Vehicle

Abstract

The vehicle comprises a vehicle body frame, the vehicle body frame comprises a frame beam main body, a reinforcing column and a connecting assembly, the frame beam main body forms a groove, the groove comprises a first section, a second section and a third section, the first section is used for being matched with an upper edge beam of the vehicle body frame, and the third section is used for being matched with a threshold beam of the vehicle body frame; the second section extends to connect the first section and the third section; the reinforcing column at least fills the second section; the connecting assembly comprises a first connector and a second connector which are connected with the frame beam body, the first connector is used for connecting the reinforcing column and the roof side rail, and the second connector is used for connecting the reinforcing column and the doorsill beam. According to the invention, the anti-collision performance of the vehicle can be effectively improved.

Description

Technical Field

[0001] This application relates to the field of automotive manufacturing technology, and more particularly to vehicles. Background Technology

[0002] From the perspective of market development, people have placed higher demands on vehicle safety performance. In particular, a vehicle's impact resistance is related to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. Therefore, how to further improve vehicle impact resistance is one of the research topics that the industry needs to study. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a vehicle with high impact resistance.

[0004] This application is achieved through the following technical solution.

[0005] The first aspect of this application provides a vehicle including a body frame. The body frame includes a frame beam body, a reinforcing column, and a connecting assembly. The frame beam body has a groove, which includes a first section, a second section, and a third section. The first section is used to mate with the upper beam of the body frame, the third section is used to mate with the sill beam of the body frame, and the second section extends to connect the first section and the third section. The reinforcing column is at least filled in the second section. The connecting assembly includes a first connector and a second connector connected to the frame beam body, wherein the first connector is used to connect the reinforcing column to the upper beam, and the second connector is used to connect the reinforcing column to the sill beam.

[0006] In the embodiments of this application, on the one hand, by setting up reinforcing columns, the main load-bearing component of the vehicle is transformed from the frame beam body to the reinforcing column. That is, the reinforcing column helps to increase the tensile and compressive strength of the frame beam body along the extension direction of the reinforcing column, making the frame beam body more robust when subjected to tensile and compressive loads. At the same time, the reinforcing column helps to improve the rigidity of the frame beam body and reduce the deformation of the frame beam body under stress. On the other hand, in the embodiments of this application, the reinforcing column is connected between the upper beam and the sill beam of the vehicle frame through the first joint and the second joint. The first joint and the second joint can restrict the two ends of the reinforcing column in the lifting direction, which is beneficial to improving the reliability of the reinforcing column, so as to further ensure the rigidity and strength of the vehicle and improve the safety of the vehicle. Furthermore, the frame beam body forms a groove, which can not only strengthen the structural strength, but also serve as an energy absorption zone, effectively absorbing and dispersing impact energy. In addition, the groove can provide installation space for the reinforcing column.

[0007] In other words, the embodiments of this application improve the structural strength and stiffness of the vehicle's sides, reduce the intrusion of the vehicle's sides into the passenger compartment during a side collision, and improve the vehicle's resistance to side impacts. Furthermore, the high structural strength of the vehicle's sides also reduces the degree of deformation under vertical pressure. In addition, the addition of reinforcing pillars eliminates the need for inner panels, reduces the number of parts, and simplifies the processing and assembly process.

[0008] In some embodiments, along the extension direction of the reinforcing column, the first connector and the second connector are respectively inserted into both ends of the reinforcing column.

[0009] The first and second connectors are connected to the reinforcing post via a plug-in connection. Firstly, this allows the first and second connectors to connect to the outer circumferential and end faces of the reinforcing post, improving connection strength. Secondly, the first and second connectors can limit the reinforcing post in its extension direction, improving its compressive strength in that direction. Thirdly, the plug-in connection method facilitates the connection operation. Therefore, this further improves the structural strength of the vehicle's sidewalls and enhances its impact resistance.

[0010] In some embodiments, at least one of the first connector and the second connector is provided with a first reinforcing rib inside, and the end of the reinforcing column abuts against the first reinforcing rib.

[0011] By incorporating a first reinforcing rib, the compressive strength of the first joint against the end of the reinforcing post is increased. This means that when the vehicle is subjected to downward impact and the pressure is transmitted to the first joint, the first joint is less likely to break due to the interaction force between the ends of the first joint and the reinforcing post. Similarly, by incorporating a first reinforcing rib within the second joint, the compressive strength of the second joint against the end of the reinforcing post is increased. This means that when the vehicle is subjected to a downward impact and the pressure is transmitted to the reinforcing post, or an upward impact and the pressure is transmitted to the second joint, the second joint is less likely to break due to the interaction force between the ends of the second joint and the reinforcing post. Therefore, the vehicle's resistance to vertical impact is also improved, thereby further enhancing the vehicle's impact resistance.

[0012] In some embodiments, at least a portion of the plurality of first reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of first reinforcing ribs are connected end to end in a ring.

[0013] This design allows the first reinforcing rib to distribute the stress evenly, thus helping to improve the overall structural strength and rigidity of the vehicle body frame. This further enhances the vehicle's impact resistance.

[0014] In some embodiments, the first connector is formed with a first insertion groove. The groove wall of the first insertion groove includes a first groove bottom wall and a first groove side wall surrounding the first groove bottom wall. The end of the first groove side wall away from the first groove bottom wall forms a first groove opening. The first groove bottom wall is provided with a first reinforcing rib. The end of the reinforcing column near the upper beam is inserted into the first insertion groove through the first groove opening and abuts against the first reinforcing rib.

[0015] In this way, the first connector and the reinforcing post are inserted into each other, and the end of the reinforcing post abuts against the first reinforcing rib in the first insertion groove, thereby improving the structural strength of the vehicle's side and enhancing its impact resistance. Furthermore, the sidewall of the first groove surrounds the bottom wall of the first groove, and the end of the reinforcing post abuts against the first reinforcing rib located on the bottom wall of the first groove. Therefore, the sidewall of the first groove surrounds the outer periphery of the portion of the reinforcing post inserted into the first insertion groove, thereby improving the connection strength between the reinforcing post and the first connector.

[0016] In some embodiments, the two opposite ends of the first reinforcing rib are respectively connected to the sidewall of the first groove.

[0017] By connecting both ends of the first reinforcing rib to the sidewall of the first groove, the structural strength of the first reinforcing rib is improved, thereby further improving the compressive strength of the end of the first joint to the reinforcing column. As a result, the vehicle's ability to resist vertical pressure is also improved, thus further enhancing the vehicle's impact resistance.

[0018] In some embodiments, the wall thickness of the first groove sidewall is between 2 mm and 3.5 mm; and / or, the thickness of the first reinforcing rib is between 2 mm and 3 mm.

[0019] Thus, by limiting the wall thickness range of the first groove sidewall, the structural strength of the first joint is improved without occupying too much space due to excessive wall thickness. Similarly, by limiting the thickness range of the first reinforcing rib, the compressive strength of the first reinforcing rib to the reinforcing column is improved without occupying too much space due to excessive wall thickness.

[0020] In some embodiments, the first groove sidewall of the first insertion slot is provided with at least one first connection hole extending to the outer peripheral surface of the first connector, and the outer peripheral surface of the reinforcing post is provided with at least one second connection hole. The first connection hole and the second connection hole are fixedly connected by a first fastener, which includes a bolt.

[0021] In this way, the reinforcing post is connected to the side wall of the first groove by the first fastener, which further improves the connection strength between the reinforcing post and the first joint, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0022] In some embodiments, the first joint includes a first body structure and at least one second reinforcing rib disposed on the side of the first body structure facing the frame beam body.

[0023] Thus, by setting a second reinforcing rib, the structural strength of the first joint is improved, the connection strength between the reinforcing column and the upper beam is improved, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0024] In some embodiments, at least a portion of the plurality of second reinforcing ribs extends in the same direction as the reinforcing column.

[0025] The installation of a second reinforcing rib in the same direction as the reinforcing post increases the tensile and compressive strength of the first joint in the direction of the reinforcing post, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0026] In some embodiments, at least a portion of the plurality of second stiffeners extends in the same direction as the upper beam.

[0027] The installation of a second reinforcing rib in the same direction as the extension of the upper beam increases the tensile and compressive strength of the first joint in the direction of extension of the upper beam, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0028] In some embodiments, at least a portion of the plurality of second reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of second reinforcing ribs are connected end to end in a ring.

[0029] This design allows the second reinforcing rib to distribute the force evenly, thereby helping to improve the overall structural strength and rigidity of the vehicle frame and enhance the vehicle's impact resistance.

[0030] In some embodiments, the first body structure includes a first main body and a first flap connected to the first main body. The end of the first main body away from the first flap is connected to a reinforcing column. The first main body has a first mounting surface, and the first flap has a second mounting surface. The first mounting surface and the second mounting surface intersect and are respectively connected to two adjacent surfaces of the upper beam.

[0031] In this way, the two surfaces of the first joint are connected to the two surfaces of the upper beam respectively, which improves the connection strength between the first joint and the upper beam, and the connection strength between the reinforcing column and the upper beam, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0032] In some embodiments, the first main body is provided with at least one second reinforcing rib in the same direction as the extension of the reinforcing column, and the first flap is provided with at least one second reinforcing rib in the same direction as the extension of the upper beam.

[0033] In this way, the compressive and tensile strength of the first joint in the extension direction of the reinforcing column and the extension direction of the upper beam are increased, the structural strength of the first joint is improved, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0034] In some embodiments, the first body structure and the second reinforcing rib are formed as a single aluminum casting.

[0035] The first joint is integrally formed, resulting in high structural strength. Furthermore, the use of cast aluminum in the first joint enhances structural strength and reduces weight, contributing to vehicle weight reduction.

[0036] In some embodiments, the thickness of the second reinforcing rib is between 2 mm and 3 mm.

[0037] By limiting the thickness of the second reinforcing rib to the range of 2mm to 3mm, the structural strength of the first joint is improved to meet the strength requirements of the vehicle, and the second reinforcing rib is not too thick and will not take up too much space, which is conducive to the miniaturization of the vehicle.

[0038] In some embodiments, the second connector is formed with a second insertion groove. The groove wall of the second insertion groove includes a second groove bottom wall and a second groove side wall surrounding the second groove bottom wall. The end of the second groove side wall away from the second groove bottom wall forms a second groove opening. The second groove bottom wall is provided with a first reinforcing rib. The end of the reinforcing post near the threshold beam is inserted into the second insertion groove through the second groove opening and abuts against the first reinforcing rib.

[0039] In this way, the second connector is inserted into the reinforcing post, and the end of the reinforcing post abuts against the first reinforcing rib in the second insertion groove, thereby improving the structural strength of the vehicle's side and enhancing its impact resistance. Furthermore, the sidewall of the second groove surrounds the bottom wall of the second groove, and the end of the reinforcing post abuts against the first reinforcing rib located on the bottom wall of the second groove. Therefore, the sidewall of the second groove surrounds the outer periphery of the portion of the reinforcing post inserted into the second insertion groove, increasing the connection strength between the reinforcing post and the second connector.

[0040] In some embodiments, the two opposite ends of the first reinforcing rib are respectively connected to the bottom wall of the second groove.

[0041] By connecting the two ends of the first reinforcing rib located at the bottom wall of the second groove to the side wall of the first groove respectively, the structural strength of the first reinforcing rib is improved, thereby further improving the compressive strength of the end of the second joint to the reinforcing column. Therefore, the vehicle's ability to resist vertical pressure is also improved, thereby further improving the vehicle's impact resistance.

[0042] In some embodiments, the wall thickness of the second groove sidewall is 3mm to 5mm; and / or, the thickness of the first reinforcing rib is 3mm to 4mm.

[0043] Thus, by limiting the wall thickness range of the second groove sidewall, the structural strength of the second joint is improved, without occupying too much space due to excessive wall thickness. By limiting the thickness range of the first reinforcing rib provided in the second joint, the compressive strength of the first reinforcing rib to the reinforcing column is improved, without occupying too much space due to excessive wall thickness of the first reinforcing rib, which is beneficial for controlling the volume of the second joint.

[0044] In some embodiments, the second groove sidewall of the second insertion slot is provided with at least one third connection hole extending to the outer peripheral surface of the second connector, and the outer peripheral surface of the reinforcing post is provided with at least one fourth connection hole. The third connection hole and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

[0045] In this way, the reinforcing post is connected to the side wall of the second groove by the second fastener, which further improves the connection strength between the reinforcing post and the second joint, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0046] In some embodiments, the second joint includes a second body structure and at least one third reinforcing rib disposed on the side of the second body structure facing the main body of the frame beam.

[0047] Thus, by setting a third reinforcing rib, the structural strength of the second joint is improved, the connection strength between the reinforcing column and the sill beam is improved, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0048] In some embodiments, at least a portion of the plurality of third reinforcing ribs extends in the same direction as the reinforcing column.

[0049] The addition of a third reinforcing rib in the same direction as the reinforcing post increases the tensile and compressive strength of the second joint in the direction of the reinforcing post, thereby improving the structural strength of the vehicle's side and enhancing its impact resistance.

[0050] In some embodiments, at least a portion of the plurality of third reinforcing ribs extends in the same direction as the sill beam.

[0051] By setting a third reinforcing rib with the same extension direction as the sill beam, the tensile and compressive strength of the second joint in the extension direction of the sill beam is improved, thereby increasing the structural strength of the vehicle's side and improving the vehicle's impact resistance.

[0052] In some embodiments, at least a portion of the plurality of third reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of third reinforcing ribs are connected end to end in a ring.

[0053] This design allows the third reinforcing rib to distribute the force evenly, thereby helping to improve the overall structural strength and rigidity of the vehicle frame and enhance the vehicle's impact resistance.

[0054] In some embodiments, the second body structure includes a second main body and a second flap connected to the second main body. The end of the second main body away from the second flap is connected to a reinforcing post. The second main body has a third mounting surface, and the second flap has a fourth mounting surface. The third mounting surface and the fourth mounting surface intersect and are respectively connected to two adjacent surfaces of the sill beam.

[0055] In this way, the two surfaces of the second joint are connected to the two surfaces of the sill beam respectively, which improves the connection strength between the second joint and the sill beam, and improves the connection strength between the reinforcing post and the upper crossbeam of the sill beam, thereby improving the structural strength of the vehicle's side and improving the vehicle's impact resistance.

[0056] In some embodiments, the second main body is provided with at least one third reinforcing rib in the same direction as the extension of the reinforcing column, and the second flap is provided with at least one third reinforcing rib in the same direction as the extension of the sill beam.

[0057] This increases the compressive and tensile strength of the second joint in the extension directions of the reinforcing column and the sill beam, thereby improving the structural strength of the second joint, which in turn improves the structural strength of the vehicle's side and enhances the vehicle's impact resistance.

[0058] In some embodiments, the dimensions of both the third and fourth mounting surfaces are between 300 mm and 450 mm in the extension direction of the sill beam.

[0059] By limiting the dimensions of the overlapping portions of the third and fourth mounting surfaces with the sill beam to a range of 300mm to 450mm, the connection strength between the second joint and the sill beam is improved to meet the vehicle's strength requirements. Furthermore, by limiting the upper limit, the size of the second joint is suppressed, reducing space occupation and facilitating vehicle miniaturization.

[0060] In some embodiments, the second body structure and the third reinforcing rib are formed as a single aluminum casting.

[0061] The second connector is integrally formed, resulting in high structural strength. Furthermore, the second connector is made of cast aluminum, which helps to improve structural strength and is lightweight, thus contributing to vehicle weight reduction.

[0062] In some embodiments, the thickness of the third reinforcing rib is between 3 mm and 5 mm.

[0063] By limiting the thickness of the third reinforcing rib to the range of 3mm to 5mm, the structural strength of the second joint is improved, meeting the strength requirements of the vehicle, and ensuring that the third reinforcing rib does not take up too much space due to excessive thickness, which is beneficial for vehicle miniaturization.

