 26 and the lower joint 27 are inserted with the reinforcing tube 222 in the open slot 21a of the B pillar. In this way, the stability of the connection between the reinforcing tube 222 in the open slot 21a of the B pillar and the upper joint 26 and the lower joint 27 can be improved.

[0150] Further, the open channel 21a of the side beam 214 is provided with a reinforcing pipe 222, and the open channel 21a of the rocker beam 215 is also provided with a reinforcing pipe 222. The reinforcing pipe 222 in the open channel 21a of the side beam 214 is connected to the reinforcing pipe 222 in the open channel 21a of the B pillar through an upper joint 26. The reinforcing pipe 222 in the open channel 21a of the rocker beam 215 is connected to the reinforcing pipe 222 in the open channel 21a of the B pillar through a lower joint 27.

[0151] Exemplarily, please refer to Figure 14 to Figure 16 The reinforcing structure includes a reinforcing rib structure 221 which is injection molded on the inner surface of the frame beam body 21. The injection molding process integrates the reinforcing rib structure 221 with the frame beam body 21 as a whole, reduces the assembly between the reinforcing rib structure 221 and the frame beam body 21, and enables the injection molding material of the reinforcing rib structure 221 to reach every corner of the frame beam body 21. Moreover, the injection molding process facilitates the processing of the reinforcing rib structure 221 into various shapes according to the collision stress condition of the vehicle body frame 20, and the increase of the thickness at some key stress positions. In other words, the extension direction, thickness, and position of the rib of each reinforcing rib structure 221 can be optimized according to the collision stress condition of the vehicle body frame 20.

[0152] In some embodiments, the reinforcing rib structure 221 includes 35-70 parts by weight of a thermoplastic resin matrix and 30-65 parts by weight of long glass fibers, and the sum of the parts by weight of the thermoplastic resin matrix and the parts by weight of the long glass fibers is 100.

[0153] The composite material formed by the long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus characteristics of the long glass fibers and the good processability and recyclability of the thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the reinforcing rib structure 221. Moreover, the thermoplastic resin matrix facilitates molding, such as injection molding, extrusion molding, and compression molding.

[0154] It should be noted that the long glass fibers refer to glass fibers with a length ranging from 8 mm to 12 mm. For example, the length of the long glass fibers can be 8 mm, 9 mm, 10 mm, 11 mm, or 12 mm.

[0155] In some embodiments, the reinforcing rib structure 221 further includes 2-5 parts by weight of mineral powder. The mineral powder may, for example, be at least one of talc powder, calcium carbonate powder, and wollastonite. As a filler, the mineral powder can significantly reduce the cost of raw materials while maintaining or improving the physical properties of the product.

[0156] In some embodiments, the reinforcing structure 221 includes 1-2 parts by weight of a compatibilizer; and / or, the reinforcing structure 221 includes 0.1-0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, to improve the mechanical properties of the composite material, and can be, for example, a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidation degradation of the material, reduce the possibility of degradation of the composite material due to high temperature oxidation during processing, prolong the service life of the composite material, and can be, for example, a phenolic antioxidant, a phosphite antioxidant, etc.

[0157] For example, in some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0158] For example, in some embodiments, the antioxidant includes one or a combination of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2.4-di-tert-butylphenyl] phosphite, can be used in combination with a phenolic antioxidant.

[0159] In some embodiments, the reinforcing structure 221 includes a plurality of rib pieces, at least a portion of the plurality of rib pieces being arranged in a cross shape. In this way, stress concentration of a single rib piece can be avoided as much as possible, i.e., the reinforcing structure 221 can uniformly disperse stress, thereby helping to improve the overall structural strength and structural rigidity of the vehicle body frame 20.

[0160] It should be noted that, in some embodiments, please refer to Figure 14 and Figure 15 The reinforcing structure can include both the reinforcing structure 221 and the reinforcing tube 222. In other embodiments, please refer to Figure 16 The reinforcing structure can only include the reinforcing structure 221 and not the reinforcing tube 222. In other embodiments not shown, the reinforcing structure can only include the reinforcing tube 222 and not the reinforcing structure 221.

[0161] In some embodiments, the reinforcing structure is formed with an interior trim mounting structure (e.g., a seat belt accessory mounting structure 2231, an interior panel mounting structure 2232, etc. described below) for mounting a vehicle interior trim.

[0162] That is, the interior installation structure is formed on a part of the reinforcing structure, so that a separate part for installing the interior is not needed, and the number of parts and the assembly between parts can be reduced, which helps to reduce the weight of the vehicle body frame 20 and improve the manufacturing efficiency.

