Vehicle

Abstract

The utility model discloses a vehicle. A vehicle includes a body frame including an inner panel, a frame beam body, and a reinforcement tube. The inner plate is provided with a first side and a second side which are opposite, the first side faces the inner side of the vehicle body frame, and the second side faces the outer side of the vehicle body frame; the frame beam main body is arranged on the second side of the inner plate and forms a cavity with the inner plate; the reinforcing pipe is arranged in the cavity and at least connected with the second side of the inner plate. According to the vehicle body frame, the reinforcing pipe is arranged in the cavity formed between the inner plate and the frame beam body, the strength and deformation resistance of the vehicle body frame are effectively improved, under the condition that the vehicle body frame collides, the possibility that the rough invasion amount is too large due to too large deformation can be reduced, and the service life of the vehicle body frame is prolonged. And the damage to passengers and devices in the automobile is reduced.

Description

Technical Field

[0001] This application relates to the field of transportation technology, and more particularly to a vehicle. Background Technology

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

[0003] In the event of a vehicle collision, the vehicle body frame provides cushioning and protection, absorbing and dispersing impact forces to reduce injury to occupants and interior components. The strength and resistance to deformation of the vehicle body frame directly affect its protective function; therefore, improving the strength and deformation resistance of vehicle body frames is a key research topic in the industry. Utility Model Content

[0004] To solve the above-mentioned technical problems, this application provides a vehicle with high structural strength and good resistance to deformation.

[0005] This application is achieved through the following technical solution.

[0006] This application provides a vehicle body frame, which includes an inner panel, a frame beam body, and a reinforcing tube. The inner panel has a first side and a second side facing away from each other, with the first side facing the inside of the vehicle body frame and the second side facing the outside of the vehicle body frame; the frame beam body is disposed on the second side of the inner panel and forms a cavity with the inner panel; the reinforcing tube is disposed in the cavity and is connected to at least the second side of the inner panel.

[0007] The vehicle body frame of this application incorporates reinforcing tubes within the cavity formed between the main frame beam and the inner panel. This enhances the structural strength and stiffness of the inner panel, thereby improving the overall strength and stiffness of the vehicle body frame and reducing its deformation under stress. Furthermore, in the event of a collision, the impact force first acts on the main frame beam, then is transmitted to the reinforcing tubes. The reinforcing tubes absorb a portion of the impact force through deformation and disperse it along their extension path, thus mitigating the destructive power of the impact. This reduces the likelihood of significant deformation of the inner panel, minimizes intrusion into the vehicle body frame, and improves the frame's resistance to deformation.

[0008] In addition, the reinforcing tube is a tubular reinforcing structure. The tubular reinforcing structure can reduce the weight of the vehicle frame while meeting the design requirements of stiffness and strength, thus achieving a lightweight design of the vehicle frame, which is conducive to improving range and economic performance.

[0009] In some embodiments, the reinforcing tube includes a tube body and at least one reinforcing rib filled within the tube body.

[0010] Therefore, by setting reinforcing ribs inside the main body of the reinforcing tube, the structural strength and rigidity of the reinforcing tube can be further improved, thereby further improving the strength and rigidity of the vehicle frame.

[0011] In some embodiments, the reinforcing tube is arc-shaped, and the cross-section of the tube body of the reinforcing tube is polygonal, wherein the cross-section is perpendicular to the extension direction of the reinforcing tube.

[0012] The curved reinforcing tube has a longer extension path, which allows it to better disperse and absorb the impact force generated during a collision. This minimizes the destructive power of the impact, reduces deformation and damage to the vehicle frame during a collision, and improves the stability and reliability of the vehicle frame. The polygonal cross-section of the tube body facilitates a better connection between the shell wall and the inner panel, increasing the contact area between the shell wall and the inner panel, improving the connection stability, and thus contributing to the strength and rigidity of the vehicle frame.

[0013] In some embodiments, in a cross-section perpendicular to the extension direction of the reinforcing tube, the opposite ends of the reinforcing ribs are respectively connected to the inner wall of the tube body.

[0014] Therefore, the impact force acting on the reinforced tube can be transmitted through the tube wall to the internal reinforcing ribs, which helps to further improve the stiffness and strength of the reinforced tube.

[0015] In some embodiments, there are multiple reinforcing ribs, and at least a portion of the multiple reinforcing ribs are arranged in an intersecting manner.

[0016] Therefore, multiple reinforcing ribs can form force transmission paths with each other, allowing the impact force on the reinforced tube to be transferred to each reinforcing rib, further dispersing the load, reducing the destructive force of the impact, and improving the stiffness and strength of the reinforced tube. Moreover, the intersecting reinforcing ribs can strengthen the tube body from different directions, which helps to further improve the structural strength and stiffness of the tube body.

[0017] In some embodiments, the thickness of the reinforcing rib is between 2 mm and 3 mm; and / or the thickness of the tube wall of the tube body is between 2 mm and 4 mm.

[0018] By controlling the thickness of the reinforcing ribs and the shell wall of the tube body within a reasonable range, the overall weight of the reinforcing tube can be reduced while meeting the strength and rigidity requirements, thus contributing to the overall lightweighting of the vehicle frame.

[0019] In some embodiments, the reinforcing tube is formed as a one-piece aluminum pultruded structure.

[0020] On the one hand, using aluminum alloy to prepare reinforcing tubes can provide sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloy, thus saving costs; on the other hand, aluminum alloy is lighter in weight, which can reduce the overall weight of the vehicle frame, thus helping to achieve vehicle lightweighting, thereby effectively reducing fuel consumption, improving range, and improving economic performance.

[0021] Furthermore, extrusion molding offers high manufacturing efficiency, mature technology, and low cost, allowing for diverse cross-sectional shapes of reinforcing tubes to adapt to the vehicle body frame layout. Moreover, one-piece structural components help improve the overall structural strength and rigidity of the reinforcing tubes, while also reducing the number of parts and simplifying assembly.

[0022] In some embodiments, the reinforcing tube includes a tube body and a resin filling structure, wherein the resin filling structure is filled within the tube body.