[0064] In some embodiments, the reinforcing column includes a tube body and at least one first rib filled within the tube body.

[0065] By setting the first rib inside the tube body, the structural strength of the reinforcing column is further improved, thereby further improving the structural strength of the vehicle's side, and thus improving the vehicle's impact resistance.

[0066] In some embodiments, the cross-sectional shape of the tube body is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0067] This design facilitates improved connection stability between the shell wall of the main tube body and the main frame beam, as well as the first and second joints, thereby contributing to enhanced structural strength and rigidity of the vehicle.

[0068] In some embodiments, in a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the first rib are respectively connected to the inner wall of the tube body.

[0069] The two ends of the first stiffener are connected to the inner wall of the tube body, which improves the connection strength between the first stiffener and the tube body, thereby further improving the structural strength and rigidity of the tube body.

[0070] In some embodiments, at least a portion of the plurality of first ribs are arranged to intersect each other.

[0071] At least two of the first stiffeners intersect in their extension directions, meaning that the two intersecting first stiffeners strengthen the tube body from two directions, which helps to improve the structural strength and rigidity of the tube body.

[0072] In some embodiments, the thickness of the first rib is between 3 mm and 6.5 mm.

[0073] By limiting the thickness of the first stiffener to the range of 3mm to 6.5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while avoiding excessive weight and space occupation due to excessive thickness, which is conducive to vehicle lightweighting and miniaturization.

[0074] In some embodiments, the wall thickness of the tube body is 3mm to 5mm.

[0075] By limiting the wall thickness of the tube body to the range of 3mm to 5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while not taking up too much space due to excessive thickness, which is conducive to the lightweighting and miniaturization of the vehicle.

[0076] In some embodiments, the tube body and at least one first rib are an integral aluminum pultruded tube structure.

[0077] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high stiffness, reducing deformation under stress. Furthermore, aluminum's low density contributes to weight reduction compared to traditional steel vehicles. The tube body and the first stiffener are integrated into a single structure. This integrated structure enhances the overall structural strength and stiffness of the reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0078] In some embodiments, the reinforcing column includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0079] The resin-filled structure is used to enhance the structural strength and rigidity of the tube body, thereby improving the overall structural strength and rigidity of the reinforcing column to meet the strength and rigidity requirements of the vehicle.

[0080] In some embodiments, the tube body is a thermoplastic pultruded composite material tube.

[0081] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of reinforced columns. Moreover, composite materials help to improve the lightweighting of vehicles.

[0082] In some embodiments, the wall thickness of the tube body is 6mm to 10mm.

[0083] By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the reinforcing column has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, without taking up too much space due to excessive thickness, thus facilitating the miniaturization and weight reduction of the vehicle.

[0084] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0085] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced columns.

[0086] In some embodiments, a plurality of reinforcing rib assemblies are provided in the groove of the frame beam body, and the plurality of reinforcing rib assemblies are distributed at intervals along the extension direction of the groove.

[0087] By setting reinforcing rib assemblies on the inner side of the frame beam, the structural strength and rigidity of the frame beam are improved, further enhancing the vehicle's impact resistance.

[0088] In some embodiments, the reinforcing rib assembly includes a plurality of interconnected second ribs; the plurality of second ribs are arranged intersecting each other; and / or, the plurality of second ribs are connected end to end in a ring shape.

[0089] This design allows the reinforcing ribs to distribute the force evenly, which helps to improve the overall structural strength and rigidity of the vehicle frame and enhance the vehicle's impact resistance.

[0090] In some embodiments, the second stiffener is injection molded into a groove in the main body of the frame beam.

[0091] Injection molding integrates the second stiffener with the main frame beam, reducing the need for multiple assembly steps between the second stiffeners and the main frame beam. Furthermore, injection molding allows the plastic material to penetrate deep into all corners of the main frame beam. It also facilitates the machining of the second stiffeners into various shapes based on the vehicle's collision stress conditions, and allows for thickening in critical stress areas. In other words, the extension direction, thickness, and position of each second stiffener within the main frame beam can be optimized according to the vehicle's collision stress requirements.

[0092] In some embodiments, the thickness of the root of the second stiffener is 80% to 120% of the thickness of the frame beam body.

[0093] This design ensures that the second rib provides sufficient reinforcement, thereby increasing the vehicle's strength and rigidity.

[0094] In some embodiments, the thickness of the second stiffener is 2.5 mm to 3.5 mm; and / or the thickness of the frame beam body is 2.5 mm to 3.5 mm.

[0095] By setting the thickness of the frame beam body and the second stiffener within this range, the frame beam body and the second stiffener can meet the strength and rigidity requirements of the vehicle, without taking up too much space or increasing the weight due to excessive thickness, thus facilitating the lightweighting and miniaturization of the vehicle.

[0096] In some embodiments, the reinforcing rib assembly is connected to both the bottom wall and the side wall of the groove, and the reinforcing rib assembly has a clearance groove for installing the reinforcing column.

[0097] The clearance groove provides installation space for the reinforcing column, allowing at least a portion of the column's main body to extend into it. The groove also limits the movement of the main body along its width, facilitating installation. The reinforcing column is installed by connecting the main body to the groove wall.

[0098] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0099] By using continuous fiber composite materials for the main frame beams, the high strength and stiffness of these materials improve the vehicle's collision resistance. Furthermore, the lightweight nature of continuous fiber composites helps reduce vehicle weight, thereby reducing fuel consumption and improving economic performance. As a composite material, the fiber composite panels do not suffer from rusting issues, and the manufacturing process of continuous fiber composites is more environmentally friendly, contributing to reduced carbon emissions. Moreover, using continuous fiber composites to manufacture the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for separate stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0100] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0101] The continuous fiber composite layer formed by continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam.

[0102] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of a frame beam.

[0103] The multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the grooved frame beam body. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body, thereby maximizing its mechanical properties and structural integrity.

[0104] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0105] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer continuous fiber composite layers.

[0106] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0107] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0108] Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0109] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0110] In some embodiments, the continuous fiber comprises 60 to 80 parts by weight, and the thermoplastic resin matrix comprises 20 to 40 parts by weight.

[0111] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, the probability of continuous fiber leakage due to excessive continuous fiber content and insufficient resin matrix content can be minimized. Conversely, the probability of insufficient composite material strength due to excessively low continuous fiber content and excessively high resin matrix content can also be minimized. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main frame beam of a vehicle.

[0112] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0113] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, enhance the mechanical properties of composite materials, improve the processing performance of continuous fibers and thermoplastic resin matrices, and help improve the final performance of composite materials.

[0114] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0115] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0116] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0117] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0118] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0119] The different layup angles of the continuous fibers in two adjacent continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0120] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0121] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0122] A ply pattern that is neither 0° nor 90° provides strength in multiple directions, and having at least one of the outermost two layers effectively absorbs and disperses energy, reducing damage to the internal structure from external impacts. This arrangement helps enhance the impact resistance of the frame beam structure.

[0123] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0124] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby maximizing the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus meeting the structural strength and stiffness requirements of the main frame beam as much as possible.

[0125] In some embodiments, the thickness of the frame beam body is between 1.2 mm and 5 mm; and / or, the thickness of the single-layer continuous fiber composite material is between 0.2 mm and 0.3 mm.

[0126] By limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements of the main frame beam are met. By limiting the maximum thickness of the main frame beam, the weight and space occupation of the main frame beam are reduced, which is beneficial for vehicle miniaturization and weight reduction. For example, the thickness of a single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of thickness of the single-layer continuous fiber composite material layer, the structural strength and stiffness requirements of the single-layer continuous fiber composite material layer are met, while weight and space occupation are reduced, which helps to keep the main frame beam within a suitable thickness range.

[0127] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar, B-pillar, and C-pillar of the vehicle, and a reinforcing column and connecting assembly are provided in the groove of at least one of the A-pillar, B-pillar, and C-pillar.

[0128] Thus, the reinforcing column and connecting assembly can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the main frame beam. The reinforcing column and connecting assembly have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the reinforcing column and connecting assembly to at least one of the A-pillar, B-pillar, and C-pillar of the main frame beam can improve the structural strength and stiffness of the main frame beam, improve the bending resistance and deformation resistance of the main frame beam, and thus improve the vehicle's impact resistance.

[0129] In some embodiments, the vehicle frame further includes an interior trim mounting structure for mounting the vehicle's interior trim, the interior trim mounting structure being disposed on the reinforcing pillars and / or the frame beam body.

[0130] The reinforced column and frame beam provided in this application embodiment have high structural strength and rigidity. Therefore, installing the interior trim installation structure on the reinforced column and / or frame beam improves the reliability of the interior trim installation and enhances the personal safety of passengers.

[0131] In some embodiments, the interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the recessed area of ​​the frame beam body from the inside of the vehicle frame.

[0132] Interior trim panels are used to cover the recessed areas of the main frame beams, that is, to cover the openings of the recesses, so that the structure inside the recesses is not directly exposed to the driver's / passengers' view, which helps to improve the vehicle's aesthetics.

[0133] In some embodiments, at least a portion of the frame beam body constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein the at least one seat belt accessory mounting structure is disposed in the B-pillar and / or C-pillar, or, disposed in a reinforcing column disposed in a groove in the B-pillar and / or C-pillar, and the at least one seat belt accessory mounting structure is used to install seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor.

[0134] Because the main structure of the reinforced column and frame beam has high structural strength, the installation strength of the seat belt accessory installation structure located on the main structure of the reinforced column or frame beam is also high. Therefore, the installation strength of the seat belt accessory is improved, thereby improving the fixing strength of the seat belt and thus improving the personal safety of passengers.

[0135] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar and / or B-pillar of the vehicle, and the vehicle body frame further includes at least one metal connection structure; the at least one metal connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter; the metal connection structure is disposed between the frame beam body and the reinforcing column disposed on the A-pillar and / or B-pillar.

[0136] Metallic materials give metal connection structures good fatigue performance, allowing them to maintain structural integrity during multiple cycles.

[0137] In some embodiments, the grooves of the A-pillar and the C-pillar are provided with reinforcing columns and connecting components; the vehicle frame also includes an outer trim panel, which covers the side of the frame beam body away from the reinforcing column; both the frame beam body and the outer trim panel are fiberboard, and the fiber content of the outer trim panel is less than that of the frame beam body.

[0138] The outer trim panel is the outermost covering of the vehicle, used to enhance its appearance. Since the B-pillar is covered by the door when closed, and the curvature of the B-pillar is not as pronounced as that of the A-pillar and C-pillar, it does not require an outer trim panel. However, the A-pillar and C-pillar are exposed, so outer trim panels are placed on the outer sides of the frame beams of the A-pillar and C-pillar to improve aesthetics. Furthermore, both the frame beams and the outer trim panels are made of fiberboard to provide structural strength and rigidity. Because the outer trim panels primarily serve an aesthetic purpose and have lower structural strength requirements, their fiber content is lower than that of the frame beams, achieving both aesthetic appeal and cost control.

[0139] In some embodiments, the vehicle further includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0140] This design 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 also improves the integration of the chassis, making it adaptable to various vehicle models.

[0141] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment.

[0142] By integrating the battery into the passenger compartment floor, additional brackets and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0143] The beneficial effects of this disclosure include: providing a vehicle with high impact resistance. Attached Figure Description

[0144] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0145] Figure 1 An exploded perspective view of a vehicle according to one or more embodiments;

[0146] Figure 2 This is an exploded perspective view of a vehicle (excluding the chassis) according to one or more embodiments;

[0147] Figure 3 This is a three-dimensional structural diagram of a portion of a vehicle frame according to one or more embodiments;

[0148] Figure 4 A partial structural schematic diagram of the frame beam body of a vehicle frame according to one or more embodiments;

[0149] Figure 5 A front view of a vehicle body frame according to one or more embodiments;

[0150] Figure 6 A three-dimensional structural schematic diagram of a first connector according to one or more embodiments;

[0151] Figure 7 This is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective;

[0152] Figure 8 for Figure 7 Sectional view at point AA;

[0153] Figure 9 for Figure 7 Sectional view at point BB;

[0154] Figure 10 This is a partial structural schematic diagram of the first joint of the vehicle body frame according to one or more embodiments;

[0155] Figure 11 for Figure 10 Exploded view of the middle structure;

[0156] Figure 12 for Figure 10 A partial structural diagram of the middle structure;

[0157] Figure 13 This is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective;

[0158] Figure 14 A front view of a portion of the structure of a vehicle frame according to one or more embodiments;

[0159] Figure 15 This is a three-dimensional structural schematic diagram of a second connector according to one or more embodiments;

[0160] Figure 16 This is a three-dimensional structural schematic diagram of the second connector according to one or more embodiments from another perspective;

[0161] Figure 17 A front view of a second connector according to one or more embodiments;

[0162] Figure 18 A side view of a second connector according to one or more embodiments;

[0163] Figure 19 This is a three-dimensional structural diagram of a portion of the vehicle frame according to one or more embodiments;

[0164] Figure 20 A structural schematic diagram of a reinforcing column within a groove in the main body of a frame beam according to one or more embodiments;

[0165] Figure 21 For the installation of interior panels according to one or more embodiments Figure 19 A cross-sectional view of the body frame at position CC;

[0166] Figure 22 For installation of a seatbelt height adjuster according to one or more embodiments Figure 19 A cross-sectional view of the vehicle frame at position DD;

[0167] Figure 23For installation of a seatbelt retractor according to one or more embodiments Figure 19 A cross-sectional view of the body frame at position EE;

[0168] Figure 24 This is a schematic diagram of a layup method for a multilayer continuous fiber composite material layer of a fiber composite board according to one or more embodiments.

[0169] Explanation of reference numerals in the attached figures

[0170] 1000 Vehicle; 100 Chassis; 200 Body Frame; 201 A-pillar; 202 B-pillar; 203 C-pillar; 204 Body Panel; 205 Upper Crossbeam; 206 Bumper; 207 Hood; 208 Door; 1 Reinforcing Pillar; 11 Pipe Body; 111 Second Connecting Hole; 12 First Rib; 2 Connecting Assembly; 21 First Connector; 211 First Reinforcing Rib; 212 First Insertion Slot; 2121 First Slot Bottom Wall; 2122 First Slot Side Wall; 2123 First Connecting Hole; 213 First Fastener; 214 First Body Structure; 2141 First Main Body; 2142 First Flip Plate; 2143 First Mounting Surface; 2144 Second Mounting Surface; 215 Second Reinforcing Rib; 22 Second Connector; 221 Second Insertion Slot; 2211 Second Slot Bottom Wall; 2212 Second 2213 Third connecting hole; 223 Second body structure; 2231 Second main body part; 2232 Second flap; 2233 Third mounting surface; 2234 Fourth mounting surface; 224 Third reinforcing rib; 30 Frame beam main body; 31 Reinforcing rib plate assembly; 31a Second rib plate; 311 First part; 312 Second part; 313 Third part; 32 Groove; 321 First section; 322 Second section; 323 Third section; 324 Groove bottom wall; 325 Groove side wall; 4 Upper beam; 5 Sill beam; 6 Interior trim installation structure; 61 Interior trim panel installation structure; 62 Seat belt accessory installation structure; 7 Seat belt accessory; 71 Seat belt height adjuster; 72 Seat belt retractor; 74 Door hinge; 75 Door lock; 76 Door opening limiter; 8 Metal connection structure; 9 Interior trim panel. Detailed Implementation

[0171] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0172] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application; the terms “comprising” and “having”, and any variations thereof, in the specification and the foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0173] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0174] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0175] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0176] In the description of the embodiments of this application, the technical terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0177] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0178] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0179] The following is a detailed description of this application.

[0180] A vehicle's impact resistance is related to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. The vehicle's body frame includes the A-pillar, B-pillar, and C-pillar located on the sides of the body frame and arranged sequentially from front to back. Therefore, the structural strength of the A-pillar, B-pillar, or C-pillar is related to the vehicle's impact resistance.

