Vehicle

Abstract

The utility model discloses a vehicle. A vehicle includes a body frame including a frame beam body and a reinforcement structure. A groove is formed in the frame beam main body; the reinforcing structure is arranged in the groove and is connected with the frame beam main body; wherein the reinforcing structure comprises a first reinforcing tube and a second reinforcing tube which extend in the same direction, and the second reinforcing tube is embedded into the first reinforcing tube. According to the embodiment of the invention, the bending resistance of the vehicle body frame of the vehicle is improved, so that the strength and deformation resistance of the vehicle body frame are improved, and the impact resistance of the vehicle is improved.

Description

TECHNICAL FIELD

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

[0002] With the rapid development of the vehicle industry, vehicles have become one of the indispensable means of transportation for people to travel.

[0003] In the case of vehicle collision, the vehicle body frame has a certain buffering and protection effect, which can absorb and disperse the impact force and reduce the damage to the passengers and devices in the vehicle. The strength and deformation resistance of the vehicle body frame are related to the protection effect of the vehicle body frame. Therefore, how to improve the strength and deformation resistance of the vehicle body frame is one of the research topics in the industry. CONTENT OF THE INVENTION

[0004] To solve the above technical problems, the present application provides a vehicle with good bending resistance, high structural strength and good deformation resistance, and a manufacturing method of the vehicle.

[0005] The present application is achieved by the following technical solutions.

[0006] The first aspect of the present application provides a vehicle, which comprises a vehicle body frame, the vehicle body frame comprising a frame beam body and a reinforcing structure. The frame beam body is formed with a groove; the reinforcing structure is arranged in the groove and connected with the frame beam body; wherein the reinforcing structure comprises a first reinforcing pipe and a second reinforcing pipe with the same extension direction, and the second reinforcing pipe is embedded into the first reinforcing pipe.

[0007] On the one hand, the reinforcing structure comprises the first reinforcing pipe and the second reinforcing pipe, the arrangement of the two reinforcing pipes effectively improves the strength of the vehicle body frame, thereby improving the safety of the vehicle. On the other hand, the second reinforcing pipe is embedded into the first reinforcing pipe, thereby increasing the overall thickness of the reinforcing structure. In the case that the vehicle body frame is subjected to top pressure or side impact force, the nested reinforcing structure helps to disperse the load, thereby improving the bending resistance of the reinforcing structure, i.e. the reinforcing structure is not easy to bend and deform, which is beneficial to improve the strength and deformation resistance of the vehicle body frame, thereby improving the impact resistance of the vehicle.

[0008] In addition, the frame beam body is formed with a groove, which can play a role in strengthening the strength of the reinforcing structure and also serve as an energy absorption area, thereby effectively absorbing and dispersing the impact energy. On the other hand, the groove can provide installation space for the reinforcing structure.

[0009] In some embodiments, the first reinforcing pipe is arc-shaped and comprises a first section and a second section connected to each other, the second section has a curvature greater than that of the first section, the first section is configured to cooperate with the rocker beam of the frame beam body, and the second section is configured to cooperate with the upper side beam of the frame beam body, and the second reinforcing pipe is embedded into the second section.

[0010] Due to the space limitation of the vehicle and the streamline shape of the vehicle, the first reinforcing pipe has a certain curved section, that is, the curvatures of different sections of the first reinforcing pipe are different, and the section with a greater curvature is more prone to stress concentration and damage when subjected to external force impact, for example, when the top is subjected to pressure. Therefore, embedding the second reinforcing pipe into the second section with a greater curvature can improve the structural strength of the second section, reduce the possibility of damage of the second section, thereby improving the overall strength and deformation resistance of the reinforcing structure, and making the vehicle body frame stronger, which is beneficial to improving the impact resistance of the vehicle.

[0011] In some embodiments, the first reinforcing pipe comprises a first pipe body with a cavity formed therein, and the first pipe body has a polygonal cross-sectional shape, wherein the cross-sectional shape is perpendicular to the extension direction of the first reinforcing pipe.

[0012] The cavity formed in the first reinforcing pipe can reduce the weight of the material, and in the case of impact on the vehicle, the cavity will deform to absorb the impact force generated during the collision, thereby reducing the destructive power of the impact force. In addition, the polygonal cross-sectional shape can improve the connection stability of the first pipe body of the first reinforcing pipe and the frame beam body, thereby helping to improve the structural strength and rigidity of the vehicle body frame.

[0013] In some embodiments, the thickness of the pipe wall of the first pipe body is greater than or equal to 3 mm and less than or equal to 5 mm.

[0014] Therefore, by limiting the thickness of the pipe wall of the first pipe body within a suitable range, the first reinforcing pipe has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle body frame, and the weight of the first reinforcing pipe is not too large, which is beneficial to the lightweight and miniaturization of the vehicle.

[0015] In some embodiments, the first reinforcing pipe further comprises a first reinforcing rib arranged in the cavity, the opposite ends of the first reinforcing rib are connected to the inner wall of the first pipe body in a direction perpendicular to the extension direction of the first reinforcing pipe, and the cavity is divided into at least two independent sub-cavities, and the second reinforcing pipe is embedded into at least one sub-cavity.

[0016] The first reinforcing rib is arranged in the cavity, so that additional structural support is provided for the first reinforcing pipe, thereby enhancing the rigidity and strength of the first reinforcing pipe, further improving the anti-collision capability of the vehicle body frame, reducing the deformation amount, and reducing the intrusion amount into the vehicle interior.

[0017] In some embodiments, the thickness of the first reinforcing rib is greater than or equal to 3 mm and less than or equal to 6.5 mm.

[0018] In this way, the thickness of the first reinforcing rib is within a suitable range, so that the overall weight of the first reinforcing pipe is not too large while meeting the strength and rigidity requirements of the first reinforcing pipe, thereby facilitating the lightweight of the vehicle body frame.

[0019] In some embodiments, the first reinforcing rib includes a first reinforcing rib piece and a second reinforcing rib piece, and the first reinforcing rib piece and the second reinforcing rib piece intersect.

[0020] In this way, the structural strength and rigidity of the first reinforcing pipe can be further improved, thereby improving the structural strength and deformation resistance of the vehicle body frame. In addition, the intersecting first reinforcing rib piece and second reinforcing rib piece can form a force transmission path between each other, so that the load acting on the first reinforcing pipe can be transmitted to each first reinforcing rib piece and second reinforcing rib piece, thereby helping to improve the structural strength of the first reinforcing pipe, and further improving the structural strength and deformation resistance of the vehicle body frame, and improving the impact resistance of the vehicle.

[0021] In some embodiments, the first pipe body has a first surface, a second surface opposite to the first surface along the width direction of the vehicle body frame, and a side surface connecting the first surface and the second surface, the first surface facing the outer side of the vehicle body frame, and the second surface facing the inner side of the vehicle body frame; the two ends of the first reinforcing rib piece are connected to the inner walls of the first surface and the second surface, respectively, and the two ends of the second reinforcing rib piece are connected to the inner walls of the side surface; the second reinforcing pipe is embedded into a sub-cavity formed by the first reinforcing rib piece, the second reinforcing rib piece, and the inner wall of the first surface.

[0022] In this way, the load acting on the first reinforcing pipe can be transmitted to the first reinforcing rib piece and the second reinforcing rib piece through the surface of the first pipe body, thereby helping to improve the structural strength of the first reinforcing pipe. In addition, in the case of a vehicle collision, the impact force will first act on the outer side of the vehicle body frame, and therefore, by embedding the second reinforcing pipe into the sub-cavity close to the outer side of the vehicle body frame, the second reinforcing pipe can strengthen the strength of the portion of the first reinforcing pipe close to the outer side of the vehicle body frame, thereby further reducing the possibility of damage to the first reinforcing pipe, improving the impact resistance of the reinforcing structure, and thereby improving the impact resistance of the vehicle.

[0023] In some embodiments, part of the second surface is provided with an opening, and the reinforcing structure includes a reinforcing plate covering the opening.

[0024] Therefore, the structural strength and rigidity of the reinforcing structure can be further increased, so that the reinforcing structure is less likely to be bent and deformed, and the strength and deformation resistance of the vehicle body frame are improved, thereby improving the impact resistance of the vehicle.

[0025] In some embodiments, the reinforcing plate is located at a region of the second surface where the curvature is the largest along the extension direction of the reinforcing structure.

[0026] Therefore, by arranging the reinforcing plate at the weak region of the first reinforcing tube, the structural strength of the weak region can be increased, the possibility of stress concentration in the weak region is reduced, the possibility of damage to the weak region is reduced, and the reliability of the reinforcing structure is further improved.

[0027] In some embodiments, at the opening, the end of the first reinforcing fin towards the second surface and the end of the side surface towards the second surface abut against the reinforcing plate, and the side of the reinforcing plate towards the second surface protrudes to form a protruding portion, and the protruding portion abuts against the second reinforcing fin.

[0028] Therefore, the reinforcing plate can abut the second reinforcing tube between the second reinforcing fin and the first surface, and the end of the side surface and the first reinforcing fin exposed via the opening can abut against the reinforcing plate, so that the ability of the reinforcing structure to resist side impact is improved, the ability of the reinforcing structure to resist deformation is improved, the amount of intrusion of the vehicle body frame into the vehicle interior is reduced, and the possibility of harm to the vehicle occupants and devices inside the vehicle is reduced.

[0029] In some embodiments, the thickness of the reinforcing plate is greater than or equal to 3 mm and less than or equal to 5 mm.

[0030] Therefore, the thickness of the reinforcing plate is within an appropriate range, which can meet the requirements of the structural strength and rigidity of the reinforcing plate while reducing the weight of the reinforcing plate 13, thereby facilitating the reduction of the overall weight of the reinforcing structure, and further facilitating the lightweight of the vehicle body frame, reducing energy consumption, and improving the endurance of the vehicle.

[0031] In some embodiments, the second reinforcing tube comprises a second tube body and a second reinforcing fin arranged in the second tube body, and the opposite ends of the second reinforcing fin are connected to the inner wall of the second tube body in a direction perpendicular to the extension direction of the second reinforcing tube.

[0032] Therefore, the second reinforcing tube can be provided with additional structural support by arranging the second reinforcing fin, thereby enhancing the rigidity and strength of the second reinforcing tube, and further increasing the ability of the reinforcing structure to resist bending and deformation.

[0033] In some embodiments, the thickness of the tube wall of the second tube body is greater than or equal to 2mm and less than or equal to 8mm; and / or the thickness of the second reinforcing rib is greater than or equal to 3mm and less than or equal to 6.5mm.

[0034] In this way, by limiting the thickness of the wall of the second tube body and the thickness of the second reinforcing rib within a suitable range, the second reinforcing tube has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle body frame, and does not occupy too much space due to too thick thickness, which is beneficial to the lightweight and miniaturization of the vehicle.

[0035] In some embodiments, the second reinforcing tube is embedded into the first reinforcing tube in an interference fit; or the second reinforcing tube is fixed in the first reinforcing tube by pin fitting.

[0036] In this way, the second reinforcing tube can be stably fixed in the first reinforcing tube, and the position of the second reinforcing tube in the first reinforcing tube is not easily changed due to vehicle driving shaking or impact, etc., so that the bending weak part of the reinforcing structure can be better reinforced, which is beneficial to improve the structural strength and rigidity of the reinforcing structure, improve the ability of the reinforcing structure to resist bending deformation, and improve the strength and deformation resistance of the vehicle body frame, thereby improving the impact resistance of the vehicle.

[0037] In some embodiments, the first reinforcing tube is an integrated aluminum pultrusion structure; and / or the second reinforcing tube is an integrated aluminum pultrusion structure.

[0038] The aluminum pultrusion tube 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 body frame compared to traditional steel vehicle body frames. The reinforcing tube is formed as an integrated structure, which on the one hand helps to improve the overall structural strength and rigidity of the reinforcing tube, and on the other hand eliminates the need for assembling the tube body and internal reinforcing ribs with other components, which helps to reduce manufacturing costs.

[0039] In addition, aluminum alloy materials have good corrosion resistance, which can avoid the need for a corrosion-resistant coating after using steel alloys, which is beneficial to cost savings.

[0040] In some embodiments, at least part of the frame beam body constitutes the A-pillar, B-pillar and C-pillar of the vehicle, and the reinforcing structure is arranged in the groove of at least one of the A-pillar, B-pillar and C-pillar.

[0041] Therefore, the reinforcing structure can be applied to at least one of the A pillar, the B pillar and the C pillar of the frame beam body, the reinforcing structure has high structural strength and high rigidity, and has strong ability to resist bending and deformation, so that the reinforcing structure applied to at least one of the A pillar, the B pillar and the C pillar of the frame beam body can improve the structural strength and rigidity of the frame beam body, improve the bending resistance and deformation resistance of the frame beam body, and thus improve the crash resistance of the vehicle.

[0042] In some embodiments, the reinforcing structure is 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 a side of the frame beam body away from the reinforcing structure; the frame beam body and the outer trim panel are both fiber plates, and the fiber content of the outer trim panel is less than the fiber content of the frame beam body.

[0043] 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 not as high as 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 A pillar and the C pillar to improve the appearance. In addition, the frame beam body and the outer trim panel are both fiber plates, 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 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 be reduced.

[0044] In some embodiments, the vehicle body frame further comprises an interior trim mounting structure, the interior trim mounting structure is used for mounting an interior trim of the vehicle, and the interior trim mounting structure is arranged on the reinforcing structure and / or the frame beam body.

[0045] The reinforcing structure and the frame beam body provided by the embodiments have high structural strength and rigidity, so that the interior trim mounting structure is arranged on the reinforcing structure and / or the frame beam body, which is beneficial to improving the firmness of the interior trim mounting of the vehicle body and improving the personal safety of the passengers.

[0046] In some embodiments, the interior trim mounting structure comprises at least one interior trim panel mounting structure, the interior trim panel mounting structure is used for mounting an interior trim panel, and the interior trim panel is used for covering at least the groove of the frame beam body from the inner side of the vehicle body frame.

[0047] Therefore, the interior trim panel is used for covering the groove, so that the structure in the groove is not directly exposed in the field of view of the driver / passenger, which is helpful to improving the appearance of the vehicle body frame.

[0048] 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, the at least one seat belt accessory mounting structure is arranged in the B-pillar and / or the C-pillar, or is arranged in a reinforcing structure arranged in a recess of the B-pillar and / or the C-pillar; the at least one seat belt accessory mounting structure is used for mounting a seat belt accessory, wherein the seat belt accessory comprises at least one of a seat belt tensioner and a seat belt retractor.

[0049] Since the B-pillar and / or the C-pillar provided with the reinforcing structure has high structural strength and strong resistance to deformation, the mounting strength of the seat belt accessory mounting structure arranged in the B-pillar and / or the C-pillar or the reinforcing structure is high, the fixing strength of the seat belt accessory is improved, and the personal safety of the occupant is further improved.

[0050] 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, the at least one metal connecting structure is used for connecting at least one of a door hinge, a door lock, and a door opening limiter; the metal connecting structure is arranged between the frame beam body constituting the A-pillar and the reinforcing structure arranged in the A-pillar, and / or is arranged between the frame beam body constituting the B-pillar and the reinforcing structure arranged in the B-pillar.

[0051] The metal material enables the metal connecting structure to have good fatigue performance, so that the metal connecting structure remains structurally complete in multiple cycles.

[0052] In some embodiments, at least part of the frame beam body constitutes a B-pillar of the vehicle; a reinforcing structure is arranged in a recess of the B-pillar, and the reinforcing structure is connected to an upper side beam and a rocker beam of the frame beam body through first and second joints respectively.

[0053] The reinforcing structure is connected between the upper side beam and the rocker beam of the frame beam body through the first and second joints, the reinforcing structure helps to increase the tensile strength and the compressive strength of the frame beam body in the extension direction of the reinforcing structure, so that the frame beam body is more solid when bearing tensile load and compressive load, and the reinforcing structure helps to improve the rigidity of the frame beam body and reduce the deformation of the frame beam body when being stressed. Moreover, the arrangement of the reinforcing structure also saves the inner panel, reduces the number of parts, and simplifies the processing and assembly process.

[0054] In some embodiments, the first joint and the second joint are respectively inserted into two ends of the reinforcing structure in the extension direction of the reinforcing structure.