[0023] Therefore, the resin-filled structure is used to enhance the structural strength and rigidity of the tube body, thereby improving the overall structural strength and rigidity of the reinforced tube to meet the strength and rigidity requirements of the vehicle frame.

[0024] In some embodiments, the tube body is a thermoplastic pultruded composite material tube.

[0025] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of reinforced tubes. Moreover, composite materials help to improve the lightweighting of vehicle body frames.

[0026] In some embodiments, the wall thickness of the tube body is between 6 mm and 10 mm.

[0027] Therefore, by controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the reinforcing tube has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame, without taking up too much space due to excessive thickness, thus facilitating vehicle miniaturization and weight reduction.

[0028] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0029] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced tubes.

[0030] In some embodiments, the frame beam body also includes a sill beam that extends along the length of the vehicle frame; one end of the reinforcing tube is connected to the sill beam.

[0031] Therefore, in the event of a vehicle collision, especially a side collision, the impact force acting on the sill beam can be at least partially dispersed and transferred to the reinforcing tube. This allows the reinforcing tube to absorb and disperse a portion of the impact energy, reducing the destructiveness of the collision impact, decreasing the deformation of the vehicle frame, and mitigating damage to occupants and interior components caused by excessive intrusion. Furthermore, when the impact point is near the rear of the vehicle frame, the impact force on the inner panel can also be at least partially transferred to the sill beam through the reinforcing tube, thereby dispersing the impact energy and reducing the likelihood of deformation of the inner panel.

[0032] In some embodiments, the vehicle frame also includes connectors for connecting the reinforcing tubes and the sill beams.

[0033] Therefore, a force transmission path can be established between the sill beam and the reinforcing tube through the connector, so that the load acting on the sill beam can be transferred to the reinforcing tube through the connector, or the load acting on the reinforcing tube can be transferred to the sill beam through the connector, which is beneficial to the distribution of load and reduces the destructive power of the load.

[0034] In some embodiments, the connector is provided with at least one first reinforcing rib assembly, the first reinforcing rib assembly including a plurality of first reinforcing ribs; the plurality of first reinforcing ribs are arranged intersecting each other; and / or at least a portion of the plurality of first reinforcing ribs are connected end to end in a ring shape.

[0035] Therefore, by setting a first reinforcing rib assembly, the overall structural strength of the connector can be increased, and multiple first reinforcing rib assemblies can be set to strengthen the local structure of the connector, thereby reducing the possibility of the connector being damaged when transmitting force.

[0036] In addition, the cross arrangement of multiple first reinforcing ribs or the connection of multiple first reinforcing ribs in a ring can minimize stress concentration in a single first reinforcing rib, thus ensuring that the first reinforcing rib assembly can evenly distribute the force, thereby helping to improve the overall structural strength and rigidity of the vehicle frame.

[0037] In some embodiments, the thickness of the first reinforcing rib is between 2 mm and 3 mm.

[0038] By controlling the thickness of the first reinforcing rib within a suitable range, the strength and rigidity requirements of the connectors can be met while reducing their weight, thereby facilitating the overall lightweighting of the vehicle frame.

[0039] In some embodiments, the vehicle frame further includes a wheel arch portion, which is connected to a portion of the inner panel facing the sill beam along the height direction of the vehicle frame; the inner panel further includes a rear panel connection portion, which is used to connect the upper beam of the frame beam body and the rear panel assembly of the vehicle frame.

[0040] The wheel arch is connected to the inner panel, and the rear panel of the inner panel is connected to the upper side beam and the rear panel assembly. As a result, the load acting on the inner panel can be further distributed and transferred to the wheel arch, the upper side beam and the rear panel assembly, further reducing the destructive power of the load and the degree of deformation of the inner panel under the action of collision impact force, which helps to reduce the amount of intrusion of the inner panel into the vehicle body.

[0041] In some embodiments, relative to the inner panel, the wheel arch portion includes a first protrusion protruding in a direction toward a first side and a second protrusion protruding in a direction toward a second side; the vehicle frame also includes a wheel arch reinforcement beam disposed on the first side and extending from the rear panel connection portion to the first protrusion.

[0042] Wheel arch reinforcement beams enhance the strength and stability of the vehicle's chassis frame. In the event of a collision, these beams disperse impact energy, reducing the degree of chassis frame deformation. Furthermore, the material thickness in other parts of the chassis frame can be appropriately reduced by incorporating wheel arch reinforcement beams, thereby lightening the overall weight of the chassis frame and improving the vehicle's range.

[0043] In some embodiments, a reinforcing beam connector is provided on the surface of the second side of the inner plate, the reinforcing beam connector being used to install the wheel cover reinforcing beam; along the extension direction of the reinforcing tube, the side of the reinforcing tube facing away from the sill beam is connected to the reinforcing beam connector.

[0044] Therefore, the wheel arch reinforcement beam can be installed on the inner plate through the reinforcement beam connector, thereby dispersing the load impact borne by the inner plate. In addition, the reinforcement tube can be indirectly connected to the wheel arch reinforcement beam through the reinforcement beam connector, so that the impact energy transmitted to the reinforcement tube can also be dispersed to the wheel arch reinforcement beam, further reducing the harm of impact energy and reducing the possibility of excessive intrusion caused by deformation of the inner plate.

[0045] In some embodiments, the wheel arch reinforcement beam is fastened to the reinforcement beam connector by self-tapping screws; and / or the reinforcement tube is welded to the reinforcement beam connector.

[0046] Therefore, self-tapping screws can be used to achieve a detachable connection between the wheel arch reinforcement beam and the reinforcement beam connector, making subsequent installation and maintenance easier. Furthermore, self-tapping screws, with their own threads, can directly drill, tap, fix, and tighten holes in the material, eliminating the need for pre-drilling and greatly simplifying the installation process. Self-tapping screws are also high in strength, have a wide range of applications, and are cost-effective. In addition, welding can be used to improve the connection strength between the reinforcement tube and the reinforcement beam connector, reducing the possibility of vibration within the cavity due to abnormal separation of the connector, which could cause abnormal noise or damage to the frame beam and inner panel. Moreover, in the event of a vehicle collision, the impact force can be stably distributed to the wheel arch reinforcement beam, thereby improving the inner panel's resistance to deformation.