[0163] It should be noted that the interior of the vehicle refers to various decorations and functional parts inside the vehicle, such as a seat belt accessory, an interior panel 10c, an airbag, etc. It can be understood that the specific interior parts installed by the interior installation structure formed by the reinforcing structure of different parts of the frame beam body 21 are also different.

[0164] In some embodiments, referring to Figure 15 and Figure 16 , the interior installation structure includes at least one interior panel installation structure 2232 for installing an interior panel 10c, the interior panel 10c is used to cover at least the open slot 21a of the frame beam body 21 from the inside of the vehicle body frame 20. That is, the interior panel 10c is used to cover the open slot 21a, so as to avoid the reinforcing structure and the interior installation structure formed on the reinforcing structure from being directly exposed to the driver / passenger as much as possible, which helps to improve the appearance of the vehicle body frame 20.

[0165] In some embodiments, at least part of the frame beam body 21 constitutes a B-pillar 212 and / or a C-pillar 213 of the vehicle, referring to Figure 14 and Figure 16 , the interior installation structure includes at least one seat belt accessory installation structure 2231 for installing a seat belt accessory, the at least one seat belt accessory installation structure 2231 is formed on the reinforcing structure of the B-pillar 212 and / or the C-pillar 213; wherein the at least one seat belt accessory includes at least one of a seat belt pretensioner and a seat belt retractor.

[0166] The B-pillar 212 and / or the C-pillar 213 need to install a seat belt accessory, and the reinforcing structure provides a seat belt accessory installation structure 2231 for installing the seat belt accessory, which helps to improve the safety performance of the driver and / or the passenger of the vehicle. Moreover, the reinforcing structure helps to improve the structural strength and the structural rigidity of the seat belt accessory installation structure 2231, and reduces the probability of seat belt failure caused by the failure of the seat belt accessory installation structure 2231.

[0167] In some embodiments, the frame beam body 21 includes a continuous fiber composite plate, the continuous fiber composite plate includes a plurality of continuous fiber composite material layers arranged in layers, each layer of the continuous fiber composite material layer includes continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix is impregnated in the continuous fibers.

[0168] The continuous fiber composite material formed by the continuous fiber and the thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural rigidity of the frame beam body 21. By arranging multiple layers of continuous fiber composite material layers, the laying angle of the continuous fiber in different continuous fiber composite material layers can be adjusted to improve the overall performance of the continuous fiber composite material.

[0169] Exemplarily, the multiple layers of continuous fiber composite material layers are arranged to form a continuous fiber composite plate, and the continuous fiber composite plate is formed into the frame beam body 21 by molding. That is, the multiple layers of continuous fiber composite material are first combined to form a continuous fiber composite plate, and the continuous fiber composite plate is then molded to form the frame beam body 21 with the open slot 21a. The molding process can more accurately ensure the shape and size accuracy of the frame beam body 21 to ensure the mechanical properties and structural integrity of the frame beam body 21 as much as possible. For example, the frame beam body 21 at least includes a stand column, a side beam 214 and a rocker beam 215, and the shapes and sizes of the stand column, the side beam 214 and the rocker beam 215 are different. Among them, the stand column can be at least one of an A-pillar, a B-pillar and a C-pillar.

[0170] In some embodiments, the continuous fiber composite material layer includes 60-80 parts by weight of continuous fibers and 20-40 parts by weight of a thermoplastic resin matrix, and the sum of the parts by weight of the continuous fibers and the parts by weight of the thermoplastic resin matrix is 100. By controlling the content of the continuous fibers and the thermoplastic resin matrix within a reasonable range, it is possible to avoid the continuous fibers from leaking out due to too high content of continuous fibers and too low content of resin matrix, and it is also possible to avoid the composite material from not being strong enough due to too low content of continuous fibers and too high content of resin matrix, that is, to make the content of continuous fibers and the content of thermoplastic resin matrix reach a relatively balanced state, so that the performance of the composite material is suitable for making the frame beam body 21 of the vehicle body frame 20.

[0171] In some embodiments, the continuous fibers are continuous glass fibers. The continuous glass fibers have high strength, good elasticity and flexibility, which helps to improve the strength of the single-layer continuous fiber composite material layer.

[0172] In some embodiments, the continuous fiber composite material layer includes 1-5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the continuous fibers, and to improve the mechanical properties of the composite material, which can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0173] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0174] In some embodiments, the continuous fiber composite layer includes 0.2-0.6 parts by weight of an antioxidant. The antioxidant can prevent or delay the oxidation degradation of the material, reduce the possibility of degradation of the composite material due to high temperature oxidation during processing, prolong the service life of the composite material, and can be, for example, a phenolic antioxidant, a phosphite antioxidant, or the like.