[0055] Since the connection mode of the plug-in connection is adopted, at least part of the reinforcing structure is inserted into the first joint and / or the second joint, and the inserted part of the reinforcing structure is matched with the circumferential groove side wall and the groove bottom wall in the first joint and / or the second joint, so that the contact area between the first joint and / or the second joint and the reinforcing structure is increased, and the connection strength between them is improved, thereby realizing more reliable connection.

[0056] In addition, the first joint and the second joint are respectively located at opposite ends of the reinforcing structure along the extension direction of the reinforcing structure, so that the compression strength of the end portion of the reinforcing structure can be improved, and the reinforcing structure is not easy to be damaged under the top pressure from top to bottom or the impact from bottom to top, which is beneficial to improve the reliability of the vehicle body frame, thereby improving the structural strength and rigidity of the vehicle and improving the anti-impact performance of the vehicle.

[0057] In some embodiments, the first joint and the second joint are respectively provided with a third reinforcing rib; the end portion of the reinforcing structure towards the upper side beam abuts against the third reinforcing rib in the first joint, and the end portion of the reinforcing structure towards the rocker beam abuts against the third reinforcing rib in the second joint.

[0058] By arranging the third reinforcing rib, the compression strength of the first joint and the second joint to the end portion of the reinforcing structure is improved, so that when the vehicle body frame is subjected to the top pressure from top to bottom and the pressure is transmitted to the first joint, or the vehicle body frame is subjected to the impact from bottom to top and the pressure is transmitted to the second joint, the first joint and the second joint are not easy to be damaged due to the interaction force between the joint and the end portion of the reinforcing structure, and thus the performance of the vehicle against the impact in the up-down direction is improved, thereby further improving the anti-impact performance of the vehicle.

[0059] In some embodiments, the thickness of the third reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

[0060] Therefore, by limiting the thickness range of the third reinforcing rib, the compression strength of the third reinforcing rib to the reinforcing structure is improved, and the weight is not too large due to the excessive thickness of the third reinforcing rib, which is beneficial to improve the lightweight of the vehicle body frame.

[0061] In some embodiments, at least one first reinforcing rib assembly is further arranged outside the first joint and the second joint, and the first reinforcing rib assembly is connected with the inner surface of the frame beam body.

[0062] Therefore, the first joint and the second joint can be reinforced by the first reinforcing rib assembly. The first reinforcing rib assembly can be one or more, that is, the first joint and the second joint can be reinforced by one first reinforcing rib assembly as a whole, or the local structure of the first joint and the second joint can be reinforced by multiple first reinforcing rib assemblies respectively.

[0063] In some embodiments, the first reinforcement rib assembly comprises one or more fourth reinforcement ribs; and the extension direction of the portion of the fourth reinforcement rib of at least one of the first joint and the second joint is the same as the extension direction of the reinforcement structure.

[0064] Thus, the tensile strength and the compressive strength of the first joint and / or the second joint in the extension direction of the reinforcement structure are improved, so that the end portion of the reinforcement structure has better compressive capacity, and the ability of the reinforcement structure to resist deformation is enhanced, the structural strength and the ability to resist deformation of the side of the vehicle body frame are improved, and the anti-impact performance of the vehicle is improved. Moreover, the intrusion amount of the side of the vehicle body frame into the passenger compartment during a side collision can be reduced, and the anti-side impact performance of the vehicle is improved. In addition, the structural strength of the side of the vehicle body frame is high, and the degree of deformation under the top pressure in the up-down direction can also be reduced.

[0065] In some embodiments, the first reinforcement rib assembly comprises a plurality of fourth reinforcement ribs connected in series; the plurality of fourth reinforcement ribs are arranged in a cross shape; and / or the plurality of fourth reinforcement ribs are connected in series in a ring shape.

[0066] The plurality of fourth reinforcement ribs arranged in a cross shape or the plurality of fourth reinforcement ribs connected in series in a ring shape can both avoid stress concentration of a single fourth reinforcement rib as much as possible, that is, the first reinforcement rib assembly can uniformly disperse the force, thereby helping to improve the overall structural strength and structural rigidity of the vehicle body frame.

[0067] In some embodiments, the thickness of the fourth reinforcement rib is greater than or equal to 2 mm and less than or equal to 3 mm.

[0068] Thus, by limiting the thickness of the fourth reinforcement rib within a suitable range, the structural strength of the first joint and the second joint is improved, and the weight of the first joint and the second joint is not too large, which is beneficial to improve the lightweight of the vehicle body frame.

[0069] In some embodiments, the first joint is formed as an integral aluminum casting; and / or the second joint is formed as an integral aluminum casting.

[0070] The first joint and / or the second joint are integrally formed, and have high structural strength. In addition, the first joint and / or the second joint are made of aluminum, which is beneficial to improve the structural strength, is light in weight, is beneficial to the lightweight of the vehicle, and has good corrosion resistance.

[0071] In some embodiments, at least one second reinforcement rib assembly is arranged in the groove of the frame beam body, a plurality of second reinforcement rib assemblies are arranged at intervals along the extension direction of the groove, and the second reinforcement rib assembly comprises one or more fifth reinforcement ribs.

[0072] Therefore, the frame beam body can be reinforced by the second reinforcing rib assembly, and the number of the second reinforcing rib assembly can be one or more, that is, the frame beam body can be reinforced by one second reinforcing rib assembly as a whole, or the local structure of the frame beam body can be reinforced by multiple second reinforcing rib assemblies respectively.

[0073] In some embodiments, the second reinforcing rib assembly comprises multiple fifth reinforcing ribs connected in series; the multiple fifth reinforcing ribs are arranged in a cross shape; and / or the multiple fifth reinforcing ribs are connected in series in a ring shape.

[0074] Therefore, the multiple fifth reinforcing ribs arranged in a cross shape or connected in series in a ring shape can avoid stress concentration of a single fifth reinforcing rib as much as possible, that is, the second reinforcing rib assembly can uniformly disperse stress, thereby helping to improve the overall structural strength and rigidity of the vehicle body frame.

[0075] In some embodiments, the second reinforcing rib assembly is injection molded in the groove of the frame beam body.

[0076] The injection molding process integrates the fifth reinforcing rib with the frame beam body, reduces the assembly between the multiple second reinforcing rib assemblies and the frame beam body, and enables the injection molding material of the second reinforcing rib assembly to reach every corner of the frame beam body. Moreover, the injection molding process facilitates the processing of the second reinforcing rib assembly into various shapes according to the collision stress condition of the vehicle body frame, and the increase in thickness at some key stress positions. In other words, the extension direction, thickness, and position of each fifth reinforcing rib of the second reinforcing rib assembly can be optimized according to the collision stress condition of the vehicle body frame.

[0077] In some embodiments, the thickness of the root of the fifth reinforcing rib is 80% to 120% of the thickness of the frame beam body.

[0078] Therefore, the fifth reinforcing rib can provide sufficient reinforcement, thereby improving the strength and rigidity of the vehicle body frame. Since the frame beam body is made of continuous fiber composite material, the continuous fiber composite material has the characteristics of high modulus, and therefore, the root of the fifth reinforcing rib has a relatively large thickness, which helps to reduce or even avoid the occurrence of shrinkage defects of the root of the fifth reinforcing rib on the outer surface of the frame beam body.

[0079] In some embodiments, the thickness of the root of the fifth reinforcing rib is greater than or equal to 2.5 mm and less than or equal to 3.5 mm; and / or

[0080] The thickness of the frame beam body is greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

[0081] By setting the thickness of the frame beam body and the root of the fifth reinforcing rib within the range, the frame beam body and the fifth reinforcing rib can meet the strength and rigidity requirements of the vehicle body frame, and do not occupy too much space and increase the weight due to too large thickness, thereby facilitating the lightweight and miniaturization of the vehicle.

[0082] In some embodiments, the second reinforcing rib assembly is connected with the bottom wall and the side wall of the groove, and the second reinforcing rib assembly is formed with a relief groove for mounting the reinforcing structure.

[0083] In this way, the relief groove provides mounting space for the reinforcing structure, so that when the second reinforcing rib assembly and the reinforcing structure jointly reinforce the frame beam body, they will not protrude excessively from the groove.

[0084] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0085] The continuous fiber composite material has lightweight characteristics, which helps to achieve weight reduction of the vehicle body frame, thereby helping to reduce fuel consumption of the vehicle and improve the economic performance of the vehicle. The continuous fiber composite material has high strength and rigidity, which helps to improve the crashworthiness of the vehicle body frame, and the continuous fiber composite material does not have the problem of rusting, and the manufacturing process is also more environmentally friendly, which helps to reduce carbon emissions. Moreover, in the process of manufacturing the frame beam body by using the continuous fiber composite material, there is no need to go through the stamping, welding and coating processes, which helps to improve the manufacturing efficiency, and there is no need to build stamping, welding and coating workshops, which helps to reduce the manufacturing cost of the vehicle.

[0086] In some embodiments, the frame beam body comprises a plurality of layers of continuous fiber composite material layers arranged in layers, each layer of continuous fiber composite material layer comprises continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix connects the continuous fibers.

[0087] In this way, the continuous fiber composite material formed by the continuous fibers and the thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural rigidity of the frame beam body. By arranging the plurality of layers of continuous fiber composite material layers, the laying angle of the continuous fibers can be adjusted in different continuous fiber composite material layers to improve the overall performance of the continuous fiber composite material layers.

[0088] In some embodiments, the plurality of layers of continuous fiber composite material 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.

[0089] Thus, the multi-layer continuous fiber composite material is firstly formed into a continuous fiber composite plate through compounding, and then the continuous fiber composite plate is formed into the frame beam body with the cavity through molding. The molding process can accurately ensure the shape and size precision of the frame beam body, so as to ensure the mechanical properties and structural integrity of the frame beam body as much as possible.

[0090] In some embodiments, the continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0091] 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 fiber composite material layer.

[0092] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0093] In the above technical solution, specific types of inorganic fibers and organic fibers suitable for manufacturing the frame beam body are listed.

[0094] In some embodiments, the weight fraction of the continuous fibers is greater than or equal to 60 and less than or equal to 80, and the weight fraction of the thermoplastic resin matrix is greater than or equal to 20 and less than or equal to 40.

[0095] Thus, by controlling the content of the continuous fibers and the thermoplastic resin matrix within a reasonable range, it is possible to avoid the continuous fibers from leaking out due to too high content of continuous fibers and too low content of resin matrix, and it is also possible to avoid the insufficient strength of the composite material due to too low content of continuous fibers and too high content of resin matrix, that is, to make the content of continuous fibers and the content of thermoplastic resin matrix reach a relatively balanced state, so that the performance of the composite material is suitable for manufacturing the frame beam body.

[0096] In some embodiments, the continuous fiber composite material layer further includes greater than or equal to 1 and less than or equal to 5 parts by weight of a compatibilizer.

[0097] The compatibilizer can improve the interfacial adhesion between the continuous fibers and the thermoplastic resin matrix, improve the mechanical properties of the composite material, and improve the processing performance of the continuous fibers and the thermoplastic resin matrix, which helps to improve the final performance of the composite material.

[0098] In some embodiments, the continuous fiber composite material layer includes greater than or equal to 0.2 and less than or equal to 0.6 parts by weight of an antioxidant.

[0099] The antioxidant can reduce the possibility of degradation of the composite material due to oxidation at high temperature during processing, and prolong the service life of the composite material.

[0100] In some embodiments, the water absorption of each continuous fiber composite layer is not higher than 0.3%.

[0101] By controlling the water absorption of the single continuous fiber composite layer within the range, the water absorption of the frame beam body is within a lower range, thereby reducing the deformation of the components caused by excessive water absorption of the frame beam body.

[0102] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in one direction, and the laying angles of the continuous fibers of adjacent two continuous fiber composite layers are different.

[0103] The laying angle of the continuous fibers has a significant impact on the performance of the composite material, and the laying direction of the continuous fibers affects the stress distribution within the composite material. The different laying angles of the continuous fibers of adjacent two continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0104] In some embodiments, among the outermost two continuous fiber composite layers on any side of the frame beam body in the thickness direction, at least one of the continuous fiber composite layers has a non-0° and non-90° laying angle of the continuous fibers.

[0105] The non-0° and non-90° laying 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 caused by external impact. Such arrangement helps to enhance the impact resistance of the frame beam body.

[0106] In some embodiments, the laying angle of the continuous fibers of the non-0° and non-90° continuous fiber composite layer is greater than or equal to 25° and less than or equal to 75°.

[0107] When the laying angle of the continuous fibers in the composite material is within the range of 25° to 75°, the multidirectional strength, shear strength, and fatigue resistance of the composite material are enhanced.

[0108] In some embodiments, the number of non-0° and non-90° continuous fiber composite layers with the laying angle of the continuous fibers is 20% to 40% of the total number of continuous fiber composite layers.

[0109] The non-0° and non-90° laying is within a reasonable proportion range, which can ensure the multidirectional strength, shear strength, and fatigue resistance of the composite material within a reasonable numerical range, thereby ensuring the structural strength and stiffness of the frame beam body.

[0110] In some embodiments, the thickness of the frame beam body is greater than or equal to 1.2 mm and less than or equal to 5 mm; and / or the thickness of the single layer of continuous fiber composite material is greater than or equal to 0.2 mm and less than or equal to 0.3 mm.

[0111] By limiting the minimum thickness of the frame beam body, it is possible to avoid the thickness of the frame beam body being too low to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body, it is possible to avoid the thickness of the frame beam body being too high to affect the aesthetic performance of the vehicle body structure or to interfere with the installation of other components of the vehicle. By limiting the thickness range of the single layer of continuous fiber composite material, on the one hand, it is possible to avoid the thickness of the single layer of continuous fiber composite material being too low to result in insufficient structural strength and structural stiffness of the single layer of continuous fiber composite material, and on the other hand, it is possible to avoid the thickness of the continuous fiber composite material being too large to result in the thickness of the frame beam body being too high when multiple layers of continuous fiber composite material are laid.

[0112] In some embodiments, the vehicle further comprises a chassis, the vehicle body frame is located above the chassis and detachably connected to the chassis.

[0113] In this way, by detachably connecting the vehicle body frame to the chassis, the vehicle body frame and the chassis can be decoupled, so that the vehicle body frame can be replaced as needed, shortening the development cycle and reducing costs. In other words, it also allows the integration of the chassis to be improved, which can be adapted to multiple vehicle models.

[0114] In some embodiments, the vehicle body frame and the chassis jointly enclose a passenger compartment of the vehicle, the vehicle comprises a battery device, and an outer shell of the battery device forms a floor of the passenger compartment.

[0115] In this way, by integrating the battery device into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall weight, and the internal space of the vehicle can also be used more effectively.

[0116] The second aspect of the present application provides a manufacturing method of a vehicle, the manufacturing method comprising: extruding an aluminum alloy to form a first reinforcing pipe and a second reinforcing pipe through a pultrusion process; embedding the second reinforcing pipe into the inside of the first reinforcing pipe to form a reinforcing structure; roll-bending the reinforcing structure through a roll-bending process; and bonding the reinforcing structure to a frame beam body in a bonded manner through a structural adhesive.

[0117] In this way, the reinforcing structure can be manufactured in a simple structure and simple steps, and the reinforcing structure is connected to the frame beam body, which is beneficial to improve the structural strength and stiffness of the frame beam body, improve the ability of the frame beam body to resist bending and deformation, and thus improve the anti-impact performance of the vehicle.

[0118] In some embodiments, before the step of bonding the reinforcing structure to the frame beam body in a bonded manner by structural adhesive, the manufacturing method further comprises: locally opening a surface of the reinforcing structure towards the inner side of the vehicle body frame by machining; and connecting a reinforcing plate to the opening in a brazed manner.

[0119] Thus, the structural strength of the reinforcing structure can be further improved by the reinforcing plate.