[0047] In some embodiments, the inner plate and the wheel cover are formed into an integral structural component by compression molding.

[0048] Compression molding offers high production efficiency and dimensional accuracy, and can mold complex products in one step. Compression molding can form the inner plate and wheel cover into an integrated structural component, which helps reduce the number of parts, lowers assembly difficulty, and reduces production costs.

[0049] In some embodiments, the first protrusion of the wheel arch is provided with a wheel arch reinforcement; a portion of the outer surface of the reinforcement tube is provided with a door latch connector, which is used to install a door latch; wherein the wheel arch reinforcement is fastened to the door latch connector.

[0050] Wheel arch reinforcements enhance the structural strength and rigidity of the wheel arch, resulting in greater overall structural strength and better resistance to deformation. Reinforcing tubes can be indirectly connected to the wheel arch reinforcements via door latch connectors, thereby dispersing some of the impact energy to the wheel arch reinforcements and further reducing the destructive power of the impact.

[0051] In some embodiments, the wheel arch reinforcement is fastened to the door latch connector by self-tapping screws; and / or a portion of the outer surface of the reinforcement tube is welded to the door latch connector.

[0052] Therefore, the wheel arch reinforcement and the door lock latch connector can be detachably connected using self-tapping screws, making subsequent installation and maintenance easier. Furthermore, it improves the connection strength between the reinforcement tube and the door lock latch connector.

[0053] In some embodiments, a seat latch is provided on the surface of the first side of the inner panel, and a seat latch connector is provided on the surface of the second side of the inner panel. The seat latch connector is used to install the seat latch; a portion of the outer surface of the reinforcing tube is connected to the seat latch connector.

[0054] Therefore, the reinforcing tube can also be indirectly connected to the seat latch through the latch connector, thereby dispersing some of the impact energy to the seat latch and further reducing the destructiveness of the impact energy.

[0055] In some embodiments, the seat latch is fastened to the seat latch connector by self-tapping screws; and / or a portion of the outer surface of the reinforcing tube is welded to the seat latch connector.

[0056] Therefore, the seat latch and seat latch connector can be detachably connected using self-tapping screws, making later installation and maintenance easier. It also improves the connection strength between the reinforcing tube and the seat latch connector.

[0057] In some embodiments, the surface of the second side of the inner plate is provided with at least one second reinforcing rib assembly.

[0058] Therefore, by setting a second reinforcing rib assembly, the overall structural strength and rigidity of the inner panel can be improved, or by setting multiple second reinforcing rib assemblies, the local structure of the inner panel can be strengthened respectively, thereby reducing the possibility of deformation of the inner panel and reducing the intrusion of the vehicle frame in the event of a vehicle collision.

[0059] In some embodiments, the second reinforcing rib assembly includes a plurality of second reinforcing ribs; the plurality of second reinforcing ribs are arranged intersectingly with each other; and / or the plurality of second reinforcing ribs are connected end to end in a ring shape.

[0060] Therefore, the cross-shaped or ring-shaped second reinforcing ribs can form a force transmission path with each other, so that the load acting on the inner plate can be transferred to each second reinforcing rib, thereby avoiding stress concentration in a single second reinforcing rib as much as possible, and ensuring that the second reinforcing rib assembly can evenly distribute the force, which helps to further increase the strength and stiffness of the inner plate, and thus helps to improve the overall structural strength and stiffness of the vehicle frame.

[0061] In some embodiments, the thickness of the second reinforcing rib is between 2 mm and 3 mm.

[0062] By controlling the thickness of the second reinforcing rib within a suitable range, the weight of the inner panel can be reduced while meeting the strength and rigidity requirements of the inner panel, thereby contributing to the overall lightweighting of the vehicle frame.

[0063] In some embodiments, the second reinforcing rib is injection molded onto the surface of the second side of the inner panel.

[0064] By employing injection molding, the second reinforcing rib and the inner panel form an integrated structure, eliminating the need for separate assembly and simplifying the manufacturing process of the vehicle frame. Furthermore, by creating injection molds in various shapes, the shape and size of the second reinforcing rib can be specifically optimized according to the main stress distribution of the inner panel, thereby improving the rigidity and strength of the inner panel while reducing excessive structural redundancy.

[0065] In some embodiments, the inner panel comprises a continuous fiber composite material.

[0066] Continuous fiber composites possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight properties contribute to weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Continuous fiber composites are also less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Moreover, using continuous fiber composites to manufacture inner panels eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and reducing the need for separate stamping, welding, and painting workshops, thus lowering vehicle manufacturing costs.

[0067] In some embodiments, the inner panel includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix being connected to the continuous fibers.

[0068] Composite materials formed from continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of inner panels. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0069] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0070] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0071] In some embodiments, the thickness of the single-layer continuous fiber composite layer is between 0.2 mm and 0.3 mm.

[0072] On the one hand, it reduces the risk of insufficient structural strength and stiffness of the single-layer continuous fiber composite material layer due to its excessively low thickness. On the other hand, it reduces the risk of excessively high inner panel thickness when laying multiple layers of continuous fiber composite ply due to excessively high thickness of the continuous fiber composite material layer, thereby reducing the risk of interference with the overall aesthetic performance of the vehicle frame or the installation of other vehicle components.

[0073] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0074] Continuous fiber composites possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight properties contribute to weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Continuous fiber composites are also less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Moreover, using continuous fiber composites to construct the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for separate stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0075] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0076] Composite materials formed from continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0077] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of a frame beam.

[0078] Therefore, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using the molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing its mechanical properties and structural integrity.

[0079] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0080] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0081] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0082] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0083] In some embodiments, the continuous fiber comprises 60 to 80 parts by weight, the thermoplastic resin matrix comprises 20 to 40 parts by weight, and the sum of the parts by weight of the continuous fiber and the thermoplastic resin matrix comprises 100.

