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 being connected with the upper edge beam, and the second connector is used for being connected with the threshold beam. Wherein the first connector is matched with the reinforcing column in an inserted mode, and / or the second connector is matched with the reinforcing column in an inserted mode. According to the invention, the anti-collision performance of the vehicle can be effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile manufacturing, and particularly relates to a vehicle. BACKGROUND

[0002] From the development of market situation, people put forward higher requirements for the safety performance of the vehicle. In particular, the anti-impact performance of the vehicle is related to the degree of intrusion of the vehicle structure into the passenger compartment or the degree of damage of the vehicle, thereby related to the personal safety of the passengers, therefore, how to further improve the anti-impact performance of the vehicle is one of the research topics in the industry. CONTENT OF THE INVENTION

[0003] To solve the above technical problems, the present application provides a vehicle with high anti-impact performance.

[0004] The present application is achieved by the following technical solutions.

[0005] The first aspect of the present application provides a vehicle, comprising a vehicle body frame, the vehicle body frame comprising a frame beam body, a reinforcing column and a connecting assembly, the frame beam body forms a groove, the groove comprises a first section, a second section and a third section, the first section is used for cooperating with an upper side beam of the vehicle body frame, the third section is used for cooperating with a rocker beam of the vehicle body frame, and the second section extends to connect the first section and the third section; the reinforcing column is at least filled and arranged in the second section; the connecting assembly comprises a first joint and a second joint connected with the frame beam body, and the first joint is used for connecting with the upper side beam, and the second joint is used for connecting with the rocker beam; wherein the first joint is insertedly connected with the reinforcing column, and / or the second joint is insertedly connected with the reinforcing column.

[0006] In the embodiments of the present application, on the one hand, the main load-bearing member of the vehicle body frame is converted from the frame beam body to the reinforcing column by the arrangement of the reinforcing column, that is, the reinforcing column helps to increase the tensile strength and compressive strength of the frame beam body along the extension direction of the reinforcing column, so that the frame beam body is more solid when bearing tensile load and compressive load, and the reinforcing column helps to improve the rigidity of the frame beam body and reduce the deformation of the frame beam body when under stress; on the other hand, in the embodiments of the present application, the reinforcing column is connected between the roof rail and the rocker rail of the vehicle body through the first joint and the second joint, and the two ends of the reinforcing column in the extension direction are limited through the first joint and the second joint, which is beneficial to improve the reliability of the reinforcing column, to further ensure the rigidity and strength of the vehicle, and to improve the safety of the vehicle. Moreover, the first joint and / or the second joint and the reinforcing column adopt a plug-in connection mode, which, on the one hand, enables the first joint and / or the second joint to be connected with the peripheral surface and the end surface of the reinforcing column, thereby improving the connection strength, on the other hand, the first joint and / or the second joint can limit the reinforcing column in the extension direction, thereby improving the compressive strength of the reinforcing column in the extension direction, and on the third hand, the plug-in connection mode is convenient for connection operation. In addition, the frame beam body forms a groove, which, on the one hand, can play a role in strengthening the structural strength and also serve as an energy absorption area to effectively absorb and disperse impact energy, and on the other hand, the groove can provide installation space for the reinforcing column.

[0007] That is, the embodiments of the present application improve the structural strength and rigidity of the side of the vehicle, reduce the intrusion amount of the side of the vehicle into the passenger compartment during lateral collision, and improve the lateral impact resistance of the vehicle. Moreover, the structural strength of the side of the vehicle is high, and the deformation degree of the upward and downward direction pressure can also be reduced. In addition, the arrangement of the reinforcing column eliminates the inner plate and reduces the number of parts, thereby simplifying the processing and assembly process.

[0008] In some embodiments, the first joint is provided with a first plug-in slot, and the end of the reinforcing column close to the roof rail is inserted into the first plug-in slot.

[0009] By providing the first plug-in slot in the first joint, plug-in cooperation of the first joint and the end of the reinforcing column close to the roof rail is achieved, and the inserted part of the reinforcing column will cooperate with the circumferential slot side wall and the slot bottom wall of the first plug-in slot, thereby improving the contact area of the first joint and the reinforcing column, and further improving the connection strength therebetween to achieve more reliable connection. In addition, along the extension direction of the reinforcing column, the first joint is located at one end of the reinforcing column, thereby improving the compressive strength of the reinforcing column in the extension direction, so that the reinforcing column is not easily damaged by the upward pressure or the downward impact, which is beneficial to improve the reliability of the vehicle, thereby improving the structural strength and rigidity of the vehicle and improving the impact resistance of the vehicle.

[0010] In some embodiments, the slot wall of the first insertion slot is provided with at least one first connecting hole penetrating to the outer circumferential surface of the first connector, the outer circumferential 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.

[0011] In this way, the reinforcing column and the first insertion slot are further connected by the first fastener on the basis of insertion, further improving the connection strength of the reinforcing column and the first connector, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0012] In some embodiments, the first connector comprises a first body structure and at least one first reinforcing rib provided on one side of the first body structure facing the frame beam body.

[0013] In this way, by providing the first reinforcing rib, the structural strength of the first connector is improved, the connection strength of the reinforcing column and the roof rail is improved, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0014] In some embodiments, at least a portion of the plurality of first reinforcing ribs has the same extension direction as the reinforcing column.

[0015] The provision of the first reinforcing rib having the same extension direction as the reinforcing column improves the tensile strength and the compressive strength of the first connector in the extension direction of the reinforcing column, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0016] In some embodiments, at least a portion of the plurality of first reinforcing ribs has the same extension direction as the roof rail.

[0017] The provision of the first reinforcing rib having the same extension direction as the roof rail improves the tensile strength and the compressive strength of the first connector in the extension direction of the roof rail, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0018] In some embodiments, at least a portion of the plurality of first reinforcing ribs is arranged in cross with each other, and / or at least a portion of the plurality of first reinforcing ribs is connected head to tail in a ring shape.

[0019] In this way, the structural strength of the first reinforcing rib is improved, thereby improving the structural strength of the first connector, improving the connection strength of the reinforcing column and the roof rail, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0020] In some embodiments, the first body structure comprises a first main body part and a first flange connected to the first main body part, an end of the first main body part away from the first flange is connected to the reinforcing pillar, the first main body part has a first mounting surface, the first flange has a second mounting surface, the first mounting surface and the second mounting surface intersect and are connected to two adjacent surfaces of the upper side beam respectively.

[0021] In this way, the two surfaces of the first joint are connected to the two surfaces of the upper side beam respectively, the connection strength of the first joint and the upper side beam is improved, the connection strength of the reinforcing pillar and the upper side beam is improved, the structural strength of the side of the vehicle is improved, and the anti-impact performance of the vehicle is improved.

[0022] In some embodiments, the first main body part is provided with at least one first reinforcing rib in the same direction as the extension direction of the reinforcing pillar, and the first flange is provided with at least one first reinforcing rib in the same direction as the extension direction of the upper side beam.

[0023] In this way, the compression strength and tensile strength of the first joint in the extension direction of the reinforcing pillar and the extension direction of the upper side beam are improved, the structural strength of the first joint is improved, the structural strength of the side of the vehicle is improved, and the anti-impact performance of the vehicle is improved.

[0024] In some embodiments, the first body structure and the first reinforcing rib are formed as an integral aluminum casting.

[0025] The first joint is integrally formed and has high structural strength, and the first joint is made of cast aluminum, which is beneficial to improve the structural strength and is light in weight, which is beneficial to the lightweight of the vehicle.

[0026] In some embodiments, the thickness of the first reinforcing rib is 2mm-3mm.

[0027] By limiting the thickness of the first reinforcing rib to the range of 2mm-3mm, the structural strength of the first joint is improved, the strength requirement of the vehicle is met, and the first reinforcing rib does not occupy too much space due to being too thick, which is beneficial to the miniaturization of the vehicle.

[0028] In some embodiments, the end of the reinforcing pillar close to the upper side beam abuts against the first joint.

[0029] By abutting the end of the reinforcing pillar against the first joint, the upward bearing capacity of the reinforcing pillar to the first joint is improved, and the anti-jacking performance of the top of the vehicle is improved.

[0030] In some embodiments, 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, an end of the first slot side wall away from the first slot bottom wall surrounds a first slot opening, the first slot opening is arranged opposite to the first slot bottom wall along the extension direction of the reinforcing pillar, the first slot bottom wall is provided with at least one second reinforcing rib, and the end of the reinforcing pillar close to the upper side beam abuts against the second reinforcing rib.

[0031] By arranging the second reinforcing rib, the compression strength of the first joint to the end of the reinforcing pillar is improved, so that the vehicle body frame is subjected to upward and downward pressure, and when the pressure is transmitted to the first joint, the first joint is not easily damaged due to the interaction force between the first joint and the end of the reinforcing pillar due to the arrangement of the second reinforcing rib, and thus the performance of the vehicle against upward and downward pressure is also improved, thereby further improving the anti-impact performance of the vehicle. In addition, the first slot side wall surrounds the first slot bottom wall, and the end of the reinforcing pillar abuts against the second reinforcing rib arranged on the first slot bottom wall, so that the first slot side wall surrounds the outer periphery of the portion of the reinforcing pillar inserted into the first insertion slot, thereby improving the connection strength of the reinforcing pillar and the first joint.

[0032] 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 shape.

[0033] In this way, the reinforcing effect of the second reinforcing rib on strength and rigidity is improved, thereby further improving the anti-impact performance of the vehicle.

[0034] In some embodiments, the wall thickness of the first slot side wall is 2mm-3.5mm; and / or the thickness of the second reinforcing rib is 2mm-3mm.

[0035] In this way, by limiting the wall thickness range of the first slot side wall, the structural strength of the first joint is improved, and too much space is not occupied due to the too large wall thickness of the first slot side wall. By limiting the thickness range of the second reinforcing rib, the compression strength of the second reinforcing rib to the reinforcing pillar is improved, and too much space is not occupied due to the too large wall thickness of the second reinforcing rib.

[0036] In some embodiments, the second joint is provided with a second insertion slot, and the end of the reinforcing pillar close to the rocker beam is inserted into the second insertion slot.

[0037] By arranging the second insertion slot in the second joint, the insertion and fitting of the second joint and the end of the reinforcing pillar close to the rocker beam are achieved, and the inserted portion of the reinforcing pillar will cooperate with the circumferential slot side wall and the slot bottom wall of the second insertion slot, thereby improving the contact area between the second joint and the reinforcing pillar, and further improving the connection strength therebetween, to achieve more reliable connection. In addition, along the extension direction of the reinforcing pillar, the second joint is located at one end of the reinforcing pillar, thereby being able to improve the compression strength of the reinforcing pillar in its extension direction, so that the reinforcing pillar is not easily damaged due to upward and downward pressure or downward and upward impact, which is beneficial to improve the reliability of the vehicle, thereby improving the structural strength and rigidity of the vehicle and improving the anti-impact performance of the vehicle.

[0038] In some embodiments, the slot wall of the second insertion slot is provided with at least one third connecting hole penetrating to the outer circumferential surface of the second connector, the outer circumferential 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 by a second fastener, and the second fastener comprises a bolt.

[0039] In this way, the reinforcing column and the second insertion slot are further connected by the second fastener on the basis of insertion, further improving the connection strength of the reinforcing column and the second connector, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0040] In some embodiments, the second connector comprises a second body structure and at least one third reinforcing rib provided on one side of the second body structure facing the frame beam body.

[0041] In this way, by providing the third reinforcing rib, the structural strength of the second connector is improved, the connection strength of the reinforcing column and the rocker beam is improved, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0042] In some embodiments, at least a portion of the plurality of third reinforcing ribs has the same extension direction as the reinforcing column.

[0043] The provision of the third reinforcing rib having the same extension direction as the reinforcing column improves the tensile strength and the compressive strength of the second connector in the extension direction of the reinforcing column, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0044] In some embodiments, at least a portion of the plurality of third reinforcing ribs has the same extension direction as the rocker beam.

[0045] By providing the third reinforcing rib having the same extension direction as the rocker beam, the tensile strength and the compressive strength of the second connector in the extension direction of the rocker beam are improved, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0046] In some embodiments, at least a portion of the plurality of third reinforcing ribs is arranged in cross, and / or at least a portion of the plurality of third reinforcing ribs is connected head to tail in a ring shape.

[0047] In this way, the structural strength of the third reinforcing rib is improved, thereby improving the structural strength of the second connector, improving the connection strength of the reinforcing column and the rocker beam, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0048] In some embodiments, the second body structure comprises a second main body part and a second flap connected to the second main body part, one end of the second main body part away from the second flap is connected to the reinforcing pillar, the second main body part has a third mounting surface, the second flap has a fourth mounting surface, the third mounting surface and the fourth mounting surface intersect and are connected to two adjacent surfaces of the rocker respectively.

[0049] In this way, the two surfaces of the second joint are connected to the two surfaces of the rocker respectively, the connection strength of the second joint and the rocker is improved, the connection strength of the reinforcing pillar and the rocker is improved, and thus the structural strength of the side of the vehicle is improved, and the anti-impact performance of the vehicle is improved.