[0120] Effects of the utility model

[0121] The vehicle body frame of the vehicle of the present application has good bending resistance, high structural strength and good deformation resistance, thereby being beneficial to improving the impact resistance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0122] 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, like reference numerals designate like parts throughout the several views in the drawings. In the drawings:

[0123] Figure 1 An exploded structural schematic view of a vehicle provided for some embodiments of the present application;

[0124] Figure 2 A perspective exploded schematic view of a vehicle (not including the chassis) provided for some embodiments of the present application;

[0125] Figure 3 A perspective structural schematic view of a part of a vehicle body frame provided for some embodiments of the present application;

[0126] Figure 4 A partial structural schematic view of a frame beam body of a vehicle body frame provided for some embodiments of the present application;

[0127] Figure 5 A perspective structural schematic view of a reinforcing structure cooperating with a first joint provided for some embodiments of the present application;

[0128] Figure 6 A perspective exploded schematic view of a reinforcing structure provided for some embodiments of the present application;

[0129] Figure 7 A cross-sectional schematic view of a reinforcing structure provided for some embodiments of the present application;

[0130] Figure 8 A perspective structural schematic view of a first joint provided for some embodiments of the present application;

[0131] Figure 9Another perspective view of the first joint for some embodiments of the present application;

[0132] Figure 10 A perspective view of the second joint for some embodiments of the present application;

[0133] Figure 11 A plan view of the second joint for some embodiments of the present application;

[0134] Figure 12 A perspective view of the body frame for some embodiments of the present application;

[0135] Figure 13 An exploded view of the first reinforcing pipe and the metal connecting structure for some embodiments of the present application;

[0136] Figure 14 A cutaway view of the interior trim panel installed at the A-A position of the body frame shown in Figure 12 ;

[0137] Figure 15 A cutaway view of the seat belt tensioner installed at the B-B position of the body frame shown in Figure 12 ;

[0138] Figure 16 A cutaway view of the seat belt retractor installed at the C-C position of the body frame shown in Figure 12 ;

[0139] Figure 17 A schematic view of one of the laying methods of the multiple layers of fiber composite material of the fiber composite panel for some embodiments of the present application;

[0140] Figure 18 A flowchart of the manufacturing method of the vehicle for some embodiments of the present application; Figure 1 ;

[0141] Figure 19 A flowchart of the manufacturing method of the vehicle for some embodiments of the present application. Figure 2 .

[0142] Explanation of reference numerals

[0143] 1, reinforcing structure; 11, first reinforcing pipe; 111, first section; 112, second section; 113, first pipe body; 1130, cavity; 1130a, sub-cavity; 1131, first surface; 1132, second surface; 1132a, opening; 1133, side surface; 114, first reinforcing rib; 1141, first reinforcing rib piece; 1142, second reinforcing rib piece; 12, second reinforcing pipe; 121, second pipe body; 122, second reinforcing rib; 13, reinforcing plate; 131, protruding part; 21, first joint; 211, first insertion slot; 22, second joint; 221, second insertion slot; 23, third reinforcing rib; 24, first reinforcing rib assembly; 241, fourth reinforcing rib; 30, frame beam body; 32, groove; 324, bottom wall; 325, side wall; 33, second reinforcing rib assembly; 331, fifth reinforcing rib; 331a, first part; 331b, second part; 331c, third part; 6, interior trim mounting structure; 61, interior trim panel mounting structure; 62, seat belt accessory mounting structure; 7, seat belt accessory; 71, seat belt tensioner; 72, seat belt retractor; 74, door hinge; 75, door lock; 76, door opening limiter; 8, metal connecting structure; 9, interior trim panel; 100, chassis; 200, vehicle body frame; 201, A-pillar; 202, B-pillar; 203, C-pillar; 204, roof rail; 205, rocker panel; 206, cross rail; 207, bumper; 208, hood; 209, door; 1000, vehicle. DETAILED DESCRIPTION

[0144] 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.

[0145] 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 present application are intended to cover non-exclusive inclusion.

[0146] 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.

[0147] 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, nor are they necessarily all mutually exclusive or alternative embodiments.

[0148] In the description of the embodiments of the application, the term“and / or” only means an association relationship of the associated objects, which can mean that there are three relationships, for example, A and / or B, which can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character“ / ” herein generally means that the front and rear associated objects are“or” relationship.

[0149] 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.

[0150] 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 skilled in the art, the specific meaning of the above terms in the embodiments of the application can be understood according to the specific circumstances.

[0151] 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, which can be contact between two objects in contact without interaction force, or contact between two objects in contact with interaction force.

[0152] The application will be described in detail below.

[0153] The structural strength, the ability to resist deformation and the anti-impact performance of the vehicle are 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, and the frame beam body of the vehicle body structure includes an A-pillar, a B-pillar and a C-pillar arranged in sequence from front to back on the side of the frame beam body, therefore, the structural strength of the A-pillar, the B-pillar or the C-pillar is related to the anti-impact performance of the vehicle.

[0154] In the related art, the A-pillar, the B-pillar and the C-pillar usually adopt a structure of connecting inner plates by reinforcing plates, and the low structural strength caused by the poor strength of the reinforcing plates and the connection strength between the plates, and the large number of parts, which have to be densely arranged with welding points, result in a complex processing and assembling process.

[0155] The present application aims at the problems in the above related art, and provides a vehicle, which includes a vehicle body frame. The vehicle body frame includes a frame beam body and a reinforcing structure. The frame beam body is formed with a groove; the reinforcing structure is arranged in the groove and connected with the frame beam body; wherein the reinforcing structure includes a first reinforcing pipe and a second reinforcing pipe with the same extending direction, and the second reinforcing pipe is embedded into the first reinforcing pipe.

[0156] On the one hand, the reinforcing structure includes the first reinforcing pipe and the second reinforcing pipe, the arrangement of the two reinforcing pipes effectively improves the strength of the vehicle body frame, thereby improving the safety of the vehicle, on the other hand, the second reinforcing pipe is embedded into the first reinforcing pipe, thereby increasing the overall thickness of the reinforcing structure, in the case that the vehicle body frame is subjected to a top pressure or a side impact force, the nested reinforcing structure helps to disperse the load, thereby improving the bending resistance of the reinforcing structure, i.e., the reinforcing structure is not easy to bend and deform, which is beneficial to improve the strength and the ability to resist deformation of the vehicle body frame, thereby improving the anti-impact performance of the vehicle.

[0157] In addition, the frame beam body is recessed in a direction away from the inner side of the vehicle body frame to form the groove, the groove can play a role in strengthening the strength of the reinforcing structure, and can also serve as an energy absorption area, thereby effectively absorbing and dispersing impact energy, on the other hand, the groove can provide installation space for the reinforcing structure.

[0158] In the following embodiments, for the convenience of description, the following will be described with reference to the accompanying drawings.

[0159] Figure 1 The exploded structural schematic diagram of the vehicle 1000 provided for some embodiments of the present application.

[0160] 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. The above vehicle is not specially limited in the embodiments of the present application. For example, Figure 2As shown, the vehicle 1000 includes a chassis 100 and a body frame 200 disposed above the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000.

[0161] For example, the body frame 200 and the chassis 100 are welded together.

[0162] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0163] When the chassis 100 adopts a skateboard chassis integrating the three-electric system, 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. The following description uses the cooperation between the body frame and the skateboard chassis as an example.

[0164] 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.

[0165] 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 device, the housing of which forms the floor of the passenger compartment.

[0166] By integrating the battery pack into the passenger compartment floor, additional supports 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.

[0167] Figures 3 to 19 An exploded perspective view of a vehicle 1000 (excluding chassis 100) provided for some embodiments of this application;

[0168] like Figure 3 As shown, vehicle 1000 typically includes a load-bearing structure and an exterior structure. The load-bearing structure includes structures such as A-pillar 201, B-pillar 202, C-pillar 203, upper side beam 204, sill beam 205, upper crossbeam 206, and bumper 207. The exterior structure typically includes structures such as hood 208 and door 209.

[0169] Below, refer to Figure 4 Some embodiments of this application will be described in detail.

[0170] Figure 5 A perspective structural schematic diagram of a portion of a vehicle frame provided for some embodiments of this application; Figure 6 A partial structural schematic diagram of the frame beam body of a vehicle frame provided for some embodiments of this application;Figure 7 A perspective view of the reinforcing structure cooperating with the first joint for some embodiments of the present application; Figure 8 A perspective exploded view of the reinforcing structure for some embodiments of the present application; Figure 9 A cross-sectional view of the reinforcing structure for some embodiments of the present application; Figure 10 A perspective view of the first joint for some embodiments of the present application; Figure 11 A perspective view of the first joint for some embodiments of the present application; Figure 12 A perspective view of the second joint for some embodiments of the present application; Figure 13 A plan view of the second joint for some embodiments of the present application; Figure 14 A perspective view of the vehicle body frame for some embodiments of the present application; Figure 12 An exploded view of the first reinforcing tube and the metal connecting structure for some embodiments of the present application; Figure 15 A perspective view of the interior trim panel mounted on the vehicle body frame for some embodiments of the present application; Figure 12 A cross-sectional view of the vehicle body frame at the A-A position for some embodiments of the present application; Figure 16 A perspective view of the seat belt pretensioner mounted on the vehicle body frame for some embodiments of the present application; Figure 12 A cross-sectional view of the vehicle body frame at the B-B position for some embodiments of the present application; Figure 17 A perspective view of the seat belt retractor mounted on the vehicle body frame for some embodiments of the present application; Figure 18 A cross-sectional view of the vehicle body frame at the C-C position for some embodiments of the present application; Figure 1 A perspective view of a laying method of the multi-layer fiber composite layers of the fiber composite panel for some embodiments of the present application; Figure 19 A flowchart of the manufacturing method of the vehicle for some embodiments of the present application; Figure 2 ; Figure 3 A flowchart of the manufacturing method of the vehicle for some embodiments of the present application. Figure 4 .

[0171] In some embodiments of the present application, for the convenience of illustration, the inner-outer direction of the vehicle body frame, the front-rear direction of the vehicle body frame, and the up-down direction of the vehicle body frame are set, and sometimes the inner-outer direction of the vehicle body frame is also referred to as the "width direction of the vehicle body frame", the front-rear direction of the vehicle body frame is also referred to as the "length direction of the vehicle body frame", and the up-down direction of the vehicle body frame is also referred to as the "height direction of the vehicle body frame". In the drawings of the present application, the direction of the arrow a-b is the "inner-outer direction of the vehicle body frame", the direction of the arrow c-d is the "front-rear direction of the vehicle body frame", and the direction of the arrow e-f is the "up-down direction of the vehicle body frame", wherein the direction of the arrow a is the inner side of the vehicle body frame, the direction of the arrow b is the outer side of the vehicle body frame, the direction of the arrow c is the front side of the vehicle body frame, the direction of the arrow d is the rear side of the vehicle body frame, the direction of the arrow e is the upper side of the vehicle body frame, and the direction of the arrow f is the lower side of the vehicle body frame.

[0172] As shown in Figure 5 , Figure 6 and Figure 7 , the first aspect of the present application provides a vehicle 1000, the vehicle 1000 comprising a vehicle body frame 200, the vehicle body frame 200 comprising a frame beam body 30 and a reinforcing structure 1. The frame beam body 30 is formed with a groove 32. The reinforcing structure 1 is arranged in the groove 32 and connected with the frame beam body 30. The reinforcing structure 1 comprises a first reinforcing pipe 11 and a second reinforcing pipe 12 with the same extension direction, and the second reinforcing pipe 12 is embedded into the first reinforcing pipe 11.

[0173] Specifically, the frame beam body 30 has a first side and a second side opposite to each other, the first side faces the inner side of the vehicle body frame 200, the second side faces the outer side of the vehicle body frame 200, and the first side of the frame beam body 30 is formed with the groove 32, i.e. the opening of the groove 32 faces the inner side of the vehicle body frame 200. The reinforcing structure 1 is arranged on the first side and arranged in the groove 32, and connected with the frame beam body 30.

[0174] The groove 32 can not only play a role in reinforcing the strength of the structure, but also serve as an energy absorption area, thereby effectively absorbing and dispersing impact energy, and on the other hand, the groove 32 can provide installation space for the reinforcing structure 1.

[0175] Exemplarily, the reinforcing structure 1 is arranged in the groove 32 of the frame beam body 30 in an adhesive manner by structural adhesive.

[0176] Exemplarily, the reinforcing structure 1 is connected with the groove 32 of the frame beam body 30 by resin, i.e. the reinforcing structure 1 is injection molded on the frame beam body 30, and in the injection molding process, the resin of the reinforcing structure 1 and the resin of the frame beam body 30 are first melted and then integrated into one, thereby realizing the connection.

[0177] In the embodiment of the present application, the reinforcing structure 1 comprises a first reinforcing pipe 11 and a second reinforcing pipe 12.

[0178] On the one hand, the arrangement of the two reinforcing pipes effectively improves the strength of the vehicle body frame 200, thereby improving the safety of the vehicle 1000, and on the other hand, the second reinforcing pipe 12 is embedded into the first reinforcing pipe 11, thereby increasing the overall thickness of the reinforcing structure 1, and in the case that the vehicle body frame 200 is subjected to a roof pressure or a side impact force, the nested reinforcing structure 1 helps to disperse the load, thereby improving the bending resistance of the reinforcing structure 1, i.e., the reinforcing structure 1 is less likely to be bent and deformed, which is conducive to improving the strength and deformation resistance of the vehicle body frame 200, thereby improving the impact resistance of the vehicle 1000.

[0179] Exemplarily, the extension length of the second reinforcing pipe 12 can be the same as that of the first reinforcing pipe 11, i.e., the second reinforcing pipe 12 penetrates the inside of the first reinforcing pipe 11 as a whole, thereby structurally reinforcing the first reinforcing pipe 11 as a whole.

[0180] Exemplarily, the extension length of the second reinforcing pipe 12 can be less than that of the first reinforcing pipe 11, i.e., the first reinforcing pipe 11 is locally reinforced.

[0181] The embodiment of the present application does not limit the extension length of the second reinforcing pipe 12 and the specific arrangement position, which can be set according to the actual need for reinforcement.

[0182] In some embodiments of the present application, as shown in Figure 7 The first reinforcing pipe 11 is arc-shaped and comprises a first section 111 and a second section 112 connected to each other, the curvature of the second section 112 is greater than that of the first section 111, the first section 111 is configured to cooperate with the rocker beam 205 of the vehicle body frame 200, the second section 112 is configured to cooperate with the upper side beam 204 of the vehicle body frame 200, and the second reinforcing pipe 12 is embedded into the second section 112.

[0183] Due to the space of the vehicle 1000 and the streamline shape of the vehicle 1000, the first reinforcing pipe 11 is generally arc-shaped, i.e., the first reinforcing pipe 11 has a certain curved section, i.e., the curvatures of the sections of the first reinforcing pipe 11 are different, and the section with greater curvature is more likely to have stress concentration phenomenon and thus more likely to be damaged when subjected to external force impact, for example, the roof is subjected to pressure.

[0184] Therefore, in the embodiments of the present application, the second reinforcing pipe 12 is additionally arranged and embedded into the second section 112 with larger curvature, which can improve the structural strength of the second section 112, reduce the possibility of damage of the second section 112, thereby improving the overall strength and deformation resistance of the reinforcing structure 1, so that the strength of the vehicle body frame 200 is higher, which is beneficial to improve the impact resistance of the vehicle 1000.

[0185] In addition, the second reinforcing pipe 12 is partially arranged in the second section 112 of the first reinforcing pipe 11, which can meet the structural strength and rigidity requirements of the reinforcing structure 1, while the overall weight of the reinforcing structure 1 is not too large, which is beneficial to the lightweight design of the vehicle 1000, thereby reducing the energy consumption of the vehicle 1000 and improving the endurance of the vehicle 1000.

[0186] Of course, those skilled in the art should understand that in some other embodiments, the second reinforcing pipe 12 can be embedded in the first section 111 and the second section 112 of the first reinforcing pipe 11.

[0187] In some embodiments of the present application, as shown in Figure 6 The first reinforcing pipe 11 includes a first pipe body 113 with a cavity 1130 formed inside, and the cross-sectional shape of the first pipe body 113 is polygonal, wherein the cross section is perpendicular to the extension direction of the first reinforcing pipe 11.

[0188] The cavity 1130 is formed in the first reinforcing pipe 11, which can reduce the weight of the material, and in the case of impact on the vehicle 1000, the cavity 1130 will deform to absorb the impact force generated during the collision, thereby reducing the destructive power of the impact force.

[0189] In addition, the polygonal cross-sectional shape can improve the connection stability of the first pipe body 113 of the first reinforcing pipe 11 and the frame beam body 30, thereby helping to improve the structural strength and rigidity of the vehicle body frame 200.