[0181] The inventors of this application have noted that existing A-pillars, B-pillars, and C-pillars typically use a structure where reinforcing plates connect the inner plates. The poor strength of the reinforcing plates and the poor connection strength between the plates result in low structural strength. Furthermore, the large number of components necessitates a dense arrangement of welding points, leading to complex processing and assembly procedures.

[0182] The inventors of this application discovered through research that by using reinforcing pillars instead of reinforcing plates and eliminating the inner plate, the structural strength and rigidity of A-pillars, B-pillars, or C-pillars can be improved, thereby enhancing the vehicle's impact resistance. Furthermore, this reduces the number of parts and simplifies the processing and assembly process.

[0183] Based on this design concept, the inventors of this application have designed a vehicle, which includes a vehicle body frame. The vehicle body frame includes a frame beam body, reinforcing columns, and connecting components. The frame beam body forms a groove, which includes a first section, a second section, and a third section. The first section is used to cooperate with the upper beam of the vehicle body frame, and the third section is used to cooperate with the sill beam of the vehicle body frame. The second section extends and connects the first section and the third section. The reinforcing columns are at least filled in the second section. The connecting components include a first connector and a second connector that are connected to the frame beam body. The first connector is used to connect the reinforcing column to the upper beam, and the second connector is used to connect the reinforcing column to the sill beam.

[0184] In this design, on the one hand, by setting up reinforcing columns, the main load-bearing component of the vehicle body frame is transformed from the frame beam to the reinforcing columns. That is, the reinforcing columns help increase the tensile and compressive strength of the frame beam along its extension direction, making the frame beam more robust under tensile and compressive loads. Simultaneously, the reinforcing columns help improve the rigidity of the frame beam and reduce deformation under stress. On the other hand, in this design, the reinforcing columns are connected between the upper beam and the sill beam of the vehicle body frame through first and second joints. These joints restrict the extension of the reinforcing columns at both ends, improving their reliability and further ensuring the rigidity and strength of the vehicle body frame, thereby enhancing vehicle safety. Furthermore, the frame beam forms grooves, which not only strengthen the structure but also act as energy-absorbing zones, effectively absorbing and dispersing impact energy. Additionally, the grooves provide installation space for the reinforcing columns. Moreover, the high structural strength of the vehicle's sides also reduces deformation under vertical pressure, thus improving the vehicle's impact resistance. In addition, the addition of reinforced columns eliminates the need for inner panels, reduces the number of parts, and simplifies the processing and assembly process.

[0185] The vehicles provided in this application embodiment can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc. This application embodiment does not impose any special limitations on the above-mentioned vehicles.

[0186] The frame beam body provided in this application embodiment can form the A-pillar, B-pillar or C-pillar of a vehicle, and the reinforcing column and connecting components can be provided in the groove of the A-pillar, B-pillar or C-pillar.

[0187] In the following embodiments, for ease of explanation, the description is provided in conjunction with the accompanying drawings.

[0188] Figure 1 This is a three-dimensional exploded structural diagram of a vehicle according to one or more embodiments.

[0189] Vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc. For example... Figure 1 As shown, the vehicle 1000 includes a chassis 100 and a body frame 200 disposed on the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000.

[0190] For example, the body frame 200 and the chassis 100 are welded together.

[0191] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0192] When the chassis 100 adopts a skateboard chassis that integrates the three electric systems, the body frame 200 can be connected to the skateboard chassis in a detachable manner. For example, the detachable connection can be achieved by using multiple circumferential bolts.

[0193] This configuration allows for the separation and decoupling of the body frame 200 and the chassis 100, enabling the body frame 200 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis 100, making it adaptable to various vehicle models.

[0194] In some embodiments of this application, the vehicle frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000, and the vehicle 1000 includes a battery, the casing of which forms the floor of the passenger compartment.

[0195] By integrating the battery into the passenger compartment floor, additional brackets and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0196] Figure 2 This is a three-dimensional exploded structural diagram of a vehicle 1000 (excluding chassis 100) according to one or more embodiments.

[0197] like Figure 2 As shown, vehicle 1000 typically includes a body frame 200 and an exterior structure. The body frame 200 includes structures such as A-pillar 201, B-pillar 202, C-pillar 203, sill beam 5, upper side beam 4, upper crossbeam 205, and bumper 206. The exterior structure typically includes structures such as hood 207, door 208, and body panel 204.

[0198] In some embodiments of this application, for ease of explanation, the inward and outward directions of the vehicle body and the forward and backward directions of the vehicle body are defined, such as... Figure 10 , Figure 19 , Figures 21 to 23 As shown, the direction of arrow ab is the "inside and outside direction of the vehicle body", and the direction of arrow cd is the "front and rear direction of the vehicle body". Among them, the direction pointed to by arrow a is the inside of the vehicle body, the direction pointed to by arrow b is the outside of the vehicle body, the direction pointed to by arrow c is the front of the vehicle body, and the direction pointed to by arrow d is the rear of the vehicle body.

[0199] Figure 3 This is a three-dimensional structural diagram of a portion of a vehicle frame according to one or more embodiments; Figure 4 A partial structural schematic diagram of the frame beam body of a vehicle frame according to one or more embodiments; Figure 5 A front view of a vehicle body frame according to one or more embodiments; Figure 6 A three-dimensional structural schematic diagram of a first connector according to one or more embodiments; Figure 7 This is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective; Figure 8 for Figure 7 Sectional view at point AA; Figure 9 for Figure 7 Sectional view at point BB; Figure 10 This is a partial structural schematic diagram of the first joint of the vehicle body frame according to one or more embodiments; Figure 11 for Figure 10 Exploded view of the middle structure; Figure 12 for Figure 10 A partial structural diagram of the middle structure; Figure 13 This is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective; Figure 14 A front view of a portion of the structure of a vehicle frame according to one or more embodiments; Figure 15 This is a three-dimensional structural schematic diagram of a second connector according to one or more embodiments; Figure 16 This is a three-dimensional structural schematic diagram of the second connector according to one or more embodiments from another perspective; Figure 17 A front view of a second connector according to one or more embodiments; Figure 18 A side view of a second connector according to one or more embodiments; Figure 19 This is a three-dimensional structural diagram of a portion of the vehicle frame according to one or more embodiments; Figure 20 A structural schematic diagram of a reinforcing column within a groove in the main body of a frame beam according to one or more embodiments; Figure 21 For the installation of interior panels according to one or more embodiments Figure 19 A cross-sectional view of the body frame at position CC; Figure 22 For installation of a seatbelt height adjuster according to one or more embodiments Figure 19 A cross-sectional view of the vehicle frame at position DD; Figure 23 For installation of a seatbelt retractor according to one or more embodiments Figure 19 A cross-sectional view of the body frame at position EE; Figure 24 This is a schematic diagram of a layup method for a multilayer continuous fiber composite material layer of a fiber composite board according to one or more embodiments.

[0200] The first aspect of this application provides a vehicle 1000, such as... Figures 3 to 5As shown, the vehicle 1000 includes a body frame 200, which includes a frame beam body 30, a reinforcing column 1, and a connecting assembly 2. The frame beam body 30 has a groove 32, which includes a first section 321, a second section 322, and a third section 323. The first section 321 is used to cooperate with the upper beam 4 of the body frame 200, and the third section 323 is used to cooperate with the sill beam 5 of the body frame 200. The second section 322 extends and connects the first section 321 and the third section 323. The reinforcing column 1 is at least filled in the second section 322. The connecting assembly 2 includes a first connector 21 and a second connector 22 connected to the frame beam body 30. The first connector 21 is used to connect the reinforcing column 1 to the upper beam 4, and the second connector 22 is used to connect the reinforcing column 1 to the sill beam 5. In the embodiments of this application, on the one hand, by setting the reinforcing column 1, the main load-bearing component of the vehicle frame 200 is transformed from the frame beam body 30 to the reinforcing column 1. That is, the reinforcing column 1 helps to increase the tensile and compressive strength of the frame beam body 30 along the extension direction of the reinforcing column 1, making the frame beam body 30 more robust when subjected to tensile and compressive loads. At the same time, the reinforcing column 1 helps to improve the rigidity of the frame beam body 30 and reduce the deformation of the frame beam body 30 under stress. On the other hand, in the embodiments of this application, the reinforcing column 1 is connected between the upper beam 4 and the sill beam 5 of the vehicle frame 200 through the first joint 21 and the second joint 22. The first joint 21 and the second joint 22 can restrict the two ends of the extension direction of the reinforcing column 1, which helps to improve the reliability of the reinforcing column 1, so as to further ensure the rigidity and strength of the vehicle and improve the safety of the vehicle. Furthermore, the frame beam body 30 forms a groove 32. The groove 32 can not only strengthen the structural strength, but also serve as an energy absorption zone, effectively absorbing and dispersing impact energy. In addition, the groove 32 can provide installation space for the reinforcing column 1. This embodiment of the application improves the structural strength and rigidity of the vehicle's side, reduces the intrusion of the vehicle's side into the passenger compartment during a side collision, and improves the vehicle's resistance to side impacts. Furthermore, the high structural strength of the vehicle's side also reduces the degree of deformation under vertical pressure. In addition, the addition of the reinforcing pillar 1 eliminates the need for an inner panel, reducing the number of parts and simplifying the processing and assembly process.

[0201] In some embodiments of this application, at least a portion of the reinforcing post 1 is connected to the groove wall of the recess 32. For example, it can be bonded with structural adhesive, which helps to improve the structural strength and rigidity of the vehicle.

[0202] For example, the groove wall of the groove 32 is bonded to the reinforcing post 1. This achieves the fixation of the reinforcing post 1. Moreover, the bonding operation is convenient.

[0203] In some embodiments of this application, such as Figure 3 and Figure 5As shown, along the extension direction of the reinforcing column 1, the first connector 21 and the second connector 22 are respectively inserted into both ends of the reinforcing column 1.

[0204] The first connector 21 and the second connector 22 are connected to the reinforcing post 1 via a plug-in connection. Firstly, this allows the first connector 21 and the second connector 22 to connect to the outer peripheral surface and end face of the reinforcing post 1, improving the connection strength. Secondly, the first connector 21 and the second connector 22 can limit the reinforcing post 1 in the extending direction, improving the compressive strength of the reinforcing post 1 in the extending direction. Thirdly, the plug-in connection method facilitates the connection operation. Therefore, the structural strength of the vehicle's side is further improved, and the impact resistance of the vehicle 1000 is further enhanced.

[0205] In some embodiments of this application, such as Figure 5 , Figure 6 and Figure 8 As shown, a first reinforcing rib 211 is provided inside the first joint 21, and the end of the reinforcing column 1 near the upper beam 4 abuts against the first reinforcing rib 211 provided inside the first joint 21.

[0206] By setting the first reinforcing rib 211, the compressive strength of the end of the first joint 21 against the reinforcing column 1 is improved. When the vehicle is subjected to downward pressure and the pressure is transmitted to the first joint 21, the first joint 21 is less likely to break due to the interaction force between the end of the first joint 21 and the reinforcing column 1. Therefore, the vehicle 1000's ability to resist vertical pressure is also improved, thereby further improving the vehicle 1000's impact resistance.

[0207] In the embodiments of this application, "multiple" refers to two or more.

[0208] It is understood that the number of the first reinforcing ribs 211 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle.

[0209] In some embodiments of this application, such as Figure 5 and Figure 15 As shown, the second joint 22 is provided with a first reinforcing rib 211 inside, and the end of the reinforcing column 1 near the threshold beam 5 abuts against the first reinforcing rib 211 provided in the second joint 22.

[0210] By providing a first reinforcing rib 211 within the second joint 22, the compressive strength of the second joint 22 against the end of the reinforcing column 1 is improved. This makes the second joint 22 less prone to damage due to the interaction force between the ends of the second joint 22 and the reinforcing column 1 when the vehicle is subjected to an impact from above and the pressure is transmitted to the reinforcing column 1, or when it is subjected to an impact from below and the pressure is transmitted to the second joint 22. Therefore, the vehicle 1000's ability to resist vertical pressure is also improved, thereby further enhancing the vehicle 1000's impact resistance.

[0211] In some embodiments of this application, such as Figure 9 As shown, at least a portion of the plurality of first reinforcing ribs 211 are arranged to cross each other, and / or at least a portion of the plurality of first reinforcing ribs 211 are connected end to end in a ring shape.

[0212] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple first reinforcing ribs 211 can form several rings, and the shapes of the several rings can be the same or different.

[0213] By connecting the first reinforcing ribs 211 in this way, the reinforcing effect of the first reinforcing ribs 211 on strength and stiffness is improved, thereby further improving the impact resistance of the vehicle 1000.

[0214] In some embodiments of this application, such as Figure 6 and Figure 8 As shown, the first connector 21 has a first insertion groove 212. The groove wall of the first insertion groove 212 includes a first groove bottom wall 2121 and a first groove side wall 2122 surrounding the first groove bottom wall 2121. The end of the first groove side wall 2122 away from the first groove bottom wall 2121 forms a first groove opening. The first groove bottom wall 2121 is provided with a first reinforcing rib 211. The end of the reinforcing column 1 near the upper beam 4 is inserted into the first insertion groove 212 through the first groove opening and abuts against the first reinforcing rib 211.

[0215] In this way, the first connector 21 is inserted into the reinforcing post 1, and the end of the reinforcing post 1 abuts against the first reinforcing rib 211 in the first insertion groove 212, thereby improving the structural strength of the vehicle's side and enhancing the vehicle 1000's impact resistance. Furthermore, the first groove sidewall 2122 surrounds the first groove bottom wall 2121, and the end of the reinforcing post 1 abuts against the first reinforcing rib 211 located on the first groove bottom wall 2121.

[0216] Therefore, the first groove sidewall 2122 surrounds the outer periphery of the portion of the reinforcing post 1 inserted into the first insertion groove 212. The inserted portion of the reinforcing post 1 will cooperate with the first groove sidewall 2122 of the first insertion groove 212, thereby increasing the contact area between the first connector 21 and the reinforcing post 1. Furthermore, the end of the inserted portion of the reinforcing post 1 abuts against the first reinforcing rib 211 provided on the bottom wall 2121 of the first groove, thereby increasing the compressive strength of the reinforcing post 1 in its extension direction. This makes the reinforcing post 1 less prone to damage from downward pressure or upward impact, which is beneficial to improving the reliability of the vehicle, thereby improving the structural strength and rigidity of the vehicle and improving the vehicle's impact resistance.

[0217] In some embodiments of this application, such as Figure 9 As shown, the two ends of the first reinforcing rib 211 located on the bottom wall 2121 of the first groove are respectively connected to the side wall 2122 of the first groove.

[0218] By connecting both ends of the first reinforcing rib 211 to the side wall 2122 of the first groove, the structural strength of the first reinforcing rib 211 is improved, thereby further improving the compressive strength of the end of the first joint 21 to the reinforcing column 1. Therefore, the vehicle 1000's ability to resist vertical pressure is also improved, thereby further improving the vehicle 1000's impact resistance.

[0219] In some embodiments of this application, such as Figure 9 As shown, the wall thickness L2 of the first groove sidewall 2122 is between 2mm and 3.5mm; and / or, as Figure 8 As shown, the thickness L1 of the first reinforcing rib 211 located in the first joint 21 is between 2mm and 3mm.

[0220] For example, such as Figure 9 As shown, the wall thickness L2 of the first groove sidewall 2122 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, and 3.5mm. For example... Figure 8 As shown, the thickness L1 of the first reinforcing rib 211 provided in the first joint 21 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, or 3mm.

[0221] Thus, by limiting the wall thickness range of the first groove sidewall 2122, the structural strength of the first joint 21 is improved, and the space occupied by the first groove sidewall 2122 will not be too large. By limiting the thickness range of the first reinforcing rib 211, the compressive strength of the first reinforcing rib 211 to the reinforcing column 1 is improved, and the space occupied by the first reinforcing rib 211 will not be too large.