[0084] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fibers. It is also possible to avoid the situation where the composite material has insufficient strength due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main body of frame beams.

[0085] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0086] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, thereby enhancing the mechanical properties of composite materials.

[0087] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0088] Antioxidants can reduce the likelihood of composite materials degrading due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0089] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0090] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of the frame beam body caused by excessive absorption of water from the external environment during vehicle use.

[0091] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0092] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0093] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0094] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impacts to the internal structure of the frame beam, and help enhance the impact resistance of the frame beam.

[0095] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0096] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0097] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0098] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby keeping the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus maximizing the structural strength and stiffness of the frame beam.

[0099] In some embodiments, the thickness of the frame beam body is between 1.2 mm and 5 mm; and / or the thickness of the single-layer continuous fiber composite layer is between 0.2 mm and 0.3 mm.

[0100] By limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements can be avoided from being too low. Similarly, by limiting the maximum thickness of the main frame beam, the aesthetics of the vehicle body structure and potential interference with the installation of other components can be avoided. Furthermore, limiting the thickness range of the single-layer continuous fiber composite material layer serves two purposes: firstly, to prevent insufficient structural strength and stiffness due to an excessively thin layer; and secondly, to prevent excessive thickness leading to an overly thick main frame beam when multiple continuous fiber composite layers are laid.

[0101] In some embodiments, the vehicle further includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0102] Therefore, by detachably connecting the body frame and chassis, the body frame and chassis can be separated and decoupled, allowing the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis, making it adaptable to various vehicle models.

[0103] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery unit whose housing forms the floor of the passenger compartment.

[0104] Therefore, by integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle and also allows for more efficient use of the vehicle's interior space.

[0105] Utility Model Effect

[0106] The vehicle structure of the present application embodiment has high strength, good resistance to deformation, and good reliability and stability. Attached Figure Description

[0107] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0108] Figure 1 An exploded view of a vehicle provided for some embodiments of this application;

[0109] Figure 2 An exploded view of a vehicle (excluding the chassis) provided for some embodiments of this application;

[0110] Figure 3 An exploded structural diagram of the main frame beam, inner plate, and reinforcing tube provided for some embodiments of this application;

[0111] Figure 4 A schematic cross-sectional view of the reinforcing tube provided for some embodiments of this application;

[0112] Figure 5 A schematic diagram of the first side plan structure of the inner plate provided for some embodiments of this application;

[0113] Figure 6 A schematic diagram of the planar structure of the second side of the inner plate provided for some embodiments of this application;

[0114] Figure 7 A schematic diagram of the planar structure of the reinforcing tube provided for some embodiments of this application;

[0115] Figure 8 A schematic diagram of the planar structure of a portion of the vehicle frame provided for some embodiments of this application;

[0116] Figure 9 This is a schematic diagram of a layup method for a multilayer fiber composite material layer with continuous fiber composite material layers provided in some embodiments of this application.

[0117] Explanation of reference numerals in the attached figures

[0118] 1. Inner panel; 11. Rear enclosure connecting part; 120. Second reinforcing rib assembly; 12. Second reinforcing rib; 13. First section; 14. Second section; 2. Frame beam main body; 3. Reinforcing tube; 30. Cavity; 31. Tube body; 32. Reinforcing rib; 321. First reinforcing rib; 322. Second reinforcing rib; 4. Connector; 410. First reinforcing rib assembly; 41. First reinforcing rib; 5. Wheel cover part; 51. First protrusion; 52. Second protrusion; 53. 54. Wheel arch reinforcement beam; 6. Reinforcement beam connector; 7. Door lock connector; 8. Seat lock; 9. Seat lock connector; 91. Third reinforcing rib; 100. Body frame; 101. A-pillar; 102. B-pillar; 103. C-pillar; 104. Sill beam; 105. Horizontal and longitudinal beams; 1051. Upper beam; 106. Bumper; 107. Hood; 108. Door panel; 110. Rear assembly; 200. Chassis; 1000. Vehicle. Detailed Implementation

[0119] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0120] 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 pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion.

[0121] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0122] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0123] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0124] In the description of the embodiments of this application, the technical terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0125] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0126] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0127] The following is a detailed description of this application.

[0128] While pursuing convenient travel, people are also paying more attention to the safety performance of vehicles, and the vehicle's body frame is an important component in terms of force and energy transmission in the event of a collision.

[0129] In related technologies, vehicle body frames are typically assembled from multiple plate-like components, resulting in a large number of parts and complex assembly. In the event of a collision, these plate-like components may break under the impact force. Furthermore, due to the relatively poor structural strength and insufficient resistance to deformation of these components, the vehicle body frame may undergo significant deformation. This could lead to excessive intrusion of the body frame into the interior, potentially causing substantial injury to occupants and interior equipment.

[0130] This application addresses the problems existing in the aforementioned related technologies by proposing a vehicle. The vehicle includes a body frame, which comprises a frame beam body, an inner panel, and reinforcing tubes. The inner panel has a first side and a second side facing away from each other, the first side facing the inside of the body frame and the second side facing the outside of the body frame. The frame beam body is disposed on the second side of the inner panel and forms a cavity with the inner panel. The reinforcing tube is disposed within the cavity and is at least connected to the second side of the inner panel.

[0131] The vehicle body frame of this application has a reinforcing tube installed in the cavity formed between the main frame beam and the inner panel, which helps to improve the strength and rigidity of the vehicle body frame and reduce the deformation of the vehicle body frame under stress.

[0132] Furthermore, in the event of a vehicle collision, the impact force first acts on the main frame beam, and then is transmitted to the reinforcing tube through the main frame beam. The reinforcing tube can disperse the impact force along its extension path, thereby helping to weaken the destructive power of the impact force, making the inner panel less prone to large deformation, which helps to reduce the amount of intrusion into the body frame, improves the body frame's resistance to deformation, and thus improves the vehicle's ability to resist impact.

[0133] Figure 1 An exploded structural diagram of a vehicle 1000 provided for some embodiments of this application.

[0134] Vehicle 1000 includes, but is not limited to, gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc.