[0190] For example, the polygonal cross section of the first pipe body 113 can be a triangle, a quadrilateral, a pentagon, a hexagon, etc.

[0191] In some embodiments of the present application, the thickness of the pipe wall of the first pipe body 113 is greater than or equal to 3 mm (millimeters) and less than or equal to 5 mm.

[0192] Therefore, by limiting the thickness of the pipe wall of the first pipe body 113 within a suitable range, the first reinforcing pipe 11 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle body frame 200, and the weight of the first reinforcing pipe 11 is not too large, which is beneficial to the lightweight and miniaturization of the vehicle 1000.

[0193] Exemplarily, the thickness of the tube wall of the first tube body 113 can be 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.

[0194] In some embodiments of the present application, the first reinforcing tube 11 further comprises a first reinforcing rib 114 arranged in the cavity 1130, and the opposite ends of the first reinforcing rib 114 are connected with the inner wall of the first tube body 113 in a direction perpendicular to the extending direction of the first reinforcing tube 11, so as to divide the cavity 1130 into at least two independent sub-cavities 1130a. The second reinforcing tube 12 is embedded into at least one of the sub-cavities 1130a.

[0195] The first reinforcing rib 114 is arranged in the cavity 1130, so that additional structural support can be provided for the first reinforcing tube 11, thereby enhancing the rigidity and strength of the first reinforcing tube 11, further improving the anti-collision capability of the vehicle body frame 200, reducing the deformation amount, and reducing the intrusion amount into the interior of the vehicle 1000.

[0196] It should be understood by those skilled in the art that the number of the first reinforcing rib 114 is not specifically limited in the embodiments of the present application, and can be set according to the performance requirements of the vehicle body frame 200.

[0197] In some embodiments of the present application, the thickness of the first reinforcing rib 114 is greater than or equal to 3 mm and less than or equal to 6.5 mm.

[0198] In this way, the thickness of the first reinforcing rib 114 is within a suitable range, so that the overall weight of the first reinforcing tube 11 will not be too large while meeting the strength and rigidity requirements of the first reinforcing tube 11, which is beneficial to the lightweight of the vehicle body frame 200.

[0199] Exemplarily, the thickness of the first reinforcing rib 114 can be 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, 5.1 mm, 5.2 mm, 5.3 mm, 5.4 mm, 5.5 mm, 5.6 mm, 5.7 mm, 5.8 mm, 5.9 mm, 6 mm, 6.1 mm, 6.2 mm, 6.3 mm, 6.4 mm, 6.5 mm, etc.

[0200] In some embodiments of the present application, asFigure 7 As shown, the first reinforcing rib 114 includes a first reinforcing rib piece 1141 and a second reinforcing rib piece 1142, and the first reinforcing rib piece 1141 and the second reinforcing rib piece 1142 intersect.

[0201] Thus, the structural strength and rigidity of the first reinforcing pipe 11 can be further improved, thereby improving the structural strength and the ability to resist deformation of the vehicle body frame 200.

[0202] In addition, the intersecting first reinforcing rib piece 1141 and the second reinforcing rib piece 1142 can form a force transmission path between each other, so that the load acting on the first reinforcing pipe 11 can be transmitted to each of the first reinforcing rib piece 1141 and the second reinforcing rib piece 1142, thereby helping to improve the structural strength of the first reinforcing pipe 11, and further improving the structural strength and the ability to resist deformation of the vehicle body frame 200, and improving the impact resistance of the vehicle 1000.

[0203] The number of the first reinforcing rib piece 1141 and the second reinforcing rib piece 1142 is not specifically limited in the embodiments of the present application, and can be only one, two, three or more, and the intersecting manner of the first reinforcing rib piece 1141 and the second reinforcing rib piece 1142 is not specifically limited, and the first reinforcing rib piece 1141 and the second reinforcing rib piece 1142 can divide the cavity 1130 into a sub-cavity 1130a with any suitable shape such as a rectangular, square or triangular cross-sectional shape, which can be specifically set by a person skilled in the art according to actual conditions.

[0204] In some embodiments of the present application, as shown in Figure 6 and Figure 7 As shown, the first pipe body 113 has a first surface 1131 opposite to a second surface 1132 in the width direction of the vehicle body frame 200, and a side surface 1133 connecting the first surface 1131 and the second surface 1132, the first surface 1131 faces the outside of the vehicle body frame 200, and the second surface 1132 faces the inside of the vehicle body frame 200. The two ends of the first reinforcing rib piece 1141 are connected to the inner walls of the first surface 1131 and the second surface 1132 respectively, and the two ends of the second reinforcing rib piece 1142 are connected to the inner walls of the side surface 1133. The second reinforcing pipe 12 is embedded into the sub-cavity 1130a formed by the inner walls of the first reinforcing rib piece 1141, the second reinforcing rib piece 1142 and the first surface 1131.

[0205] Thus, the load acting on the first reinforcing pipe 11 can be transmitted to the first reinforcing rib piece 1141 and the second reinforcing rib piece 1142 through the surface of the first pipe body 113, thereby helping to improve the structural strength of the first reinforcing pipe 11.

[0206] In addition, in the case where the vehicle 1000 is subjected to a collision, the impact force will first act on the outer side of the vehicle body frame 200, whereby the second reinforcing pipe 12 is embedded into the sub-cavity 1130a close to the outer side of the vehicle body frame 200, the second reinforcing pipe 12 can strengthen the strength of the portion of the first reinforcing pipe 11 close to the outer side of the vehicle body frame 200, thereby further reducing the possibility of damage to the first reinforcing pipe 11, improving the impact resistance of the reinforcing structure 1, and thus improving the impact resistance of the vehicle 1000.

[0207] In some embodiments of the present application, as shown in Figure 7 and Figure 7 part of the second surface 1132 is provided with an opening 1132a, and the reinforcing structure 1 comprises a reinforcing plate 13 covering the opening 1132a.

[0208] Thus, by providing the reinforcing plate 13, the structural strength and rigidity of the reinforcing structure 1 can be further increased, so that the reinforcing structure 1 is less likely to bend and deform, which is conducive to improving the strength and resistance to deformation of the vehicle body frame 200, and thus improving the impact resistance of the vehicle 1000.

[0209] Exemplarily, the reinforcing plate 13 can be welded to the opening 1132a of the second surface 1132 by welding. As a specific example, the reinforcing plate 13 can be welded by brazing. Welding helps to improve the connection reliability of the reinforcing plate 13 and the first pipe body 113.

[0210] In some embodiments of the present application, along the extension direction of the reinforcing structure 1, the reinforcing plate 13 is located at the region of the second surface 1132 with the maximum curvature.

[0211] The greater the curvature, the greater the possibility of stress concentration, and thus the greater the possibility of damage. Therefore, the region of the second surface 1132 with the maximum curvature can be referred to as a weak region of the first reinforcing pipe 11.

[0212] Thus, by providing the reinforcing plate 13 at the weak region of the first reinforcing pipe 11, the structural strength of the weak region can be increased, the possibility of stress concentration in the weak region can be reduced, the possibility of damage to the weak region can be reduced, the reliability of the reinforcing structure 1 can be further improved, the ability of the reinforcing structure 1 to resist bending and deformation can be further improved, and the impact resistance of the vehicle 1000 can be improved.

[0213] In some embodiments of the present application, as shown in Figure 12As shown, at the opening 1132a, the end of the first reinforcing rib 1141 towards the second surface 1132 and the end of the side surface 1133 towards the second surface 1132 abut against the reinforcing plate 13, and the side of the reinforcing plate 13 towards the second surface 1132 protrudes to form a protruding portion 131 abutting against the second reinforcing rib 1142.

[0214] Thus, the protruding portion 131 of the reinforcing plate 13 can abut the second reinforcing tube 12 between the second reinforcing rib 1142 and the first surface 1131, and the reinforcing plate 13 can make the end of the side surface 1133 and the first reinforcing rib 1141 exposed via the opening 1132a abut against the reinforcing plate 13, thereby improving the ability of the reinforcing structure 1 to resist side impact, improving the ability of the reinforcing structure 1 to resist deformation, reducing the amount of intrusion of the vehicle body frame 200 into the interior of the vehicle 1000, and reducing the possibility of harm to the passengers and devices in the vehicle.

[0215] In some embodiments of the present application, the thickness of the reinforcing plate 13 is greater than or equal to 3 mm and less than or equal to 5 mm.

[0216] Thus, the thickness of the reinforcing plate 13 is within an appropriate range, which can reduce the weight of the reinforcing plate 13 while meeting the structural strength and rigidity requirements of the reinforcing plate 13, thereby facilitating the reduction of the overall weight of the reinforcing structure 1, and further facilitating the lightweighting of the vehicle body frame 200, reducing energy consumption, and improving the endurance of the vehicle 1000.

[0217] For example, the thickness of the reinforcing plate 13 can be 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, etc.

[0218] In some embodiments of the present application, as shown, Figure 12 As shown, the second reinforcing tube 12 includes a second tube body 121 and a second reinforcing rib 122 arranged in the second tube body 121, and the opposite ends of the second reinforcing rib 122 are connected to the inner wall of the second tube body 121 in a direction perpendicular to the extension direction of the second reinforcing tube 12.

[0219] Thus, the second reinforcing rib 122 can provide additional structural support for the second reinforcing tube 12, thereby enhancing the rigidity and strength of the second reinforcing tube 12, further increasing the ability of the reinforcing structure 1 to resist bending and deformation, reducing the amount of intrusion into the interior of the vehicle 1000, and improving reliability and stability.

[0220] The number of the second reinforcing ribs 122 is not specifically limited in the embodiments of the present application, and can be set according to actual conditions.

[0221] In some other embodiments, the second tube body 121 can also be filled with a solid filler, so that the second reinforcing tube 12 is generally solid, thereby improving the structural strength and rigidity of the second reinforcing tube 12, improving the ability of the second reinforcing tube 12 to resist deformation, and further improving the structural strength and rigidity of the reinforcing structure 1.

[0222] In some embodiments of the present application, the thickness of the tube wall of the second tube body 121 is greater than or equal to 2 mm and less than or equal to 8 mm, and / or the thickness of the second reinforcing rib 122 is greater than or equal to 3 mm and less than or equal to 6.5 mm.

[0223] In this way, by limiting the thickness of the second tube body 121 and the thickness of the second reinforcing rib 122 within a suitable range, the second reinforcing tube 12 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle body frame 200, and does not occupy too much space due to too thick thickness, which is beneficial to the lightweight and miniaturization of the vehicle 1000.

[0224] For example, the thickness of the tube wall of the second tube body 121 can be 2 mm, 2.5 mm, 3 mm, 3.5 mm, 4 mm, 4.5 mm, 5 mm, 5.5 mm, 6 mm, 6.5 mm, 7 mm, 7.5 mm, 8 mm, etc. The thickness of the second reinforcing rib 122 can be 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, 5.1 mm, 5.2 mm, 5.3 mm, 5.4 mm, 5.5 mm, 5.6 mm, 5.7 mm, 5.8 mm, 5.9 mm, 6 mm, 6.1 mm, 6.2 mm, 6.3 mm, 6.4 mm, 6.5 mm, etc.

[0225] In some embodiments of the present application, the second reinforcing tube 12 is embedded into the first reinforcing tube 11 in an interference fit, or the second reinforcing tube 12 is fixed in the first reinforcing tube 11 by pin fitting.

[0226] Therefore, the second reinforcing pipe 12 can be stably fixed in the first reinforcing pipe 11, and the position of the second reinforcing pipe 12 in the first reinforcing pipe 11 is not easy to change due to the shaking or impact of the vehicle 1000 during driving, so that the bending weak part of the reinforcing structure 1 can be better reinforced, which is beneficial to improve the structural strength and rigidity of the reinforcing structure 1, improve the ability of the reinforcing structure 1 to resist bending deformation, and improve the strength and deformation resistance of the vehicle body frame 200, thereby improving the impact resistance of the vehicle 1000.

[0227] Of course, those skilled in the art should understand that in some other embodiments, the second reinforcing pipe 12 can also be fixed in the first reinforcing pipe 11 in any other suitable manner, and the application does not specifically limit the fixing manner.

[0228] In some embodiments of the application, the first reinforcing pipe 11 is an integrated aluminum pultrusion structure, and / or the second reinforcing pipe 12 is an integrated aluminum pultrusion structure.

[0229] The aluminum pultrusion pipe structure is an aluminum pipe produced by a pultrusion process, has high strength, can bear large mechanical load, and has high rigidity, which can reduce deformation under stress. Moreover, aluminum has low density, which helps to reduce the weight of the vehicle body frame 200 compared with the traditional steel vehicle body frame 200.

[0230] The first reinforcing pipe 11 and / or the second reinforcing pipe 12 are configured as an integrated structure, which on the one hand helps to improve the overall structural strength and rigidity of the reinforcing pipe, and on the other hand makes the pipe body and the internal reinforcing ribs not need to be assembled through other components, which helps to reduce the manufacturing cost.

[0231] In addition, the aluminum alloy material has good corrosion resistance, which can avoid the effect of corrosion-resistant plating after using steel alloy, and is beneficial to save cost.

[0232] Exemplarily, the first reinforcing pipe 11 and the second reinforcing pipe 12 can be made of 6082+T6 aluminum alloy material.

[0233] In some embodiments of the application, 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, and the reinforcing structure 1 is arranged in the groove 32 of at least one of the A-pillar 201, the B-pillar 202 and the C-pillar 203.

[0234] Therefore, the reinforcing structure 1 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 reinforcing structure 1 has high structural strength and high rigidity, and has strong ability to resist bending and deformation. Therefore, the reinforcing structure 1 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 can improve the structural strength and rigidity of the frame beam body 30, improve the bending resistance and deformation resistance of the frame beam body 30, and thus improve the crashworthiness of the vehicle 1000.

[0235] Exemplarily, the reinforcing structure 1 is arranged in the groove 32 of the A pillar 201. Therefore, the reinforcing structure 1 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).

[0236] Exemplarily, the reinforcing structure 1 is arranged in the groove 32 of the B pillar 202. Therefore, the reinforcing structure 1 and the frame beam body 30 constituting the B pillar 202 jointly form at least part of a B pillar assembly (also referred to as a B pillar assembly).

[0237] Exemplarily, the reinforcing structure 1 is arranged in the groove 32 of the C pillar 203. Therefore, the reinforcing structure 1 and the frame beam body 30 constituting the C pillar 203 jointly form at least part of a C pillar assembly (also referred to as a C pillar assembly).

[0238] In some embodiments of the present application, the reinforcing structure 1 is arranged in the groove 32 of the A pillar 201 and the groove 32 of the C pillar 203. The vehicle body frame 200 further comprises an outer trim panel arranged on the side of the frame beam body 30 away from the reinforcing structure 1. The frame beam body 30 and the outer trim panel are both fiber panels, and the fiber content of the outer trim panel is less than that of the frame beam body 30.

[0239] The outer trim panel is the outermost covering of the vehicle 1000 and is used to beautify the appearance. Since the B pillar 202 is covered by the door after the door is closed, and the twisted curvature of the B pillar 202 is not as high as that of the A pillar 201 and the C pillar 203, the outer side of the B pillar 202 does not need to be covered by the outer trim panel, while the A pillar 201 and the C pillar 203 are exposed. Therefore, the outer trim panel is arranged on the outer side of the A pillar 201 and the C pillar 203 to improve the appearance.

[0240] In addition, the frame beam body 30 and the outer trim panel are both fiber panels, so that the frame beam body 30 and the outer trim panel have certain structural strength and rigidity. Since the outer trim panel mainly plays a beautifying role and has relatively low requirements on structural strength, the fiber content of the outer trim panel is less than that of the frame beam body 30, which can achieve the effect of beautification and is also conducive to cost control.

[0241] In some embodiments of the present application, as shown in FIG. 1, the reinforcing structure 1 is arranged in the groove 32 of the A pillar 201, the B pillar 202, and the C pillar 203. Figure 14As shown, the vehicle body frame 200 further comprises an interior mounting structure 6 for mounting interiors of the vehicle 1000, the interior mounting structure 6 being arranged on the reinforcement structure 1 and / or the frame beam body 30.