[0050] In some embodiments, the second main body part is provided with at least one third reinforcing rib in the same direction as the extension direction of the reinforcing pillar, and the second flap is provided with at least one third reinforcing rib in the same direction as the extension direction of the rocker.

[0051] In this way, the compression strength and the tensile strength of the second joint in the extension direction of the reinforcing pillar and the extension direction of the rocker are improved, the structural strength of the second joint is improved, and thus the structural strength of the side of the vehicle is improved, and the anti-impact performance of the vehicle is improved.

[0052] In some embodiments, in the extension direction of the rocker, the size of the third mounting surface and the fourth mounting surface are both in the range of 300mm to 450mm.

[0053] By limiting the size of the overlapping part of the third mounting surface and the fourth mounting surface with the rocker to the range of 300mm to 450mm, the connection strength of the second joint and the rocker is improved to meet the strength requirement of the vehicle, and by limiting the upper limit value, the size of the second joint is inhibited, the space occupation is reduced, and the miniaturization of the vehicle is facilitated.

[0054] In some embodiments, the thickness of the third reinforcing rib is in the range of 3mm to 5mm.

[0055] 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 to meet the strength requirement of the vehicle, and the third reinforcing rib will not occupy too much space because it is too thick, which is conducive to the miniaturization of the vehicle.

[0056] In some embodiments, the second body structure and the third reinforcing rib are formed as an integral aluminum casting.

[0057] The second joint is integrally formed and has high structural strength, and the second joint is made of cast aluminum, which is conducive to improving the structural strength and reducing the weight, and thus the lightweight of the vehicle is facilitated.

[0058] In some embodiments, the end of the reinforcing pillar close to the rocker abuts against the second joint.

[0059] The end of the reinforcing column and the second joint abut against each other, the upward bearing capacity of the second joint to the reinforcing column is improved, and the anti-jacking performance of the vehicle is improved.

[0060] In some embodiments, the second slot wall 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 opening is arranged opposite the second slot bottom wall along the extension direction of the reinforcing column, and the second slot bottom wall is provided with at least one fourth reinforcing rib, and the end of the reinforcing column close to the rocker beam abuts against the fourth reinforcing rib.

[0061] In this way, the second joint and the reinforcing column are inserted, and the end of the reinforcing column abuts against the fourth reinforcing rib in the second slot, thereby improving the structural strength of the side of the vehicle and improving the anti-impact performance of the vehicle. In addition, the second slot side wall surrounds the second slot bottom wall, and the end of the reinforcing column abuts against the fourth reinforcing rib provided on the second slot bottom wall. Therefore, the second slot side wall surrounds the outer periphery of the portion of the reinforcing column inserted into the second slot, thereby improving the connection strength of the reinforcing column and the second joint.

[0062] In some embodiments, at least a portion of the plurality of fourth reinforcing ribs are arranged in cross, and / or at least a portion of the plurality of fourth reinforcing ribs are connected in a ring shape.

[0063] By connecting the fourth reinforcing ribs into a mesh structure and / or a ring structure, the reinforcing effect of the fourth reinforcing ribs on the strength and rigidity is improved, thereby further improving the anti-impact performance of the vehicle.

[0064] In some embodiments, the wall thickness of the second slot side wall is 3mm-5mm; and / or the thickness of the fourth reinforcing rib is 3mm-4mm.

[0065] In this way, by limiting the wall thickness range of the second slot side wall, the structural strength of the second joint is improved, and too much space is not occupied due to the too large wall thickness of the second slot side wall. By limiting the thickness range of the fourth reinforcing rib provided in the second joint, the compression strength of the fourth reinforcing rib to the reinforcing column is improved, and too much space is not occupied due to the too large wall thickness of the fourth reinforcing rib, which is beneficial to controlling the volume of the second joint.

[0066] In some embodiments, the reinforcing column includes a pipe body and at least one first rib piece filled in the pipe body.

[0067] By arranging the first rib piece in the pipe body, the structural strength of the reinforcing column is further improved, thereby further improving the structural strength of the side of the vehicle, thereby improving the anti-impact performance of the vehicle.

[0068] In some embodiments, the cross-sectional shape of the pipe body is polygonal, wherein the cross section is perpendicular to the extension direction of the pipe body.

[0069] In this way, the connection stability of the shell wall of the pipe body and the frame beam body, the first joint and the second joint can be improved, thereby helping to improve the structural strength and rigidity of the vehicle.

[0070] In some embodiments, in a cross section perpendicular to the extending direction of the pipe body, the opposite ends of the first rib are respectively connected with the inner wall of the pipe body.

[0071] The opposite ends of the first rib are respectively connected with the inner wall of the pipe body, thereby improving the connection strength of the first rib and the pipe body, and further improving the structural strength and rigidity of the pipe body.

[0072] In some embodiments, at least a part of the plurality of first ribs are arranged to intersect with each other.

[0073] The extending directions of at least two first ribs of the plurality of first ribs intersect, that is, the two intersecting first ribs strengthen the pipe body from two directions, thereby helping to improve the structural strength and rigidity of the pipe body.

[0074] In some embodiments, the thickness of the first rib is 3mm-6.5mm.

[0075] By limiting the thickness of the first rib to the range of 3mm-6.5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, and the weight is not too heavy and the space occupied is not too much, which is beneficial to the lightweight and miniaturization of the vehicle.

[0076] In some embodiments, the wall thickness of the pipe body is 3mm-5mm.

[0077] By limiting the wall thickness of the pipe body to the range of 3mm-5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, and the thickness is not too thick to occupy too much space, which is beneficial to the lightweight and miniaturization of the vehicle.

[0078] In some embodiments, the pipe body and the at least one first rib are an integral aluminum pultrusion pipe structure.

[0079] The aluminum pultrusion pipe structure is an aluminum pipe produced by a pultrusion process, has high strength and can withstand large mechanical loads, and has high rigidity and can reduce deformation under stress. Moreover, aluminum has a low density, which helps to reduce the weight of the vehicle compared to traditional steel vehicles. The pipe body and the first rib are an integral structure, which on the one hand helps to improve the overall structural strength and rigidity of the reinforcing column, and on the other hand eliminates the need for assembly of the pipe body and the first rib through other components, thereby helping to reduce manufacturing costs.

[0080] In some embodiments, the reinforcing column comprises a tube body and a resin filling structure filled in the tube body.

[0081] The resin filling 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.

[0082] In some embodiments, the tube body is a thermoplastic pultruded composite tube.

[0083] The thermoplastic pultruded composite tube is a composite tube produced by a pultrusion process, which has high strength and high rigidity, helps to increase the structural strength and rigidity of the reinforcing column, and the composite material helps to improve the lightweight of the vehicle.

[0084] In some embodiments, the tube wall thickness of the tube body is 6mm-10mm.

[0085] By controlling the thickness of the tube wall 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, and will not occupy too much space due to being too thick, thereby facilitating the miniaturization and lightweight of the vehicle.

[0086] In some embodiments, the resin filling structure comprises polyurea and / or polyurethane.

[0087] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforcing column.

[0088] In some embodiments, a plurality of reinforcing rib assemblies are arranged in the groove of the frame beam body, and the plurality of reinforcing rib assemblies are distributed along the extension direction of the groove.

[0089] By arranging the reinforcing rib assemblies on the inner side of the frame beam body, the structural strength and rigidity of the frame beam body are improved, and the anti-impact performance of the vehicle is further improved.

[0090] In some embodiments, the reinforcing rib assembly comprises a plurality of connected second ribs, and the plurality of second ribs are arranged in cross.

[0091] The second ribs are connected in this way to improve the structural strength of the reinforcing rib assembly, thereby improving the structural strength and rigidity of the frame beam body, and improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle.

[0092] In some embodiments, the second ribs are injection molded in the groove of the frame beam body.

[0093] The injection molding process integrates the second reinforcing rib and the frame beam body, reduces the assembly between the second reinforcing rib and the frame beam body, and enables the injection molding material of the second reinforcing rib to reach every corner of the frame beam body. Moreover, the injection molding process facilitates the processing of the second reinforcing rib into various shapes according to the collision stress of the vehicle, and the increase of the thickness at some key stress positions. In other words, the extension direction, thickness, and position of each second reinforcing rib on the frame beam body can be optimized according to the collision stress of the vehicle.

[0094] In some embodiments, the thickness of the root of the second reinforcing rib is 80% to 120% of the thickness of the frame beam body.

[0095] In this way, the second reinforcing rib can provide sufficient reinforcement to improve the strength and rigidity of the vehicle.

[0096] In some embodiments, the thickness of the root of the second reinforcing rib is 2.5mm to 3.5mm, and / or the thickness of the frame beam body is 2.5mm to 3.5mm.

[0097] By setting the thickness of the frame beam body and the root of the second reinforcing rib within this range, the frame beam body and the second reinforcing rib can meet the strength and rigidity requirements of the vehicle, and will not occupy too much space and increase the weight due to too large thickness, thereby facilitating the lightweight and miniaturization of the vehicle.

[0098] In some embodiments, the reinforcing rib assembly is connected with the groove bottom wall and the groove side wall of the groove, and the reinforcing rib assembly is formed with an avoidance groove for mounting the reinforcing column.

[0099] The avoidance groove can provide mounting space for the reinforcing column, facilitate the extension of a part of the pipe body of the reinforcing column into the avoidance groove, and limit the pipe body along the groove width direction of the groove, facilitating the installation of the pipe body. The pipe body is connected with the groove wall, thereby achieving the installation of the reinforcing column.

[0100] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0101] The continuous fiber composite material has high strength and rigidity, which helps to improve the crashworthiness of the vehicle. Moreover, the continuous fiber composite material has lightweight characteristics, which helps to reduce the weight of the vehicle, thereby reducing the fuel consumption of the vehicle and improving the economic performance of the vehicle. Furthermore, the fiber composite plate is a composite material and does not have the problem of rusting. The manufacturing process of the continuous fiber composite material is also more environmentally friendly, which helps to reduce carbon emissions. Moreover, the process of manufacturing the frame beam body from the fiber composite plate does not require stamping, welding, and painting processes, which helps to improve manufacturing efficiency and reduces the need for stamping, welding, and painting workshops, thereby reducing the manufacturing cost of the vehicle.

[0102] In some embodiments, the frame beam body comprises a plurality of layers of continuous fiber composite material arranged in layers, each layer of continuous fiber composite material comprises continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix connects the continuous fibers.

[0103] The composite material formed by the continuous fibers and the thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural rigidity of the frame beam body.

[0104] In some embodiments, the plurality of layers of continuous fiber composite material arranged in layers are combined to form a continuous fiber composite plate, and the continuous fiber composite plate is formed into the frame beam body by molding.

[0105] The plurality of layers of continuous fiber composite material arranged in layers are first combined to form a continuous fiber composite plate, and the continuous fiber composite plate is then formed into the frame beam body with grooves by molding. The use of the molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body, so as to ensure the mechanical properties and structural integrity of the frame beam body as much as possible.

[0106] In some embodiments, the continuous fibers comprise one or more combinations of organic fibers and inorganic fibers.

[0107] The organic fibers have high strength, good elasticity and flexibility. The inorganic fibers have high strength and modulus. The use of one or more combinations of organic fibers and inorganic fibers in combination with the thermoplastic resin helps to improve the strength of the single-layer continuous fiber composite material layer.

[0108] In some embodiments, the inorganic fibers comprise any one or any combination of glass fibers, aramid fibers or boron fibers; and / or, the organic fibers comprise any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0109] In some embodiments, the thermoplastic resin matrix comprises a polyamide unit, and in the polyamide unit, 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.

[0110] In this way, by controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled, which can ensure the strength of the single-layer continuous fiber composite material layer while ensuring the elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0111] In some embodiments, the polyamide comprises any one or more combinations of PA610, PA11, PA12, PA1212, PA1012 and PA1313.

[0112] In some embodiments, the weight fraction of the continuous fibers is 60-80, the weight fraction of the thermoplastic resin matrix is 20-40, and the sum of the weight fraction of the continuous fibers and the weight fraction of the thermoplastic resin matrix is 100.

[0113] By controlling the content of the continuous fibers and the thermoplastic resin matrix within a reasonable range, the probability of the continuous fibers leaking out due to too high content of the continuous fibers and too low content of the resin matrix can be reduced as much as possible, and the probability of the composite material not being strong enough due to too low content of the continuous fibers and too high content of the resin matrix can also be reduced as much as possible, that is, the content of the continuous fibers and the content of the thermoplastic resin matrix reach a relatively balanced state, and the performance of the composite material is suitable for making the frame beam body of the vehicle.

[0114] In some embodiments, the continuous fiber composite material layer includes 1-5 parts by weight of a compatibilizer.

[0115] The compatibilizer can improve the interfacial adhesion between the continuous fibers and the thermoplastic resin matrix and improve the mechanical properties of the composite material.

[0116] In some embodiments, the continuous fiber composite material layer includes 0.2-0.6 parts by weight of an antioxidant.