[0135] like Figure 1 As shown, vehicle 1000 includes a body frame 100 and a chassis 200, with the body frame 100 connected to the chassis 200. Typically, the body frame 100 and chassis 200 are welded together. However, when the chassis 200 uses a skateboard chassis integrating the three-electric system (battery, motor, and electronic control system), the body frame 100 can be detachably connected to the skateboard chassis. For example, the detachable connection can be achieved through multiple circumferential bolts, among other things. Because the skateboard chassis integrates the three-electric system of vehicle 1000, it achieves multi-functionality and modular integration, significantly reducing the weight of vehicle 1000.

[0136] Figure 2 An exploded structural diagram of a vehicle 1000 (excluding chassis) provided for some embodiments of this application.

[0137] like Figure 2 As shown, the vehicle body frame 100 typically includes a load-bearing structure and an exterior structure. The load-bearing structure typically includes structures such as A-pillar 101, B-pillar 102, C-pillar 103, door sill beam 104, horizontal and vertical beams 105, and bumper 106. The exterior structure typically includes structures such as hood 107 and door panel 108.

[0138] Below, refer to Figures 3 to 9 Some embodiments of this application will be described in detail.

[0139] Figure 3 An exploded structural diagram of the main frame beam 2, inner plate 1, and reinforcing pipe 3 provided for some embodiments of this application; Figure 4 A schematic cross-sectional view of the reinforcing tube 3 provided for some embodiments of this application; Figure 5 A schematic diagram of the planar structure of the first side of the inner plate 1 provided for some embodiments of this application; Figure 6 A schematic diagram of the planar structure of the second side of the inner plate 1 provided for some embodiments of this application; Figure 7 A schematic diagram of the planar structure of the reinforcing tube 3 provided for some embodiments of this application; Figure 8 A schematic plan view of a portion of the vehicle frame 100 provided for some embodiments of this application; Figure 9 This is a schematic diagram of a layup method for a multilayer fiber composite material layer with continuous fiber composite material layers provided in some embodiments of this application.

[0140] In some embodiments of this application, for ease of explanation, the length direction, width direction, and height direction of the vehicle frame are defined. In the accompanying drawings, the direction of arrow X is referred to as the "length direction of the vehicle frame", the direction of arrow Y is referred to as the "width direction of the vehicle frame", and the direction of arrow Z is referred to as the "height direction of the vehicle frame".

[0141] like Figure 3 As shown, this application provides a vehicle 1000, which includes a vehicle body frame 100. The vehicle body frame 100 includes an inner panel 1, a frame beam body 2, and a reinforcing tube 3. The inner panel 1 has a first side and a second side facing away from each other, the first side facing the inner side of the vehicle body frame and the second side facing the outer side of the vehicle body frame. The frame beam body 2 is disposed on the second side of the inner panel 1 and forms a cavity with the inner panel 1. The reinforcing tube 3 is disposed in the cavity and is at least connected to the second side of the inner panel 1.

[0142] The inner panel 1 is an internal reinforcing plate of the vehicle body frame 100, located on the inner side of the frame beam body 2 facing the vehicle body frame. The inner panel 1 includes a first side and a second side, wherein the first side refers to the surface of the inner panel 1 facing the interior space of the vehicle, and the second side refers to the surface of the inner panel 1 facing the exterior space of the vehicle.

[0143] In the embodiments of this application, when the vehicle 1000 is in normal use, along the length direction of the vehicle frame, the inner panel 1 is located behind the vehicle frame 100 and constitutes at least a part of the C-pillar assembly of the vehicle 1000. Figure 3 Only the inner panel 1 on one side of the vehicle frame 100 is shown schematically. Those skilled in the art should understand that there should be two inner panels 1, which are respectively provided on opposite sides of the vehicle frame 100 along the width direction of the vehicle frame.

[0144] In this embodiment, at least a portion of the frame beam body 2 constitutes a C-pillar 103 of the vehicle 1000. The C-pillar 103, together with the inner panel 1 and the reinforcing tube 3, forms at least a portion of a C-pillar assembly (also referred to as a C-pillar assembly). The frame beam body 2 is located on the second side of the inner panel 1.

[0145] In some other embodiments, at least a portion of the frame beam body 2 may also be configured as A-pillar 101, B-pillar 102, etc. of the vehicle 1000.

[0146] This application does not impose specific limitations on the materials of the inner plate 1 and the frame beam body 2; any suitable material can be used, such as metal materials, fiber composite materials, etc. This application also does not impose specific limitations on the processing methods of the inner plate 1 and the frame beam body 2.

[0147] For example, the inner panel 1 and the frame beam body 2 can be manufactured by a molding process.

[0148] In this embodiment, a certain cavity is formed between the inner panel 1 and the frame beam body 2. A reinforcing tube 3 is provided in the cavity, and the reinforcing tube 3 is connected to at least the second side of the inner panel 1, which helps to improve the structural strength and stiffness of the inner panel 1, thereby helping to improve the structural strength and stiffness of the vehicle frame 100 and reducing the deformation of the vehicle frame 100 under stress.

[0149] In the event of a collision involving vehicle 1000, especially a side collision, the impact force first acts on the frame beam body 2, and then is transmitted through the frame beam body 2 to the reinforcing tube 3 located on the inner panel 1. The reinforcing tube 3 can absorb a certain amount of impact force through deformation, and can also disperse the impact force along the extension path of the reinforcing tube 3, thereby helping to weaken the destructive power of the impact force, making the inner panel 1 less prone to large deformation, which helps to reduce the intrusion of the vehicle body frame 100, and helps to improve the vehicle body frame 100's resistance to deformation. In this way, it can minimize the damage to the occupants and equipment inside the vehicle, and improve the vehicle 1000's impact resistance.

[0150] The reinforcing tube 3 is a tubular reinforcing structure with a cavity 30 inside. This allows the reinforcing tube 3 to deform under external loads, absorbing impact energy and reducing the damaging effect of the impact on the inner panel 1. Furthermore, the reinforcing tube 3 with the cavity 30 can reduce the weight of the vehicle frame 100 while meeting the design requirements for stiffness and strength, achieving a lightweight design for the vehicle frame 100. This, in turn, helps improve driving range and fuel economy.