[0222] In some embodiments of this application, such as Figure 8 , Figure 10 and Figure 11 As shown, the first groove sidewall 2122 of the first insertion groove 212 is provided with at least one first connection hole 2123 that penetrates to the outer peripheral surface of the first connector 21, and the outer peripheral surface of the reinforcing column 1 is provided with at least one second connection hole 111. The first connection hole 2123 and the second connection hole 111 are fixedly connected by a first fastener 213, which includes a bolt.

[0223] For example, the cross-section of the first insertion groove 212 is quadrilateral, that is, the first insertion groove 212 is provided with four first groove sidewalls 2122, and each of the four first groove sidewalls 2122 is provided with a first connecting hole 2123. Correspondingly, the reinforcing column 1 is provided with a second connecting hole 111 that corresponds one-to-one with the first connecting hole 2123, and all of them are connected by a first fastener 213.

[0224] It is understood that the number of the first connecting hole 2123 and the second connecting hole 111 in this application embodiment is not limited, and can be set according to the performance requirements of the vehicle.

[0225] Thus, the reinforcing post 1 is connected to the first groove sidewall 2122 by the first fastener 213, which further improves the connection strength between the reinforcing post 1 and the first joint 21, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0226] In some embodiments of this application, such as Figure 13 As shown, the first joint 21 includes a first body structure 214 and at least one second reinforcing rib 215 disposed on the side of the first body structure 214 facing the frame beam body 30.

[0227] It is understood that the number of the second reinforcing ribs 215 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle.

[0228] Thus, by setting the second reinforcing rib 215, the structural strength of the first joint 21 is improved, the connection strength between the reinforcing column 1 and the upper beam 4 is improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0229] In some embodiments of this application, such as Figure 13 and Figure 14 As shown, at least a portion of the plurality of second reinforcing ribs 215 extend in the same direction as the reinforcing column 1.

[0230] The provision of the second reinforcing rib 215, which extends in the same direction as the reinforcing column 1, increases the tensile and compressive strength of the first joint 21 in the direction of extension of the reinforcing column 1, thereby improving the structural strength of the side of the vehicle and enhancing the impact resistance of the vehicle 1000.

[0231] In some embodiments of this application, such as Figure 13 and Figure 14 As shown, at least a portion of the plurality of second reinforcing ribs 215 extend in the same direction as the upper beam 4.

[0232] The installation of the second reinforcing rib 215, which extends in the same direction as the upper beam 4, increases the tensile and compressive strength of the first joint 21 in the direction of extension of the upper beam 4, thereby improving the structural strength of the side of the vehicle and enhancing the impact resistance of the vehicle 1000.

[0233] In some embodiments of this application, such as Figure 13 and Figure 14 As shown, at least a portion of the plurality of second reinforcing ribs 215 are arranged to cross each other, and / or, at least a portion of the plurality of second reinforcing ribs 215 are connected end to end in a ring shape.

[0234] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple second reinforcing ribs 215 can form several rings, which can have the same shape or different shapes.

[0235] This design reduces stress concentration, increases the structural strength of the second reinforcing rib 215, thereby increasing the structural strength of the first joint 21, increasing the connection strength between the reinforcing column 1 and the upper beam 4, and thus increasing the structural strength of the vehicle's side and improving the vehicle's impact resistance.

[0236] In some embodiments of this application, such as Figure 7 and Figure 12 As shown, the first body structure 214 includes a first main body 2141 and a first flap 2142 connected to the first main body 2141. The end of the first main body 2141 away from the first flap 2142 is connected to the reinforcing column 1. The first main body 2141 has a first mounting surface 2143, and the first flap 2142 has a second mounting surface 2144. The first mounting surface 2143 and the second mounting surface 2144 intersect and are respectively connected to two adjacent surfaces of the upper beam 4.

[0237] For example, the surfaces of the first mounting surface 2143 and the upper beam 4 are connected by fasteners and / or adhesives; the surfaces of the second mounting surface 2144 and the upper beam 4 are connected by fasteners and / or adhesives, the fasteners including bolts.

[0238] Thus, the two surfaces of the first joint 21 are connected to the two surfaces of the upper beam 4 respectively, which improves the connection strength between the first joint 21 and the upper beam 4, and improves the connection strength between the reinforcing column 1 and the upper beam 4, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0239] In some embodiments of this application, such as Figure 10 and Figure 11 As shown, the first section 321 of the frame beam body 30, facing the inner side a of the vehicle frame 200, is covered by an interior panel 9.

[0240] In some embodiments of this application, such as Figure 13 As shown, the first main body 2141 is provided with at least one second reinforcing rib 215 in the same extension direction as the reinforcing column 1, and the first flap 2142 is provided with at least one second reinforcing rib 215 in the same extension direction as the upper beam 4.

[0241] In this way, the compressive and tensile strength of the first joint 21 in the extension direction of the reinforcing column 1 and the extension direction of the upper beam 4 are increased, the structural strength of the first joint 21 is improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0242] In some embodiments of this application, the first body structure 214 and the second reinforcing rib 215 are formed as an integral aluminum casting.

[0243] For example, the material of the first connector 21 can be, but is not limited to, AlSi10MgMn.

[0244] The first connector 21 is integrally formed, with high structural strength. Moreover, the first connector 2 is made of cast aluminum, which is beneficial to improving structural strength and is lightweight, thus contributing to the weight reduction of vehicle 1000.

[0245] In some embodiments of this application, the thickness of the second reinforcing rib 215 is in the range of 2mm to 3mm.

[0246] For example, the thickness of the second reinforcing rib 215 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, etc.

[0247] By limiting the thickness of the second reinforcing rib 215 to the range of 2mm to 3mm, the structural strength of the first joint 21 is improved to meet the strength requirements of the vehicle, and the second reinforcing rib 215 is not too thick and will occupy too much space, which is conducive to the miniaturization of the vehicle 1000.

[0248] In some embodiments of this application, such as Figure 15 As shown, the second connector 22 forms a second insertion groove 221. The groove wall of the second insertion groove 221 includes a second groove bottom wall 2211 and a second groove side wall 2212 surrounding the second groove bottom wall 2211. The end of the second groove side wall 2212 away from the second groove bottom wall 2211 forms a second groove opening. The second groove bottom wall 2211 is provided with a first reinforcing rib 211. The end of the reinforcing column 1 near the threshold beam 5 is inserted into the second insertion groove 221 through the second groove opening and abuts against the first reinforcing rib 211.

[0249] In this way, the second connector 22 and the reinforcing post 1 are connected. The inserted part of the reinforcing post 1 will cooperate with the second groove side wall 2212 of the second insertion groove 221, thereby increasing the contact area between the second connector 22 and the reinforcing post 1. Furthermore, the end of the inserted part of the reinforcing post 1 abuts against the first reinforcing rib 211 provided on the bottom wall 2211 of the second groove, thereby increasing the compressive strength of the reinforcing post 1 in its extension direction. This makes the reinforcing post 1 less prone to damage when subjected to downward pressure or upward impact, which is beneficial to improving the reliability of the vehicle, thereby improving the structural strength and rigidity of the vehicle and improving the vehicle's impact resistance.

[0250] In some embodiments of this application, such as Figure 15 As shown, the two ends of the first reinforcing rib 211 located on the bottom wall 2211 of the second groove are respectively connected to the bottom wall 2211 of the second groove.

[0251] By connecting the two ends of the first reinforcing rib 211 located on the bottom wall 2211 of the second groove to the side wall 2122 of the first groove respectively, the structural strength of the first reinforcing rib 211 is improved, thereby further improving the compressive strength of the end of the second joint 22 to the reinforcing column 1. Therefore, the performance of the vehicle 1000 in resisting vertical pressure is also improved, thereby further improving the impact resistance of the vehicle 1000.

[0252] In some embodiments of this application, such as Figure 15 As shown, the wall thickness of the second groove sidewall 2212 is between 3mm and 5mm; and / or, the thickness of the first reinforcing rib 211 provided in the second joint 22 is between 3mm and 4mm.

[0253] For example, the wall thickness of the second groove sidewall 2212 can be, but is not limited to, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5mm. The thickness of the first reinforcing rib 211 provided in the second joint 22 can be, but is not limited to, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4mm.

[0254] In general, during a side impact, the second joint 22 is closer to the impact point than the first joint 21, and the weight on the second joint 22 is heavier. Therefore, the structural strength requirements for the second joint 22 are higher than those for the first joint 21. Hence, in this embodiment, the wall thickness of the second groove sidewall 2212 is greater than that of the first groove sidewall 2122, and the thickness of the first reinforcing rib 211 in the second joint 22 is greater than that in the first joint 21, in order to meet the requirements for vehicle structural strength.

[0255] Thus, by limiting the wall thickness range of the second groove sidewall 2212, the structural strength of the second joint 22 is improved, and excessive space is not occupied due to excessive wall thickness of the second groove sidewall 2212. By limiting the thickness range of the first reinforcing rib 211 provided in the second joint 22, the compressive strength of the first reinforcing rib 211 against the reinforcing column 1 is improved, and excessive space is not occupied due to excessive wall thickness of the first reinforcing rib 211, which is beneficial to controlling the volume of the second joint 22.

[0256] In some embodiments of this application, such as Figure 15 As shown, the second groove sidewall 2212 of the second insertion groove 221 is provided with at least one third connection hole 2213 that penetrates to the outer peripheral surface of the second connector 22, and the outer peripheral surface of the reinforcing column 1 is provided with at least one fourth connection hole. The third connection hole 2213 and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

[0257] For example, the second insertion slot 221 has a quadrilateral cross-section, that is, the second insertion slot 221 has four second slot sidewalls 2212, each of which is provided with a third connecting hole 2213. Correspondingly, the reinforcing column 1 is provided with a fourth connecting hole corresponding to each of the third connecting holes 2213, and all are connected by a second fastener. For example, the second insertion slot 221 is provided with no less than 5 third connecting holes 2213, the reinforcing column 1 is provided with no less than 5 fourth connecting holes, and the second slot sidewalls 2212 and the reinforcing column 1 are connected by no less than 5 M8 bolts.

[0258] It is understood that the number of the third connecting hole 2213 and the fourth connecting hole in this application embodiment is not limited, and can be set according to the performance requirements of the vehicle.

[0259] Thus, the reinforcing post 1 is connected to the second groove sidewall 2212 by the second fastener, which further improves the connection strength between the reinforcing post 1 and the second joint 22, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0260] In some embodiments of this application, such as Figure 16 As shown, the second joint 22 includes a second body structure 223 and at least one third reinforcing rib 224 disposed on the side of the second body structure 223 facing the frame beam body 30.

[0261] It is understood that the number of the third reinforcing rib 224 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle.

[0262] Thus, by setting the third reinforcing rib 224, the structural strength of the second joint 22 is improved, the connection strength between the reinforcing column 1 and the sill beam 5 is improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0263] In some embodiments of this application, such as Figure 14 As shown, at least a portion of the plurality of third reinforcing ribs 224 extend in the same direction as the reinforcing column 1.

[0264] The installation of the third reinforcing rib 224, which extends in the same direction as the reinforcing column 1, increases the tensile and compressive strength of the second joint 22 in the direction of extension of the reinforcing column 1, thereby improving the structural strength of the side of the vehicle and enhancing the impact resistance of the vehicle 1000.

[0265] In some embodiments of this application, such as Figure 14 As shown, at least a portion of the plurality of third reinforcing ribs 224 extend in the same direction as the sill beam 5.

[0266] By setting a third reinforcing rib 224 with the same extension direction as the sill beam 5, the tensile strength and compressive strength of the second joint 22 in the extension direction of the sill beam 5 are improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0267] In some embodiments of this application, such as Figure 14 and Figure 17 As shown, at least a portion of the plurality of third reinforcing ribs 224 are arranged to cross each other, and / or at least a portion of the plurality of third reinforcing ribs 224 are connected end to end in a ring shape.

[0268] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple third reinforcing ribs 224 can form several rings, which can have the same shape or different shapes.

[0269] This configuration improves the structural strength of the third reinforcing rib 224, thereby improving the structural strength of the second joint 22, increasing the connection strength between the reinforcing column 1 and the sill beam 5, and thus improving the structural strength of the vehicle's side and the impact resistance of the vehicle 1000.

[0270] In some embodiments of this application, such as Figure 14 , Figure 17 and Figure 18 As shown, the second body structure 223 includes a second main body 2231 and a second flap 2232 connected to the second main body 2231. One end of the second main body 2231 away from the second flap 2232 is connected to the reinforcing column 1. The second main body 2231 has a third mounting surface 2233, and the second flap 2232 has a fourth mounting surface 2234. The third mounting surface 2233 and the fourth mounting surface 2234 intersect and are respectively connected to two adjacent surfaces of the sill beam 5.

[0271] For example, the third mounting surface 2233 is bolted to one surface of the sill beam 5, and the fourth mounting surface 2234 is bolted to the other surface of the sill beam 5. For example, the third mounting surface 2233 is bolted to one surface of the sill beam 5 with no fewer than eight M8 bolts, and the fourth mounting surface 2234 is bolted to the other surface of the sill beam 5 with no fewer than seven bolts.

[0272] Thus, the two surfaces of the second joint 22 are connected to the two surfaces of the sill beam 5 respectively, which improves the connection strength between the second joint 22 and the sill beam 5, and improves the connection strength between the reinforcing column 1 and the sill beam 5, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0273] In some embodiments of this application, such as Figure 14 , Figure 17 and Figure 18 As shown, the second main body 2231 is provided with at least one third reinforcing rib 224 that extends in the same direction as the reinforcing column 1, and the second flap 2232 is provided with at least one third reinforcing rib 224 that extends in the same direction as the threshold beam 5.

[0274] In this way, the compressive and tensile strength of the second joint 22 in the extension direction of the reinforcing column 1 and the extension direction of the sill beam 5 are increased, the structural strength of the second joint 22 is increased, thereby increasing the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0275] In some embodiments of this application, such as Figure 14 and Figure 18 As shown, in the extension direction of the threshold beam 5, the dimensions of the third mounting surface 2233 and the fourth mounting surface 2234 are both between 300mm and 450mm.

[0276] The dimension of the third mounting surface 2233 in the extending direction of the sill beam 5 is the dimension of the portion of the third mounting surface 2233 that overlaps with the sill beam 5. For example, Figure 14 The dimension L3 of the third mounting surface 2233 in the extension direction of the sill beam 5 is illustrated. The value of dimension L3 can be, but is not limited to, 300mm, 310mm, 320mm, 330mm, 340mm, 350mm, 360mm, 370mm, 380mm, 390mm, 100mm, 410mm, 420mm, 430mm, 440mm, and 450mm. The dimension of the fourth mounting surface 2234 in the extension direction of the sill beam 5 is the dimension of the portion of the fourth mounting surface 2234 that overlaps with the sill beam 5. For example, Figure 14 The dimension L4 of the fourth mounting surface 2234 in the extension direction of the sill beam 5 is illustrated. The value of dimension L4 can be, but is not limited to, 300mm, 310mm, 320mm, 330mm, 340mm, 350mm, 360mm, 370mm, 380mm, 390mm, 100mm, 410mm, 420mm, 430mm, 440mm, and 450mm. For example, the dimension L3 of the third mounting surface 2233 and the dimension L4 of the fourth mounting surface 2234 can be the same or different.

[0277] By limiting the dimensions of the overlapping portions of the third mounting surface 2233 and the fourth mounting surface 2234 with the sill beam 5 to a range of 300mm to 450mm, the connection strength between the second joint 22 and the sill beam 5 is improved to meet the strength requirements of the vehicle. Furthermore, by limiting the upper limit, the size of the second joint 22 is suppressed, reducing the space occupied and facilitating the miniaturization of the vehicle 1000.

[0278] In some embodiments of this application, such as Figure 16 and Figure 17 As shown, the second body structure 223 and the third reinforcing rib 224 are formed as an integral aluminum casting.