[0117] In the above technical solution, the antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing and prolong the service life of the composite material.

[0118] In some embodiments, the water absorption rate of each continuous fiber composite material layer is not higher than 0.3%.

[0119] 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 in a lower range, thereby reducing the deformation of the parts of the frame beam body caused by excessive water absorption.

[0120] In some embodiments, the continuous fibers of each continuous fiber composite material layer are laid in one direction, and the laying angles of the continuous fibers of the adjacent two continuous fiber composite material layers are different.

[0121] The laying angles of the continuous fibers of the adjacent two continuous fiber composite material layers are different, which helps to optimize the performance of the composite material in different directions.

[0122] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body in the thickness direction, at least one layer of continuous fibers has a laying angle that is neither 0° nor 90°.

[0123] In some embodiments, the laying angle of the continuous fibers of the continuous fiber composite layer other than 0° and 90° is 25°-75°.

[0124] The laying layer other than 0° and 90° can provide strength in multiple directions, and at least one of the two outermost layers can effectively absorb and disperse energy, reducing damage to the internal structure by external impact. In this way, the impact resistance of the frame beam body can be improved.

[0125] In some embodiments, the sum of the number of layers of the continuous fiber composite layer with a laying angle of the continuous fibers other than 0° and 90° is 20%-40% of the total number of continuous fiber composite layers.

[0126] In this way, the laying layer other than 0° and 90° is within a reasonable proportion range, so as to make the multidirectional strength, shear strength and fatigue resistance of the composite material within a reasonable numerical range as much as possible, so as to meet the structural strength and stiffness requirements of the frame beam body as much as possible.

[0127] In some embodiments, the thickness of the frame beam body is 1.2mm-5mm; and / or, the thickness of the single-layer continuous fiber composite layer is 0.2mm-0.3mm.

[0128] By limiting the minimum thickness of the frame beam body, the structural strength and stiffness requirements of the frame beam body are met. By limiting the maximum thickness of the frame beam body, the weight and space occupation of the frame beam body are reduced, which is beneficial to the miniaturization and light weight of the vehicle. For example, the thickness of the single-layer continuous fiber composite layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of the thickness of the single-layer continuous fiber composite layer, the structural strength and stiffness of the single-layer continuous fiber composite layer meet the requirements, while reducing the weight and space occupation, which is beneficial to the frame beam body being within an appropriate thickness range.

[0129] In some embodiments, at least part of the frame beam body constitutes the A-pillar, B-pillar and C-pillar of the vehicle, and a reinforcing column and a connecting assembly are arranged in the recess of at least one of the A-pillar, B-pillar and C-pillar.

[0130] In this way, the reinforcing column and the connecting assembly can be applied to at least one of the A-pillar, B-pillar and C-pillar of the frame beam body. The reinforcing column and the connecting assembly have high structural strength and high stiffness, and have strong resistance to bending and deformation. Therefore, the application of the reinforcing column and the connecting assembly to at least one of the A-pillar, B-pillar and C-pillar of the frame beam body can improve the structural strength and stiffness of the frame beam body, improve the bending resistance and deformation resistance of the frame beam body, and thus improve the impact resistance of the vehicle.

[0131] In some embodiments, the vehicle body frame further comprises an interior trim mounting structure for mounting an interior trim of the vehicle, the interior trim mounting structure being arranged on the reinforcement pillar and / or the frame beam body.

[0132] The reinforcement pillar and the frame beam body provided by the embodiments of the present application have high structural strength and rigidity, and therefore, the interior trim mounting structure is arranged on the reinforcement pillar and / or the frame beam body, which improves the mounting stability of the interior trim of the vehicle body and improves the personal safety of the passengers.

[0133] In some embodiments, the interior trim mounting structure comprises at least one interior trim panel mounting structure for mounting an interior trim panel, the interior trim panel being used to cover at least the position of the recess of the frame beam body from the inside of the vehicle body frame.

[0134] The interior trim panel is used to cover the recessed position of the frame beam body, i.e., the interior trim panel is used to cover the slot of the recess, so that the structure in the recess is not directly exposed to the field of view of the driver / passenger, which helps to improve the appearance of the vehicle.

[0135] In some embodiments, at least part of the frame beam body constitutes a B-pillar and / or a C-pillar of the vehicle, 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 the reinforcement pillar arranged in the recess of the B-pillar and / or the C-pillar, the at least one seat belt accessory mounting structure being used 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.

[0136] Since the reinforcement pillar and the frame beam body have high structural strength, the seat belt accessory mounting structure arranged on the reinforcement pillar and the frame beam body has high mounting strength, and therefore, the mounting strength of the seat belt accessory is improved, the fixing strength of the seat belt is improved, and the personal safety of the passengers is improved.

[0137] In some embodiments, at least part of the frame beam body constitutes an A-pillar and / or a B-pillar of the vehicle, and the vehicle body frame further comprises at least one metal connecting structure for connecting at least one of a door hinge, a door lock, and a door opening limiter, the metal connecting structure being arranged between the frame beam body and the reinforcement pillar arranged on the A-pillar and / or the B-pillar.

[0138] The metal material enables the metal connecting structure to have good fatigue performance, so that the metal connecting structure maintains structural integrity in multiple cycles.

[0139] In some embodiments, the reinforcing column and the connecting assembly are arranged in the groove of the A-pillar and the groove of the C-pillar; the vehicle body frame further comprises an outer trim panel, the outer trim panel is arranged on the side of the frame beam body away from the reinforcing column; the frame beam body and the outer trim panel are both continuous fiber composite panels, and the fiber content of the outer trim panel is less than the fiber content of the frame beam body.

[0140] The outer trim panel is the outermost covering of the vehicle and is used for beautifying the appearance. Since the B-pillar is covered by the door after the door is closed, and the twisted radius of the B-pillar is lower than that of the A-pillar and the C-pillar, the outer side of the B-pillar does not need to be covered by the outer trim panel, while the A-pillar and the C-pillar are exposed, so the outer trim panel is arranged on the outer side of the frame beam body of the A-pillar and the C-pillar to improve the appearance. In addition, the frame beam body and the outer trim panel are both fiber panels, so that the frame beam body and the outer trim panel have certain structural strength and rigidity. Since the outer trim panel mainly plays a beautifying role and has a relatively low requirement on structural strength, the fiber content of the outer trim panel is less than the fiber content of the frame beam body, so that the appearance can be improved, and the cost can also be reduced.

[0141] In some embodiments, the vehicle further comprises a chassis, the vehicle body frame is arranged above the chassis and detachably connected with the chassis.

[0142] In this way, the vehicle body frame and the chassis are decoupled, so that the vehicle body frame can be replaced according to requirements, the development cycle is shortened, and the cost is reduced. In other words, the integration of the chassis is improved, and the chassis can be adapted to multiple vehicle models.

[0143] In some embodiments, the vehicle body frame and the chassis jointly define a passenger compartment of the vehicle, and the vehicle comprises a battery, and a shell of the battery forms a floor of the passenger compartment.

[0144] By integrating the battery into the floor of the passenger compartment, additional supports and connecting members can be reduced, the weight of the vehicle can be reduced, and the internal space of the vehicle can be used more effectively.

[0145] The beneficial effects of the embodiments of the present disclosure include that a vehicle with high anti-collision performance is provided. BRIEF DESCRIPTION OF DRAWINGS

[0146] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a description of the preferred embodiments and are not intended to limit the scope of the present application. Moreover, the same reference numerals are used throughout the same figures. In the drawings:

[0147] Figure 1 A perspective exploded view of a vehicle according to one or more embodiments;

[0148] Figure 2This is an exploded perspective view of a vehicle (excluding the chassis) according to one or more embodiments;

[0149] Figure 3 This is a three-dimensional structural diagram of a portion of a vehicle frame according to one or more embodiments;

[0150] Figure 4 A partial structural schematic diagram of the frame beam body of a vehicle frame according to one or more embodiments;

[0151] Figure 5 A front view of a vehicle body frame according to one or more embodiments;

[0152] Figure 6 A three-dimensional structural schematic diagram of a first connector according to one or more embodiments;

[0153] Figure 7 This is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective;

[0154] Figure 8 for Figure 7 Sectional view at point AA;

[0155] Figure 9 for Figure 7 Sectional view at point BB;

[0156] Figure 10 This is a partial structural schematic diagram of the first joint of the vehicle body frame according to one or more embodiments;

[0157] Figure 11 for Figure 10 Exploded view of the middle structure;

[0158] Figure 12 for Figure 10 A partial structural diagram of the middle structure;

[0159] Figure 13 This is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective;

[0160] Figure 14 A front view of a portion of the structure of a vehicle frame according to one or more embodiments;

[0161] Figure 15 This is a three-dimensional structural schematic diagram of a second connector according to one or more embodiments;

[0162] Figure 16 This is a three-dimensional structural schematic diagram of the second connector according to one or more embodiments from another perspective;

[0163] Figure 17 Front view of a second joint according to one or more embodiments;

[0164] Figure 18 Side view of a second joint according to one or more embodiments;

[0165] Figure 19 Perspective structural schematic of a vehicle body frame according to one or more embodiments;

[0166] Figure 20 Structural schematic of a reinforcement post within a recess of a frame beam body according to one or more embodiments;

[0167] Figure 21 Interior trim panel mounted to the vehicle body frame according to one or more embodiments at the location shown by the line C-C; Figure 19 Cutaway structural schematic of the vehicle body frame at the location shown by the line C-C;

[0168] Figure 22 Safety belt tensioner mounted to the vehicle body frame according to one or more embodiments at the location shown by the line D-D; Figure 19 Cutaway structural schematic of the vehicle body frame at the location shown by the line D-D;

[0169] Figure 23 Safety belt retractor mounted to the vehicle body frame according to one or more embodiments at the location shown by the line E-E; Figure 19 Cutaway structural schematic of the vehicle body frame at the location shown by the line E-E;

[0170] Figure 24 Ply layup schematic of a multi-layer continuous fiber composite material layer of a fiber composite panel according to one or more embodiments.

[0171] BRIEF DESCRIPTION OF DRAWINGS

[0172] 1000 vehicle; 100 chassis; 200 body frame; 201 A-pillar; 202 B-pillar; 203 C-pillar; 204 rocker panel; 205 upper cross beam; 206 bumper; 207 hood; 208 door; 1 reinforced pillar; 11 tube main body; 111 second connecting hole; 12 first rib; 2 connecting assembly; 21 first joint; 211a second reinforcing rib; 211b fourth 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 part; 2142 first flap; 2143 first mounting surface; 2144 second mounting surface; 215 first reinforcing rib; 22 second joint; 221 second insertion slot; 2211 second slot bottom wall; 2212 second slot side wall; 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 piece assembly; 31a second rib; 311 first part; 312 second part; 313 third part; 32 groove; 321 first section; 322 second section; 323 third section; 324 slot bottom wall; 325 slot side wall; 4 upper side beam; 5 rocker beam; 6 interior trim mounting structure; 61 interior trim panel mounting structure; 62 safety belt accessory mounting structure; 7 safety belt accessory; 71 safety belt tensioner; 72 safety belt retractor; 74 door hinge; 75 door lock; 76 door opening limiter; 8 metal connecting structure; 9 interior trim panel. DETAILED DESCRIPTION

[0173] The embodiments of the technical solution of the present application will be described in detail below with reference to the drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and therefore only serve as examples, and cannot limit the protection scope of the present application.

[0174] 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 terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "include" and "have" and any variations thereof in the specification and the above description of drawings are intended to cover non-exclusive inclusion.

[0175] In the description of the embodiments of the present application, the technical terms "first", "second", "third" and the like are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more, unless otherwise specifically limited.

[0176] Reference to“an embodiment” herein means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase“in an embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily all directed to the same embodiment, or to a single alternative embodiment. One of ordinary skill in the art will readily recognize from the disclosure herein a wide number of variations, alternatives, and equivalents in the application.

[0177] In the description of the embodiments of the application, the term“and / or” only means an association relationship of the associated objects, and can represent three relationships, for example, A and / or B can represent three cases of A existing alone, A and B existing together, and B existing alone. In addition, the character“ / ” herein generally represents an“or” relationship between the front and rear associated objects.

[0178] In the description of the embodiments of the application, the technical terms“length”,“width”,“thickness”,“upper”,“lower”,“front”,“rear”,“left”,“right”,“vertical”,“horizontal”,“top”,“bottom”,“inner”,“outer”,“circumferential”, and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the embodiments of the application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, operate or be used in a particular orientation, and therefore cannot be understood as a limitation on the embodiments of the application.

[0179] In the description of the embodiments of the application, unless otherwise explicitly specified and limited, the technical terms“mounting”,“connection”,“connection”,“fixing”, and the like should be understood in a broad sense, for example, can be fixedly connected, or can be detachably connected, or can be integrated; can be mechanically connected, or can be electrically connected; can be directly connected, or can be indirectly connected through an intermediate medium; can be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the application can be understood according to the specific circumstances.