[0151] For example, the reinforcing tube 3 can be a composite pultruded reinforcing tube, an aluminum alloy pultruded reinforcing tube, or a hot-expansion reinforcing tube, etc. This application does not specifically limit the material or forming method of the reinforcing tube 3.

[0152] In some embodiments of this application, such as Figure 4 As shown, the reinforcing tube 3 includes a tube body 31 and at least one reinforcing rib 32 filled inside the tube body.

[0153] Therefore, by setting reinforcing ribs 32 inside the tube body 31 of the reinforcing tube 3, additional structural support can be provided for the reinforcing tube 3, thereby further improving the structural strength and rigidity of the reinforcing tube 3, improving the ability of the reinforcing tube 3 to resist collisions, thereby improving the structural strength and rigidity of the inner plate 1, reducing the deformation of the inner plate 1, reducing the amount of intrusion into the interior of the vehicle 1000, and improving reliability and stability.

[0154] For example, the tube body 31 and the reinforcing rib 32 can be made of the same material and formed as an integral structural component, which can reduce the types of raw materials, reduce the number of parts, and also help reduce the assembly difficulty.

[0155] As another example, the tube body 31 and the reinforcing rib 32 can be made of different materials and then assembled together, thereby improving assembly flexibility. Assembly methods include, but are not limited to, welding, plugging, snap-fitting, etc.

[0156] This application does not impose specific limitations on the materials and molding methods of the tube body 31 and the reinforcing rib 32, which can be selected according to the actual situation.

[0157] In some other embodiments, the structural strength and rigidity of the reinforcing tube 3 can be enhanced by filling the tube body 31 with a resin or other filling structure. The resin filling structure includes, but is not limited to, polyurea, polyurethane, etc. Of course, the tube body 31 may also be without the reinforcing rib 32 or the resin filling structure.

[0158] In some embodiments of this application, such as Figure 3 and Figure 4 As shown, the reinforcing tube 3 is arc-shaped, and the cross-section of the tube body 31 of the reinforcing tube 3 is polygonal, wherein the cross-section is perpendicular to the extension direction of the reinforcing tube.

[0159] The extended path of the arc-shaped reinforcing tube 3 is longer, which can better disperse and absorb the impact force generated during the collision, thereby weakening the destructiveness of the impact force as much as possible, reducing the deformation and damage of the body frame 100 in the collision, improving the stability and reliability of the body frame 100, and improving the impact resistance of the vehicle 1000.

[0160] The polygonal cross-section of the tube body 31 facilitates better connection between the shell wall of the tube body 31 and the inner plate 1, which helps to increase the contact area between the shell wall of the tube body 31 and the inner plate 1, improves the connection stability between the two, and thus helps to improve the strength and rigidity of the vehicle frame 100.

[0161] In this embodiment, the cross-section of the tube body 31 is generally rectangular. In some other embodiments, the cross-section of the tube body 31 can also be any suitable shape such as triangle, square, trapezoid, etc.

[0162] In some embodiments of this application, such as Figure 4 As shown, in a cross-section perpendicular to the extension direction of the reinforcing tube 3, the two ends of the reinforcing rib 32 are respectively connected to the inner wall of the tube body 31.

[0163] Therefore, the impact force acting on the reinforcing tube 3 can be transmitted through the tube wall to the internal reinforcing rib 32, so that the reinforcing rib 32 can absorb part of the impact force, thereby helping to further improve the stiffness and strength of the reinforcing tube 3.

[0164] In some embodiments of this application, there are multiple reinforcing ribs 32, and at least a portion of the multiple reinforcing ribs 32 are arranged in an intersecting manner.

[0165] Thus, the multiple reinforcing ribs 32 can form a force transmission path through the intersecting parts, so that the impact force on the reinforcing tube 3 can be dispersed and transmitted to each reinforcing rib 32, further dispersing the load, reducing the destructive force of the impact, and helping to improve the stiffness and strength of the reinforcing tube 3.

[0166] Moreover, the intersecting reinforcing ribs 32 can strengthen the tube body 31 from different directions, which helps to further improve the structural strength and structural stiffness of the tube body 31.

[0167] For example, such as Figure 4 As shown, the reinforcing rib 32 includes a first reinforcing rib 321 and a second reinforcing rib 322, which intersect. That is, the extending direction of the first reinforcing rib 321 intersects the extending direction of the second reinforcing rib 322. In other words, the first reinforcing rib 321 and the second reinforcing rib 322 reinforce the pipe body 31 from two directions, which helps to improve the structural strength and structural stiffness of the pipe body 31.

[0168] Here, "intersection" can refer to perpendicular intersection or non-perpendicular intersection.

[0169] Those skilled in the art should understand that the embodiments of this application do not specifically limit the number of the first reinforcing rib 321 and the second reinforcing rib 322. That is, the number of the first reinforcing rib 321 can be one or more (two or more), and the number of the second reinforcing rib 322 can be one or more (two or more). For example, in the implementation of this application, the number of the first reinforcing rib 321 and the second reinforcing rib 322 is one, and the first reinforcing rib 321 and the second reinforcing rib 322 intersect perpendicularly. In some other embodiments, the number of the first reinforcing rib 321 can be one, and the number of the second reinforcing rib 322 can be two.

[0170] In some embodiments of this application, the thickness of the reinforcing rib 32 is between 2 mm and 3 mm; and / or the thickness of the tube wall of the tube body 31 is between 2 mm and 4 mm.

[0171] The reinforcing rib 32 is generally sheet-like. For example, the thickness of the reinforcing rib 32 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, etc.

[0172] For example, the wall thickness of the pipe body 31 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4.0mm, etc.

[0173] The thickness of the shell wall of the reinforcing rib 32 and the tube body 31 is controlled within a reasonable range, which can reduce the overall weight of the reinforcing tube 3 while meeting the strength and rigidity requirements of the reinforcing tube 3, thereby helping to achieve the overall lightweighting of the vehicle frame 100.