[0175] In some embodiments, the antioxidant includes one or a combination of two or more of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl] phosphite, can be used in combination with a phenolic antioxidant.

[0176] In some embodiments, the antioxidant includes 0.1-0.3 parts by weight of a primary antioxidant and 0.1-0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the progress of oxidation reactions. The secondary antioxidant is used to decompose the peroxides that have already been formed, preventing them from decomposing to produce more free radicals, thereby further inhibiting oxidation reactions.

[0177] For example, the primary antioxidant includes at least one of a phenolic antioxidant and an amine antioxidant. The secondary antioxidant includes at least one of a phosphite antioxidant and a thioester antioxidant.

[0178] In some embodiments, the continuous fiber composite layer includes 0.1-0.5 parts by weight of a lubricant. The lubricant can reduce the friction between the continuous fibers and the thermoplastic resin matrix, improve the processing performance and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and improve the molding efficiency.

[0179] Illustratively, the lubricant includes white oil.

[0180] In some embodiments, the continuous fiber composite layer includes 0-5 parts by weight of a mineral powder. The mineral powder, as a filler, can significantly reduce the cost of raw materials while maintaining or improving the physical properties of the product, etc. The mineral powder can be, for example, at least one of talc powder, calcium carbonate powder, and wollastonite.

[0181] It can be understood that in this example, when the weight part of the mineral powder is 0, the continuous fiber composite layer does not include mineral powder.

[0182] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%. By controlling the water absorption rate of the single-layer fiber composite layer within this range, the water absorption rate of the frame beam body 21 is within a lower range, thereby reducing the deformation of the frame beam body 21 caused by excessive water absorption.

[0183] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%, i.e., 0.05%≤ water absorption rate of each continuous fiber composite layer≤ 0.3%, thereby further limiting the range of the water absorption rate of the single-layer continuous fiber composite layer.

[0184] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in one direction, and the laying angles of the continuous fibers of adjacent two continuous fiber composite layers are different. This is because the laying angle of the continuous fibers has a significant impact on the performance of the composite material, and the laying direction of the continuous fibers affects the stress distribution inside the composite material. The different laying angles of the continuous fibers of adjacent two continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0185] In some embodiments, referring to Figure 17 , among the outermost two continuous fiber composite layers on any side of the frame beam body 21 in the thickness direction, at least one of the continuous fibers has a laying angle of non-0° and non-90°. This is because the non-0° and non-90° laying can provide strength in multiple directions, and the at least one layer arranged in the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure caused by external impact. Such arrangement helps to enhance the impact resistance of the frame beam body 21.

[0186] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. Among them, 0° and 90° are perpendicular to each other. The laying angle of the continuous fibers of the remaining continuous fiber composite layers is based on the direction of the 0° laying. For example, the laying angle of the continuous fibers is 45°, which means that the laying direction of the continuous fibers is 45° with the 0° direction.

[0187] For example, the B pillar 212 extends along the up-down direction of the vehicle body frame 20, i.e., the length of the B pillar 212 extends along the up-down direction of the vehicle body frame 20, i.e., the direction of the arrow Y, and the width of the B pillar 212 extends along the front-rear direction of the vehicle body frame 20, i.e., the direction of the arrow X. For the continuous fiber composite material formed on the B pillar 212, the up-down direction of the vehicle body frame 20 is the direction of the 0° layup angle of the continuous fiber, and the front-rear direction of the vehicle body frame 20 is the direction of the 90° layup angle of the continuous fiber.

[0188] The layup angle of the continuous fiber of the remaining fiber composite layers is based on the direction of the 0° layup layer. For example, the layup angle of the continuous fiber of 45° means that the layup direction of the continuous fiber is 45° with respect to the 0° direction.

[0189] In some embodiments, the layup angle of the continuous fiber of the non-0° and non-90° fiber composite layers is 25°-75°. When the layup angle of the continuous fiber in the composite material ranges from 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0190] In some embodiments, the layup angle of the continuous fiber of the non-0° and non-90° continuous fiber composite layers is 40°-50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0191] In some embodiments, the sum of the number of layers of the non-0° and non-90° fiber composite layers is 20%-40% of the total number of fiber composite layers. In this way, the non-0° and non-90° layers are within a reasonable proportion range, which can ensure that the multidirectional strength, shear strength, and fatigue resistance of the composite material are within a reasonable numerical range, and the structural strength and structural stiffness of the frame beam body 21 are ensured as much as possible.