[0180] In the description of the embodiments of the application, unless otherwise explicitly specified and limited, the technical term“contact” should be understood in a broad sense, which can be direct contact or contact through an intermediate medium layer, and can be contact between two objects in contact without interaction force, or contact between two objects in contact with interaction force.

[0181] The application will be described in detail below.

[0182] The anti-impact performance of a vehicle relates to the degree of intrusion of the vehicle structure into the passenger compartment or the degree of vehicle damage, thereby relating to the personal safety of passengers, and the vehicle body frame includes an A-pillar, a B-pillar and a C-pillar arranged in sequence from front to back on the side of the vehicle body frame, therefore, the structural strength of the A-pillar, the B-pillar or the C-pillar relates to the anti-impact performance of the vehicle.

[0183] The inventors of the present application have noticed that the existing A-pillar, B-pillar and C-pillar usually adopt the structure of connecting the inner plate with the reinforcing plate, and the low strength of the reinforcing plate and the low connection strength between the plates result in low structural strength, and the number of parts is large, and the welding points have to be densely arranged, resulting in complex processing and assembly process.

[0184] The inventors of the present application have found through research that using the reinforcing column instead of the reinforcing plate and omitting the inner plate can improve the structural strength and rigidity of the A-pillar, the B-pillar or the C-pillar, thereby improving the anti-impact performance of the vehicle, and reducing the number of parts and simplifying the processing and assembly process.

[0185] Based on such design concept, the inventors of the present application have designed a vehicle, which comprises a vehicle body frame, the vehicle body frame comprising a frame beam body, a reinforcing column and a connecting assembly, the frame beam body forming a groove, the groove comprising a first section, a second section and a third section, the first section being used for cooperating with an upper side beam of the vehicle body frame, the third section being used for cooperating with a rocker beam of the vehicle body frame, the second section extending to connect the first section and the third section; the reinforcing column being at least filled and arranged in the second section; the connecting assembly comprising a first joint and a second joint connected with the frame beam body, and the first joint being used for connecting with the upper side beam, and the second joint being used for connecting with the rocker beam; wherein the first joint is in plug-in cooperation with the reinforcing column, and / or the second joint is in plug-in cooperation with the reinforcing column.

[0186] In the design, on the one hand, by the arrangement of the reinforcing column, the main load-bearing member of the vehicle body frame is converted from the frame beam body to the reinforcing column, that is, the reinforcing column helps to increase the tensile strength and compressive strength of the frame beam body in the extension direction of the reinforcing column, so that the frame beam body is more firm when bearing tensile load and compressive load, and the reinforcing column helps to improve the rigidity of the frame beam body and reduce the deformation of the frame beam body when under stress; on the other hand, in the design, the reinforcing column is connected between the roof side rail and the rocker rail of the vehicle body frame through the first joint and the second joint, and the two ends of the reinforcing column in the extension direction can be limited through the first joint and the second joint, which is beneficial to improve the reliability of the reinforcing column, to further ensure the rigidity and strength of the vehicle body frame, and to improve the safety of the vehicle. Moreover, the first joint and / or the second joint and the reinforcing column adopt a plug-in connection mode, which, on the one hand, enables the first joint and / or the second joint to be connected with the peripheral surface and the end surface of the reinforcing column, thereby improving the connection strength, on the other hand, the first joint and / or the second joint can limit the reinforcing column in the extension direction, thereby improving the compressive strength of the reinforcing column in the extension direction, and on the third hand, the plug-in connection mode is convenient for connection operation. In addition, the frame beam body forms a groove, which, on the one hand, can play a role in strengthening the structural strength, and on the other hand, can serve as an energy absorption area to effectively absorb and disperse impact energy, and on the other hand, the groove can provide installation space for the reinforcing column. Therefore, the embodiments of the present application improve the structural strength and rigidity of the side of the vehicle, reduce the intrusion amount of the side of the vehicle into the passenger compartment during lateral collision, and improve the lateral impact resistance of the vehicle. Moreover, the structural strength of the side of the vehicle is high, and the deformation degree of the upward and downward direction pressure can also be reduced. In addition, the arrangement of the reinforcing column eliminates the inner plate and reduces the number of parts, thereby simplifying the processing and assembly process.

[0187] The vehicle provided by the embodiments of the present application can be a fuel automobile, a gas automobile or a new energy automobile, and the new energy automobile can be a pure electric automobile, a hybrid electric automobile or a range extended automobile, etc. The embodiments of the present application do not specially limit the above-mentioned vehicle.

[0188] The frame beam body provided by the embodiments of the present application can form an A-pillar, a B-pillar or a C-pillar of the vehicle, and the reinforcing column and the connecting assembly can be arranged in the groove of the A-pillar, the B-pillar or the C-pillar.

[0189] In the following embodiments, the following will be described in conjunction with the accompanying drawings for convenience of description.

[0190] Figure 1 A perspective exploded view of a vehicle according to one or more embodiments.

[0191] The vehicle 1000 can be a fuel automobile, a gas automobile or a new energy automobile, and the new energy automobile can be a pure electric automobile, a hybrid electric automobile or a range extended automobile, etc. As shown in FIG. 1, the vehicle 1000 includes a vehicle body frame 100, a front wheel 200, a rear wheel 300, a front wheel suspension 400, a rear wheel suspension 500, a front wheel drive system 600 and a rear wheel drive system 700. Figure 1As 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.

[0192] For example, the body frame 200 and the chassis 100 are welded together.

[0193] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0194] 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.

[0195] 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.

[0196] 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.

[0197] 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.

[0198] Figure 2 This is a three-dimensional exploded structural diagram of a vehicle 1000 (excluding chassis 100) according to one or more embodiments.

[0199] 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.

[0200] 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.

[0201] 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 A three-dimensional structural schematic diagram of a 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.

[0202] The first aspect of this application provides a vehicle 1000, such as... Figures 3 to 5 As 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 forms 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 to the upper beam 4, and the second connector 22 is used to connect to the sill beam 5. The first connector 21 is inserted into the reinforcing column 1, and / or the second connector 22 is inserted into the reinforcing column 1.

[0203] 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 strength 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 is beneficial to improving 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.

[0204] Furthermore, when using the reinforcing column 1, the connection method between the joint and the reinforcing column 1 using a general connection method (such as lap joint and bolt connection) is insufficient to connect to multiple surfaces of the reinforcing column 1. Therefore, the embodiments of this application adopt a plug-in connection method, that is, the first joint 21 is plugged into the reinforcing column 1, and / or the second joint 22 is plugged into the reinforcing column 1. Firstly, this allows the first joint 21 and / or the second joint 22 to connect to the outer peripheral surface and end face of the reinforcing column 1, thereby improving the connection strength. Secondly, the first joint 21 and / or the second joint 22 can limit the reinforcing column 1 in the extension direction, thereby improving the compressive strength of the reinforcing column 1 in the extension direction. Thirdly, the plug-in connection method makes the connection operation convenient.

[0205] Further, the frame beam body 30 forms a groove 32, which can play a role in strengthening the structural strength and also serve as an energy absorption area to effectively absorb and disperse impact energy, and can provide installation space for the reinforcing pillar 1. Therefore, the embodiment of the application improves the structural strength and rigidity of the side of the vehicle, reduces the intrusion of the side of the vehicle into the passenger compartment during lateral collision, and improves the lateral impact resistance of the vehicle 1000. Further, the structural strength of the side of the vehicle is high, and the deformation degree of the upward and downward pressure can also be reduced. In addition, the reinforcing pillar 1 is provided, the inner plate is omitted, the number of parts is reduced, and the processing and assembly process is simplified.

[0206] In some embodiments of the application, at least part of the reinforcing pillar 1 is connected to the groove wall of the groove 32. This helps to improve the structural strength and rigidity of the vehicle.

[0207] Exemplarily, the groove wall of the groove 32 is bonded to the reinforcing pillar 1. For example, the reinforcing pillar 1 can be fixed by structural adhesive bonding. Moreover, the bonding operation is convenient.

[0208] In some embodiments of the application, as shown in Figure 3 and Figure 5 , the first joint 21 and the second joint 22 are respectively inserted into the two ends of the reinforcing pillar 1 along the extension direction of the reinforcing pillar 1.

[0209] Through the insertion connection mode, the connection strength of the first joint 21 and the second joint 22 with the reinforcing pillar 1 is improved, thereby further improving the structural strength of the side of the vehicle and further improving the impact resistance of the vehicle 1000.

[0210] In some embodiments of the application, as shown in Figure 5 and Figure 6 , the first joint 21 is provided with a first insertion slot 212, and the end of the reinforcing pillar 1 close to the upper side beam 4 is inserted into the first insertion slot 212.

[0211] By providing the first insertion slot 212 in the first joint 21, the insertion fit of the first joint 21 and the end of the reinforcing pillar 1 close to the upper side beam 4 is achieved, and the insertion part of the reinforcing pillar 1 will cooperate with the circumferential slot side wall and the slot bottom wall of the first insertion slot 212, thereby improving the contact area of the first joint 21 with the reinforcing pillar 1, and further improving the connection strength between them, achieving more reliable connection. In addition, along the extension direction of the reinforcing pillar 1, the first joint 21 is located at one end of the reinforcing pillar 1, thereby improving the compression strength of the reinforcing pillar 1 in its extension direction, so that the reinforcing pillar 1 is not easy to be damaged by the upward pressure or the downward impact, which is beneficial to improve the reliability of the vehicle, thereby improving the structural strength and rigidity of the vehicle and improving the anti-impact ability of the vehicle.

[0212] In some embodiments of the present application, as shown in Figure 6 , Figure 10 and Figure 11 , the slot wall of the first plug-in slot 212 is provided with at least one first connecting hole 2123 penetrating to the outer circumferential surface of the first connector 21, and the outer circumferential surface of the reinforcing column 1 is provided with at least one second connecting hole 111, the first connecting hole 2123 and the second connecting hole 111 are fixedly connected through a first fastener 213, and the first fastener 213 includes a bolt.

[0213] It can be understood that the number of the first connecting hole 2123 and the second connecting hole 111 is not limited in the embodiments of the present application, and can be set according to the performance requirements of the vehicle.

[0214] In this way, the reinforcing column 1 and the first plug-in slot 212 are further connected through the first fastener 213 on the basis of plugging, further improving the connection strength of the reinforcing column 1 and the first connector 21, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle 1000.

[0215] In some embodiments of the present application, as shown in Figure 8 , Figure 10 and Figure 11 , the slot wall of the first plug-in slot 212 includes a first slot bottom wall 2121 and a first slot side wall 2122 surrounding the first slot bottom wall 2121, an end of the first slot side wall 2122 away from the first slot bottom wall 2121 forms a first slot opening, the first slot opening and the first slot bottom wall 2121 are oppositely arranged along the extension direction of the reinforcing column 1, the first slot side wall 2122 of the first plug-in slot 212 is provided with at least one first connecting hole 2123 penetrating to the outer circumferential surface of the first connector 21, the outer circumferential surface of the reinforcing column 1 is provided with at least one second connecting hole 111, the first connecting hole 2123 and the second connecting hole 111 are fixedly connected through a first fastener 213, and the first fastener 213 includes a bolt.

[0216] Exemplarily, the cross section of the first plug-in slot 212 is quadrilateral, that is, the first plug-in slot 212 is provided with four first slot side walls 2122, each of the four first slot side walls 2122 is provided with a first connecting hole 2123, and correspondingly, the reinforcing column 1 is provided with a second connecting hole 111 corresponding to each first connecting hole 2123, and all are connected through the first fastener 213.

[0217] In some embodiments of the present application, as shown in Figure 13 , the first connector 21 includes a first body structure 214 and at least one first reinforcing rib 215 arranged on one side of the first body structure 214 facing the frame beam body 30.

[0218] It can be understood that the number of the first reinforcing rib 215 is not limited in the embodiments of the present application, and can be set according to the performance requirements of the vehicle.

[0219] Thus, by providing the first reinforcing rib 215, the structural strength of the first joint 21 is improved, the connection strength between the reinforcing pillar 1 and the upper side beam 4 is improved, and thus the structural strength of the side of the vehicle is improved, and the crashworthiness of the vehicle 1000 is improved.

[0220] In some embodiments of the present application, as shown in Figure 13 and Figure 14 At least a portion of the plurality of first reinforcing ribs 215 has the same extension direction as the extension direction of the reinforcing pillar 1.

[0221] The provision of the first reinforcing rib 215 having the same extension direction as the extension direction of the reinforcing pillar 1 improves the tensile strength and the compressive strength of the first joint 21 in the extension direction of the reinforcing pillar 1, improves the structural strength of the side of the vehicle, and improves the crashworthiness of the vehicle 1000.

[0222] In some embodiments of the present application, as shown in Figure 13 and Figure 14 At least a portion of the plurality of first reinforcing ribs 215 has the same extension direction as the extension direction of the upper side beam 4.

[0223] The provision of the first reinforcing rib 215 having the same extension direction as the extension direction of the upper side beam 4 improves the tensile strength and the compressive strength of the first joint 21 in the extension direction of the upper side beam 4, and thus improves the structural strength of the side of the vehicle, and improves the crashworthiness of the vehicle 1000.