[0279] For example, the material of the second connector 22 can be, but is not limited to, AlSi10MgMn.

[0280] The second connector 22 is integrally formed, with high structural strength. Moreover, the second connector 22 is made of cast aluminum, which is beneficial to improving structural strength and is lightweight, thus contributing to the weight reduction of vehicle 1000.

[0281] In some embodiments of this application, such as Figure 17 As shown, the thickness L5 of the third reinforcing rib 224 is between 3mm and 5mm.

[0282] For example, the thickness L5 of the third reinforcing rib 224 can be, but is not limited to, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, 5mm, etc.

[0283] In general, when a vehicle is involved in a side impact, the second joint 22 is closer to the impact point than the first joint 21, and the weight on the second joint 22 is heavier. Therefore, the structural strength requirement for the second joint 22 is higher than that for the first joint 21. Hence, the thickness of the third reinforcing rib 224 as defined in this embodiment is greater than the thickness of the second reinforcing rib 215 to meet the requirements for the structural strength of the vehicle.

[0284] By limiting the thickness of the third reinforcing rib 224 to the range of 3mm to 5mm, the structural strength of the second joint 22 is improved, meeting the strength requirements of the vehicle, and ensuring that the third reinforcing rib 224 does not take up too much space due to excessive thickness, which is beneficial to the miniaturization of the vehicle 1000.

[0285] In some embodiments of this application, such as Figure 10 As shown, the reinforcing column 1 includes a tube body 11 and at least one first rib 12 filled within the tube body 11.

[0286] It is understood that the number of the first rib 12 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle.

[0287] By setting the first rib 12 inside the tube body 11, the structural strength of the reinforcing column 1 is further improved, thereby further improving the structural strength of the side of the vehicle and thus improving the impact resistance of the vehicle 1000.

[0288] In some embodiments of this application, such as Figure 10 As shown, the cross-sectional shape of the tube body 11 is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body 11.

[0289] It is understandable that the polygonal shape of the cross-section of the tube body 11 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0290] This configuration facilitates improved connection stability between the shell wall of the tube body 11 and the frame beam body 30, the first joint 21, and the second joint 22, thereby contributing to enhanced structural strength and rigidity of the vehicle.

[0291] In some embodiments of this application, the fiber-direction elastic modulus of the tube body 11 is ≥40 GPa, the tensile strength is ≥1.28 GPa, and the elongation at break is ≥3%; or, the material of the tube body 11 is the same as the material of the frame beam body 30. Thus, by controlling the elastic modulus, tensile strength, and elongation at break of the tube body 11 within a reasonable range, the frame beam body 30 provided in the embodiments of this application meets the collision performance requirements.

[0292] In some embodiments of this application, the elastic modulus of the tube body 11 in the extension direction is 40 GPa to 100 GPa, the tensile strength is 1.28 GPa to 2.0 GPa, and the elongation at break is 3% to 6%. That is, 40 GPa ≤ elastic modulus of the tube body 11 in the extension direction ≤ 100 GPa, 1.28 GPa ≤ tensile strength of the tube body 11 in the extension direction ≤ 2.0 GPa, and 3% ≤ elongation at break of the tube body 11 in the extension direction ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the tube body 11 in the extension direction.

[0293] It should be noted that the material of the tube body 11 is the same as that of the frame beam body 30, meaning that the tube body 11 is also a continuous fiber composite material, and the performance of the tube body 11 is the same as that of the frame beam body 30.

[0294] In some embodiments of this application, such as Figure 10 As shown, in a cross-section perpendicular to the extension direction of the tube body 11, the two opposite ends of the first rib 12 are connected to the inner wall of the tube body 11.

[0295] The two ends of the first stiffener 12 are connected to the inner wall of the tube body 11, which improves the connection strength between the first stiffener 12 and the tube body 11, thereby further improving the structural strength and rigidity of the tube body 11.

[0296] In some embodiments of this application, such as Figure 10 As shown, at least a portion of the plurality of first ribs 12 are arranged to cross each other.

[0297] In other words, at least two of the first stiffeners 12 intersect in their extension directions. That is, the two intersecting first stiffeners 12 strengthen the tube body 11 from two directions, which helps to improve the structural strength and structural stiffness of the tube body 11.

[0298] It is understood that the number of first ribs 12 is at least two. For example, in some embodiments, such as Figure 10As shown, the tube body 11 is provided with three first ribs 12, one of which extends along the front-rear direction cd of the vehicle frame 200, and the other two extend along the inside-outside direction ab of the vehicle frame 200.

[0299] In some embodiments of this application, such as Figure 10 As shown, the thickness of the first rib 12 is between 3mm and 6.5mm.

[0300] For example, the thickness of the first rib 12 can be, but is not limited to, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm, etc.

[0301] By limiting the thickness of the first stiffener 12 to the range of 3mm to 6.5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while not taking up too much space due to excessive thickness, which is conducive to the lightweighting and miniaturization of the vehicle.

[0302] In some embodiments of this application, such as Figure 10 As shown, the wall thickness of the tube body 11 with the first rib 12 is 3mm to 5mm.

[0303] For example, the thickness of the pipe wall of the pipe body 11 can be, but is not limited to, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, etc.

[0304] By limiting the wall thickness of the tube body 11 to the range of 3mm to 5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while not taking up too much space due to excessive thickness, which is conducive to the lightweighting and miniaturization of the vehicle.

[0305] In some embodiments of this application, the tube body 11 and at least one first rib 12 are an integral aluminum pultruded tube structure.

[0306] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, can withstand large mechanical loads, and have high stiffness, reducing deformation under stress. Furthermore, aluminum has a low density, contributing to weight reduction compared to traditional steel vehicles. The tube body 11 and the first stiffener 12 are an integral structure. This integral structure enhances the overall structural strength and stiffness of the reinforcing column 1 and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0307] For example, the cross-section of the aluminum pultruded tube is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube is quadrilateral, wherein the maximum interval between the two sides of the quadrilateral arranged opposite each other in the inward / outward direction ab along the vehicle body frame 200 is 60mm, and the maximum interval between the two sides arranged opposite each other in the forward / backward direction cd is 90mm. The vehicle designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 202.

[0308] In some embodiments of this application, the reinforcing column 1 includes a tube body 11 and a resin filling structure, the resin filling structure being filled inside the tube body 11.

[0309] The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 11, thereby improving the overall structural strength and rigidity of the reinforcing column 1 to meet the strength and rigidity requirements of the vehicle.

[0310] In some embodiments of this application, the tube body 11 is a thermoplastic pultruded composite material tube.

[0311] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to enhance the structural strength and rigidity of the reinforced column 1. Moreover, composite materials help to improve the lightweighting of vehicles.

[0312] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0313] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between the two opposite sides of the quadrilateral arranged in the inward / outward direction (ab) along the vehicle frame 200 is 60 mm, and the maximum interval between the two opposite sides arranged in the forward / backward direction (cd) is 90 mm. The vehicle designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 202.

[0314] In some embodiments of this application, the thickness of the tube body 11 is 6 mm to 10 mm.

[0315] For example, in an embodiment where the tube body 11 is a thermoplastic pultruded composite material tube, the wall thickness of the tube body 11 is 6mm to 10mm. For instance, the wall thickness of the tube body 11 can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite material tube within this range, the reinforcing column 1 has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, without occupying excessive space due to excessive thickness, thus facilitating vehicle miniaturization and weight reduction.

[0316] In some embodiments of this application, the resin-filled structure includes polyurea and / or polyurethane.

[0317] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced column 1.

[0318] In some embodiments, the elastic modulus of the resin-filled structure is ≥700MPa, the strength corresponding to 80% tensile strain is ≥60MPa, and the elongation at break is ≥80%. By controlling the elastic modulus, tensile strength, and elongation at break of the resin-filled structure within a reasonable range, the frame beam body 30 provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of A-pillar 201, B-pillar 202, C-pillar 203, upper beam 4, and sill beam 5.

[0319] In some embodiments, the elastic modulus of the resin-filled structure is 700 MPa to 1500 MPa, the strength corresponding to 80% tensile strain is 60 MPa to 150 MPa, and the elongation at break is 80% to 200%. That is, 700 MPa ≤ elastic modulus of the resin-filled structure ≤ 1500 MPa, 60 MPa ≤ strength corresponding to 80% tensile strain of the resin-filled structure ≤ 150 MPa, and 80% ≤ elongation at break of the resin-filled structure ≤ 200%. This further limits the range of the elastic modulus, the strength corresponding to 80% tensile strain, and the elongation at break of the resin-filled structure.

[0320] In some embodiments of this application, such as Figure 19 As shown, the frame beam body 30 has multiple reinforcing rib assemblies 31 in its groove, and the multiple reinforcing rib assemblies 31 are distributed at intervals along the extension direction of the groove.

[0321] It should be noted that the reinforcing rib assembly 31 is located on the surface of the frame beam body 30 facing the inner side a of the vehicle frame 200, and the frame beam body 30 does not include the reinforcing rib assembly 31.

[0322] By setting a reinforcing rib assembly 31 on the inner side of the frame beam body 30, the structural strength and rigidity of the frame beam body 30 are improved, further enhancing the impact resistance of the vehicle 1000.

[0323] In some embodiments of this application, such as Figure 19 As shown, the reinforcing rib assembly 31 includes a plurality of interconnected second ribs 31a; the plurality of second ribs 31a are arranged intersecting each other; or, the plurality of second ribs 31a are connected end to end in a ring shape.

[0324] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple second ribs 31a can form several rings. The shapes of the several rings can be the same or different.

[0325] This configuration improves the structural strength of the reinforcing rib assembly 31, thereby increasing the structural strength and stiffness of the frame beam body 30, which in turn improves the structural strength of the vehicle's side profile and enhances the vehicle's impact resistance.

[0326] In some embodiments of this application, the second stiffener 31a is injection molded into the groove 32 of the frame beam body 30.

[0327] The injection molding process integrates the second stiffener 31a with the frame beam body 30, reducing the need for assembly between multiple second stiffeners 31a and the frame beam body 30. Furthermore, the injection molding process allows the injection molding material of the second stiffener 31a to penetrate deep into all corners of the frame beam body 30. Moreover, the injection molding process facilitates the processing of the second stiffeners 31a into various shapes according to the vehicle's collision stress conditions, and allows for the addition of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of each second stiffener 31a within the frame beam body 30 can be optimized based on the vehicle's collision stress conditions.

[0328] In some embodiments of this application, such as Figure 21 As shown, the thickness L6 at the root of the second stiffener 31a is 80% to 120% of the thickness L7 of the frame beam body 30. That is, 0.8 ≤ L6 / L7 ≤ 1.2.

[0329] The root of the second stiffener 31a is the position where it connects to the main body 30 of the frame beam.

[0330] This design ensures that the second stiffener 31a provides sufficient reinforcement, thereby improving the vehicle's strength and rigidity. It is understood that the thickness of the root of the second stiffener 31a can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 30. The specific thickness can be determined based on the vehicle's collision stress conditions.

[0331] In addition, in some embodiments, the frame beam body 30 is a continuous fiber composite board. The continuous fiber composite board has the characteristic of high modulus. Therefore, the root thickness of the second stiffener 31a is relatively large, which helps to reduce the probability of shrinkage defects at the root of the second stiffener 31a on the outer surface of the frame beam body 30.

[0332] In some embodiments of this application, the thickness of the root of the second stiffener 31a is 100% of the thickness of the frame beam body 30, that is, the thickness of the root of the second stiffener 31a is the same as the thickness of the frame beam body 30.

[0333] In some embodiments of this application, the thickness L6 of the root of the second stiffener 31a is 2.5mm to 3.5mm, and / or the thickness L7 of the frame beam body 30 is 2.5mm to 3.5mm.

[0334] It is understood that the thickness of the root of the second stiffener 31a can be, but is not limited to, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc., and the thickness of the frame beam body 30 can be, but is not limited to, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc., and the thickness of the root of the second stiffener 31a can be the same as or different from the thickness of the frame beam body 30.

[0335] By setting the thickness of the frame beam body 30 and the second stiffener 31a within this range, the frame beam body 30 and the second stiffener 31a can meet the strength and rigidity requirements of the vehicle, and will not occupy too much space or increase the weight due to excessive thickness, thus facilitating the lightweighting and miniaturization of the vehicle 1000.

[0336] Understandably, the thickness of the root of the second stiffener 31a and the thickness of the frame beam body 30 can be set according to the actual conditions of the vehicle. For example, the frame beam body 30 forms a B-pillar 202, the thickness of the B-pillar 202 is 3mm, and the thickness of the root of the second stiffener 31a located on the B-pillar 202 is 3mm. The thickness of the other parts of the second stiffener 31a, except for the root, can be greater than or less than the thickness of the root.

[0337] In some embodiments of this application, such as Figure 21 As shown, the reinforcing rib assembly 31 is connected to the bottom wall 324 and side wall 325 of the groove 32. The reinforcing rib assembly 31 has a clearance groove for installing the reinforcing column 1.

[0338] The clearance groove provides installation space for the reinforcing column 1, allowing at least a portion of the tube body 11 of the reinforcing column 1 to extend into the clearance groove. The clearance groove also limits the movement of the tube body 11 along the width of the groove 32, facilitating the installation of the tube body 11. The installation of the reinforcing column 1 is achieved by connecting the tube body 11 to the groove wall of the clearance groove.

[0339] In some embodiments of this application, such as Figure 21 As shown, the opening of the groove 32 facing the inner side a of the vehicle frame 200 is a slot. The groove wall of the groove 32 includes a bottom wall 324 that is furthest from the slot opening and opposite to it, and side walls 325 located on both sides of the bottom wall 324. The side of the two side walls 325 away from the bottom wall 324 forms the slot. Multiple second ribs 31a are arranged crosswise to form a mesh structure. The mesh structure includes a first part 311, a second part 312, and a third part 313. The first part 311 is disposed on the bottom wall 324. On the surface, the second part 312 and the third part 313 are located on opposite sides of the first part 311 along the groove width direction of the groove 32. The dimensions of the second part 312 and the third part 313 along the inner and outer directions ab of the vehicle frame 200 are both larger than the dimensions of the first part 311 along the inner and outer directions ab of the vehicle frame 200. The first part 311, the second part 312, and the third part 313 surround and form a clearance groove. A part of the reinforcing column 1 extends into the clearance groove and is connected to at least one second rib 31a.

[0340] The dimensions of the second part 312 and the third part 313 along the inner and outer directions ab of the vehicle frame 200 are both larger than the dimensions of the first part 311 along the inner and outer directions ab of the vehicle frame 200. That is, along the inner and outer directions ab of the vehicle frame 200, the ends of the second ribs 31a of the second part 312 and the third part 313 are farther from the bottom wall 324 of the groove 32, while the ends of the second ribs 31a of the first part 311 are closer to the bottom wall 324 of the groove 32. This facilitates the formation of a recessed clearance groove (b) on the outer side of the vehicle frame 200 by the first part 311, the second part 312, and the third part 313. The clearance groove provides installation space for the reinforcing post 1, allowing a portion of the tube body 11 of the reinforcing post 1 to extend into the clearance groove. The clearance groove also limits the movement of the tube body 11 along the width direction of the groove 32, facilitating the installation of the tube body 11. The reinforcing post 1 is installed by connecting the tube body 11 to the groove wall.

[0341] In some embodiments of this application, the second reinforcing rib 31a is bonded to the tube body 11 of the reinforcing column 1. This achieves the fixation of the reinforcing column 1. Moreover, the bonding operation is convenient.

[0342] For example, the tube body 11 is bonded to the second rib 31a by structural adhesive.

[0343] In some embodiments of this application, such as Figure 2 and Figure 5 As shown, at least a portion of the frame beam body 30 constitutes the A-pillar 201, B-pillar 202 and C-pillar 203 of the vehicle 1000. A reinforcing column 1 and a connecting component 2 are provided in the groove 32 of at least one of the A-pillar 201, B-pillar 202 and C-pillar 203.