[0242] The interior mounting structure 6 is used for mounting the interiors of the vehicle body. It should be noted that the interiors of the vehicle body refer to various decorative and functional components inside the vehicle 1000, such as seat belt accessories, door hinges, door opening limiters, interior panels, air curtains, etc. It can be understood that according to different parts of the frame beam body 30, the specific interior components mounted by the interior mounting structure 6 also differ. For example, the seat belt accessories are mounted on the B-pillar 202 and the C-pillar 203, and the door hinges are mounted on the A-pillar 201 and the B-pillar 202, etc.

[0243] Exemplarily, the interior mounting structure 6 is connected to the first tube body 113 of the reinforcement structure 1, and / or the interior mounting structure 6 is connected to the second reinforcement rib assembly 33 of the frame beam body 30.

[0244] The reinforcement structure 1 and the frame beam body 30 provided by the embodiments of the present application have high structural strength and structural rigidity, and therefore, mounting the interior mounting structure 6 on the reinforcement structure 1 and / or the frame beam body 30 is beneficial to improve the firmness of the interiors of the vehicle body and improve the personal safety of the passengers.

[0245] In some embodiments of the present application, as shown in Figure 12 and Figure 15 The interior mounting structure 6 comprises at least one interior panel mounting structure 61 for mounting an interior panel 9, the interior panel 9 being used to cover at least the groove 32 of the frame beam body 30 from the inside of the vehicle body frame 200.

[0246] Therefore, the interior panel 9 is used to cover the groove 32, so that the structure inside the groove 32 is not directly exposed in the field of view of the driver / passenger, which helps to improve the aesthetics of the vehicle body frame 200.

[0247] Exemplarily, the interior panel mounting structure 61 is connected to the frame beam body 30 by adhesion or through fasteners such as bolts.

[0248] In some embodiments of the present application, as shown in Figure 16 , Figure 12 and Figure 15As shown, at least part of the frame beam body 30 constitutes the B pillar 202 and / or the C pillar 203 of the vehicle 1000, and the interior trim mounting structure 6 comprises at least one seat belt accessory mounting structure 62, which is arranged on the B pillar 202 and / or the C pillar 203, or the reinforcing structure 1 arranged in the groove 32 of the B pillar 202 and / or the C pillar 203. The at least one seat belt accessory mounting structure 62 is used to mount the seat belt accessory 7, wherein the seat belt accessory 7 comprises at least one of the seat belt tensioner 71 and the seat belt retractor 72.

[0249] Since the B pillar and / or the C pillar provided with the reinforcing structure 1 has high structural strength and strong resistance to deformation, the mounting strength of the seat belt accessory mounting structure 62 arranged on the B pillar 202 and / or the C pillar 203 or the reinforcing structure 1 is high, the fixing strength of the seat belt accessory 7 is improved, and the personal safety of the occupant is further improved.

[0250] It should be noted that, as shown in Figure 16 The seat belt accessory mounting structure 62 arranged on the reinforcing structure 1 can be one, and the one seat belt accessory mounting structure 62 is used to mount one of the seat belt tensioner 71 and the seat belt retractor 72; the seat belt accessory mounting structure 62 arranged on the reinforcing structure 1 can be two, and the two seat belt accessory mounting structures 62 can be used to mount the seat belt tensioner 71 and the seat belt retractor 72 respectively, and at this time, the positions of the two seat belt accessory mounting structures 62 on the reinforcing structure 1 can be set according to the actual situation of the vehicle 1000.

[0251] For example, as shown in Figure 3 The seat belt accessory mounting structure 62 of the B pillar 202 and / or the C pillar 203 is formed on the first pipe body 113 of the first reinforcing pipe 11, in other words, the first pipe body 113 of the first reinforcing pipe 11 can provide a mounting position for the seat belt accessory.

[0252] For example, the seat belt accessory mounting structure 62 can also be formed on the frame beam body 30, for example, on the second reinforcing rib assembly 33 of the frame beam body 30, in other words, the second reinforcing rib assembly 33 can provide a mounting position for the seat belt accessory.

[0253] For example, as shown in Figure 13 Since the second joint 22 is inserted with the reinforcing structure 1, the seat belt accessory mounting structure 62 for mounting the seat belt retractor 72 can be formed on the second joint 22. It can be understood that the seat belt accessory mounting structure 62 for mounting the seat belt retractor 72 can also be formed on the reinforcing structure 1 arranged in the groove 32 of the B pillar 202 and / or the C pillar 203, or the reinforcing structure 1 and the second joint 22 inserted with each other in the groove 32 of the B pillar 202 and / or the C pillar 203.

[0254] In some embodiments of the present application, as shown in Figure 13 and Figure 3 At least part of the frame beam body 30 constitutes the A-pillar 201 and / or the B-pillar 202 of the vehicle. The vehicle body frame 200 further comprises at least one metal connecting structure 8 for connecting at least one of the door hinge 74, the door lock 75, and the door opening limiter 76. The metal connecting structure 8 is arranged between the frame beam body 30 constituting the A-pillar 201 and the reinforcing structure 1 arranged at the A-pillar 201, and / or between the frame beam body 30 constituting the B-pillar 202 and the reinforcing structure 1 arranged at the B-pillar 202.

[0255] Figure 3 Only the first reinforcing pipe 11 of the reinforcing structure 1 and the metal connecting structure 8 are shown by way of example, and the second reinforcing pipe 12 and the reinforcing plate 13 are not shown.

[0256] By way of example, the metal connecting structure 8 is welded to the reinforcing structure 1 arranged at the A-pillar 201 and / or the B-pillar 202. That is, the fixation of the metal connecting structure 8 is achieved by welding. The welding helps to improve the connection stability of the metal connecting structure 8 and the reinforcing structure 1.

[0257] The door hinge 74, the door lock 75, and the door opening limiter 76 are all applied to the opening and closing of the door 209. In actual application, the door 209 needs to be frequently opened and closed, the door hinge 74 and the door opening limiter 76 also need to be frequently rotated, and the door lock 75 needs to be frequently opened and closed, that is, the metal connecting structure 8 needs to withstand repeated opening and closing cycles. The metal material makes the metal connecting structure 8 have good fatigue performance, so that the metal connecting structure 8 remains structurally intact in multiple cycles. The metal connecting structure 8 is arranged between the frame beam body 30 constituting the A-pillar 201 and the reinforcing structure 1 arranged at the A-pillar 201, and / or between the frame beam body 30 constituting the B-pillar 202 and the reinforcing structure 1 arranged at the B-pillar 202, so that the reinforcing structure 1 can fix the metal connecting structure 8 to the frame beam body 30, which helps to make the metal connecting structure 8 stably installed.

[0258] It can be understood that the metal connecting structure 8 can be one, and the one metal connecting structure 8 is used to connect at least one of the door hinge 74, the door lock 75, and the door opening limiter 76. The metal connecting structure 8 can be two, and the two metal connecting structures 8 are used to connect at least two of the door hinge 74, the door lock 75, and the door opening limiter 76. The metal connecting structure 8 can be three, and the three metal connecting structures 8 are used to connect the door hinge 74, the door lock 75, and the door opening limiter 76. The position of the metal connecting structure 8 can be set according to the actual situation of the vehicle.

[0259] In some embodiments of the present application, as shown in Figures 8 to 10 The recess 32 of the B-pillar 202 is provided with the reinforcing structure 1, and the reinforcing structure 1 is connected with the upper side beam 204 and the rocker beam 205 of the frame beam body 30 through the first joint 21 and the second joint 22 respectively.

[0260] By connecting the reinforcing structure 1 between the upper side beam 204 and the rocker beam 205 of the frame beam body 30 through the first joint 21 and the second joint 22, the reinforcing structure 1 helps to increase the tensile strength and the compressive strength of the frame beam body 30 along the extension direction of the reinforcing structure 1, so that the frame beam body 30 can be more solid when bearing tensile load and compressive load, and the reinforcing structure 1 also helps to improve the rigidity of the frame beam body 30 and reduce the deformation of the frame beam body 30 when being stressed. Moreover, the provision of the reinforcing structure 1 also saves the inner panel and reduces the number of parts, thereby simplifying the processing and assembly process.

[0261] In some embodiments of the present application, as shown in Figure 8 The first joint 21 and the second joint 22 are respectively inserted with both ends of the reinforcing structure 1 along the extension direction of the reinforcing structure 1.

[0262] Exemplarily, as shown in Figure 10 The first joint 21 is formed with a first insertion slot 211, and the second joint 22 is formed with a second insertion slot 221. One end of the reinforcing structure 1 towards the upper side beam 204 is inserted into the first insertion slot 211 to be inserted and matched with the first joint 21, and one side of the reinforcing structure 1 towards the rocker beam 205 is inserted into the second insertion slot 221 to be inserted and matched with the second joint 22.

[0263] In the related art, the reinforcing structure 1 is usually connected with the connecting joint by welding, threaded connection or the like. Therefore, only one surface of the reinforcing structure 1 is in contact with the connecting joint, and the contact area is relatively limited, which is not conducive to improving the connection reliability of the reinforcing structure 1 and the connecting joint.

[0264] In the embodiments of the present application, since the insertion connection mode is adopted, at least part of the reinforcing structure 1 is inserted into the first joint 21 and / or the second joint 22, and the inserted part of the reinforcing structure 1 is matched with the circumferential slot side wall and the slot bottom wall in the first insertion slot 211 of the first joint 21 and / or the second insertion slot 221 of the second joint 22, so as to increase the contact area between the first joint 21 and / or the second joint 22 and the reinforcing structure 1, and further improve the connection strength therebetween, thereby realizing more reliable connection.

[0265] In addition, the first joint 21 and the second joint 22 are respectively located at opposite ends of the reinforcing structure 1 along the extending direction of the reinforcing structure 1, so that the compression strength of the end portion of the reinforcing structure 1 can be improved, and the reinforcing structure 1 is not prone to be damaged under the top pressure from top to bottom or the impact from bottom to top, which is beneficial to improve the reliability of the vehicle body frame 200, thereby improving the structural strength and rigidity of the vehicle 1000 and improving the anti-impact performance of the vehicle 1000.

[0266] In some embodiments of the present application, as shown in Figure 9 and Figure 11 , the first joint 21 and the second joint 22 are respectively provided with a third reinforcing rib 23. The end portion of the reinforcing structure 1 towards one end of the roof side rail 204 abuts against the third reinforcing rib 23 in the first joint 21, and the end portion of the reinforcing structure 1 towards one end of the rocker rail 205 abuts against the third reinforcing rib 23 in the second joint 22.

[0267] By providing the third reinforcing rib 23, the compression strength of the first joint 21 and the second joint 22 to the end portion of the reinforcing structure 1 is improved, so that when the vehicle body frame 200 is subjected to the top pressure from top to bottom and the pressure is transmitted to the first joint 21, or the vehicle body frame 200 is subjected to the impact from bottom to top and the pressure is transmitted to the second joint 22, the first joint 21 and the second joint 22 are not prone to be damaged due to the interaction force between the joint and the end portion of the reinforcing structure 1, and thus the performance of the vehicle 1000 against the impact in the up-down direction is improved, thereby further improving the anti-impact performance of the vehicle 1000.

[0268] In some embodiments of the present application, the thickness of the third reinforcing rib 23 is greater than or equal to 2 mm and less than or equal to 3 mm.

[0269] Therefore, by limiting the thickness range of the third reinforcing rib 23, the compression strength of the third reinforcing rib 23 to the reinforcing structure 1 is improved, and the weight is not too large due to the excessive thickness of the third reinforcing rib 23, which is beneficial to improve the lightweight of the vehicle body frame 200.

[0270] For example, the thickness of the third reinforcing rib 23 can be 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.

[0271] In some embodiments of the present application, as shown in Figure 9 and Figure 11 , at least one first reinforcing rib assembly 24 is further provided outside the first joint 21 and the second joint 22, and the first reinforcing rib assembly 24 is connected with the inner surface of the frame beam body 30.

[0272] Thus, the first joint 21 and the second joint 22 can be reinforced by the first reinforcement rib assembly 24. The first reinforcement rib assembly 24 can be one or more, that is, the first joint 21 and the second joint 22 can be reinforced by one first reinforcement rib assembly 24 as a whole, or the first joint 21 and the second joint 22 can be reinforced by multiple first reinforcement rib assemblies 24 respectively.

[0273] In some embodiments of the present application, as shown in Figure 9 and Figure 11 the first reinforcement rib assembly includes one or more fourth reinforcement ribs 241, and the extension direction of the part of the fourth reinforcement ribs 241 of at least one of the first joint 21 and the second joint 22 is the same as the extension direction of the reinforcing structure 1.

[0274] Thus, the tensile strength and the compressive strength of the first joint 21 and / or the second joint 22 in the extension direction of the reinforcing structure 1 are improved, so that the end of the reinforcing structure 1 has better pressure bearing capacity, and the ability of the reinforcing structure 1 to resist deformation is enhanced, the structural strength and the ability to resist deformation of the side of the vehicle body frame 200 are improved, and the anti-collision performance of the vehicle 1000 is improved. Moreover, the amount of intrusion of the side of the vehicle body frame 200 into the passenger compartment during a side collision can be reduced, and the side impact resistance of the vehicle 1000 can be improved. In addition, the structural strength of the side of the vehicle body frame 200 is high, and the degree of deformation under the top pressure in the up-down direction can also be reduced.

[0275] Exemplarily, the fourth reinforcement rib 241 with the same extension direction as the reinforcing structure 1 can be provided only on the first joint 21.

[0276] Exemplarily, the fourth reinforcement rib 241 with the same extension direction as the reinforcing structure 1 can be provided only on the second joint 22.

[0277] Exemplarily, the fourth reinforcement rib 241 with the same extension direction as the reinforcing structure 1 can be provided on both the first joint 21 and the second joint 22.

[0278] Those skilled in the art should understand that the number of the fourth reinforcement rib 241 is not specifically limited in the embodiments of the present application, and can be set according to actual conditions.

[0279] In some embodiments of the present application, as shown in Figure 12 and Figure 14 the first reinforcement rib assembly 24 includes multiple fourth reinforcement ribs 241 connected in series, the multiple fourth reinforcement ribs 241 are arranged in cross, and / or the multiple fourth reinforcement ribs 241 are connected in series in a ring shape.

[0280] The plurality of fourth reinforcing ribs 241 are arranged in a cross shape or are connected end to end in a ring shape, which can avoid stress concentration of a single fourth reinforcing rib 241 as much as possible, that is, the first reinforcing rib assembly 24 can uniformly disperse the stress, thereby helping to improve the overall structural strength and structural rigidity of the vehicle body frame 200.

[0281] Exemplarily, the shape can be a triangle, a quadrilateral, a pentagon, a hexagon, etc., and the first reinforcing rib assembly 24 can include a plurality of rings, which can have the same shape or different shapes.

[0282] In some embodiments of the present application, the thickness of the fourth reinforcing rib 241 is greater than or equal to 2 mm and less than or equal to 3 mm.

[0283] In this way, by limiting the thickness of the fourth reinforcing rib 241 within a suitable range, the structural strength of the first joint 21 and the second joint 22 is improved, and the weight of the first joint 21 and the second joint 22 is not too large, which is beneficial to the lightweight of the vehicle body frame 200.

[0284] Exemplarily, the thickness of the fourth reinforcing rib 241 can be 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, or 3 mm.

[0285] In some embodiments of the present application, the first joint 21 is formed as an integral aluminum casting, and / or the second joint 22 is formed as an integral aluminum casting.

[0286] The first joint 21 and / or the second joint 22 are integrally formed, have high structural strength, and are made of cast aluminum, which is beneficial to improving the structural strength, is light in weight, is beneficial to the lightweight of the vehicle 1000, and has good corrosion resistance.

[0287] In some embodiments of the present application, as shown in Figure 17 The recess 32 of the frame beam body 30 is provided with at least one second reinforcing rib assembly 33, a plurality of second reinforcing rib assemblies 33 are arranged at intervals along the extension direction of the recess 32, and the second reinforcing rib assembly 33 includes one or more fifth reinforcing ribs 331.

[0288] In this way, the frame beam body 30 can be reinforced by the second reinforcing rib assembly 33, and the number of the second reinforcing rib assembly 33 can be one or more, that is, the frame beam body 30 can be reinforced as a whole by one second reinforcing rib assembly 33, or the local structure of the frame beam body 30 can be reinforced by a plurality of second reinforcing rib assemblies 33 respectively.