[0174] In some embodiments of this application, the reinforcing tube 3 is formed as an integral aluminum pultruded structure.

[0175] In this application, the reinforcing tube 3 is made of aluminum alloy. On one hand, using aluminum alloy for the reinforcing tube 3 provides sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloy, thus saving costs. On the other hand, aluminum alloy is lightweight, thereby reducing the overall weight of the vehicle frame 100, which is beneficial for achieving vehicle weight reduction, effectively reducing fuel consumption, increasing range, and improving economic performance.

[0176] For example, the reinforcing tube 3 is made of 6082-T6 aluminum alloy. 6082-T6 aluminum alloy has good formability, allowing the reinforcing tube to be processed into any desired shape according to actual needs. Furthermore, 6082-T6 aluminum alloy has high strength, high hardness, and excellent corrosion resistance, which can effectively improve the strength and service life of the reinforcing tube 3.

[0177] Of course, those skilled in the art should understand that the reinforcing tube 3 can also be made of any other suitable material.

[0178] An integrated aluminum pultruded structure refers to an integrated aluminum structure produced through an extrusion molding process. Extrusion molding offers high manufacturing efficiency, is a mature technology, and has low cost. It also allows for diverse cross-sectional shapes of the reinforcing tube 3 to accommodate the layout of the vehicle frame 100. Furthermore, the integrated structural components help improve the overall structural strength and rigidity of the reinforcing tube 3, and also reduce the number of parts, thus lowering assembly difficulty.

[0179] In some embodiments of this application, the reinforcing tube 3 includes a tube body 31 and a resin filling structure, wherein the resin filling structure is filled inside the tube body 31.

[0180] Therefore, the resin-filled structure is used to enhance the structural strength and rigidity of the tube body 31, thereby improving the overall structural strength and rigidity of the reinforced tube 3 to meet the strength and rigidity requirements of the vehicle frame 100.

[0181] In some embodiments of this application, the tube body 31 is a thermoplastic pultruded composite material tube.

[0182] Thermoplastic pultruded composite tubes are composite tubes produced by the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the reinforcing tube 3. Moreover, composite materials help to improve the lightweight of the vehicle body frame 100.

[0183] For example, the composite material of the composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0184] In some embodiments of this application, the wall thickness of the tube body 31 is between 6 mm and 10 mm.

[0185] Therefore, by controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the reinforcing tube 3 has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame 100, and will not occupy too much space due to excessive thickness, thus facilitating the miniaturization and weight reduction of the vehicle 1000.

[0186] For example, the wall thickness of the tube body 31 of the thermoplastic pultruded composite tube can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, 10mm, etc.

[0187] In some embodiments of this application, the resin-filled structure includes polyurea and / or polyurethane.

[0188] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced tube 3.

[0189] In some embodiments of this application, the frame beam body 2 further includes a sill beam 104, which extends along the length of the vehicle frame. One end of the reinforcing tube 3 is connected to the sill beam 104.

[0190] The sill beam 104 is one of the main supporting components of the frame beam body 2, serving to support and reinforce the entire frame beam body 2. The sill beam 104 extends along the length of the vehicle frame, generally from the A-pillar 101 of the frame beam body 2 to the C-pillar 103 of the frame beam body 2. In this embodiment, the inner panel 1, as part of the C-pillar assembly, is connected to the sill beam 104 via a reinforcing tube 3 located on the inner panel 1, thus achieving the connection between the C-pillar 103 and the sill beam 104 of the C-pillar assembly.

[0191] Therefore, in the event of a collision involving the vehicle 1000, especially a side collision, the impact force acting on the sill beam 104 can be at least partially dispersed and transmitted to the reinforcing tube 3, thereby enabling the reinforcing tube 3 to absorb and disperse a certain amount of impact energy, reducing the destructiveness of the collision impact, reducing the deformation of the vehicle frame 100, and reducing the damage to the occupants and interior equipment caused by excessive intrusion.

[0192] In addition, when the impact point is close to the rear side of the vehicle frame 100, the impact force on the inner panel 1 can be at least partially transmitted to the sill beam 104 through the reinforcing tube 3, thereby dispersing the impact energy and reducing the possibility of deformation of the inner panel 1.

[0193] In some embodiments of this application, such as Figures 6 to 8 As shown, the vehicle frame 100 also includes a connector 4, which is used to connect the reinforcing tube 3 and the sill beam 104.

[0194] Therefore, a force transmission path between the sill beam 104 and the reinforcing tube 3 can be established through the connector 4, so that the load acting on the sill beam 104 can be transmitted to the reinforcing tube 3 through the connector 4, or the load acting on the reinforcing tube 3 can be transmitted to the sill beam 104 through the connector 4, which is beneficial to the distribution of load and reduces the destructive power of the load.

[0195] For example, connector 4 is made of aluminum alloy material; as a specific example, connector 4 is made of AlSi. 10 Made of MnMg-T7 material, AlSi 10 MnMg-T7 is a high-strength and high-toughness aluminum alloy material with high strength, high toughness and good crack resistance.

[0196] In this embodiment, the connector 4 is generally plate-shaped, and the reinforcing tube 3 is fastened to the connector 4 by self-tapping screws. Self-tapping screws can directly drill, tap, fix, and lock holes in the material through their own threads, without the need for pre-drilling, which greatly simplifies the installation process. In addition, self-tapping screws have high strength, wide applicability, and high cost-effectiveness.

[0197] In some other embodiments, the connector 4 may have an opening groove, and the reinforcing tube 3 is inserted into the opening groove of the connector 4 by means of plugging, thereby connecting with the connector.

[0198] Of course, those skilled in the art should understand that the reinforcing tube 3 can also be connected to the connector 4 in any other suitable manner.

[0199] The connector 4 is fastened to the sill beam 104 by self-tapping screws and bolts, thereby indirectly connecting the reinforcing tube 3 to the sill beam 104 through the connector 4. Of course, in some other embodiments, the connector 4 can also be connected to the sill beam 104 by any other suitable means.