[0192] In some embodiments, the thickness of the continuous fiber composite plate is 1.2 mm-5 mm; and / or, the thickness of a single layer of continuous fiber composite material is 0.2 mm-0.3 mm. For example, the thickness of the continuous fiber composite plate can be 1.2 mm, 1.3 mm, 1.8 mm, 2 mm, 2.6 mm, 3 mm, 3.5 mm, 4 mm, 4.7 mm, 5 mm, etc. It should be noted that the thickness of the continuous fiber composite plate can be understood as the thickness of the frame beam body 21 before assembly. By limiting the minimum thickness of the continuous fiber composite plate, it is possible to avoid that the thickness of the frame beam body 21 is too low to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body 21, it is possible to avoid that the thickness of the frame beam body 21 is too high to affect the aesthetic performance of the vehicle body frame 20, or to interfere with the installation of other parts of the vehicle, etc.

[0193] The thickness of the single-layer continuous fiber composite layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc. By limiting the thickness range of the single-layer continuous fiber composite layer, on the one hand, it is intended to avoid the thickness of the single-layer continuous fiber composite layer being too low to cause insufficient structural strength and structural stiffness of the single-layer continuous fiber composite layer, and on the other hand, it is intended to avoid the thickness of the continuous fiber composite layer being too large to cause the thickness of the frame beam body 21 to be too high when the multi-layer continuous fiber composite layer is laid, thereby affecting the overall aesthetic performance of the vehicle body frame 20 or interfering with the installation of other parts of the vehicle, etc.

[0194] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms is not necessarily for the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, different embodiments or examples described in the present application and the features of different embodiments or examples can be combined by those skilled in the art without contradiction.

[0195] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle characterized by comprising: The utility model relates to a vehicle body frame, comprising: a frame beam body, which is a non-metal structure, has a first side facing a vehicle body inner side and a second side facing a vehicle body outer side, and is provided with a through hole; a mounting bracket arranged on the first side of the frame beam body; an accessory structure arranged on the second side of the frame beam body; a connecting member penetrating through the frame beam body, the two ends of the connecting member being connected to the mounting bracket and the accessory structure respectively, and the mounting bracket and the accessory structure being applied with a force in a direction of approaching each other by the connecting member; a force transmission structure arranged in the through hole, one side of the force transmission structure abutting against the mounting bracket, and the other side of the force transmission structure abutting against the accessory structure, the mounting bracket and the accessory structure transmitting the force applied by the connecting member through the force transmission structure.

2. The vehicle of claim 1, wherein The material strength of the force transmission structure is greater than that of the frame beam body.

3. The vehicle of claim 1, wherein The force transmission structure is a metal structure.

4. The vehicle of claim 1, wherein The connecting member penetrates through the through hole, and the force transmission structure is annular and surrounds the outer periphery of the connecting member.

5. The vehicle of claim 1, wherein The surface of the side of the mounting bracket facing the force transmission structure has a recess, and a part of the force transmission structure extends into the recess.

6. The vehicle of claim 5, wherein The force transmission structure has an outer peripheral surface, the recess has a circumferential side wall surrounding the outer peripheral surface, and the circumferential side wall is used to stop cooperating with the outer peripheral surface to limit the relative movement of the force transmission structure on the surface of the mounting bracket.

7. The vehicle of claim 1, wherein The force transmission structure is a circular ring, or the force transmission structure comprises a cylinder portion and a shoulder portion protruding from the outer peripheral surface of the cylinder portion, the cylinder portion penetrates through the frame beam body, and the shoulder portion is clamped between the frame beam body and the mounting bracket.

8. The vehicle of claim 1, wherein The mounting bracket is an integral metal piece, and / or the connecting member is an integral metal piece.

9. The vehicle of claim 1, wherein The force transmission structure and the accessory structure are separate structures, and the force transmission structure does not exceed the outer surface of the frame beam body.

10. The vehicle of claim 1, wherein The force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are integral structures; or The force transmission structure and the accessory structure are separate structures, and the force transmission structure and the mounting bracket are integral structures; or The force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are separate structures.

11. The vehicle of claim 1, wherein The mounting bracket has a threaded hole extending along the length direction of the connecting member, the connecting member has a threaded segment, and at least a part of the threaded segment is accommodated in the threaded hole and is threadedly connected with the threaded hole.

12. The vehicle of claim 1, wherein The thickness of the part of the frame beam body not in contact with the accessory structure is a first thickness, and the dimension of the force transmission structure along the length direction of the connecting member is a second thickness; the first thickness is greater than the second thickness, and the difference between the two is 0.05 mm to 0.1 mm.