[0224] In some embodiments of the present application, as shown in Figure 13 and Figure 14 At least a portion of the plurality of first reinforcing ribs 215 is arranged to cross each other, and / or at least a portion of the plurality of first reinforcing ribs 215 is arranged in a ring shape with the head connected to the tail.

[0225] It can be understood that the ring shape can be a triangle, a quadrilateral, a pentagon, a hexagon, etc., and the plurality of first reinforcing ribs 215 can form a plurality of rings, and the shapes of the plurality of rings can be the same or different.

[0226] The first reinforcing rib 215 is thus connected, the structural strength of the first reinforcing rib 215 is improved, and thus the structural strength of the first joint 21 is improved, the connection strength between the reinforcing pillar 1 and the upper side beam 4 is improved, and thus the structural strength of the side of the vehicle is improved, and the crashworthiness of the vehicle 1000 is improved.

[0227] In some embodiments of the present application, as shown in Figure 7 and Figure 12As shown, the first body structure 214 includes a first main body part 2141 and a first flap 2142 connected to the first main body part 2141, one end of the first main body part 2141 away from the first flap 2142 is connected to the reinforcing pillar 1, the first main body part 2141 has a first mounting surface 2143, 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 side beam 4.

[0228] Exemplarily, the first mounting surface 2143 and the surface of the upper side beam 4 are connected by fasteners and / or adhesives; the second mounting surface 2144 and the surface of the upper side beam 4 are connected by fasteners and / or adhesives, the fasteners include bolts.

[0229] In this way, the two surfaces of the first joint 21 are respectively connected to the two surfaces of the upper side beam 4, the connection strength of the first joint 21 and the upper side beam 4 is improved, the connection strength of the reinforcing pillar 1 and the upper side beam 4 is improved, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle 1000.

[0230] In some embodiments of the present application, as shown in Figure 10 and Figure 11 As shown, one side of the first section 321 of the frame beam body 30 facing the inner side a of the vehicle body frame 200 is covered with an interior trim panel 9.

[0231] In some embodiments of the present application, as shown in Figure 13 The first main body part 2141 is provided with at least one first reinforcing rib 215 extending in the same direction as the reinforcing pillar 1, and the first flap 2142 is provided with at least one first reinforcing rib 215 extending in the same direction as the upper side beam 4.

[0232] In this way, the compression strength and tensile strength of the first joint 21 in the extension direction of the reinforcing pillar 1 and the extension direction of the upper side beam 4 are improved, the structural strength of the first joint 21 is improved, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle 1000.

[0233] In some embodiments of the present application, the first body structure 214 and the first reinforcing rib 215 are formed as an integral aluminum casting.

[0234] Exemplarily, the material of the first joint 21 can be but is not limited to AlSi10MgMn.

[0235] The first joint 21 is integrally formed and has high structural strength, and the first joint 21 is made of cast aluminum, which is beneficial to improve the structural strength and is light in weight, thereby facilitating the lightweight of the vehicle 1000.

[0236] In some embodiments of the present application, the thickness of the first reinforcing rib 215 is 2mm-3mm.

[0237] Exemplarily, the thickness of the first reinforcing rib 215 can be, but is not limited to, 2 mm, 2.1 mm, 2.2 mm, 2.3 mm, 2.4 mm, 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, 3 mm, etc.

[0238] By limiting the thickness of the first reinforcing rib 215 to the range of 2 mm to 3 mm, the structural strength of the first joint 21 is improved, the strength requirement of the vehicle is met, and the first reinforcing rib 215 does not occupy too much space due to being too thick, which is beneficial to the miniaturization of the vehicle 1000.

[0239] In some embodiments of the present application, the end of the reinforcing column 1 close to the end of the upper side beam 4 abuts against the first joint 21.

[0240] By abutting the end of the reinforcing column 1 against the first joint 21, the upward bearing capacity of the reinforcing column 1 to the first joint 21 is improved, and the anti-pressing performance of the top of the vehicle is improved.

[0241] In some embodiments of the present application, as shown in Figure 6 and Figure 8 The slot wall of the first plug-in slot 212 includes a first slot bottom wall 2121 and a first slot side wall 2122 surrounding the first slot bottom wall 2121, and an end of the first slot side wall 2122 away from the first slot bottom wall 2121 forms a first slot opening, the first slot opening and the first slot bottom wall 2121 are oppositely arranged along the extension direction of the reinforcing column 1, the first slot bottom wall 2121 is provided with at least one second reinforcing rib 211a, and the end of the reinforcing column 1 close to the upper side beam 4 abuts against the second reinforcing rib 211a.

[0242] By providing the second reinforcing rib 211a, the compressive strength of the first joint 21 to the end of the reinforcing column 1 is improved, so that when the vehicle is subjected to upward pressing and the pressure is transmitted to the first joint 21, the first joint 21 is not easily damaged due to the interaction force between the first joint 21 and the end of the reinforcing column 1 because of the provision of the second reinforcing rib 211a, and therefore, the performance of the vehicle 1000 resisting upward and downward pressing is also improved, thereby further improving the anti-impact performance of the vehicle 1000. In addition, the first slot side wall 2122 surrounds the first slot bottom wall 2121, and the end of the reinforcing column 1 abuts against the second reinforcing rib 211a provided on the first slot bottom wall 2121, and therefore, the first slot side wall 2122 surrounds the outer periphery of the part of the reinforcing column 1 inserted into the first plug-in slot 212, thereby improving the connection strength of the reinforcing column 1 and the first joint 21.

[0243] It can be understood that the number of the second reinforcing rib 211a in the embodiments of the present application is not limited, and can be set according to the performance requirements of the vehicle.

[0244] In the embodiments of the present application, the plurality refers to more than two.

[0245] In some embodiments of the present application, as shown in Figure 9 At least part of the plurality of second reinforcing ribs 211a is arranged in cross with each other, and / or at least part of the plurality of second reinforcing ribs 211a is connected in a ring shape.

[0246] It can be understood that the ring shape can be a triangle, a quadrilateral, a pentagon, a hexagon, etc., and the plurality of second reinforcing ribs 211a can form several rings, and the shapes of the several rings can be the same or different.

[0247] The second reinforcing rib 211a is thus connected, improving the reinforcing effect of the second reinforcing rib 211a on the strength and rigidity, thereby further improving the anti-impact performance of the vehicle 1000.

[0248] In some embodiments of the present application, as shown in Figure 9 The wall thickness L2 of the first slot side wall 2122 is 2mm-3.5mm; and / or, as shown in Figure 8 The thickness L1 of the second reinforcing rib 211a is 2mm-3mm.

[0249] Exemplarily, as shown in Figure 9 The wall thickness L2 of the first slot side wall 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, 3.5mm. As shown in Figure 8 The thickness L1 of the second reinforcing rib 211a 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, 3mm.

[0250] In this way, by limiting the wall thickness range of the first slot side wall 2122, the structural strength of the first joint 21 is improved, and too much space will not be occupied due to the too large wall thickness of the first slot side wall 2122. By limiting the thickness range of the second reinforcing rib 211a, the compressive strength of the second reinforcing rib 211a to the reinforcing column 1 is improved, and too much space will not be occupied due to the too large wall thickness of the second reinforcing rib 211a.

[0251] In some embodiments of the present application, as shown in Figure 9 The opposite ends of the second reinforcing rib 211a provided on the first slot bottom wall 2121 are respectively connected with the first slot side wall 2122.

[0252] By connecting both ends of the second reinforcing rib 211a with the first slot sidewall 2122, the structural strength of the second reinforcing rib 211a is improved, thereby further improving the compression strength of the first joint 21 on the end of the reinforcing column 1, and thus the performance of the vehicle 1000 against upward and downward pressure is improved, thereby further improving the anti-impact performance of the vehicle 1000.

[0253] In some embodiments of the present application, as shown in Figure 15 The second joint 22 is provided with a second insertion slot 221, and one end of the reinforcing column 1 close to the rocker beam 5 is inserted into the second insertion slot 221.

[0254] By providing the second joint 22 with the second insertion slot 221, the insertion fit of the second joint 22 and the one end of the reinforcing column 1 close to the rocker beam 5 is achieved, and the inserted part of the reinforcing column 1 will cooperate with the circumferential slot sidewall and the slot bottom wall of the second insertion slot 221, thereby improving the contact area between the second joint 22 and the reinforcing column 1, and further improving the connection strength therebetween, achieving more reliable connection. In addition, along the extension direction of the reinforcing column 1, the second joint 22 is located at one end of the reinforcing column 1, thereby being able to improve the compression strength of the reinforcing column 1 in its extension direction, so that the reinforcing column 1 is not easily damaged by upward pressure or downward impact, which is beneficial to improve the reliability of the vehicle, thereby improving the structural strength and stiffness of the vehicle 1000 and improving the anti-impact performance of the vehicle 1000.

[0255] In some embodiments of the present application, as shown in Figure 15 The slot wall of the second insertion slot 221 is provided with at least one third connecting hole 2213 penetrating to the outer circumferential surface of the second joint 22, and the outer circumferential surface of the reinforcing column 1 is provided with at least one fourth connecting hole, the third connecting hole 2213 and the fourth connecting hole are fixedly connected through a second fastener, and the second fastener includes a bolt.

[0256] It can be understood that the number of the third connecting hole 2213 and the fourth connecting hole is not limited in the embodiments of the present application, and can be set according to the performance requirements of the vehicle.

[0257] In this way, the reinforcing column 1 and the second insertion slot 221 are connected through the second fastener on the basis of insertion, further improving the connection strength of the reinforcing column 1 and the second joint 22, thereby improving the structural strength of the side of the vehicle and improving the anti-impact performance of the vehicle 1000.

[0258] In some embodiments of the present application, as shown in Figure 15As shown, the second connector 22 is formed with a second plug-in slot 221, a slot wall of the second plug-in slot 221 including a second slot bottom wall 2211 and a second slot side wall 2212 surrounding the second slot bottom wall 2211, an end of the second slot side wall 2212 away from the second slot bottom wall 2211 surrounding a second slot opening, the second slot side wall 2212 of the second plug-in slot 221 being provided with at least one third connecting hole 2213 penetrating to an outer peripheral surface of the second connector 22, the outer peripheral surface of the reinforcing column 1 being provided with at least one fourth connecting hole, the third connecting hole 2213 and the fourth connecting hole being fixedly connected through a second fastener, the second fastener including a bolt.

[0259] Exemplarily, a cross section of the second plug-in slot 221 is quadrilateral, that is, the second plug-in slot 221 has four second slot side walls 2212, each of the four second slot side walls 2212 being provided with the third connecting hole 2213, and correspondingly, the reinforcing column 1 is provided with the fourth connecting hole corresponding to the third connecting hole 2213, and is connected through the second fastener. Exemplarily, the second slot side wall 2212 is provided with not less than five third connecting holes 2213, the reinforcing column 1 is provided with not less than five fourth connecting holes, and the second slot side wall 2212 and the reinforcing column 1 are connected through not less than five M8 bolts.

[0260] In some embodiments of the present application, as shown in Figure 16 The second connector 22 includes a second body structure 223 and at least one third reinforcing rib 224 provided on a side of the second body structure 223 facing the frame beam body 30.

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

[0262] In this way, by providing the third reinforcing rib 224, the structural strength of the second connector 22 is improved, the connection strength of the reinforcing column 1 and the rocker beam 5 is improved, the structural strength of the side of the vehicle is improved, and the anti-impact performance of the vehicle 1000 is improved.

[0263] In some embodiments of the present application, as shown in Figure 14 and Figure 17 At least a part of the plurality of third reinforcing ribs 224 has the same extension direction as the extension direction of the reinforcing column 1.

[0264] The third reinforcing rib 224 having the same extension direction as the extension direction of the reinforcing column 1 improves the tensile strength and the compressive strength of the second connector 22 in the extension direction of the reinforcing column 1, improves the structural strength of the side of the vehicle, and improves the anti-impact performance of the vehicle 1000.

[0265] In some embodiments of the present application, as shown in Figure 14 and Figure 17As shown, at least part of the plurality of third reinforcing ribs 224 has the same extension direction as the extension direction of the rocker beam 5.

[0266] By arranging the third reinforcing ribs 224 having the same extension direction as the rocker beam 5, the tensile strength and the compressive strength of the second joint 22 in the extension direction of the rocker beam 5 are improved, thereby improving the structural strength of the side of the vehicle and the crashworthiness of the vehicle 1000.

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

[0268] It can be understood that the ring can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the plurality of third reinforcing ribs 224 can form several rings, and the shapes of the several rings can be the same or different.

[0269] The third reinforcing ribs 224 are thus connected, improving the structural strength of the third reinforcing ribs 224, thereby improving the structural strength of the second joint 22, improving the connection strength of the reinforcing pillar 1 and the rocker beam 5, thereby improving the structural strength of the side of the vehicle and the crashworthiness of the vehicle 1000.