[0289] In some embodiments of the present application, the second reinforcement rib assembly 33 comprises a plurality of connected fifth reinforcement ribs 331, the plurality of fifth reinforcement ribs 331 are arranged in a cross shape, and / or the plurality of fifth reinforcement ribs 331 are connected in a ring shape.

[0290] Therefore, the plurality of fifth reinforcement ribs 331 arranged in a cross shape or the plurality of fifth reinforcement ribs 331 connected in a ring shape can avoid stress concentration of a single fifth reinforcement rib 331 as much as possible, that is, the second reinforcement rib assembly 33 can uniformly disperse the force, thereby helping to improve the overall structural strength and structural rigidity of the vehicle body frame 200.

[0291] Exemplarily, the ring shape can be a triangle, a quadrilateral, a pentagon, a hexagon, etc., and the second reinforcement rib assembly 33 can comprise several rings, and the shapes of the several rings can be the same or different.

[0292] In some embodiments of the present application, the second reinforcement rib assembly 33 is injection molded in the groove 32 of the frame beam body 30.

[0293] The injection molding process integrates the fifth reinforcement rib 331 of the second reinforcement rib assembly 33 with the frame beam body 30, reduces the assembly between the plurality of second reinforcement rib assemblies 33 and the frame beam body 30, and the injection molding process enables the injection molding material of the second reinforcement rib assembly 33 to reach every corner of the frame beam body 30. Moreover, the injection molding process facilitates processing the second reinforcement rib assembly 33 into various shapes according to the collision force condition of the vehicle body frame 200, increasing the thickness at some key force receiving positions, etc. In other words, the extension direction, thickness, and position of each fifth reinforcement rib 331 of the second reinforcement rib assembly 33 can be optimized according to the collision force condition of the vehicle body frame 200.

[0294] In some embodiments of the present application, the thickness of the root of the fifth reinforcement rib 331 is 80% to 120% of the thickness of the frame beam body 30.

[0295] Therefore, the fifth reinforcement rib 331 can provide sufficient reinforcement, thereby improving the strength and rigidity of the vehicle body frame 200.

[0296] Exemplarily, the thickness of the root of the fifth reinforcement rib 331 can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc. of the thickness of the frame beam body 30. The thickness can be set according to the collision force condition of the vehicle body frame 200.

[0297] Since the frame beam body 30 is made of continuous fiber composite material, which has the characteristic of high modulus, making the root thickness of the fifth reinforcing rib 331 larger also helps to reduce or even avoid the root of the fifth reinforcing rib 331 from causing a sink mark defect on the outer surface of the frame beam body 30.

[0298] In some embodiments, the thickness of the root of the fifth reinforcing rib 331 is 100% of the thickness of the frame beam body 30, that is, the thickness of the root of the fifth reinforcing rib 331 is consistent with the thickness of the frame beam body 30.

[0299] In some embodiments of the present application, the thickness of the root of the fifth reinforcing rib 331 is greater than or equal to 2.5 mm and less than or equal to 3.5 mm, and / or the thickness of the frame beam body 30 is greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

[0300] For example, the thickness of the root of the fifth reinforcing rib 331 can be 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 3.0 mm, 3.2 mm, 3.3 mm, 3.4 mm, 3.5 mm, etc. The thickness of the frame beam body 30 can be 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 3.0 mm, 3.2 mm, 3.3 mm, 3.4 mm, 3.5 mm, etc. The thickness of the root of the fifth reinforcing rib 331 can be consistent with the thickness of the frame beam body 30, or not.

[0301] By setting the thickness of the root of the fifth reinforcing rib 331 and the frame beam body 30 within this range, the frame beam body 30 and the fifth reinforcing rib 331 can meet the strength and stiffness requirements of the vehicle body frame 200, 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 1000.

[0302] It can be understood that the thickness of the root of the fifth reinforcing rib 331 and the thickness of the frame beam body 30 can be set according to the actual situation of the vehicle body frame 200. For example, the vehicle body frame includes a B-pillar assembly, the B-pillar assembly includes a B-pillar 202 composed of the frame beam body 30 and a fifth reinforcing rib 331 provided on the B-pillar 202, the thickness of the B-pillar 202 is 3 mm, and the thickness of the root of the fifth reinforcing rib 331 is 3 mm. The thickness of other parts of the fifth reinforcing rib 331 except the root can be greater than or less than the thickness of the root.

[0303] In some embodiments of the present application, as shown in Figure 18 The second reinforcing rib assembly 33 is connected with the bottom wall 324 and the side wall 325 of the groove 32, and the second reinforcing rib assembly 33 is formed with a avoiding slot for installing the reinforcing structure 1.

[0304] Specifically, the plurality of fifth reinforcing ribs 331 are arranged in a cross manner to form a grid structure, the grid structure includes a first portion 331a, a second portion 331b and a third portion 331c, the first portion 331a is arranged on the bottom wall 324, the second portion 331b and the third portion 331c are located on opposite sides of the first portion 331a along the groove width direction of the groove 32, the size of the second portion 331b and the third portion 331c along the inside-outside direction of the vehicle body frame 200 is greater than the size of the first portion 311a along the inside-outside direction of the vehicle body frame 200, the first portion 311a, the second portion 331b and the third portion 331c form an avoidance groove.

[0305] The size of the second portion 331b and the third portion 331c along the inside-outside direction of the vehicle body frame 200 is greater than the size of the first portion 331a along the inside-outside direction of the vehicle body frame 200, that is, along the inside-outside direction of the vehicle body frame 200, the end of the fifth reinforcing rib 331 of the second portion 331b and the third portion 331c is farther away from the bottom wall 324 of the groove 32, and the end of the fifth reinforcing rib 331 of the first portion 331a is closer to the bottom wall 324 of the groove 32, thereby facilitating the first portion 331a and the second portion 331b and the third portion 331c to form an avoidance groove, so that the avoidance groove provides installation space for the reinforcing structure 1, so that when the second reinforcing rib assembly 33 and the reinforcing structure 1 jointly reinforce the frame beam body 30, it will not excessively protrude from the groove.

[0306] In addition, the avoidance groove can also limit the reinforcing structure 1 along the groove width direction of the groove 32, facilitating the installation of the reinforcing structure 1.

[0307] In some embodiments of the present application, the elastic modulus of the second reinforcing rib assembly 33 is ≥5GPa, the tensile strength is ≥100MPa, and the elongation at break is ≥1%. By controlling the elastic modulus, tensile strength and elongation at break of the second reinforcing rib assembly 33 within a reasonable range, the frame beam body 30 provided by the embodiments of the present application can be applied to positions with higher crash performance requirements.

[0308] In some embodiments, the elastic modulus of the second reinforcing rib assembly 33 is 5GPa-20GPa, the tensile strength is 100MPa-300MPa, and the elongation at break is 1%-6%. That is, 5GPa≤elastic modulus of the second reinforcing rib assembly 33≤20GPa, 100MPa≤tensile strength of the second reinforcing rib assembly 33≤300MPa, 1%≤elongation at break of the second reinforcing rib assembly 33≤6%. In this way, the range of the elastic modulus, tensile strength and elongation at break of the second reinforcing rib assembly 33 is further limited.

[0309] As a means for measuring the elongation at break of the second reinforcement member 33, a portion of the second reinforcement member 33 can be cut as a sample, the sample can be placed on a tensile testing machine and tested, or a test sample having a shape that satisfies the test conditions can be molded from the injection-molded material of the second reinforcement member 33, and the test sample can be placed on a tensile testing machine and tested.

[0310] The width of the test sample is typically 50 mm, and the gauge length of the test sample is 100 mm. A tensile force is applied to the test sample at a constant rate until the test sample breaks. The maximum elongation at the time of breakage is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. The test environment conditions: The test should be performed under standard environmental conditions, typically room temperature (23 ± 2°C) and a relative humidity of 50% ± 5%.

[0311] In some embodiments of the present application, the second reinforcement member 33 is made of a continuous fiber composite material, and the second reinforcement member 33 includes 30 to 65 parts by weight of long glass fibers and 35 to 70 parts by weight of a thermoplastic resin matrix, and the sum of the parts by weight of the long glass fibers and the parts by weight of the thermoplastic resin matrix is 100. The composite material formed by the combination of the long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus characteristics of the long glass fibers and the good processability and recyclability of the thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the second reinforcement member 33, and the thermoplastic resin matrix is easy to mold, such as injection molding, extrusion molding, compression molding, etc. By controlling the content of the thermoplastic resin matrix and the long glass fibers within a reasonable range, it is possible to avoid the leakage of long glass fibers and the insufficient elongation at break that occur when the content of long glass fibers is too high and the content of the thermoplastic resin matrix is too low, and it is also possible to avoid the insufficient strength and elongation at break or the high water absorption that occur when the content of long glass fibers is too low and the content of the thermoplastic resin matrix is too high. That is, the content of the long glass fibers and the thermoplastic resin matrix is balanced, so that the performance of the composite material is suitable for making the second reinforcement member 33 to reinforce the frame beam body 30.

[0312] It should be noted that the long glass fibers refer to glass fibers having a length in the range of 8 mm to 12 mm. For example, the length of the long glass fibers can be 8 mm, 9 mm, 10 mm, 11 mm, or 12 mm.

[0313] In some embodiments, the second reinforcement member 33 includes 2 to 5 parts by weight of a mineral powder.

[0314] The mineral powder may, for example, be at least one of talc powder, calcium carbonate powder, and wollastonite. The mineral powder as a filler can significantly reduce the cost of raw materials while maintaining or improving the physical properties of the product, etc.

[0315] In some embodiments, the second reinforcement rib assembly 33 includes 1-2 parts by weight of a compatibilizer; and / or, the second reinforcement rib assembly 33 includes 0.1-0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, to improve the mechanical properties of the composite material, which can be, for example, a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidation degradation of the material, reduce the possibility of degradation of the composite material due to high temperature oxidation during processing, prolong the service life of the composite material, which can be, for example, a phenolic antioxidant, a phosphite antioxidant, etc.

[0316] 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.

[0317] For example, in some embodiments, the antioxidant includes one or a combination of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl] phosphite, can be used in combination with a phenolic antioxidant.

[0318] In some embodiments of the present application, the frame beam body 30 includes a continuous fiber composite material.

[0319] On the one hand, the continuous fiber composite material has the characteristics of lightweight, which helps to achieve weight reduction of the vehicle body frame 200, thereby helping to reduce the fuel consumption of the vehicle 1000, to improve the economic performance of the vehicle 1000. On the other hand, the continuous fiber composite material has high strength and stiffness, which helps to improve the crashworthiness of the vehicle body frame 200,

[0320] Moreover, the continuous fiber composite material does not have the problem of rusting, and the manufacturing process is more environmentally friendly, which helps to reduce carbon emissions.

[0321] In addition, in the process of manufacturing the frame beam body 30 using the continuous fiber composite material, there is no need to go through the stamping, welding, and painting processes, which helps to improve the manufacturing efficiency, and there is no need to build a stamping, welding, and painting workshop, which helps to reduce the manufacturing cost of the vehicle 1000.

[0322] In some embodiments of the present application, the frame beam body 30 comprises a plurality of layers of continuous fiber composite material, each layer of the continuous fiber composite material comprising continuous fibers and a thermoplastic resin matrix connecting the continuous fibers.

[0323] Thus, the continuous fiber composite material formed by the continuous fibers and the thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural rigidity of the frame beam body 30. By arranging a plurality of layers of continuous fiber composite material, the laying angle of the continuous fibers in different layers of continuous fiber composite material can be adjusted to improve the overall performance of the continuous fiber composite material.

[0324] In some embodiments of the present application, 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 30 by molding.

[0325] Thus, the plurality of layers of continuous fiber composite material are first combined to form a continuous fiber composite plate, and the continuous fiber composite plate is then molded to form the frame beam body 30 with a cavity. The use of molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body 30, so as to ensure the mechanical properties and structural integrity of the frame beam body 30 as much as possible.

[0326] For example, the frame beam body 30 at least comprises a pillar, an upper side beam 204 and a rocker beam 205. The shapes and sizes of the pillar, the upper side beam 204 and the rocker beam 205 are different.

[0327] In some embodiments of the present application, the continuous fibers comprise one or more combinations of organic fibers and inorganic fibers.

[0328] The organic fibers have high strength, good elasticity and flexibility. The inorganic fibers have high strength and modulus. By using one or more combinations of organic fibers and inorganic fibers in combination with the thermoplastic resin, the strength of the single-layer fiber composite material layer can be improved.

[0329] In some embodiments of the present application, 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.

[0330] In some embodiments, the thermoplastic resin matrix comprises polyamide units, and a ratio of a number of carbons on a main carbon chain of the polyamide units to a number of amide groups is not less than 8. In this way, by controlling the ratio of the number of carbons on the main carbon chain of the polyamide units 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, and the breaking elongation of the single-layer continuous fiber composite material layer can be ensured while the strength of the single-layer continuous fiber composite material layer is ensured, so that the continuous fiber composite material layer can meet the requirements of high strength and high breaking elongation.

[0331] It can be understood that the ratio of the number of carbons on the main carbon chain of the polyamide units to the number of amide groups is not less than 8, which means that the ratio of the number of carbons on the main carbon chain of all polyamide units of the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0332] Exemplarily, the polyamide comprises any one or a combination of more than one of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0333] In some embodiments of the present application, the weight fraction of the continuous fibers is greater than or equal to 60 and less than or equal to 80, the weight fraction of the thermoplastic resin matrix is greater than or equal to 20 and less than or equal to 40, and the sum of the weight fraction of the continuous fibers and the weight fraction of the thermoplastic resin matrix is 100.

[0334] In this way, by controlling the content of the continuous fibers and the thermoplastic resin matrix within a reasonable range, it is possible to avoid the continuous fibers from leaking out due to the continuous fibers having too high a content and the resin matrix having too low a content, and it is also possible to avoid the composite material from not having enough strength due to the continuous fibers having too low a content and the resin matrix having too high a content, that is, the content of the continuous fibers and the content of the thermoplastic resin matrix reach a more balanced state, so that the performance of the composite material is suitable for making the frame beam body 30 of the vehicle body frame 200.

[0335] In some embodiments, the continuous fiber composite material layer comprises 68 to 75 parts by weight of continuous fibers and 25 to 32 parts by weight of the thermoplastic resin matrix. In this way, the content of the continuous fibers and the content of the thermoplastic resin matrix are further limited, so that the content of the continuous fibers and the content of the thermoplastic resin matrix reach a more balanced state.

[0336] In some embodiments, the continuous fiber composite material layer comprises greater than or equal to 1 and less than or equal to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers and improve the mechanical properties of the composite material, and can be, for example, a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, or the like.

[0337] Exemplarily, the compatibilizer includes any one 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, PP-GMA or a combination of two or more thereof.

[0338] In some embodiments, the continuous fiber composite layer includes an antioxidant in an amount of greater than or equal to 0.2 and less than or equal to 0.6 parts by weight. The antioxidant can prevent or delay the oxidation degradation of the material, reduce the possibility of degradation of the composite material due to high temperature oxidation during processing, prolong the service life of the composite material, and can be, for example, a phenolic antioxidant, a phosphite antioxidant, or the like.

[0339] Exemplarily, the antioxidant includes one or more of a combination of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxypropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2.4-di-tert-butylphenyl] phosphite, can be used in combination with a phenolic antioxidant.

[0340] In some embodiments, the antioxidant includes a primary antioxidant in an amount of 0.1 to 0.3 parts by weight and a secondary antioxidant in an amount of 0.1 to 0.3 parts by weight. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the progress of oxidation reactions. The secondary antioxidant is used to decompose the peroxides that have already been formed, preventing their decomposition to produce more free radicals, thereby further inhibiting oxidation reactions.

[0341] For example, the primary antioxidant includes at least one of a phenolic antioxidant, an amine antioxidant. The secondary antioxidant includes at least one of a phosphite antioxidant, a thioester antioxidant.

[0342] In some embodiments, the continuous fiber composite layer includes a lubricant in an amount of 0.1 to 0.5 parts by weight. The lubricant can reduce the friction between the continuous fibers and the thermoplastic resin matrix, improve the processing performance and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and improve the molding efficiency.