[0344] Thus, the reinforcing column 1 and connecting component 2 can be applied to at least one of the A-column 201, B-column 202 and C-column 203 of the frame beam body 30. The reinforcing column 1 and connecting component 2 have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the reinforcing column 1 and connecting component 2 to at least one of the A-column 201, B-column 202 and C-column 203 of the frame beam body 30 can improve the structural strength and stiffness of the frame beam body 30, improve the bending resistance and deformation resistance of the frame beam body 30, thereby improving the impact resistance of the vehicle 1000.

[0345] For example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the A-pillar 201, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the A-pillar 201 together form at least part of the A-pillar assembly (also referred to as the A-pillar assembly).

[0346] As another example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the B-pillar 202, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the B-pillar 202 together form at least part of the B-pillar assembly (also referred to as the B-pillar assembly).

[0347] As another example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the C-pillar 203, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the C-pillar 203 together form at least part of the C-pillar assembly (also referred to as the C-pillar assembly).

[0348] For example, see Figures 2 to 4 When the structural component formed by at least a portion of the frame beam body 30 constituting the B-column 202, the reinforcing column 1 disposed in the groove 32 of the B-column 202, and the connecting component 2 is applied to the B-column component, see [reference needed]. Figure 4 The main frame beam 30 of the B-pillar assembly is roughly in the shape of an "I". The extension direction of the second section 322 of the groove 32 is along the vertical direction of the vehicle 1000. The extension direction of the first section 321 of the groove 32 is consistent with the extension direction of the upper beam 4. The extension direction of the third section 323 is consistent with the extension direction of the sill beam 5. In other words, the first section 321 and the third section 323 both extend along the front-rear direction cd of the vehicle.

[0349] In some embodiments of this application, such as Figure 19As shown, the vehicle body frame 200 also includes an interior mounting structure 6, which is disposed on the reinforcing column 1 and / or the frame beam body 30.

[0350] Interior mounting structure 6 is used to install vehicle body interior trim. It should be noted that vehicle body interior trim refers to various decorative and functional components inside the vehicle, such as seatbelt accessories, door hinges, door opening limiters, interior panels, and curtain airbags. Understandably, the specific interior parts installed by interior mounting structure 6 will vary depending on the location on the vehicle body. For example, seatbelt accessories are installed on the B-pillar and C-pillar, while door hinges are installed on the A-pillar and B-pillar, etc.

[0351] For example, the interior mounting structure 6 is connected to the tube body 11 of the reinforcing column 1, and / or the interior mounting structure 6 is connected to the frame beam body 30, and / or the interior mounting structure 6 is connected to the second stiffener 31a provided on the frame beam body 30.

[0352] The reinforcing column 1 and the frame beam body 30 provided in this application embodiment have high structural strength and rigidity. Therefore, installing the interior installation structure 6 on the reinforcing column 1 and / or the frame beam body 30 improves the reliability of the interior installation and enhances the personal safety of passengers.

[0353] In some embodiments of this application, such as Figure 21 As shown, the interior mounting structure 6 includes at least one interior panel mounting structure 61, which is used to mount an interior panel 9. The interior panel 9 is used to cover at least the position of the groove 32 of the frame beam body 30 from the inside a of the vehicle frame 200.

[0354] For example, the interior panel mounting structure 61 is connected to the frame beam body 30 at the location where the groove 32 is provided by adhesive or fasteners such as bolts.

[0355] For example, such as Figure 21 As shown, the surface of the frame beam body 30 facing the inner side a of the vehicle frame 200 is provided with a plurality of second ribs 31a, and the interior panel mounting structure 61 is formed on at least one second rib 31a. The plurality of second ribs 31a are connected and arranged so that the frame beam body 30 can evenly distribute the force, which helps to improve the overall structural strength and rigidity of the vehicle. In this example, the interior panel mounting structure 61 can be formed on the second rib 31a, that is, the second rib 31a can be used to mount the interior panel 9.

[0356] The interior panel 9 is used to cover the recessed area of ​​the frame beam body 30, that is, the interior panel 9 is used to cover the groove of the groove 32, so that the structure inside the groove 32 is not directly exposed to the driver / passenger's view, which helps to improve the aesthetics of the vehicle.

[0357] In some embodiments of this application, please refer to Figure 21 The interior mounting structure 6 includes at least one interior panel mounting structure 61 for mounting an interior panel 9. The interior panel 9 is used to at least cover the recessed area of ​​the frame beam body 30 from the inner side a of the vehicle frame 200. The interior panel mounting structure 61 is formed on the second portion 312 and / or the third portion 313 of the mesh-like second ribs 31a. That is, the second ribs 31a of the second portion 312 and / or the second ribs 31a of the third portion 313 can provide mounting positions for the interior panel 9, which helps to improve the aesthetics of the vehicle. In other words, the second portion 312 and / or the third portion 313 can limit the pipe body 11 and also provide mounting positions for the interior panel 9.

[0358] In some embodiments of this application, such as Figure 19 , Figure 22 and Figure 23 As shown, at least a portion of the frame beam body 30 constitutes the B-pillar 202 and / or C-pillar 203 of the vehicle 1000. The interior mounting structure 6 includes at least one seat belt accessory mounting structure 62, which is disposed in the B-pillar 202 and / or C-pillar 203, or in a reinforcing column 1 disposed in a groove 32 of the B-pillar 202 and / or C-pillar 203. The at least one seat belt accessory mounting structure 62 is used to install a seat belt accessory 7, wherein the seat belt accessory 7 includes at least one of a seat belt height adjuster 71 and a seat belt retractor 72.

[0359] Both B-pillar 202 and C-pillar 203 require the installation of seat belt accessories. The reinforced pillar 1 provides a seat belt accessory mounting structure 62 for installing seat belt accessories, which helps to improve the safety performance of the vehicle driver and / or passenger.

[0360] Because the reinforced column 1 and the frame beam body 30 have high structural strength, the installation strength of the seat belt accessory installation structure 62 located on the reinforced column 1 or the frame beam body 30 is also high. Therefore, the installation strength of the seat belt accessory 7 is improved, thereby improving the fixing strength of the seat belt and thus enhancing the personal safety of passengers.

[0361] For example, such as Figure 19 As shown, the seat belt accessory mounting structure 62 provided on the reinforcing pillar 1 can be one, which is used to install one of the seat belt height adjuster 71 and the seat belt retractor 72; or the seat belt accessory mounting structure 62 provided on the reinforcing pillar 1 can be two, which can be used to install the seat belt height adjuster 71 and the seat belt retractor 72 respectively. In this case, the positions of the two seat belt accessory mounting structures 62 on the reinforcing pillar 1 can be set according to the actual situation of the vehicle.

[0362] For example, see Figure 22 The seat belt accessory mounting structure 62 of B-pillar 202 and / or C-pillar 203 is formed in the tube body 11 of the reinforcing pillar 1. In other words, the tube body 11 of the reinforcing pillar 1 can provide a mounting position for the seat belt accessory.

[0363] For example, the seat belt accessory mounting structure 62 is formed on the second rib 31a provided on the B-pillar 202 and / or C-pillar 203, in other words, the second rib 31a can provide a mounting position for the seat belt accessory.

[0364] For example, see Figure 23 Since the second connector 22 is inserted into the reinforcing post 1, the seat belt accessory mounting structure 62 for installing the seat belt retractor 72 can be formed in the second connector 22. It is understood that the seat belt accessory mounting structure 62 for installing the seat belt retractor 72 can also be formed in the reinforcing post 1 in the groove 32 of the B-pillar 202 and / or the C-pillar 203, or in the overlapping portion of the reinforcing post 1 in the groove 32 of the B-pillar 202 and / or the C-pillar 203 where it is inserted into the second connector 22.

[0365] In some embodiments of this application, such as Figure 3 and Figure 20 As shown, at least a portion of the frame beam body 30 constitutes the A-pillar 201 and / or B-pillar 202 of the vehicle 1000. The body frame 200 also includes at least one metal connection structure 8, which is disposed on the A-pillar 201 and / or B-pillar 202. The at least one metal connection structure 8 is used to connect at least one of the door hinge 74, door lock 75, and door opening limiter 76. The metal connection structure 8 is disposed between the frame beam body 30 and the reinforcing column 1 disposed on the A-pillar 201 and / or B-pillar 202.

[0366] For example, the metal connection structure 8 is welded to the reinforcing column 1 located at column A 201 and / or column B 202. That is, the metal connection structure 8 is fixed by welding. Welding helps to improve the connection stability between the metal connection structure 8 and the tube body 11 of the reinforcing column 1.

[0367] The door hinge 74, door lock 75, and door opening limiter 76 are all used for opening and closing the door 208. In practical applications, the door 208 needs to be opened and closed frequently, the door hinge 74 and door opening limiter 76 also need to rotate frequently, and the door lock 75 needs to be opened and closed frequently. That is, the metal connection structure 8 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 8 good fatigue performance, allowing the metal connection structure 8 to maintain structural integrity during multiple cycles. The metal connection structure 8 is located between the frame beam main body 30 and the reinforcing column 1 located in the A-pillar 201 and / or B-pillar 202, which helps to make the metal connection structure 8 installed stably.

[0368] It is understood that there can be one metal connection structure 8, used to connect at least one of the door hinge 74, door lock 75, and door opening limiter 76. There can be two metal connection structures 8, used to connect at least two of the door hinge 74, door lock 75, and door opening limiter 76 respectively. There can be three metal connection structures 8, used to connect the door hinge 74, door lock 75, and door opening limiter 76. The position of the metal connection structure 8 can be set according to the actual situation of the vehicle.

[0369] In some embodiments of this application, such as Figure 20 As shown, the metal connection structure 8 includes a metal bottom wall and two metal side walls disposed opposite to each other on both sides of the metal bottom wall. The metal bottom wall is disposed between the reinforcing column 1 and the groove bottom wall 324 of the groove 32, and the metal side walls are disposed between the reinforcing column 1 and the groove side wall 325.

[0370] In some embodiments of this application, a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the A-pillar 201 and the groove 32 of the C-pillar 203; and the vehicle frame 200 also includes an outer trim panel, which covers the side of the frame beam body 30 away from the reinforcing column 1; both the frame beam body 30 and the outer trim panel are continuous fiber composite boards, and the fiber content of the outer trim panel is less than the fiber content of the frame beam body 30.

[0371] The outer trim panel is the outermost covering of the vehicle, used to enhance its appearance. Since the door 208 will cover the B-pillar 202 after the door 208 is closed, and the curvature of the B-pillar 202 is not as high as that of the A-pillar 201 and C-pillar 203, the outer side of the B-pillar 202 does not need to be covered with an outer trim panel. However, the A-pillar 201 and C-pillar 203 will be exposed. Therefore, the outer side of the A-pillar 201 and C-pillar 203 is covered with an outer trim panel to improve the aesthetics.

[0372] Furthermore, both the frame beam body 30 and the outer decorative panel are continuous fiber composite panels, which gives the frame beam body 30 and the outer decorative panel a certain structural strength and rigidity. Since the outer decorative panel mainly serves an aesthetic purpose, its fiber content is less than that of the frame beam body 30, which achieves an aesthetic effect and also helps to control costs.

[0373] In some embodiments of this application, the frame beam body 30 comprises a continuous fiber composite material.

[0374] Continuous fiber composites possess high strength and stiffness, which helps improve the vehicle's collision resistance. Furthermore, their lightweight properties contribute to weight reduction, thereby lowering fuel consumption and improving the vehicle's economic performance. As a composite material, fiber composite panels do not suffer from rusting issues, and their manufacturing process is relatively environmentally friendly, contributing to reduced carbon emissions. Moreover, the use of fiber composite panels in the construction of the frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and reducing the need for dedicated stamping, welding, and painting workshops, thus lowering vehicle manufacturing costs.

[0375] In some embodiments of this application, the frame beam body 30 includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0376] The continuous fiber composite layer formed by continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 30.

[0377] In some embodiments of this application, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the frame beam body 30.

[0378] In the above technical solution, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and then the continuous fiber composite board is molded to form a frame beam body with cavities. Using the molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body, thereby ensuring the mechanical properties and structural integrity of the frame beam body as much as possible.

[0379] In some embodiments of this application, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0380] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer continuous fiber composite layers.

[0381] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0382] For example, in some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0383] In some embodiments of this application, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0384] Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0385] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0386] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0387] In some embodiments, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is 8 to 15, that is, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups can be 8, 9, 10, 11, 12, 13, 14, 15, etc.

[0388] In some embodiments of this application, the continuous fiber has a weight percentage of 60-80, the thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0389] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient elongation at break, which would result in excessively high continuous fiber content and excessively low resin matrix content. It is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessively high water absorption, which would result in excessively low continuous fiber content and excessively high resin matrix content. In this way, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for use in the manufacture of the frame beam body 30.

[0390] In some embodiments, the continuous fiber composite layer comprises 68 to 75 parts by weight of continuous fibers and 25 to 32 parts by weight of a thermoplastic resin matrix.

[0391] In this way, the content of continuous fiber and thermoplastic resin matrix is ​​further limited, so that the content of continuous fiber and thermoplastic resin matrix reaches a more balanced state, making the properties of the composite material suitable for use in the manufacture of the frame beam body 30 of a vehicle.

[0392] In some embodiments of this application, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0393] Exemplarily, 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. In some embodiments of this application, the continuous fiber composite material layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of materials, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, they can be phenolic antioxidants, phosphite antioxidants, etc.

[0394] For example, the antioxidant includes one or more combinations 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 phenolic antioxidants.

[0395] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 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 oxidation reaction from proceeding. The secondary antioxidant is used to decompose the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0396] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0397] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0398] For example, the lubricant includes white oil.

[0399] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0400] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0401] In some embodiments of this application, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0402] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body 30 is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 30.

[0403] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the continuous fiber composite layer.

[0404] In some embodiments, in a multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0405] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. By limiting the performance of the single-layer continuous fiber composite material, the continuous fiber composite material formed by the multi-layer continuous fiber composite material can at least meet the performance requirements of the main frame beam 30 of the vehicle.

[0406] It is understandable that the performance requirements of the frame beam body 30 vary depending on its location in the vehicle. Therefore, the number of continuous fiber composite material layers and the number of continuous fiber composite material layers that meet the performance requirements of elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3% can be designed according to the specific location of the frame beam body 30 in the vehicle. This can be achieved by multiple layers of continuous fiber composite material in the fiber composite board, or by one or several layers.

[0407] In some embodiments, in the multilayer continuous fiber composite material layers, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer.

[0408] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%. This further improves the performance of the continuous fiber composite layers, enabling the frame beam body 30 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements. In other words, the frame beam body 30 in more locations of the vehicle can use the continuous fiber composite material provided in this application embodiment, which helps to further improve the vehicle's lightweight performance.

[0409] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 918 MPa to 1300 MPa, and the elongation at break of each continuous composite layer is 3% to 6%. That is, 34 GPa ≤ elastic modulus of continuous fiber composite layer ≤ 40 GPa, 918 MPa ≤ tensile strength of continuous fiber composite layer ≤ 1300 MPa, and 3% ≤ elongation at break of continuous fiber composite layer ≤ 6%. This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0410] It should be noted that elongation at break refers to the percentage of the original gauge length elongation to the original gauge length after the specimen breaks under tension.

[0411] Regarding the testing method for the elongation at break of continuous fiber composite layers, a portion of the frame beam body 30 can be cut off as a sample, the continuous fiber composite layer of the sample can be separated, and a specimen can be made for a single layer of continuous fiber composite layer. The specimen can then be placed on a tensile testing machine for testing.

[0412] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0413] In some embodiments of this application, the continuous fiber is continuous glass fiber. The thermoplastic resin matrix is ​​polyamide. The composite material formed by the combination of continuous glass fiber and polyamide combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polyamide, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and the polyamide matrix is ​​easy to mold.

[0414] The components and experimental data of some embodiments are described below with reference to Table 1.