[0270] In some embodiments of the present application, as shown in Figure 14 , Figure 17 and Figure 18 the second body structure 223 includes a second main body portion 2231 and a second flap 2232 connected to the second main body portion 2231, one end of the second main body portion 2231 away from the second flap 2232 is connected to the reinforcing pillar 1, the second main body portion 2231 has a third mounting surface 2233, 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 rocker beam 5.

[0271] Exemplarily, the third mounting surface 2233 is connected to one surface of the rocker beam 5 by bolts, and the fourth mounting surface 2234 is connected to the other surface of the rocker beam 5 by flow-drilling screws. Exemplarily, the third mounting surface 2233 is connected to one surface of the rocker beam 5 by not less than 8 M8 bolts, and the fourth mounting surface 2234 is connected to the other surface of the rocker beam 5 by not less than 7 flow-drilling screws.

[0272] In this way, the two surfaces of the second joint 22 are respectively connected to the two surfaces of the rocker beam 5, improving the connection strength of the second joint 22 and the rocker beam 5, thereby improving the connection strength of the reinforcing pillar 1 and the rocker beam 5, improving the structural strength of the side of the vehicle and the crashworthiness 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, the dimensions of the third mounting surface 2233 and the fourth mounting surface 2234 are both between 300mm and 450mm in the extension direction of the threshold beam 5.

[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 the present application, as shown in Figure 17 The thickness L5 of the third reinforcing rib 224 is 3mm-5mm.

[0279] Exemplarily, 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.

[0280] Generally, when the vehicle is hit from the side, the second joint 22 is closer to the impact point than the first joint 21, and the second joint 22 bears heavier weight above it, so the requirement for the structural strength of the second joint 22 is higher than that of the first joint 21, and therefore, the thickness of the third reinforcing rib 224 defined in the embodiments of the present application is greater than the thickness of the first reinforcing rib 215, to meet the strength requirement of the vehicle.

[0281] By limiting the thickness of the third reinforcing rib 224 to be 3mm-5mm, the structural strength of the second joint 22 is improved, meeting the strength requirement of the vehicle, and the third reinforcing rib 224 does not occupy too much space because it is too thick, which is beneficial to the miniaturization of the vehicle 1000.

[0282] In some embodiments of the present application, as shown in Figure 16 and Figure 17 The second body structure 223 and the third reinforcing rib 224 are formed as an integral aluminum casting.

[0283] Exemplarily, the material of the second joint 22 can be, but is not limited to, AlSi10MgMn.

[0284] The second joint 22 is integrally formed and has high structural strength, and the second joint 22 is made of cast aluminum, which is beneficial to improving the structural strength and lightening the weight, which is beneficial to the lightweight of the vehicle 1000.

[0285] In some embodiments of the present application, the end of the reinforcing column 1 close to the rocker beam 5 abuts against the second joint 22.

[0286] By abutting the end of the reinforcing column 1 against the second joint 22, the upward bearing capacity of the second joint 22 to the reinforcing column 1 is improved, and the resistance to pressure performance of the vehicle is improved.

[0287] In some embodiments of the present application, as shown in Figure 15As shown, the slot wall of the second insertion slot 221 comprises a second slot bottom wall 2211 and a second slot side wall 2212 surrounding the second slot bottom wall 2211, the end of the second slot side wall 2212 away from the second slot bottom wall 2211 forms a second slot opening, the second slot opening is arranged opposite to the second slot bottom wall 2211 along the extension direction of the reinforcing column 1, and the second slot bottom wall 2211 is provided with at least one fourth reinforcing rib 211b, and the end of the reinforcing column 1 close to the rocker beam 5 abuts against the fourth reinforcing rib 211b.

[0288] In this way, the insertion of the second joint 22 and the reinforcing column 1 is realized, and the end of the reinforcing column 1 abuts against the fourth reinforcing rib 211b in the second insertion slot 221, thereby improving the structural strength of the side of the vehicle and the anti-impact performance of the vehicle 1000. In addition, the second slot side wall 2212 surrounds the second slot bottom wall 2211, and the end of the reinforcing column 1 abuts against the fourth reinforcing rib 211b arranged on the second slot bottom wall 2211, therefore, the second slot side wall 2212 surrounds the outer periphery of the part of the reinforcing column 1 inserted into the second insertion slot 221, thereby improving the connection strength of the reinforcing column 1 and the second joint 22.

[0289] In some embodiments of the present application, as shown in Figure 15 At least a part of the plurality of fourth reinforcing ribs 211b is arranged in cross with each other, and / or at least a part of the plurality of fourth reinforcing ribs 211b is connected in a ring shape.

[0290] It can be understood that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the plurality of fourth reinforcing ribs 211b can form a plurality of rings, and the shapes of the plurality of rings can be the same or different.

[0291] The fourth reinforcing rib 211b is thus connected, thereby improving the strengthening effect of the fourth reinforcing rib 211b on strength and rigidity, and further improving the anti-impact performance of the vehicle 1000.

[0292] In some embodiments of the present application, as shown in Figure 15 The wall thickness of the second slot side wall 2212 is 3mm-5mm, and / or the thickness of the fourth reinforcing rib 211b is 3mm-4mm.

[0293] Exemplarily, the wall thickness of the second slot side wall 2212 can be, but is not limited to, 3 mm, 3.1 mm, 3.2 mm, 3.3 mm, 3.4 mm, 3.5 mm, 3.6 mm, 3.7 mm, 3.8 mm, 3.9 mm, 4 mm, 4.1 mm, 4.2 mm, 4.3 mm, 4.4 mm, 4.5 mm, 4.6 mm, 4.7 mm, 4.8 mm, 4.9 mm, 5 mm. The thickness of the fourth reinforcing rib 211b arranged in the second joint 22 can be, but is not limited to, 3 mm, 3.1 mm, 3.2 mm, 3.3 mm, 3.4 mm, 3.5 mm, 3.6 mm, 3.7 mm, 3.8 mm, 3.9 mm, 4 mm.

[0294] Generally, when the vehicle is laterally impacted, the second joint 22 is closer to the impact point than the first joint 21, and the weight carried above the second joint 22 is heavier, so the requirement for the structural strength of the second joint 22 is higher than that of the first joint 21. Therefore, in the embodiments of the present application, the wall thickness of the second slot side wall 2212 is greater than the wall thickness of the first slot side wall 2122, and the thickness of the fourth reinforcing rib 211b arranged in the second joint 22 is greater than the thickness of the second reinforcing rib 211a arranged in the first joint 21, so as to meet the requirement for the structural strength of the vehicle.

[0295] In this way, by limiting the wall thickness range of the second slot side wall 2212, the structural strength of the second joint 22 is improved, and too much space is not occupied due to the too large wall thickness of the second slot side wall 2212. By limiting the thickness range of the fourth reinforcing rib 211b arranged in the second joint 22, the compression strength of the fourth reinforcing rib 211b to the reinforcing column 1 is improved, and too much space is not occupied due to the too large wall thickness of the fourth reinforcing rib 211b, which is beneficial to controlling the volume of the second joint 22.

[0296] In some embodiments of the present application, as shown in Figure 15 The opposite two ends of the fourth reinforcing rib 211b arranged on the second slot bottom wall 2211 are respectively connected with the second slot bottom wall 2211.

[0297] By connecting the two ends of the fourth reinforcing rib 211b arranged on the second slot bottom wall 2211 with the second slot side wall 2212, the structural strength of the fourth reinforcing rib 211b is improved, so as to further improve the compression strength of the second joint 22 to the end of the reinforcing column 1, and thus the performance of the vehicle 1000 resisting upward and downward pressure is also improved, so as to further improve the anti-impact performance of the vehicle 1000.

[0298] In some embodiments of the present application, as shown in Figure 10 The reinforcing column 1 comprises a pipe body 11 and at least one first rib 12 filled in the pipe body 11.

[0299] It can be understood that the number of the first rib 12 is not limited in the embodiments of the present application, and can be set according to the performance requirements of the vehicle.

[0300] By arranging the first rib 12 in the pipe 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 improving the anti-impact performance of the vehicle 1000.

[0301] In some embodiments of the present application, as shown in Figure 10 The cross-sectional shape of the pipe body 11 is a polygon, and the cross section is perpendicular to the extension direction of the pipe body 11.

[0302] It can be understood that the polygon of the cross section of the pipe body 11 can be a triangle, a quadrilateral, a pentagon, a hexagon, etc.

[0303] In this way, the connection stability of the shell wall of the pipe body 11 and the frame beam body 30, the first joint 21 and the second joint 22 is improved, thereby helping to improve the structural strength and rigidity of the vehicle.

[0304] In some embodiments of the present application, the fiber direction elastic modulus of the pipe body 11 is greater than or equal to 40 GPa, the tensile strength is greater than or equal to 1.28 GPa, and the elongation at break is greater than or equal to 3%; or the material of the pipe body 11 is the same as that of the frame beam body 30. In this way, by controlling the elastic modulus, the tensile strength and the elongation at break of the pipe body 11 within a reasonable range, the frame beam body 30 provided by the embodiments of the present application meets the crash performance requirements.

[0305] In some embodiments of the present application, the elastic modulus of the pipe 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 pipe body 11 in the extension direction≤100 GPa, 1.28 GPa≤tensile strength of the pipe body 11 in the extension direction≤2.0 GPa, and 3%≤elongation at break of the pipe body 11 in the extension direction≤6%. In this way, the range of the elastic modulus, the tensile strength and the elongation at break of the pipe body 11 in the extension direction is further limited.

[0306] It should be noted that the material of the pipe body 11 is the same as that of the frame beam body 30, which means that the pipe body 11 is also a continuous fiber composite material, and the performance of the pipe body 11 is the same as that of the frame beam body 30.

[0307] In some embodiments of the present application, as shown in Figure 10 In the cross section perpendicular to the extension direction of the pipe body 11, the opposite ends of the first rib 12 are connected with the inner wall of the pipe body 11, respectively.

[0308] The opposite ends of the first rib 12 are connected to the inner wall of the pipe body 11, which improves the connection strength of the first rib 12 and the pipe body 11, and further improves the structural strength and rigidity of the pipe body 11.

[0309] In some embodiments of the present application, as shown in Figure 10 At least part of the plurality of first ribs 12 is arranged in a cross manner.

[0310] That is, the extension directions of at least two of the plurality of first ribs 12 intersect, that is, the two intersecting first ribs 12 strengthen the pipe body 11 from two directions, which helps to improve the structural strength and rigidity of the pipe body 11.

[0311] It can be understood that the number of first ribs 12 is at least two. For example, in some embodiments, as shown in Figure 10 The pipe body 11 is provided with three first ribs 12, one of which extends along the front-rear direction c-d of the vehicle body frame 200, and the other two extend along the inner-outer direction a-b of the vehicle body frame 200.

[0312] In some embodiments of the present application, as shown in Figure 10 The thickness of the first rib 12 is 3mm-6.5mm.

[0313] Exemplarily, 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.

[0314] By limiting the thickness of the first rib 12 to the range of 3mm-6.5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, and the weight is not too heavy and the space is not too occupied, which is beneficial to the lightweight and miniaturization of the vehicle.

[0315] In some embodiments of the present application, as shown in Figure 10 The thickness of the pipe wall of the pipe body 11 provided with the first rib 12 is 3mm-5mm.

[0316] Exemplarily, 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.

[0317] By limiting the wall thickness of the pipe body 11 to the range of 3mm-5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, and the thickness is not too thick to occupy too much space, which is beneficial to the lightweight and miniaturization of the vehicle.

[0318] In some embodiments of the present application, the tube body 11 and the at least one first rib 12 are an integral aluminum pultruded tube structure.

[0319] The aluminum pultruded tube structure is an aluminum tube produced by a pultrusion process, has high strength, can withstand large mechanical loads, and has high rigidity, which can reduce deformation when under stress. Moreover, aluminum has a low density, which helps to reduce the weight of the vehicle compared to traditional steel vehicles. The tube body 11 and the first rib 12 are an integral structure, which on the one hand helps to improve the overall structural strength and rigidity of the reinforcement column 1, and on the other hand eliminates the need for assembly of the tube body 11 and the first rib 12 by other components, which helps to reduce manufacturing costs.

[0320] Exemplarily, the cross section of the aluminum pultruded tube at any position along its extension direction is the same, and the cross section of the aluminum pultruded tube is a quadrilateral, wherein the maximum interval of two opposite edges of the quadrilateral along the inside-outside direction a-b of the vehicle body frame 200 is 60 mm, and the maximum interval of two opposite edges along the front-rear direction c-d is 90 mm. The vehicle body frame 200 designed in this way can at least meet the structural strength and rigidity requirements of the B pillar 202.

[0321] In some embodiments of the present application, the reinforcement column 1 includes a tube body 11 and a resin filling structure filled in the tube body 11.

[0322] The resin filling 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 reinforcement column 1 to meet the strength and rigidity requirements of the vehicle.

[0323] In some embodiments of the present application, the tube body 11 is a thermoplastic pultruded composite tube.