[0343] Exemplarily, the lubricant includes white oil.

[0344] In some embodiments, the continuous fiber composite layer includes a mineral powder in an amount of 0 to 5 parts by weight. The mineral powder, as a filler, can significantly reduce the cost of raw materials while maintaining or improving the physical properties of the product, etc. The mineral powder can be, for example, at least one of talc powder, calcium carbonate powder, and wollastonite.

[0345] It can be understood that in this example, when the weight part of the mineral powder is 0, the continuous fiber composite material layer does not include mineral powder. In some embodiments of the present application, the water absorption of each layer of continuous fiber composite material layer is not higher than 0.3%.

[0346] By controlling the water absorption of the single layer of continuous fiber composite material layer in this range, the water absorption of the frame beam body 30 is in a lower range, thereby reducing the case of part deformation of the frame beam body 30 caused by excessive water absorption.

[0347] In some embodiments, the water absorption of each layer of continuous fiber composite material layer is 0.05% to 0.3%. That is, 0.05%≤water absorption of the continuous fiber composite material layer≤0.3%. In this way, the water absorption of the continuous fiber composite material layer is further limited.

[0348] In some embodiments, in the multiple layers of continuous fiber composite material layer, the performance of at least one layer of continuous fiber composite material layer simultaneously satisfies the following three:

[0349] The elastic modulus is not less than 20Gpa, the tensile strength is not less than 900MPa, and the elongation at break is not less than 3%. By limiting the performance of the single layer of continuous fiber composite material layer, the continuous fiber composite material formed by the multiple layers of continuous fiber composite material layer can at least meet the performance requirements of the frame beam body 30 of the vehicle.

[0350] It can be understood that the performance requirements of the frame beam body 30 are different at different positions of the vehicle, and therefore the number of layers of the continuous fiber composite material layer and the number of layers of the continuous fiber composite material layer that meet the performance requirements of the elastic modulus not less than 20Gpa, the tensile strength not less than 900MPa, and the elongation at break not less than 3% can be designed according to the specific position of the frame beam body 30 in the vehicle. It can be that all the multiple layers of continuous fiber composite material layer of the fiber composite plate meet, or one or several layers meet.

[0351] In some embodiments, in the multiple layers of continuous fiber composite material layer, the performance of at least one layer of continuous fiber composite material layer simultaneously satisfies the following three: the elastic modulus is 20GPa to 50GPa, the tensile strength is 900MPa to 1300MPa, and the elongation at break is not less than 3%. That is, 20GPa≤elastic modulus of the continuous fiber composite material layer≤50GPa, 900MPa≤tensile strength of the continuous fiber composite material layer≤1300MPa, and 3%≤elongation at break of the continuous fiber composite material layer≤6%. In this way, the range of the elastic modulus, the tensile strength and the elongation at break of the continuous fiber composite material layer is further limited.

[0352] 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%. In this way, the performance of the continuous fiber composite layer is further improved, so that the frame beam body 30 made of the continuous fiber composite material can be applied to positions of the vehicle that have higher requirements for crash performance. That is, the frame beam body 30 of more positions of the vehicle can use the continuous fiber composite material provided by the embodiments of the present application, which helps to further improve the lightweight performance of the vehicle.

[0353] 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 fiber composite layer is 3% to 6%. That is, 34 GPa≤elastic modulus of the continuous fiber composite layer≤40 GPa, 918 MPa≤tensile strength of the continuous fiber composite layer≤1300 MPa, and 3%≤elongation at break of the continuous fiber composite layer≤6%. In this way, the range of the elastic modulus and the tensile strength of the continuous fiber composite layer is further limited.

[0354] It should be noted that the elongation at break refers to the percentage of the elongation of the original gauge length to the original gauge length after the sample is stretched and broken.

[0355] Regarding the detection method of the elongation at break of the continuous fiber composite layer, a part of the frame beam body 30 can be cut as a sample, the continuous fiber composite layer of the sample can be separated, and the sample can be made into a test sample for the single-layer continuous fiber composite layer. The test sample can be placed on a tensile testing machine for testing.

[0356] The width of the test sample is usually 50 mm, and the gauge length of the test sample is 100 mm. A tensile force is applied to the test sample at a constant speed until the test sample is broken. The maximum elongation at the time of breaking is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. The test environment condition: the test should be carried out under standard environmental conditions, usually room temperature (23±2℃) and relative humidity 50%±5%.

[0357] In some embodiments of the present application, the continuous fibers are continuous glass fibers. The thermoplastic resin matrix is polyamide. The composite material formed by the combination of the continuous glass fibers and the polyamide has the characteristics of high strength and high modulus of the continuous glass fibers and the good processability and recyclability of the polyamide, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite layer, and the polyamide matrix is easy to form.

[0358] The composition and experimental data of some embodiments are introduced below in combination with Table 1.

[0359] Table 1 is experimental data of continuous fiber composite material layer provided by the embodiment of the application, which includes glass fiber and polyamide resin matrix

[0360]

[0361] Compatibilizer: high-melt P0E grafted maleic anhydride (Kaoas Chemical Co., Ltd.).

[0362] Glass fiber refers to continuous glass fiber, and the brand is E7DR17-1200-352C (China Jushi Co., Ltd.).

[0363] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36 (Tianjin Li'an Long New Material Co., Ltd.).

[0364] PA610 refers to polyamide 610; PA11 refers to polyamide 11; and PA12 refers to polyamide 12 (Toray Industries, Inc.).

[0365] The components and experimental data of some comparative examples are introduced below in combination with Table 2.

[0366] Table 2 is the components and experimental data of some comparative examples

[0367]

[0368] PA6 refers to polyamide 6; and PA66 refers to polyamide 66 (Hangzhou Hejian New Material Co., Ltd.).

[0369] It should be noted that the comparative examples refer to test data that do not meet the requirements of the embodiment of the application.

[0370] In combination with Table 1 and Table 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-) n In a single structural unit of PA610, the number of carbons in the main carbon chain is 8, and the number of amide groups is 1, that is, the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0371] The molecular formula of PA11 is H(NH(CH2) 10 CO) n OH, in a single structural unit of PA11, the number of carbons in the main carbon chain is 11, and the number of amide groups is 1, and the ratio of the number of carbons in the main carbon chain to the number of amide groups in the single structural unit of PA11 is 11.

[0372] The molecular formula of PA12 is -(NH-(CH2) 11 -CO) nIn a single structural unit of PA12, the number of carbons in the main carbon chain is 12, the number of amide groups is 1, and the ratio of the number of carbons in the main carbon chain to the number of amide groups in the single structural unit of PA12 is 12.

[0373] The molecular formula of PA6 is (-NH-(CH2)5-CO) n In a single structural unit of PA6, the number of carbons in the main carbon chain is 6, the number of amide groups is 1, and the ratio of the number of carbons in the main carbon chain to the number of amide groups in the single structural unit of PA6 is 6.

[0374] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO) n In a single structural unit of PA66, the number of carbons in the main carbon chain is 12, the number of amide groups is 2, and the ratio of the number of carbons in the main carbon chain to the number of amide groups in the single structural unit of PA66 is 6.

[0375] It should be noted that polyamide is a polymer polymerized by multiple repeating structural units, two structural units are polymerized by -CO- and -NH-, therefore, when calculating the number of amide groups, -CO- and -NH2- in a single structural unit are counted as one amide group, and whether -CO- and -NH2- are connected together in a single structural unit is not concerned.

[0376] 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 and the number of amide groups of PA6 are 6, and therefore, mixing 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in that the average of the ratio of the number of carbons in the main carbon chain to the number of amide groups is lower than 8.

[0377] 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 and the number of amide groups of PA66 are 6, and mixing 23 parts by weight of PA66 and 12 parts by weight of PA610 will result in that the average of the ratio of the number of carbons in the main carbon chain to the number of amide groups is lower than 8.

[0378] The polyamides in Examples 1 to 9 use one or more combinations of PA610, PA11, and PA12, all of which meet the requirement that the ratio of the number of carbons in the main carbon chain to the number of amide groups of the polyamide unit is in the range of 8 to 15. 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, that is, the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0379] The weight parts of the glass fibers in Example 1 to Example 9 are 65, 65, 65, 65, 70, 75, 65, 65, 65 respectively, that is, the weight parts of the continuous fibers are between 60 and 80.

[0380] The weight parts of the compatibilizer in Example 1 to Example 9 are all 2, and the weight parts of the antioxidant are all 0.3 (0.1 weight part of RIANOX 1098 and 0.2 weight part of PEP-36).

[0381] In Example 1 to Example 9, the minimum value of the tensile strength of the formed continuous fiber composite layer is 1005 MPa, and the maximum value of the tensile strength is 1370 MPa. The minimum value of the elastic modulus of the formed continuous fiber composite layer is 39.5 GPa, and the maximum value is 43.5 GPa. The minimum value of the elongation at break of the formed continuous fiber composite layer is 3.12%, and the maximum value is 4.0%. The minimum value of the water absorption of the formed continuous fiber composite layer is 0.19%, and the maximum value is 0.3%. All meet the performance requirements of the continuous fiber composite layer in the embodiments of the present application.

[0382] It can be found from Example 1, Example 2 and Example 3 that the higher the ratio of the number of carbons on the main carbon chain of a single structural unit to the number of amide groups, the higher the elongation at break, and the lower the water absorption.

[0383] It can be found from Example 4, Example 5 and Example 6 that the higher the content of glass fibers, the higher the tensile strength, but the lower the elongation at break. By comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it can be found that when the ratio of the number of carbons on the main carbon chain of a single structural unit to the number of amide groups is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption is also greater than 0.3%.

[0384] By comparing Example 5, Example 6 and Comparative Example 3, it can be found that when the weight parts of the glass fibers exceed 80, the elongation at break of the continuous fiber composite layer will be reduced and less than 3%. It does not meet the performance requirements of the continuous fiber composite layer.

[0385] By comparing Example 1 and Comparative Example 5, it can be found that when the weight parts of the polyamide exceed 40, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption is greater than 0.3%, and the tensile strength will be reduced. It does not meet the performance requirements of the continuous fiber composite layer.

[0386] In some embodiments of the present application, the continuous fibers of each continuous fiber composite layer are laid in one direction, and the laying angles of the continuous fibers of adjacent two continuous fiber composite layers are different.

[0387] The laying angle of the continuous fibers has a significant influence on the performance of the composite material. The laying direction of the continuous fibers influences the stress distribution inside the composite material. The different laying angles of the continuous fibers of the adjacent two layers of the continuous fiber composite material layers help to realize the performance optimization of the composite material in different directions.

[0388] In some embodiments of the present application, as shown in FIG. 3, the laying angle of the continuous fibers of at least one of the outermost two layers of the continuous fiber composite material layers on either side of the frame beam body 30 in the thickness direction is neither 0° nor 90°. Figure 19

[0389] The non-0° and non-90° layup can provide strength in multiple directions, and the at least one layer arranged in the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure by external impact. Such arrangement helps to enhance the impact resistance of the frame beam body 30.

[0390] It should be noted that 0° refers to the extension direction of the continuous fibers. For example, when the frame beam body 30 includes a B pillar 202, the B pillar extends in the up-down direction of the vehicle body frame 200. For the continuous fiber composite material formed on the B pillar 202, the up-down direction of the vehicle body frame 200, i.e., the height direction of the vehicle body frame 200, is the direction in which the laying angle of the continuous fibers is 0°.

[0391] The laying angle of the continuous fibers of the remaining fiber composite material layers is based on the direction of the 0° layup. For example, a laying angle of 45° of the continuous fibers means that the angle between the laying direction of the continuous fibers and the 0° direction is 45°.

[0392] In some embodiments of the present application, the laying angle of the continuous fibers of the non-0° and non-90° continuous fiber composite material layers is greater than or equal to 25° and less than or equal to 75°.

[0393] When the laying angle of the continuous fibers in the composite material ranges from 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0394] In some embodiments of the present application, the number of layers of the non-0° and non-90° continuous fiber composite material layers with the laying angle of the continuous fibers is 20% to 40% of the total number of layers of the continuous fiber composite material layers.

[0395] This ensures that the non-0° and non-90° layup is within a reasonable proportion range, which can ensure that the multidirectional strength, shear strength, and fatigue resistance of the composite material are within a reasonable numerical range, thereby ensuring the structural strength and stiffness of the frame beam body 30.

[0396] ​In some embodiments of the present application, the thickness of the frame beam body 30 is greater than or equal to 1.2 mm and less than or equal to 5 mm; and / or the thickness of the single layer of continuous fiber composite material is greater than or equal to 0.2 mm and less than or equal to 0.3 mm.

[0397] For example, the thickness of the frame beam body 30 can be 1.2 mm, 1.3 mm, 1.8 mm, 2 mm, 2.6 mm, 3 mm, 3.5 mm, 4 mm, 4.7 mm, 5 mm, etc.

[0398] By limiting the minimum thickness of the frame beam body 30, it is possible to avoid the thickness of the frame beam body 30 being too low to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body 30, it is possible to avoid the thickness of the frame beam body 30 being too high to affect the aesthetic performance of the vehicle body structure, or to interfere with the installation of other components of the vehicle 1000, etc.

[0399] For example, the thickness of the single layer of continuous fiber composite material can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

[0400] By limiting the thickness range of the single layer of continuous fiber composite material, on the one hand, it is possible to avoid the thickness of the single layer of continuous fiber composite material being too low to result in insufficient structural strength and structural stiffness of the single layer of continuous fiber composite material, and on the other hand, it is possible to avoid the thickness of the continuous fiber composite material being too large to result in the thickness of the frame beam body 30 being too high when the multiple layers of continuous fiber composite material are laid, thereby affecting the overall aesthetic performance of the vehicle body frame 200 or interfering with the installation of other components of the vehicle, etc.

[0401] 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.

[0402] For example, the multiple layers of continuous fiber composite material are first compounded to form a continuous fiber composite plate, and the continuous fiber composite plate is then formed into the frame beam body 30 with the groove 32 by molding. That is, the multiple layers of continuous fiber composite material are first compounded to form a continuous fiber composite plate, and the continuous fiber composite plate is then formed into the frame beam body 30 with the groove 32 by molding. The use of molding process can more accurately ensure the shape and size accuracy of the frame beam body 30, so as to as possible to ensure the mechanical properties and structural integrity of the frame beam body 30.

[0403] In some embodiments, the plurality of continuous fiber composite 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. In this way, by controlling the performance of the continuous fiber composite layer of the single layer, the tensile strength of the frame beam body 30 made of the fiber composite plate formed by the plurality of composite layers 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, so that the frame beam body 30 can meet the performance requirements at different positions of the vehicle as much as possible, that is, the frame beam body 30 at each position of the vehicle uses the continuous fiber composite material provided in the embodiments of the present application as much as possible, thereby helping to realize the lightweight design of the vehicle.

[0404] In some embodiments, the plurality of continuous fiber composite 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 200 MPa-1000 MPa, and the elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction is 9 GPa-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. Thus, the range of the tensile strength and the elastic modulus of the frame beam body 30 is further limited.

[0405] In some embodiments of the present application, different laying angles of the continuous fibers are set, and the test results are shown in Tables 3 and 4. Table 3 is the performance data of the continuous fiber composite plate formed according to the laying angle provided in the embodiments of the present application, and Table 4 is the performance data of the continuous fiber composite plate not formed according to the laying angle provided in the embodiments of the present application.

[0406] And the tensile strength and the elastic modulus are tested according to the composite material test standard ASTM D3039:

[0407] Sample: length 250 mm, width 15 mm, tensile rate 5 mm / min, 5 groups of each sample are tested and the average value is taken.

[0408] It should be noted that the frame beam body 30 is made of a continuous fiber composite plate, and the thickness, tensile strength and elastic modulus and other performance data of the frame beam body 30 in the embodiments of the present application are the same as those of the continuous fiber composite plate.

[0409] The composition and experimental data of some embodiments are introduced below in combination with Table 3.

[0410] Table 3 is the ingredients and experimental data of some embodiments of the present application

[0411]

[0412] The ingredients and experimental data of some comparative examples are introduced below in combination with Table 4.