13. The vehicle of any of claims 1-12, wherein, At least part of the frame beam body constitutes an A-pillar and / or a B-pillar of a vehicle, and the accessory structure comprises at least one of a door hinge, a door lock, and a door opening limiter.

14. The vehicle of any one of claims 1-12, wherein, The vehicle body frame further comprises a reinforcing structure arranged on the first side of the frame beam body to reinforce the strength of the frame beam body, and the mounting bracket is arranged between the frame beam body and the reinforcing structure.

15. The vehicle of claim 14, wherein, The frame beam body protrudes towards the outer side of the vehicle body to form an open slot on the inner side of the frame beam body, and at least part of the reinforcing structure is located in the open slot.

16. The vehicle of claim 15, wherein, The reinforcing structure comprises a reinforcing pipe arranged along the extension direction of the open slot, and the mounting bracket is connected with the reinforcing pipe.

17. The vehicle of claim 16, wherein, The mounting bracket is welded or bonded with the reinforcing pipe.

18. The vehicle of claim 16, wherein, The reinforcing pipe comprises a pipe body and a resin filling structure filled in the pipe body.

19. The vehicle of claim 18, wherein, The resin filling structure comprises polyurea or polyurethane; and / or the pipe body is a thermoplastic pultruded composite pipe.

20. The vehicle of claim 16, wherein, The reinforcing pipe comprises a pipe body and at least one reinforcing rib arranged in the pipe body, and in the cross section perpendicular to the extension direction of the pipe body, the opposite ends of the reinforcing rib are respectively connected with the inner wall of the pipe body.

21. The vehicle of claim 20, wherein, The pipe body and the at least one reinforcing rib are an integrated aluminum pultruded pipe structure.

22. The vehicle of claim 14, wherein, The reinforcing structure comprises a reinforcing rib structure injection molded on the inner surface of the frame beam body.

23. The vehicle of claim 22, wherein, The reinforcing rib structure comprises a plurality of rib pieces, and at least part of the plurality of rib pieces are arranged in cross.

24. The vehicle of claim 14, wherein, The reinforcing structure is formed with an interior trim mounting structure for mounting a vehicle body interior trim.

25. The vehicle of claim 24, wherein, At least part of the frame beam body constitutes a B-pillar and / or a C-pillar of a vehicle, the interior trim mounting structure comprises at least one seat belt accessory mounting structure for mounting a seat belt accessory, and the at least one seat belt accessory mounting structure is formed in the reinforcing structure of the B-pillar and / or the C-pillar. The at least one seat belt accessory comprises at least one of a seat belt tensioner and a seat belt retractor.

26. The vehicle of any one of claims 1-12, wherein, The frame beam body comprises a continuous fiber composite plate, the continuous fiber composite plate comprises a plurality of continuous fiber composite material layers arranged in multiple layers, each of the continuous fiber composite material layers comprises continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix is impregnated in the continuous fibers.

27. The vehicle of claim 26, wherein, The continuous fibers are continuous glass fibers.

28. The vehicle of claim 26, wherein, The water absorption rate of each of the continuous fiber composite material layers is not higher than 0.3%.

29. The vehicle of claim 26, wherein, The continuous fibers of each of the continuous fiber composite material layers are unidirectionally laid, and the laying angles of the continuous fibers of adjacent two of the continuous fiber composite material layers are different.

30. The vehicle of claim 29, wherein, In the outermost two of the continuous fiber composite material layers on any one side of the continuous fiber composite plate in the thickness direction, the laying angle of at least one of the continuous fiber composite material layers is non-0° and non-90°.

31. The vehicle of claim 30, wherein, The laying angle of the continuous fibers of the non-0° and non-90° continuous fiber composite material layer is 25°-75°.

32. The vehicle of claim 30, wherein, The laying angle of the continuous fibers of the non-0° and non-90° continuous fiber composite material layer is 40°-50°.

33. The vehicle of claim 30, wherein, The sum of the number of layers of the non-0° and non-90° continuous fiber composite material layers is 20%-40% of the total number of layers of the continuous fiber composite material layers.

34. The vehicle of claim 26, wherein, The continuous fiber composite plate has a thickness of 1.2mm-5mm; and / or, the thickness of a single layer of the continuous fiber composite material layer is 0.2mm-0.3mm.

35. The vehicle of any of claims 1-12, wherein, The vehicle comprises a battery for powering the vehicle, and a chassis, the vehicle body frame and the chassis jointly defining a passenger compartment of the vehicle, and a housing of the battery forming a floor of the passenger compartment.

36. The vehicle of any one of claims 1-12, wherein, The vehicle further comprises a chassis, the vehicle body frame being located above the chassis and detachably connected with the chassis.

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