[0324] The thermoplastic pultruded composite tube is a composite tube produced by a pultrusion process, and has the characteristics of high strength and high rigidity, which helps to enhance the structural strength and rigidity of the reinforcement column 1, and the composite material helps to improve the lightweight of the vehicle.

[0325] For example, the composite material of the composite pultruded tube can be a composite material formed by combining a thermoplastic resin with continuous glass fibers, a composite material formed by combining a thermoplastic resin with continuous boron fibers, a composite material formed by combining a thermoplastic resin with ultra-high molecular weight polyethylene fibers, or other types of composite materials.

[0326] In this embodiment, the cross section of the composite pultrusion tube at any position along the extension direction thereof is the same, and the cross section of the composite pultrusion tube is quadrilateral, wherein the maximum interval of two opposite edges of the quadrilateral along the inner-outer direction a-b of the vehicle body frame 200 is 60 mm, and the maximum interval of two opposite edges along the front-rear direction c-d is 90 mm. The vehicle designed in this way can at least meet the structural strength and rigidity requirements of the B pillar 202.

[0327] In some embodiments of the present application, the thickness of the tube body 11 filled with the resin filling structure is 6-10 mm.

[0328] Exemplarily, in the embodiment in which the tube body 11 is a thermoplastic pultrusion composite tube, the thickness of the tube wall of the tube body 11 is 6-10 mm. For example, the thickness of the tube wall of the tube body 11 can be 6 mm, 6.5 mm, 7 mm, 7.5 mm, 8 mm, 8.5 mm, 9 mm, 9.5 mm, 10 mm, etc. By controlling the thickness of the tube wall of the thermoplastic pultrusion composite tube within this range, the reinforcing column 1 has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, and does not occupy too much space due to being too thick, thereby facilitating the miniaturization and light weight of the vehicle.

[0329] In some embodiments of the present application, the resin filling structure comprises polyurea and / or polyurethane.

[0330] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforcing column 1.

[0331] In some embodiments, the elastic modulus of the resin filling structure is ≥700 MPa, the strength corresponding to a tensile strain of 80% is ≥60 MPa, and the elongation at break is ≥80%. By controlling the elastic modulus, tensile strength and elongation at break of the resin filling structure within a reasonable range, the frame beam body 30 provided in the embodiments of the present application is suitable for positions with higher crash performance requirements, such as at least meeting the requirements of the A pillar 201, the B pillar 202, the C pillar 203, the upper rocker 4 and the rocker 5.

[0332] In some embodiments, the elastic modulus of the resin filling structure is 700-1500 MPa, the strength corresponding to a tensile strain of 80% is 60-150 MPa, and the elongation at break is 80-200%. That is, 700 MPa≤elastic modulus of the resin filling structure≤1500 MPa, 60 MPa≤strength of the resin filling structure corresponding to a tensile strain of 80%≤150 MPa, and 80%≤elongation at break of the resin filling structure≤200%. In this way, the range of the elastic modulus, the strength corresponding to a tensile strain of 80% and the elongation at break of the resin filling structure is further limited.

[0333] In some embodiments of the present application, as shown in Figure 19 The reinforcing fin assembly 31 is arranged in the groove 32 of the frame beam body 30.

[0334] It should be noted that the reinforcing fin assembly 31 is arranged on the surface of the frame beam body 30 facing the inner side a of the vehicle body frame 200, and the frame beam body 30 does not include the reinforcing fin assembly 31.

[0335] By arranging the reinforcing fin 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, and the anti-collision performance of the vehicle 1000 is further improved.

[0336] In some embodiments of the present application, as shown in Figure 19 The reinforcing fin assembly 31 includes a plurality of connected second fins 31a; the plurality of second fins 31a are arranged in cross; or the plurality of second fins 31a are connected end to end in a ring shape.

[0337] It can be understood that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the plurality of second fins 31a can form several rings, and the shapes of the several rings can be the same or different.

[0338] The second fin 31a is thus connected, improving the structural strength of the second fin 31a, thereby improving the structural strength and rigidity of the frame beam body 30, thereby improving the structural strength of the side of the vehicle, and improving the anti-collision performance of the vehicle 1000.

[0339] In some embodiments of the present application, the second fin 31a is injection molded in the groove 32 of the frame beam body 30.

[0340] The injection molding process integrates the second fin 31a and the frame beam body 30 into one, reducing the assembly between the plurality of second fins 31a and the frame beam body 30, and the injection molding process allows the injection molding material of the second fin 31a to reach every corner of the frame beam body 30. Moreover, the injection molding process facilitates the processing of the second fin 31a into various shapes according to the collision stress condition of the vehicle, and the increase in thickness at some key stress positions, in other words, the extension direction, thickness, and position of each second fin 31a in the frame beam body 30 can be optimized according to the collision stress condition of the vehicle.

[0341] In some embodiments of the present application, as shown in Figure 21 The thickness L6 of the root of the second fin 31a is 80% to 120% of the thickness L7 of the frame beam body 30. That is, 0.8≤L6 / L7≤1.2.

[0342] The root of the second stiffener 31a is the position where it connects to the main body 30 of the frame beam.

[0343] 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.

[0344] In addition, in some embodiments, the frame beam body 30 is a fiber composite board, which 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 on the outer surface of the frame beam body 30 at the root of the vehicle.

[0345] 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.

[0346] In some embodiments of this application, such as Figure 21 As shown, the thickness L6 at 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.

[0347] 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.

[0348] 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.

[0349] It can be understood that the thickness of the root of the second rib 31a and the thickness of the frame beam body 30 can be set according to the actual situation of the vehicle. For example, the frame beam body 30 forms a B pillar 202, the thickness of the B pillar 202 is 3 mm, and the thickness of the root of the second rib 31a provided on the B pillar 202 is 3 mm. The thickness of the second rib 31a other than the root can be greater than the thickness of the root, or less than the thickness of the root.

[0350] In some embodiments of the present application, as shown in Figure 21 The reinforcing rib assembly 31 is connected with the groove bottom wall 324 and the groove side wall 325 of the groove 32, and the reinforcing rib assembly 31 is formed with a avoiding groove for mounting the reinforcing column 1.

[0351] The avoiding groove can provide mounting space for the reinforcing column 1, facilitate at least part of the pipe body 11 of the reinforcing column 1 to extend into the avoiding groove, and limit the pipe body 11 along the groove width direction of the groove 32, facilitating the installation of the pipe body 11. By connecting the pipe body 11 with the groove wall of the avoiding groove, the installation of the reinforcing column 1 is realized.

[0352] In some embodiments of the present application, as shown in Figure 21 The opening of the groove 32 towards the inside a of the vehicle body frame 200 is a slot, the groove wall of the groove 32 includes a groove bottom wall 324 farthest from the slot and opposite to the slot, groove side walls 325 on both sides of the groove bottom wall 324, and the two groove side walls 325 far from the groove bottom wall 324 side form a slot; a plurality of second ribs 31a are arranged in a cross shape 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 arranged on the surface of the groove bottom wall 324, the second part 312 and the third part 313 are located on the opposite sides of the first part 311 along the groove width direction of the groove 32, the size of the second part 312 and the third part 313 along the inside-outside direction a-b of the vehicle body frame 200 is greater than the size of the first part 311 along the inside-outside direction a-b of the vehicle body frame 200, the first part 311, the second part 312 and the third part 313 surround to form an avoiding groove, part of the reinforcing column 1 extends into the avoiding groove and is connected with at least one second rib 31a.

[0353] As shown in Figure 21As shown, the second portion 312 and the third portion 313 have a dimension along the inner-outer direction a-b of the vehicle body frame 200 that is greater than the dimension of the first portion 311 along the inner-outer direction a-b of the vehicle body frame 200, that is, along the inner-outer direction a-b of the vehicle body frame 200, the end of the second rib 31a of the second portion 312 and the third portion 313 is farther away from the groove bottom wall 324 of the groove 32, and the end of the second rib 31a of the first portion 311 is closer to the groove bottom wall 324 of the groove 32, thereby facilitating the first portion 311, the second portion 312, and the third portion 313 to form a recessed avoidance groove that is recessed toward the outside b of the vehicle body frame 200, the avoidance groove can provide installation space for the reinforcement column 1, a part of the pipe body 11 of the reinforcement column 1 can extend into the avoidance groove, the avoidance groove can also limit the pipe body 11 along the groove width direction of the groove 32, facilitating the installation of the pipe body 11. The pipe body 11 is connected with the groove wall of the avoidance groove, thereby achieving the installation of the reinforcement column 1.

[0354] In some embodiments of the present application, the second rib 31a is bonded with the pipe body 11 of the reinforcement column 1. Thus, the fixation of the reinforcement column 1 is achieved. Moreover, the bonding operation is convenient.

[0355] Exemplarily, the pipe body 11 is bonded to the second rib 31a by structural adhesive.

[0356] In some embodiments of the present application, as shown in Figure 2 and Figure 5 At least part of the frame beam body 30 constitutes the A-pillar 201, the B-pillar 202, and the C-pillar 203 of the vehicle 1000, the groove 32 of at least one of the A-pillar 201, the B-pillar 202, and the C-pillar 203 is provided with the reinforcement column 1 and the connecting assembly 2.

[0357] In this way, the reinforcement column 1 and the connecting assembly 2 can be applied to at least one of the A-pillar 201, the B-pillar 202, and the C-pillar 203 of the frame beam body 30, the structural strength and the rigidity of the reinforcement column 1 and the connecting assembly 2 are high, and the ability to resist bending and deformation is strong, therefore, the application of the reinforcement column 1 and the connecting assembly 2 to at least one of the A-pillar 201, the B-pillar 202, and the C-pillar 203 of the frame beam body 30 can improve the structural strength and the rigidity of the frame beam body 30, improve the bending resistance and the ability to resist deformation of the frame beam body 30, thereby improving the anti-impact performance of the vehicle 1000.

[0358] Exemplarily, the groove 32 of the A-pillar 201 is provided with the reinforcement column 1 and the connecting assembly 2, and the reinforcement column 1, the connecting assembly 2, and the frame beam body 30 constituting the A-pillar 201 jointly form at least part of an A-pillar assembly (also referred to as an A-pillar assembly).

[0359] 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).

[0360] 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).

[0361] 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.

[0362] In some embodiments of this application, such as Figure 19 As 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.

[0363] 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.

[0364] 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.

[0365] 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.

[0366] In some embodiments of this application, such as Figure 21As 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.

[0367] 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.

[0368] 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.

[0369] 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.

[0370] 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 cover at least the recess 32 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.

[0371] In some embodiments of this application, such as Figure 19 , Figure 22 and Figure 23As 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.

[0372] Both B-pillar 202 and C-pillar 203 require the installation of seat belt accessories 7. The reinforced pillar 1 provides a seat belt accessory mounting structure 62 for installing seat belt accessories 7, which helps to improve the safety performance of the vehicle driver and / or passenger.

[0373] 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 and 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 improving the personal safety of passengers.

[0374] 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.

[0375] 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.

[0376] 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.

[0377] For example, see Figure 23Since 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.

[0378] 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.

[0379] 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.

[0380] 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.

[0381] 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.

[0382] 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.

[0383] 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; 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.

[0384] 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 b 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 b of the A-pillar 201 and C-pillar 203 is covered with an outer trim panel to improve its aesthetics.

[0385] Furthermore, both the main frame beam 30 and the outer decorative panel are continuous fiber composite panels, which gives the main frame beam 30 and the outer decorative panel a certain structural strength and rigidity. Since the outer decorative panel mainly serves an aesthetic purpose and has lower requirements for structural strength, the fiber content of the outer decorative panel is less than that of the main frame beam 30, which can achieve an aesthetic effect and also help to control costs.

[0386] In some embodiments of this application, the frame beam body 30 comprises a continuous fiber composite material.

[0387] 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.

[0388] 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.

[0389] 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.

[0390] 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.

[0391] In the above technical solution, the multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using a molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing the mechanical properties and structural integrity of the main body.

[0392] In some embodiments of this application, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0393] 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.

[0394] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0395] 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.

[0396] 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.

[0397] 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.

[0398] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0399] 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.

[0400] 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.

[0401] 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.

[0402] 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.

[0403] 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.

[0404] 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.

[0405] 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.

[0406] 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.

[0407] Exemplarily, 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. In some embodiments, the antioxidant includes 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.

[0408] 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.

[0409] 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.

[0410] For example, the lubricant includes white oil.

[0411] 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.

[0412] 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.

[0413] In some embodiments of this application, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0414] 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.

[0415] 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.

[0416] 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:

[0417] 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.

[0418] 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.

[0419] 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.

[0420] 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.

[0421] 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.

[0422] 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.

[0423] 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.

[0424] 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%.

[0425] 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.

[0426] The components and experimental data of some embodiments are described below with reference to Table 1.

[0427] 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.

[0428]

[0429] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0430] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0431] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0432] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0433] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0434] Table 2 shows the components and experimental data for some comparative examples.

[0435]

[0436]

[0437] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0438] It should be noted that the comparative example refers to test data that does not meet the requirements of the embodiments of this application.

[0439] 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.

[0440] 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.

[0441] 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.

[0442] 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.

[0443] 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.