[0413] Table 4 is the ingredients and experimental data of some comparative examples

[0414]

[0415] It can be found from Examples 1 to 10 that the laying angle of the continuous fibers in at least one of the outer two layers of the multi-layer continuous fiber composite material layer of the continuous fiber composite plate on either side in the thickness direction is 0° and not 90°.

[0416] And the laying angle of the continuous fibers in the non-0° and non-90° layer of Examples 1 to 6 is 45°.

[0417] The laying angle of the continuous fibers in the non-0° and non-90° layer of Examples 7 and 8 is 60° and 30°.

[0418] The laying angle of the continuous fibers in the non-0° and non-90° layer of Examples 9 and 10 is 75° and 25°.

[0419] The minimum value of the 0° tensile strength of the continuous fiber composite plate formed by Examples 1 to 10 is 421 MPa, and the maximum value is 485 MPa; the minimum value of the 0° elastic modulus is 14.5 GPa, and the maximum value is 17.5 GPa.

[0420] The minimum value of the 90° tensile strength of the continuous fiber composite plate formed by Examples 1 to 10 is 425 MPa, and the maximum value is 490 MPa; the minimum value of the 90° elastic modulus is 15.5 GPa, and the maximum value is 17.7 GPa.

[0421] The minimum value of the 45° tensile strength of the continuous fiber composite plate formed is 260 MPa, and the maximum value is 392 MPa; the minimum value of the 45° elastic modulus is 9 GPa, and the maximum value is 14.5 GPa.

[0422] It can be found from Comparative Example 1 that the laying angle of the continuous fibers of the multi-layer continuous fiber composite material layer of the continuous fiber composite plate is only 0° and 90°, and the formed continuous fiber composite plate cannot meet the performance requirements of the frame beam main body 30.

[0423] It can be found from Comparative Example 2, Comparative Example 3 and Comparative Example 4 that if the laying angle of the continuous fibers is only 0° and / or 90° in the outermost two layers of plies on any one side in the thickness direction, the continuous fiber composite plate formed cannot meet the performance requirements of the frame beam body 30. The second aspect of the present application provides a manufacturing method of a vehicle 1000, as shown in ​ The manufacturing method comprises the following steps:

[0424] S100: forming the first reinforcing pipe 11 and the second reinforcing pipe 12 by extruding an aluminum alloy through a pultrusion process;

[0425] S200: embedding the second reinforcing pipe 12 into the inside of the first reinforcing pipe 11 to form the reinforcing structure 1;

[0426] S300: roll bending the reinforcing structure 1 through a roll bending process;

[0427] S400: bonding the reinforcing structure 1 to the frame beam body 30 in an adhesive manner through structural adhesive.

[0428] Thus, the reinforcing structure 1 can be manufactured in a simple structure and simple steps, and the reinforcing structure 1 is connected with the frame beam body 30, thereby facilitating to improve the structural strength and rigidity of the frame beam body 30, improve the ability of the frame beam body 30 to resist bending and deformation, and further improve the anti-impact performance of the vehicle 1000.

[0429] In some embodiments of the present application, as shown in ​ Before the step of bonding the reinforcing structure 1 to the frame beam body 30 in an adhesive manner through structural adhesive, the manufacturing method further comprises:

[0430] S398: locally opening the surface of the reinforcing structure 1 towards the inner side of the vehicle body frame 200 through mechanical processing;

[0431] S399: connecting the reinforcing plate 13 to the opening in a brazing manner.

[0432] Thus, the structural strength of the reinforcing structure 1 can be further improved through the reinforcing plate 13.

[0433] In the following, specific examples of some embodiments of the present application are described in conjunction with the accompanying drawings.

[0434] As a specific example, a vehicle 1000 is provided. The vehicle 1000 includes a B-pillar aluminum extrusion beam (first reinforcing pipe 11) and a B-pillar aluminum extrusion beam reinforcing pipe (second reinforcing pipe 12). The B-pillar aluminum extrusion beam and the B-pillar aluminum extrusion beam reinforcing pipe are combined into a B-pillar pipe beam assembly (reinforcing structure 1) through local welding and bolting, then are welded to a B-pillar inner support plate (reinforcing plate 13), and finally the cast aluminum joint (first structure 21) is bolted to the upper end of the B-pillar pipe beam assembly. In a side collision process, the upper part of the B-pillar pipe beam assembly is not bent, and in a roof crush process, the upper part of the B-pillar pipe beam assembly is not crushed, reducing the injury to the occupant due to excessive intrusion.

[0435] The B-pillar aluminum extrusion beam (material: 6082+T6) and the B-pillar aluminum extrusion beam reinforcing pipe (material: 6082+T6) are first extruded into straight pipe beams, assembled and connected, then roll-bent, and finally machined to form a B-pillar pipe beam assembly. During the entire side collision process, the upper part of the B-pillar pipe beam assembly is increased by the B-pillar aluminum extrusion beam reinforcing pipe and the B-pillar inner support plate, thereby improving the structural strength, avoiding excessive intrusion, and reducing injury to the occupant. In a roof crush process, the bending resistance is provided to avoid crushing of the upper part of the A-pillar to cause injury to the occupant.

[0436] The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the foregoing embodiments of the present application have been described in detail, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent replacements for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be covered in the scope of the present application. In particular, as long as there is no structural conflict, each technical feature mentioned in each embodiment can be combined in any manner.

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; and a reinforcing structure arranged in the groove and connected with the frame beam body; wherein the reinforcing structure comprises a first reinforcing tube and a second reinforcing tube with the same extending direction, and the second reinforcing tube is embedded in the first reinforcing tube.

2. The vehicle according to claim 1, wherein the first reinforcing tube is arc-shaped and comprises a first section and a second section connected with each other, the second section has a curvature greater than that of the first section, the first section is configured to cooperate with a rocker beam of the frame beam body, the second section is configured to cooperate with an upper side beam of the frame beam body, and the second reinforcing tube is embedded in the second section.

3. The vehicle according to claim 1, wherein the first reinforcing tube comprises a first tube body with a cavity formed therein, and a cross-sectional shape of the first tube body is polygonal, wherein the cross section is perpendicular to the extending direction of the first reinforcing tube.

4. The vehicle according to claim 3, wherein a thickness of a tube wall of the first tube body is greater than or equal to 3 mm and less than or equal to 5 mm.

5. The vehicle according to claim 3, wherein the first reinforcing tube further comprises a first reinforcing rib arranged in the cavity, opposite ends of the first reinforcing rib are respectively connected with inner walls of the first tube body in a direction perpendicular to the extending direction of the first reinforcing tube, and the cavity is divided into at least two independent sub-cavities by the first reinforcing rib; the second reinforcing tube is embedded in at least one of the sub-cavities.

6. The vehicle according to claim 5, wherein a thickness of the first reinforcing rib is greater than or equal to 3 mm and less than or equal to 6.5 mm.

7. The vehicle according to claim 5, wherein the first reinforcing rib comprises a first reinforcing rib piece and a second reinforcing rib piece, and the first reinforcing rib piece and the second reinforcing rib piece intersect.

8. The vehicle according to claim 7, wherein the first tube body has a first surface, a second surface and a side surface connecting the first surface and the second surface, the first surface faces an outer side of the vehicle body frame, the second surface faces an inner side of the vehicle body frame, and the first reinforcing rib piece has two ends respectively connected with inner walls of the first surface and the second surface, and the second reinforcing rib piece has two ends respectively connected with inner walls of the side surface; the second reinforcing tube is embedded in the sub-cavity formed by the inner walls of the first reinforcing rib piece, the second reinforcing rib piece and the first surface.

9. The vehicle according to claim 8, wherein part of the second surface is provided with an opening, and the reinforcing structure comprises a reinforcing plate covering the opening.

10. The vehicle according to claim 9, wherein in the extending direction of the reinforcing structure, the reinforcing plate is located in a region with the maximum curvature of the second surface.

11. The vehicle according to claim 9, wherein ​ At the opening, the end of the first reinforcing rib sheet toward the second surface and the end of the side surface toward the second surface abut against the reinforcing plate, and one side of the reinforcing plate toward the second surface is protruded to form a protrusion, and the protrusion abuts against the second reinforcing rib sheet.

12. The vehicle according to any one of claims 9 to 11, wherein The thickness of the reinforcing plate is greater than or equal to 3 mm and less than or equal to 5 mm.

13. The vehicle according to any one of claims 1 to 11, wherein The second reinforcing pipe includes a second pipe body and a second reinforcing rib provided in the second pipe body, and in a direction perpendicular to the extending direction of the second reinforcing pipe, opposite ends of the second reinforcing rib are connected to the inner wall of the second pipe body, respectively.

14. The vehicle according to claim 13, wherein The thickness of the pipe wall of the second pipe body is greater than or equal to 2 mm and less than or equal to 8 mm; and / or The thickness of the second reinforcing rib is greater than or equal to 3 mm and less than or equal to 6.5 mm.

15. The vehicle according to any one of claims 1 to 11, wherein The second reinforcing pipe is embedded in the first reinforcing pipe in an interference fit; or The second reinforcing pipe is fixed in the first reinforcing pipe by a pin fit.

16. The vehicle according to any one of claims 1 to 11, wherein The first reinforcing pipe is a one-piece aluminum pultrusion structure; and / or The second reinforcing pipe is a one-piece aluminum pultrusion structure.

17. The vehicle according to any one of claims 1 to 11, wherein At least part of the frame beam body constitutes an A-pillar, a B-pillar, and a C-pillar of the vehicle, and the reinforcing structure is provided in the recess of at least one of the A-pillar, the B-pillar, and the C-pillar.

18. The vehicle according to claim 17, wherein The reinforcing structure is provided in the recess of the A-pillar and in the recess of the C-pillar; The vehicle body frame further includes an outer trim panel covering one side of the frame beam body away from the reinforcing structure; The frame beam body and the outer trim panel are both fiber panels, and the fiber content of the outer trim panel is less than the fiber content of the frame beam body.

19. The vehicle according to any one of claims 1 to 11, wherein The vehicle body frame further includes an interior trim mounting structure for mounting an interior trim of the vehicle, and the interior trim mounting structure is provided on the reinforcing structure and / or the frame beam body.

20. The vehicle according to claim 19, wherein The interior trim mounting structure includes at least one interior trim panel mounting structure for mounting an interior trim panel for covering at least the recess of the frame beam body from the inside of the vehicle body frame.

21. The vehicle according to claim 19, wherein At least part of the frame beam body constitutes a B-pillar and / or a C-pillar of the vehicle, and the interior trim mounting structure includes at least one safety belt accessory mounting structure, which is arranged on the B-pillar and / or the C-pillar, or is arranged in the recess of the B-pillar and / or the C-pillar and on the reinforcing structure arranged in the recess; The at least one safety belt accessory mounting structure is used for mounting a safety belt accessory, wherein the safety belt accessory includes at least one of a safety belt tensioner and a safety belt retractor.

22. The vehicle of claim 19, wherein 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 includes at least one metal connecting structure, which is used for connecting at least one of a door hinge, a door lock, and a door opening limiter; The metal connecting structure is arranged between the frame beam body constituting the A-pillar and the reinforcing structure arranged in the A-pillar, and / or is arranged between the frame beam body constituting the B-pillar and the reinforcing structure arranged in the B-pillar.

23. The vehicle of any one of claims 1 to 11, wherein At least part of the frame beam body constitutes a B-pillar of the vehicle; The reinforcing structure is arranged in the recess of the B-pillar and is connected to an upper side beam and a rocker beam of the frame beam body through first and second joints, respectively.

24. The vehicle of claim 23, wherein The first and second joints are respectively inserted into two ends of the reinforcing structure along an extension direction of the reinforcing structure.

25. The vehicle of claim 24, wherein The first and second joints are respectively inserted into two ends of the reinforcing structure along an extension direction of the reinforcing structure.

26. The vehicle of claim 25, wherein The third reinforcing rib has a thickness greater than or equal to 2 mm and less than or equal to 3 mm.

27. The vehicle of claim 23, wherein The first and second joints are respectively inserted into two ends of the reinforcing structure along an extension direction of the reinforcing structure.

28. The vehicle of claim 27, wherein The first reinforcing rib assembly includes one or more fourth reinforcing ribs; At least part of the fourth reinforcing ribs of at least one of the first and second joints has the same extension direction as the reinforcing structure.

29. The vehicle of claim 28, wherein The first reinforcing rib assembly includes a plurality of connected fourth reinforcing ribs; The plurality of fourth reinforcing ribs are arranged in a cross shape; and / or The plurality of fourth reinforcing ribs are connected in a ring shape.

30. The vehicle of claim 29, wherein The fourth reinforcing rib has a thickness greater than or equal to 2 mm and less than or equal to 3 mm. ​ 31. The vehicle of claim 23, wherein: the first joint is formed as an integral aluminum casting; and / or the second joint is formed as an integral aluminum casting.

32. The vehicle of any one of claims 1-11, wherein: at least one second reinforcement rib assembly is arranged in the groove of the frame beam body, and a plurality of the second reinforcement rib assemblies are arranged at intervals along the extension direction of the groove, and the second reinforcement rib assembly comprises one or more fifth reinforcement ribs.

33. The vehicle of claim 32, wherein: the second reinforcement rib assembly comprises a plurality of fifth reinforcement ribs connected in series; the plurality of fifth reinforcement ribs are arranged in cross; and / or the plurality of fifth reinforcement ribs are connected in series in a ring shape.

34. The vehicle of claim 32, wherein: the second reinforcement rib assembly is injection molded in the groove of the frame beam body.

35. The vehicle of claim 32, wherein: the thickness of the root of the fifth reinforcement rib is 80-120% of the thickness of the frame beam body.

36. The vehicle of claim 32, wherein: the thickness of the root of the fifth reinforcement rib is greater than or equal to 2.5 mm and less than or equal to 3.5 mm; and / or the thickness of the frame beam body is greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

37. The vehicle of claim 32, wherein: the second reinforcement rib assembly is connected to both the bottom wall and the side wall of the groove, and the second reinforcement rib assembly is formed with a relief groove for mounting the reinforcing structure.

38. The vehicle of any one of claims 1-11, wherein: the frame beam body comprises a continuous fiber composite material.

39. The vehicle of claim 38, wherein: the frame beam body comprises a plurality of layers of continuous fiber composite material arranged in layers, each layer of the continuous fiber composite material layer comprises continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix connects the continuous fibers.

40. The vehicle of claim 39, wherein: 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.

41. The vehicle of claim 39, wherein: the continuous fibers comprise one of organic fibers or inorganic fibers.

42. The vehicle of claim 41, wherein: the inorganic fibers comprise any one of glass fibers, aramid fibers, or boron fibers; and / or the organic fibers comprise any one of aromatic polyamide fibers or ultra-high molecular weight polyethylene fibers.

43. The vehicle of claim 39, wherein: the water absorption rate of each layer of the continuous fiber composite material layer is not higher than 0.3%.

44. The vehicle of claim 39, wherein: the continuous fibers of each layer of the continuous fiber composite material layer are laid in one direction, and the laying angles of the continuous fibers of adjacent two layers of the continuous fiber composite material layer are different.

45. The vehicle of claim 44, wherein, the angle of lay of the continuous fibers in at least one of the outermost two layers of continuous fiber composite on either side of the frame beam body in the thickness direction is other than 0° and other than 90°.

46. The vehicle of claim 45, wherein, the angle of lay of the continuous fibers in the continuous fiber composite layer other than 0° and other than 90° is greater than or equal to 25° and less than or equal to 75°.

47. The vehicle of claim 45, wherein, the sum of the number of layers of the continuous fiber composite layer having the angle of lay of the continuous fibers other than 0° and other than 90° is 20% to 40% of the total number of layers of the continuous fiber composite layer.

48. The vehicle of claim 39, wherein, the thickness of the frame beam body is greater than or equal to 1.2 mm and less than or equal to 5 mm; and / or the thickness of a single layer of the continuous fiber composite layer is greater than or equal to 0.2 mm and less than or equal to 0.3 mm.

49. The vehicle of any one of claims 1-11, wherein, The vehicle further comprises a chassis, the vehicle body frame being positioned above the chassis and detachably connected to the chassis.

50. The vehicle of claim 49, wherein, the vehicle body frame and the chassis collectively enclose a passenger compartment of the vehicle, the vehicle comprising a battery device, an outer shell of the battery device forming a floor of the passenger compartment.

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