[0415] Table 1 shows the experimental data of the continuous fiber composite material layer including glass fiber and polyamide resin matrix provided in the embodiments of this application.

[0416]

[0417]

[0418] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0419] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0420] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0421] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0422] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0423] Table 2 shows the components and experimental data for some comparative examples.

[0424]

[0425]

[0426] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0427] It should be noted that the comparative example refers to test data that does not meet the requirements of the embodiments of this application.

[0428] Combining Tables 1 and 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-). n In a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, meaning the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0429] The molecular formula of PA11 is H(NH(CH2)). 10 CO) n In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0430] The molecular formula of PA12 is -(NH-(CH2)). 11 -CO) n - In a single structural unit of PA12, the number of carbons in the main carbon chain is 12 and the number of amide groups is 1. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0431] The molecular formula of PA6 is (-NH-(CH2)5-CO). n In a single structural unit of PA6, there are 6 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA6 is 6.

[0432] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO). n In a single structural unit of PA66, there are 12 carbons in the main carbon chain and 2 amide groups. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA66 is 6.

[0433] It should be noted that polyamide is a polymer formed by the polymerization of multiple repeating structural units. Two structural units are polymerized through -CO- and -NH-. Therefore, in the embodiments of this application, when calculating the number of amide groups, -CO- and -NH2- in a single structural unit are counted as one amide group, without considering whether -CO- and -NH2- are connected together in a single structural unit.

[0434] It should be noted that the resin matrix in Comparative Example 6 includes 23 parts by weight of PA6 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA6 is 6, and the number of amide groups is 6. Therefore, the mixing of 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in an average ratio of the number of carbons in the main carbon chain to the number of amide groups that is less than 8.

[0435] The resin matrix in Comparative Example 7 includes 23 parts by weight of PA66 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA66 is 6 and the number of amide groups is 6. The mixing of 23 parts by weight of PA66 and 12 parts by weight of PA610 results in an average ratio of less than 8 between the number of carbons in the main carbon chain and the number of amide groups.

[0436] The polyamides used in Examples 1 to 9 are one or more combinations of PA610, PA11, and PA12, all of which satisfy the requirement that the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is in the range of 8 to 15. Furthermore, the weight parts of the thermoplastic resin matrix in Examples 1 to 9 are 33, 33, 33, 32, 28, 23, 33, 33, and 33, respectively, meaning that the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0437] The weight parts of glass fiber in Examples 1 to 9 are 65, 65, 65, 65, 70, 75, 65, 65, and 65, respectively, that is, the weight parts of continuous fiber are between 60 and 80.

[0438] In Examples 1 to 9, the compatibilizer was 2 parts by weight and the antioxidant was 0.3 parts by weight (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0439] In Examples 1 to 9, the minimum tensile strength of the formed continuous fiber composite layer was 1005 MPa, and the maximum tensile strength was 1370 MPa. The minimum elastic modulus of the formed continuous fiber composite layer was 39.5 GPa, and the maximum was 43.5 GPa. The minimum elongation at break of the formed continuous fiber composite layer was 3.12%, and the maximum was 4.0%. The minimum water absorption rate of the formed continuous fiber composite layer was 0.19%, and the maximum was 0.3%. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this application.

[0440] As can be seen from Examples 1, 2 and 3, the higher the ratio of the number of carbons to the number of amide groups on the main carbon chain of a single structural unit, the higher the elongation at break, and the lower the water absorption rate.

[0441] Examples 4, 5, and 6 show that a higher glass fiber content results in higher tensile strength but lower elongation at break. Comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it is found that when the ratio of the number of carbon atoms to the number of amide groups on the main carbon chain of a single structural unit is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0442] By comparing Examples 5, 6, and Comparative Example 3, it can be found that when the weight percentage of glass fiber exceeds 80%, the elongation at break of the continuous fiber composite layer decreases and becomes less than 3%. This does not meet the performance requirements of the continuous fiber composite layer.

[0443] By comparing Example 1 and Comparative Example 5, it can be found that when the weight part of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer.

[0444] In some embodiments of this application, the frame beam body 30 includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material has continuous fibers laid in one direction, and the laying angle of the continuous fibers of adjacent layers of continuous fiber composite material is different.

[0445] This is because the layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers help to optimize the performance of composite materials in different directions.

[0446] In some embodiments of this application, please refer to Figure 24 In the outermost two continuous fiber composite material layers of the frame beam body 30 along any side of the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0447] This is because a ply pattern that is neither 0° nor 90° provides strength in multiple directions, and the fact that at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 30.

[0448] 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. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0449] For example, the main frame beam 30 includes a B-pillar 202. The second segment 322 of the groove 32 of the B-pillar 202 extends roughly along the vertical direction of the vehicle frame 200. That is, the length extension direction of the second segment 322 of the B-pillar 202 is roughly along the vertical direction of the vehicle frame 200, and the width direction of the B-pillar 202 is roughly along the front-rear direction of the vehicle frame 200, i.e., the direction where arrow cd is located. For the continuous fiber composite material formed in the B-pillar 202, the vertical direction of the vehicle frame 200 is the direction where the continuous fiber layup angle is 0°, and the front-rear direction of the vehicle frame 200 is the direction where the continuous fiber layup angle is 90°. The layup angle of the continuous fibers in the other continuous fiber composite material layers is based on the direction where the 0° layup is located. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0450] In some embodiments of this application, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0451] When the layup angle of continuous fibers in composite materials ranges from 25° to 75°, it helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite materials.

[0452] In some embodiments of this application, the sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

[0453] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby maximizing the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus meeting the structural strength and stiffness requirements of the main frame beam 30 as much as possible.

[0454] In some embodiments of this application, the thickness of the frame beam body 30 is between 1.2 mm and 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

[0455] It should be noted that the thickness of the frame beam body 30 refers to the thickness of the groove wall of the groove 32 of the frame beam body 30. That is, the thickness of the bottom wall 324 of the groove 32, or the thickness of the side wall 325 of the groove 32. For example, the thickness of the frame beam body 30 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc. By limiting the minimum thickness of the frame beam body 30, the structural strength and structural stiffness requirements of the frame beam body 30 are met. By limiting the maximum thickness of the frame beam body 30, the weight of the frame beam body 30 and its space occupation are reduced, which is beneficial to the miniaturization and weight reduction of the vehicle. For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the thickness range of the single-layer continuous fiber composite material layer, the structural strength and stiffness of the single-layer continuous fiber composite material layer can meet the requirements. On the other hand, it reduces weight and space occupation, which helps to keep the frame beam body 30 within a suitable thickness range.

[0456] For example, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 30. In other words, the multiple layers of continuous fiber composite material are first laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 30 with grooves 32. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 30, thereby maximizing its mechanical properties and structural integrity.

[0457] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, and the tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction is not less than 9 GPa. Thus, by controlling the performance of each single-layer continuous fiber composite material layer, the frame beam body 30 made of the fiber composite board formed by the multilayer composite material layers has a tensile strength of not less than 200 MPa in each direction perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in each direction perpendicular to the thickness direction. This allows the frame beam body 30 to meet the performance requirements of different locations in the vehicle as much as possible. In other words, it allows the frame beam body 30 in each location of the vehicle to use the continuous fiber composite material provided in this application embodiment as much as possible, thereby contributing to the lightweight design of the vehicle.

[0458] In some embodiments, the multiple layers of the continuous fiber composite material are distributed along the thickness direction, and the tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction is 200 MPa to 1000 MPa, and the elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction is 9 GPa to 35 GPa. That is, 200 MPa ≤ tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction ≤ 1000 MPa, and 9 GPa ≤ elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction ≤ 35 GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 30.

[0459] In some embodiments of this application, by setting different laying angles for continuous fibers, the test results are shown in Tables 3 and 4. Table 3 shows the performance data obtained from testing continuous fiber composite boards formed according to the laying angles provided in the embodiments of this application, and Table 4 shows the performance data obtained from testing continuous fiber composite boards formed without the laying angles provided in the embodiments of this application.

[0460] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0461] Sample: 250mm in length, 15mm in width, tensile rate 5mm / min, 5 sets of measurements were taken for each sample and the average value was taken.

[0462] It should be noted that the frame beam body 30 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 30 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0463] The components and experimental data of some embodiments are described below with reference to Table 3.

[0464] Table 3 lists the components and experimental data of some embodiments of this application.

[0465]

[0466] The following section, in conjunction with Table 4, introduces the components and experimental data of some comparative examples.

[0467] Table 4 shows the components and experimental data for some comparative examples.

[0468] Comparative Example 1 Comparative Example 2 Comparative Example 3 Comparative Example 4 Level 1 0 0 0 0 2nd floor 90 90 90 90 3rd floor 0 45 0 0 4th floor 90 0 45 90 5th floor 0 90 90 45 6th floor 90 0 0 -45 7th floor 0 90 -45 0 8th floor 90 -45 90 90 9th floor 0 0 0 0 10th floor 90 90 90 90 Tensile strength at 0° (MPa) 480 470 475 480 0° elastic modulus (GPa) 17.5 16.5 16.9 17.2 90° tensile strength (MPa) 494 484 480 485 90° elastic modulus (GPa) 18.7 16.7 16.9 17.5 45° tensile strength (MPa) 70 256 240 236 45° Elastic Modulus (GPa) 2 8.6 8.4 7.6

[0469] Through Examples 1 to 10, it can be found that in the outermost two layers of the multilayer continuous fiber composite material layer of the continuous fiber composite board along any side of the thickness direction, at least one layer of continuous fibers has a laying angle of 0° and not 90°.

[0470] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0471] In Examples 7 and 8, the layup angles of the continuous fibers in the non-0° and non-90° layups are 60° and 30°, respectively.

[0472] In Examples 9 and 10, the layup angles of the continuous fibers in the non-0° and non-90° layups are 75° and 25°, respectively.

[0473] The minimum tensile strength at 0° of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum elastic modulus at 0° is 14.5 GPa, and the maximum is 17.5 GPa.

[0474] The minimum tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 425 MPa and the maximum is 490 MPa; the minimum elastic modulus at 90° is 15.5 GPa and the maximum is 17.7 GPa.

[0475] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum elastic modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0476] As can be seen from Comparative Example 1, the continuous fiber layup angles of the multi-layer continuous fiber composite material layers of the continuous fiber composite board are only 0° and 90°, and the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 30.

[0477] Comparative Examples 2, 3, and 4 show that if the continuous fiber layup angle is only 0° and / or 90° in the outermost two layers on any side along the thickness direction, the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 30.

[0478] In some embodiments of this application, the elastic modulus of the reinforcing rib assembly 31 is ≥5 GPa, the tensile strength is ≥100 MPa, and the elongation at break is ≥1%. By controlling the elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly 31 within a reasonable range, the frame beam body 30 provided in the embodiments of this application can be applied to locations with high collision performance requirements.

[0479] In some embodiments, the elastic modulus of the reinforcing rib assembly 31 is 5 GPa to 20 GPa, the tensile strength is 100 MPa to 300 MPa, and the elongation at break is 1% to 6%. That is, 5 GPa ≤ elastic modulus of the reinforcing rib assembly 31 ≤ 20 GPa, 100 MPa ≤ tensile strength of the reinforcing rib assembly 31 ≤ 300 MPa, and 1% ≤ elongation at break of the reinforcing rib assembly 31 ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly 31.

[0480] Regarding the testing method for the elongation at break of the reinforcing rib assembly 31, a portion of the reinforcing rib assembly 31 can be cut as a sample and placed on a tensile testing machine for testing. Alternatively, a sample that meets the experimental conditions can be remolded using the injection molding of the reinforcing rib assembly 31 and then placed on a tensile testing machine for testing.

[0481] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0482] In some embodiments of this application, the reinforcing rib assembly 31 is made of continuous fiber composite material, comprising 30-65 parts by weight of long glass fibers and 35-70 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of long glass fibers and thermoplastic resin matrix is ​​100. The composite material formed by combining long glass fibers and thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly 31. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding. By controlling the content of thermoplastic resin matrix and long glass fibers within a reasonable range, it is possible to minimize the leakage of long glass fibers and insufficient elongation at break due to excessively high long glass fiber content and excessively low thermoplastic resin matrix content, and also to minimize the problems of insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low long glass fiber content and excessively high thermoplastic resin matrix content. This ensures that the content of long glass fiber and thermoplastic resin matrix reaches a relatively balanced state, making the properties of the composite material suitable for making reinforcing rib assembly 31 to strengthen the frame beam body 30.

[0483] It should be noted that long glass fibers refer to glass fibers with a length range of 8mm to 12mm. For example, the length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, or 12mm.

[0484] In some embodiments, the reinforcing rib assembly 31 comprises 2 to 5 parts by weight of mineral powder.

[0485] Mineral powder can be, for example, at least one of talc, calcium carbonate, or wollastonite. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0486] In some embodiments, the reinforcing rib assembly 31 includes 1 to 2 parts by weight of a compatibilizer; and / or, the reinforcing rib assembly 31 includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial bonding performance between the resin matrix and the long glass fibers, and to enhance the mechanical properties of the composite material; for example, it can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0487] 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.

[0488] For example, in some embodiments, the antioxidant includes one or more combinations 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 phenolic antioxidants. Based on the performance of the continuous fiber composite material layer, reinforcing rib assembly 31, and reinforcing column 1 provided in the embodiments of this application, the simulation is as follows:

[0489] The thickness of the frame beam body 30 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the second stiffener 31a is: the thickness of the first part 311 is 1mm, and the thickness of the second part 312 and the third part 313 are both 2mm.

[0490] Each continuous fiber composite layer has an elastic modulus greater than 34 GPa, a tensile strength greater than 918 MPa, and an elongation at break greater than 3%.

[0491] When the tube body 11 of the reinforcing column 1 and the reinforcing ribs inside the tube body 11 are an integral 6-series aluminum pultruded tube structure, the design form of the first rib 12 inside the tube body 11 is referred to Figure 20 Two first ribs 12 extend in the inward and outward directions of the vehicle body, and another first rib 12 extends in the forward and backward directions of the vehicle body.

[0492] The maximum cross-sectional size of the 6-series aluminum tube is 60mm*90mm, and all cross-sectional dimensions of the 6-series aluminum tube are the same. The wall thickness of the 6-series aluminum tube is 3.5mm.

[0493] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 30, the stiffener assembly 31, and the stiffening column 1 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 5, it can be found that the collision performance of the B-pillar 202 in this embodiment is comparable to that of the existing steel B-pillar. This indicates that when the frame beam body 30 provided in this embodiment constitutes the B-pillar 202 of the vehicle, it can meet the requirements of vehicle body collision.

[0494] Table 5 Simulation test data for some embodiments of this application

[0495]

[0496] When the tube body 11 of the reinforcing column 1 is a thermoplastic pultruded composite tube, the elastic modulus of the thermoplastic pultruded composite tube is greater than 40 GPa, the tensile strength is greater than 1280 MPa, and the elongation at break is greater than 3%.

[0497] The maximum cross-sectional profile of the thermoplastic pultruded composite tube is 60mm*90mm, and all cross-sectional dimensions of the thermoplastic pultruded composite tube are the same. The wall thickness of the thermoplastic pultruded composite tube is 8mm.

[0498] The elastic modulus of the resin-filled structure inside the tube body 11 is greater than 700 MPa, the strength corresponding to 80% of the tensile strain is ≥60 MPa, and the elongation at break is greater than 80%.

[0499] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 30, the stiffener assembly 31, and the stiffening column 1 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 6, it can be found that the collision performance of the B-pillar 202 in this embodiment is comparable to that of the existing steel B-pillar. This indicates that when the frame beam body 30 provided in this embodiment constitutes the B-pillar 202 of the vehicle, it can meet the vehicle body collision requirements.

[0500] Table 6 Simulation test data for some embodiments of this application

[0501]

[0502] In other words, the frame beam body 30 provided in this application embodiment can at least meet the collision performance requirements of the B-pillar 202.