[0444] 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.

[0445] 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.

[0446] 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.

[0447] 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.

[0448] 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.

[0449] 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).

[0450] 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.

[0451] 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.

[0452] 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%.

[0453] 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.

[0454] 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.

[0455] 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.

[0456] 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.

[0457] 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°.

[0458] 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.

[0459] 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°.

[0460] 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°.

[0461] 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°.

[0462] 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.

[0463] 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.

[0464] 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.

[0465] 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.

[0466] 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.

[0467] 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 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 for vehicle miniaturization and lightweighting. 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 range of the thickness of the single-layer continuous fiber composite material layer, the structural strength and stiffness of the single-layer continuous fiber composite material layer meet the requirements, while reducing weight and space occupation, which helps to keep the frame beam body 30 within a suitable thickness range.

[0468] 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.

[0469] 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.

[0470] 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.

[0471] 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.

[0472] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0473] 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.

[0474] 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.

[0475] The components and experimental data of some embodiments are described below with reference to Table 3.

[0476] Table 3 lists the components and experimental data of some embodiments of this application.

[0477]

[0478]

[0479] The following section, in conjunction with Table 4, introduces the components and experimental data of some comparative examples.

[0480] Table 4 shows the components and experimental data for some comparative examples.

[0481] Comparative Example 1 Comparative Example 2 Comparative Example 3 Comparative Example 4 1st layer 0 0 0 0 2nd layer 90 90 90 90 3rd layer 0 45 0 0 4th layer 90 0 45 90 5th layer 0 90 90 45 6th layer 90 0 0 -45 7th layer 0 90 -45 0 8th layer 90 -45 90 90 9th layer 0 0 0 0 10th layer 90 90 90 90 0° tensile strength (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

[0482] 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°.

[0483] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0484] 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.

[0485] 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.

[0486] 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.

[0487] 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.

[0488] 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.

[0489] 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.

[0490] 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.

[0491] 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.

[0492] 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.

[0493] 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.

[0494] 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%.

[0495] 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.

[0496] 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.

[0497] In some embodiments, the reinforcing rib assembly 31 comprises 2 to 5 parts by weight of mineral powder.

[0498] 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.

[0499] 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.

[0500] 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.

[0501] 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:

[0502] 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.

[0503] 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%.

[0504] 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.

[0505] 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.

[0506] 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.

[0507] Table 5 Simulation test data for some embodiments of this application

[0508]

[0509] 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%.

[0510] 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.

[0511] 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%.

[0512] 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.

[0513] Table 6 Simulation test data for some embodiments of this application

[0514]

[0515] 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.

[0516] The following describes specific examples of some embodiments of this application with reference to the accompanying drawings.

[0517] 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 second reinforcing rib 211a. 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 second reinforcing rib 211a provided on the bottom wall 2121 of the first groove. The first connector 21 has a first 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 second reinforcing rib 211a. 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 second reinforcing rib 211a 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.

[0518] 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 in 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 for connecting with the upper side beam, and the second joint being used for connecting with the rocker beam; wherein the first joint is insertedly fitted with the reinforcing column, and / or the second joint is insertedly fitted with the reinforcing column.

2. The vehicle of claim 1, wherein The first joint is provided with a first insertion slot, and an end of the reinforcing column close to the upper side beam is inserted into the first insertion slot.

3. The vehicle of claim 2, wherein, A slot wall of the first insertion slot is provided with at least one first connecting hole penetrating to an outer peripheral surface of the first joint, and an 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 being fixedly connected by a first fastener, and the first fastener comprises a bolt.

4. The vehicle of any one of claims 2 or 3, characterized in that, The first joint comprises a first body structure and at least one first reinforcing rib provided on a side of the first body structure facing the frame beam body.

5. The vehicle of claim 4, wherein, At least a part of the plurality of first reinforcing ribs has the same extension direction as the reinforcing column.

6. The vehicle of claim 5, wherein At least a part of the plurality of first reinforcing ribs has the same extension direction as the upper side beam.

7. The vehicle according to claim 5 or 6, 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 arranged in a ring shape with the first end connected to the second end.

8. The vehicle according to claim 5 or 6, characterized by The first body structure comprises a first body part and a first flap connected to the first body part, an 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 to two adjacent surfaces of the upper side beam.

9. The vehicle of claim 8, wherein, The first body part is provided with at least one first reinforcing rib having the same extension direction as the reinforcing column, and the first flap is provided with at least one first reinforcing rib having the same extension direction as the upper side beam.

10. The vehicle of any one of claims 5, 6, and 9, characterized in that, The first body structure and the first reinforcing rib are formed as an integral aluminum casting.

11. The vehicle according to any one of claims 5, 6 and 9, wherein a thickness of the first reinforcing rib is 2mm-3mm.

12. The vehicle of any one of claims 2, 3, 5, 6, and 9, characterized by, An end of the reinforcing column close to the upper side beam abuts against the first joint.

13. The vehicle of claim 12, wherein, A 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, an end of the first slot side wall away from the first slot bottom wall surrounds a first slot opening, the first slot opening is arranged opposite to the first slot bottom wall along the extension direction of the reinforcing column, and the first slot bottom wall is provided with at least one second reinforcing rib, and the end of the reinforcing column close to the upper side beam abuts against the second reinforcing rib.

14. The vehicle of claim 13, wherein, At least part of the plurality of second reinforcing ribs is arranged to cross each other, and / or At least part of the plurality of second reinforcing ribs is arranged in a ring shape with the first end connected to the second end.

15. The vehicle of claim 13 or 14, characterized in that The wall thickness of the first slot side wall is 2mm-3.5mm; and / or The thickness of the second reinforcing rib is 2mm-3mm.

16. The vehicle of any one of claims 1, 2, 3, 5, 6, 9, 13, and 14, characterized in that, The second joint is provided with a second insertion slot, and one end of the reinforcing column close to the rocker beam is inserted into the second insertion slot.

17. The vehicle of claim 16, wherein, The slot 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, and 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.

18. The vehicle of any one of claims 1, 2, 3, 5, 6, 9, 13, 14, and 17, characterized by, The second joint includes a second body structure and at least one third reinforcing rib arranged on one side of the second body structure facing the frame beam body.

19. The vehicle of claim 18, wherein, At least part of the plurality of third reinforcing ribs has the same extension direction as the reinforcing column.

20. The vehicle of claim 18, wherein At least part of the plurality of third reinforcing ribs has the same extension direction as the rocker beam.

21. The vehicle of claim 19 or 20, characterized in that At least part of the plurality of third reinforcing ribs is arranged to cross each other, and / or At least part of the plurality of third reinforcing ribs is arranged in a ring shape with the first end connected to the second end.

22. The vehicle of claim 21, wherein, The second body structure includes a second main body part and a second flap connected to the second main body part, one end of the second main body part away from the second flap is connected to the reinforcing column, the second main 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 respectively connected to two adjacent surfaces of the rocker beam.

23. The vehicle of claim 22, wherein, The second main body part is provided with at least one third reinforcing rib having the same extension direction as the reinforcing column, and the second flap is provided with at least one third reinforcing rib having the same extension direction as the rocker beam.

24. The vehicle of claim 22 or 23, characterized in that, In the extension direction of the rocker beam, the size of the third mounting surface and the fourth mounting surface is 300mm-450mm.

25. The vehicle of any one of claims 19, 20, 22, and 23, wherein The thickness of the third reinforcing rib is 3mm-5mm.

26. The vehicle of any one of claims 19, 20, 22, and 23, characterized in that, The second body structure and the third reinforcing rib are formed as an integral aluminum casting.

27. The vehicle of claim 16, wherein, The end of the reinforcing column close to the rocker beam abuts against the second joint.

28. The vehicle of claim 27, wherein, The 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, one end of the second slot side wall away from the second slot bottom wall surrounds a second slot opening, the second slot opening and the second slot bottom wall are arranged opposite to each other along the extension direction of the reinforcing column, the second slot bottom wall is provided with at least one fourth reinforcing rib, and the end of the reinforcing column close to the rocker beam abuts against the fourth reinforcing rib.

29. The vehicle of claim 28, wherein At least part of the plurality of fourth reinforcing ribs is arranged to cross each other, and / or At least part of the plurality of fourth reinforcing ribs is arranged in a ring shape with the first end connected to the second end.

30. The vehicle of claim 28 or 29, characterized in that, The wall thickness of the second slot side wall is 3mm-5mm; and / or The thickness of the fourth reinforcing rib is 3mm-4mm.

31. The vehicle of any of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, further characterized by, The reinforcing column comprises a tube body and at least one first rib filled in the tube body.

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

33. The vehicle of claim 31, wherein, In the cross-section perpendicular to the extension direction of the tube body, the opposite ends of the first rib are respectively connected with the inner wall of the tube body.

34. The vehicle of claim 31, wherein, At least a part of the plurality of first ribs are arranged in cross.

35. The vehicle of claim 31, wherein, The thickness of the first rib is 3mm-6.5mm.

36. The vehicle of claim 31, wherein, The tube wall thickness of the tube body is 3mm-5mm.

37. The vehicle of claim 31, wherein, The tube body and the at least one first rib are an integrated aluminum pultrusion tube structure.

38. The vehicle of any one of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, 32-37, further characterized by, The reinforcing column comprises a tube body and a resin filling structure filled in the tube body.

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

40. The vehicle of claim 38, wherein, The tube wall thickness of the tube body is 6mm-10mm.

41. The vehicle of any one of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, 32-37, 39, and 40, characterized in that, The recess of the frame beam body is provided with a plurality of reinforcing rib assemblies, and the plurality of reinforcing rib assemblies are distributed along the extension direction of the recess.

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 or connected in a ring shape.

43. The vehicle of claim 42, wherein, The second rib is injection molded in the recess of the frame beam body.

44. The vehicle of claim 42, wherein, 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, wherein, 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 42, wherein, The reinforcing rib assembly is connected with the groove bottom wall and the groove side wall of the recess, and the reinforcing rib assembly is formed with a relief groove for mounting the reinforcing column.

47. The vehicle of any one of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, 32-37, 39, 40, 42-46, further comprising, The frame beam body comprises a continuous fiber composite material.

48. The vehicle of claim 47, characterized in that, 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 connected with 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, wherein, The water absorption rate of each layer of the continuous fiber composite material is not higher than 0.3%.

51. The vehicle of claim 48, wherein, 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.

52. The vehicle of claim 51, wherein, In the outermost two layers of continuous fiber composite material on any one side of the frame beam body in the thickness direction, at least one layer of continuous fiber has a laying angle of non-0° and non-90°.

53. The vehicle of claim 52, wherein, The laying angle of the continuous fibers of the continuous fiber composite material layer with the non-0° and non-90° is 25°-75°.

54. The vehicle of claim 52 or 53, characterized in that, The sum of the layers of the continuous fiber composite material layer with the non-0° and non-90° laying angle of the continuous fibers is 20%-40% of the total number of layers of the continuous fiber composite material.

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

56. The vehicle of any one of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, 32-37, 39, 40, 42-46, 48-53, wherein At least a portion of the frame beam body constitutes an A-pillar, a B-pillar, and a C-pillar of the vehicle, the recess of at least one of the A-pillar, the B-pillar, and the C-pillar is provided with the reinforcing pillar and the connecting assembly.

57. The vehicle of any one of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, 32-37, 39, 40, 42-46, 48-53, wherein The vehicle body frame further comprises an interior trim mounting structure for mounting an interior trim of the vehicle, the interior trim mounting structure being provided on the reinforcing pillar and / or the frame beam body.

58. The vehicle of claim 57, characterized in that, 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 inside of the vehicle body frame.

59. The vehicle of claim 57, wherein At least a portion of the frame beam body constitutes a B-pillar and / or a C-pillar of the vehicle, the interior trim mounting structure comprises at least one seat belt accessory mounting structure provided on the B-pillar and / or the C-pillar, or provided on the reinforcing pillar provided 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.

60. The vehicle of claim 57, wherein At least a portion of the frame beam body constitutes an A-pillar and / or a B-pillar of the vehicle, 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 provided between the frame beam body and the reinforcing pillar provided on the A-pillar and / or the B-pillar.

61. The vehicle of claim 56, wherein The recess of the A-pillar and the recess of the C-pillar are provided with the reinforcing pillar and the connecting assembly; The vehicle body frame further comprises an exterior trim panel covering a side of the frame beam body away from the reinforcing pillar; The frame beam body and the exterior trim panel are both continuous fiber composite panels, and the fiber content of the exterior trim panel is less than the fiber content of the frame beam body.

62. The vehicle of any one of claims 1-3, 5, 6, 9, 13, 14, 17, 19, 20, 22, 23, 27-29, 32-37, 39, 40, 42-46, 48-53, 58-61, further characterized by, The vehicle further comprises: A chassis, the vehicle body frame being located above the chassis and detachably connected to the chassis.

63. The vehicle of claim 62, wherein, The body frame and the chassis collectively enclose a passenger compartment of the vehicle, the vehicle including a battery, an outer shell of the battery forming a floor of the passenger compartment.

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