[0503] The following describes specific examples of some embodiments of this application with reference to the accompanying drawings.

[0504] As a specific example, a vehicle 1000 is provided, which includes a chassis 100 and a body frame 200 disposed on the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000. The body frame 200 includes a B-pillar 202, which is partially formed by a frame beam body 30. The frame beam body 30 is recessed in a direction away from the inner side a of the body frame 200 to form a groove 32 with an opening facing the inner side a of the body frame 200. The groove 32 includes a first section 321. The second segment 322 and the third segment 323, the first segment 321 is used to cooperate with the upper beam 4 of the body frame 200, the third segment 323 is used to cooperate with the sill beam 5 of the body frame 200, the second segment 322 extends to connect the first segment 321 and the third segment 323; the reinforcing column 1 is at least filled in the second segment 322; the connecting component 2 includes a first joint 21 and a second joint 22 connected to the frame beam body 30, and the first joint 21 is used to connect the reinforcing column 1 and the upper beam 4, and the second joint 22 is used to connect the reinforcing column 1 and the sill beam 5. The first connector 21 has a first insertion groove 212. The bottom wall 2121 of the first insertion groove 212 has a first reinforcing rib 211. One end of the reinforcing column 1 is inserted into the first insertion groove 212 and connected to the side wall 2122 of the first groove by bolts. The end of the reinforcing column 1 abuts against the first reinforcing rib 211 provided on the bottom wall 2121 of the first groove. The first connector 21 has a second reinforcing rib 215 facing the frame beam body 30. The first connector 21 is an integral aluminum casting. The second connector 22 has a second insertion groove 221. The bottom wall 2211 of the second insertion groove 221 has a first reinforcing rib 211. The other end of the reinforcing column 1 is inserted into the second insertion groove 221 and connected to the side wall 2212 of the second groove by bolts. The end of the reinforcing column 1 abuts against the first reinforcing rib 211 provided on the bottom wall 2211 of the second groove. The second connector 22 has a third reinforcing rib 224 facing the frame beam body 30. The second connector 22 is an integral aluminum casting. The reinforcing column 1 includes a tube body 11 and at least one first stiffener 12 filled in the tube body 11. The reinforcing column 1 is an integral aluminum pultruded tube structure. The frame beam body 30 adopts a continuous fiber composite board including continuous fibers and thermoplastic resin matrix.

[0505] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of the specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle characterized by comprising: The vehicle comprises: a vehicle body frame, the vehicle body frame comprising: a frame beam body formed with a groove, the groove comprising a first section for cooperating with an upper side beam of the vehicle body frame, a third section for cooperating with a rocker beam of the vehicle body frame, and a second section extending to connect the first section and the third section; a reinforcing column at least filled with the second section; a connecting assembly comprising a first joint and a second joint connected with the frame beam body, the first joint being used to connect the reinforcing column and the upper side beam, and the second joint being used to connect the reinforcing column and the rocker beam.

2. The vehicle according to claim 1, wherein: in the extension direction of the reinforcing column, the first joint and the second joint are respectively inserted with both ends of the reinforcing column.

3. The vehicle of claim 2, wherein At least one of the first joint and the second joint is internally provided with a first reinforcing rib, and the end of the reinforcing column abuts against the first reinforcing rib.

4. The vehicle of claim 3, wherein At least a part of the plurality of first reinforcing ribs are arranged to cross each other, and / or At least a part of the plurality of first reinforcing ribs are connected in a ring shape.

5. The vehicle of claim 3, wherein The first joint is formed with a first insertion slot, the slot wall of the first insertion slot comprises a first slot bottom wall and a first slot side wall surrounding the first slot bottom wall, the end of the first slot side wall away from the first slot bottom wall forms a first slot opening, the first slot bottom wall is provided with the first reinforcing rib, and the end of the reinforcing column close to the upper side beam is inserted into the first insertion slot through the first slot opening and abuts against the first reinforcing rib.

6. The vehicle of claim 5, wherein The opposite ends of the first reinforcing rib are respectively connected with the first slot side wall.

7. The vehicle according to claim 5 or 6, characterized by The wall thickness of the first slot side wall is 2mm-3.5mm; and / or The thickness of the first reinforcing rib is 2mm-3mm.

8. The vehicle according to claim 5 or 6, characterized by The first slot side wall of the first insertion slot is provided with at least one first connecting hole penetrating to the outer peripheral surface of the first joint, the outer peripheral surface of the reinforcing column is provided with at least one second connecting hole, the first connecting hole and the second connecting hole are fixedly connected by a first fastener, and the first fastener comprises a bolt.

9. The vehicle of any one of claims 1-6, wherein, The first joint comprises a first body structure and at least one second reinforcing rib arranged on the side of the first body structure facing the frame beam body.

10. The vehicle of claim 9, wherein, At least a part of the plurality of second reinforcing ribs have the same extension direction as the reinforcing column.

11. The vehicle of claim 9, wherein, At least a part of the plurality of second reinforcing ribs have the same extension direction as the upper side beam.

12. The vehicle according to claim 10 or 11, wherein: At least a part of the plurality of second reinforcing ribs are arranged to cross each other, and / or At least a part of the plurality of second reinforcing ribs are connected in a ring shape.

13. The vehicle of claim 10 or 11, characterized in that The first body structure comprises a first body part and a first flap connected with the first body part, the end of the first body part away from the first flap is connected with the reinforcing column, the first body part has a first mounting surface, the first flap has a second mounting surface, and the first mounting surface and the second mounting surface intersect and are respectively connected with two adjacent surfaces of the upper side beam.

14. The vehicle of claim 13, wherein, The first body part is provided with at least one second reinforcing rib in the same direction as the reinforcing column, and the first flap is provided with at least one second reinforcing rib in the same direction as the upper side beam.

15. The vehicle of any one of claims 10, 11, and 14, characterized in that, The first body structure and the second reinforcing rib are formed as an integral aluminum casting.

16. The vehicle according to any one of claims 10, 11 and 14, characterized in that, The thickness of the second reinforcing rib is 2mm-3mm.

17. The vehicle of any one of claims 3-6, wherein, The second joint is formed with a second insertion slot, a slot wall of the second insertion slot includes a second slot bottom wall and a second slot side wall surrounding the second slot bottom wall, an end of the second slot side wall away from the second slot bottom wall surrounds a second slot opening, the second slot bottom wall is provided with the first reinforcing rib, and an end of the reinforcing column close to the rocker beam is inserted into the second insertion slot through the second slot opening and abuts against the first reinforcing rib.

18. The vehicle of claim 17, wherein, The opposite ends of the first reinforcing rib are connected with the second slot bottom wall, respectively.

19. The vehicle of claim 17, wherein, The wall thickness of the second slot side wall is 3mm-5mm; and / or The thickness of the first reinforcing rib is 3mm-4mm.

20. The vehicle of claim 17, wherein, The second slot side wall of the second insertion slot is provided with at least one third connecting hole penetrating to the outer peripheral surface of the second joint, the outer peripheral surface of the reinforcing column is provided with at least one fourth connecting hole, the third connecting hole and the fourth connecting hole are fixedly connected through a second fastener, and the second fastener includes a bolt.

21. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, characterized in that, The second joint includes a second body structure and at least one third reinforcing rib provided on one side of the second body structure towards the frame beam body.

22. The vehicle of claim 21, wherein, At least part of the plurality of third reinforcing ribs is in the same direction as the reinforcing column.

23. The vehicle of claim 21, wherein At least part of the plurality of third reinforcing ribs is in the same direction as the rocker beam.

24. The vehicle of claim 22 or 23, characterized in that, At least part of the plurality of third reinforcing ribs is arranged to intersect each other, and / or At least part of the plurality of third reinforcing ribs is connected head to tail in a ring shape.

25. The vehicle of claim 22 or 23, characterized in that, The second body structure includes a second body part and a second flap connected to the second body part, an end of the second body part away from the second flap is connected with the reinforcing column, the second body part has a third mounting surface, the second flap has a fourth mounting surface, and the third mounting surface and the fourth mounting surface intersect and are connected to two adjacent surfaces of the rocker beam, respectively.

26. The vehicle of claim 25, wherein, The second body part is provided with at least one third reinforcing rib in the same direction as the reinforcing column, and the second flap is provided with at least one third reinforcing rib in the same direction as the rocker beam.

27. The vehicle of claim 26, wherein, In the direction of the rocker beam, the size of the third mounting surface and the fourth mounting surface is 300mm-450mm.

28. The vehicle of claim 21, wherein, The second body structure and the third reinforcing rib are formed as an integral aluminum casting.

29. The vehicle according to claim 21, characterized in that, The thickness of the third reinforcing rib is 3mm-5mm.

30. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, further comprising, The reinforcing column includes a pipe body and at least one first rib plate filled in the pipe body.

31. The vehicle of claim 30, wherein, The cross-sectional shape of the pipe body is polygonal, wherein the cross-section is perpendicular to the direction of extension of the pipe body.

32. The vehicle of claim 30, wherein, In a cross section perpendicular to the extending direction of the pipe body, opposite ends of the first rib are respectively connected with the inner wall of the pipe body.

33. The vehicle of claim 30, wherein, At least a part of the plurality of first ribs are arranged in cross with each other.

34. The vehicle of claim 30, wherein, The thickness of the first rib is 3mm-6.5mm.

35. The vehicle of claim 30, wherein, The thickness of the pipe wall of the pipe body is 3mm-5mm.

36. The vehicle of claim 30, wherein, The pipe body and the at least one first rib are an integral aluminum pultrusion pipe structure.

37. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, 31-36, wherein, The reinforcing column comprises a pipe body and a resin filling structure filled in the pipe body.

38. The vehicle of claim 37, characterized in that, The pipe body is a thermoplastic pultrusion composite pipe.

39. The vehicle of claim 37, wherein, The thickness of the pipe body is 6mm-10mm.

40. The vehicle of claim 37, wherein, The resin filling structure comprises polyurea or polyurethane.

41. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, 31-36, 38-40, further comprising, A plurality of reinforcing rib assemblies are arranged in the groove of the frame beam body and are spaced along the extending direction of the groove.

42. The vehicle of claim 41, wherein, The reinforcing rib assembly comprises a plurality of connected second ribs. The plurality of second ribs are arranged in cross with each other; and / or, the plurality of second ribs are connected in a ring shape.

43. The vehicle of claim 42, characterized in that, The second rib is injection molded in the groove of the frame beam body.

44. The vehicle of claim 42 or 43, characterized in that The thickness of the root of the second rib is 80%-120% of the thickness of the frame beam body.

45. The vehicle of claim 42 or 43, characterized in that, The thickness of the root of the second rib is 2.5mm-3.5mm; and / or The thickness of the frame beam body is 2.5mm-3.5mm.

46. The vehicle of claim 41, wherein, The reinforcing rib assembly is connected with the groove bottom wall and the groove side wall, and the reinforcing rib assembly is formed with a avoiding slot for installing the reinforcing column.

47. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, 31-36, 38-40, 42, 43, and 46, characterized in that, The frame beam body comprises a continuous fiber composite material.

48. The vehicle of claim 47, wherein, The frame beam body comprises a plurality of layers of continuous fiber composite material, and each layer of the continuous fiber composite material comprises continuous fibers and a thermoplastic resin matrix connecting the continuous fibers.

49. The vehicle of claim 48, wherein, The plurality of layers of continuous fiber composite material are combined to form a continuous fiber composite plate, and the continuous fiber composite plate is formed into the frame beam body by molding.

50. The vehicle of claim 48 or 49, characterized in that, The continuous fibers comprise one of organic fibers and inorganic fibers.

51. The vehicle of claim 50, wherein, The inorganic fibers comprise any one of glass fibers, aramid fibers or boron fibers; and / or, the organic fibers comprise any one of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

52. The vehicle of any one of claims 48, 49, and 51, characterized in that, The thermoplastic resin matrix comprises a polyamide unit, and the ratio of the number of carbons to the number of amide groups in the polyamide unit is not less than 8.

53. The vehicle of claim 52, wherein, The polyamide comprises any one of PA610, PA11, PA12, PA1212, PA1012 and PA1313.

54. The vehicle of any one of claims 48, 49, 51, and 53, characterized in that, The water absorption rate of each layer of the continuous fiber composite material is not higher than 0.3%.

55. The vehicle of any one of claims 48, 49, 51, and 53, characterized in that, The continuous fibers of each layer of the continuous fiber composite material are laid in one direction, and the laying angles of the continuous fibers of adjacent two layers of the continuous fiber composite material are different.

56. The vehicle of claim 55, wherein, The angle of the continuous fiber in the outermost two layers of the continuous fiber composite material on either side of the frame beam body along the thickness direction is not 0° and not 90°.

57. The vehicle of claim 56, wherein, The angle of the continuous fiber in the continuous fiber composite material layer is 25°-75°.

58. The vehicle of claim 56 or 57, characterized in that, The sum of the layers of the continuous fiber composite material layer with the angle of the continuous fiber being not 0° and not 90° is 20%-40% of the total number of layers of the continuous fiber composite material layer.

59. The vehicle of any of claims 48, 49, 51, 53, 56, and 57, characterized in that, The thickness of the frame beam body is 1.2 mm-5 mm; and / or the thickness of a single layer of the continuous fiber composite material layer is 0.2 mm-0.3 mm.

60. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, 31-36, 38-40, 42, 43, 46, 48, 49, 51, 53, 56, and 57, wherein, At least part of the frame beam body constitutes an A-pillar, a B-pillar and a C-pillar of a vehicle, and the recess of at least one of the A-pillar, the B-pillar and the C-pillar is provided with the reinforcing column and the connecting assembly.

61. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, 31-36, 38-40, 42, 43, 46, 48, 49, 51, 53, 56, and 57, wherein The vehicle body frame further comprises an interior trim mounting structure for mounting an interior trim of the vehicle, and the interior trim mounting structure is arranged on the reinforcing column and / or the frame beam body.

62. The vehicle of claim 61, wherein, The interior trim mounting structure comprises at least one interior trim panel mounting structure for mounting an interior trim panel for covering at least a position of the recess of the frame beam body from an inner side of the vehicle body frame.

63. The vehicle of claim 61, wherein At least part of the frame beam body constitutes a B-pillar and / or a C-pillar of a vehicle, and the interior trim mounting structure comprises at least one seat belt accessory mounting structure arranged on the B-pillar and / or the C-pillar, or arranged on the reinforcing column arranged in the recess of the B-pillar and / or the C-pillar, The at least one seat belt accessory mounting structure is configured to mount a seat belt accessory, wherein the seat belt accessory comprises at least one of a seat belt tensioner and a seat belt retractor.

64. The vehicle of claim 61, wherein At least part of the frame beam body constitutes an A-pillar and / or a B-pillar of a vehicle, and the vehicle body frame further comprises at least one metal connecting structure; The at least one metal connecting structure is configured to connect at least one of a door hinge, a door lock, and a door opening limiter; The metal connecting structure is arranged between the frame beam body and the reinforcing column arranged on the A-pillar and / or the B-pillar.

65. The vehicle of claim 60, wherein The recess of the A-pillar and the recess of the C-pillar are provided with the reinforcing column and the connecting assembly; The vehicle body frame further comprises an exterior trim panel arranged on a side of the frame beam body away from the reinforcing column; The frame beam body and the exterior trim panel are both fiber panels, and the fiber content of the exterior trim panel is less than the fiber content of the frame beam body.

66. The vehicle of any one of claims 1-6, 10, 11, 14, 18-20, 22, 23, 26-29, 31-36, 38-40, 42, 43, 46, 48, 49, 51, 53, 56, 57, 62-65, further characterized by, The vehicle also includes: a chassis, the vehicle body frame being located above the chassis and detachably connected to the chassis.

67. The vehicle of claim 66, wherein, The vehicle body frame and the chassis together enclose a passenger compartment of the vehicle, the vehicle including a battery, a housing of the battery forming a floor of the passenger compartment.

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