[0200] In some embodiments of this application, such as Figure 6 and Figure 7 As shown, the connector 4 is provided with at least one first reinforcing rib assembly 410, which includes a plurality of first reinforcing ribs 41. The plurality of first reinforcing ribs 41 are arranged intersectingly; and / or at least a portion of the plurality of first reinforcing ribs 41 are connected end to end in a ring shape.

[0201] The number of first reinforcing rib assemblies 410 can be one or more (two or more). Thus, by setting one first reinforcing rib assembly 410, the overall structural strength of the connector 4 can be increased. Alternatively, by setting multiple first reinforcing rib assemblies 410, the local structure of the connector 4 can be strengthened respectively, thereby reducing the possibility of damage to the connector 4 during force transmission.

[0202] For example, multiple first reinforcing ribs 41 are arranged to cross each other, which enables the multiple first reinforcing ribs 41 to form a force transmission path with each other, so as to transfer the load on the connector 4 to each first reinforcing rib 41, which is beneficial to improving the stiffness and strength of the connector 4.

[0203] As another example, at least some of the plurality of first reinforcing ribs 41 are connected end to end in a ring shape, thereby forming a force transmission path between the plurality of first reinforcing ribs 41.

[0204] The arrangement of multiple first reinforcing ribs 41 in a cross pattern or in a ring-shaped arrangement can minimize stress concentration in a single first reinforcing rib 41, thus ensuring that the first reinforcing rib assembly 410 can distribute the force evenly, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 100.

[0205] The ring structure includes, but is not limited to, triangles, quadrilaterals, pentagons, hexagons, etc., and the first reinforcing rib assembly 410 may include multiple ring structures, which may have the same or different shapes.

[0206] In this embodiment, the first reinforcing rib 41 can be formed as an integral structural component with the connector 4. In some other embodiments, the first reinforcing rib 41 and the connector 4 can be separate structures that are then assembled together.

[0207] In some embodiments of this application, the thickness of the first reinforcing rib 41 is between 2 mm and 3 mm.

[0208] The first reinforcing rib 41 is generally sheet-shaped. By controlling the thickness of the first reinforcing rib 41 within a suitable range, the strength and rigidity requirements of the connector 4 can be met while reducing the weight of the connector 4, thereby facilitating the overall lightweighting of the vehicle frame 100.

[0209] For example, the thickness of the first reinforcing rib 41 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, etc.

[0210] In some embodiments of this application, such as Figure 1 and Figure 3 As shown, the vehicle frame 100 also includes a wheel arch portion 5, which is connected to a portion of the inner panel 1 on the side facing the sill beam 104 along the height direction of the vehicle frame. The inner panel 1 also includes a rear panel connecting portion 11, which is used to connect the upper beam 1051 of the frame beam body 2 and the rear panel assembly 110 of the vehicle frame 100.

[0211] The wheel arch 5 is a structural component used to protect the tires and rims of the vehicle 1000. Specifically, during the operation of the vehicle 1000, stones, gravel, and other objects may be splashed onto the tires or rims, and the wheel arch 5 can prevent these foreign objects from directly impacting the wheels, thus reducing the degree of damage to the tires and rims.

[0212] In addition, the wheel arch section 5 can also guide the heat dissipation of the braking system, optimize the airflow path to reduce air resistance, or protect the braking system and shock absorption system of the vehicle 1000.

[0213] The wheel cover 5 is connected to the inner plate 1. The wheel cover 5 can be formed as an integral structural component with the inner plate 1, or it can be a separate structure and then assembled together.

[0214] The rear connecting portion 11 is used to connect the upper beam 1051 of the frame beam body 2 and the rear assembly 110 of the vehicle frame 100. In some embodiments, the rear connecting portion 11 is also configured as at least part of the D pillar of the vehicle 1000.

[0215] Along the front-rear direction of the vehicle body frame, the rear assembly 110 is located at the rear of the vehicle 1000. The rear assembly 110 includes a rear panel, a rear crossbeam, a rear bumper, etc., providing good protection for the rear of the vehicle body frame 100.

[0216] The upper beam 1051 is part of the transverse and longitudinal beams 105, and is an important supporting skeleton structure that ensures the torsional stiffness of the main body 2 of the vehicle frame beam and bears longitudinal loads.

[0217] The wheel arch portion 5 is connected to the inner panel 1, and the rear connecting portion 11 of the inner panel 1 is connected to the upper side beam 1051 and the rear assembly 110. As a result, the load acting on the inner panel 1 can be further distributed and transmitted to the wheel arch portion 5, the upper side beam 1051 and the rear assembly 110, further reducing the destructive power of the load and reducing the degree of deformation of the inner panel 1 under the action of collision impact force, which is conducive to reducing the amount of intrusion of the inner panel 1 into the vehicle body.

[0218] In some embodiments of this application, such as Figure 5 , Figure 6 and Figure 8 As shown, relative to the inner panel 1, the wheel arch portion 5 includes a first protrusion 51 protruding toward a first side and a second protrusion 52 protruding toward a second side. The vehicle frame 100 also includes a wheel arch reinforcing beam 53, which is disposed on the first side and extends from the rear panel connection portion 11 to the first protrusion 51.

[0219] The first protrusion 51 and the second protrusion 52 protrude in opposite directions, thereby forming a certain gap between the first protrusion 51 and the second protrusion 52, in which the tires and rims of the vehicle 1000 are accommodated.

[0220] The wheel arch reinforcement beam 53 is a reinforcement structure at least partially provided on the inner plate 1. In the embodiment of this application, the wheel arch reinforcement beam 53 extends from the rear connecting portion 11 of the inner plate 1 to the first protrusion 51 of the wheel arch portion 5, specifically, to the shock absorber (not shown in the figure) provided on the first protrusion 51.

[0221] Shock absorbers are important components for maintaining the smooth operation of a vehicle. They can absorb various impacts from the road surface, quickly restore the vehicle to its normal operating state, and suppress the oscillation when the springs rebound after absorbing the shock, thus providing a smoother driving experience.

[0222] The wheel arch reinforcement beam 53 extends from the rear bulkhead connection 11 to the wheel arch portion 5. Therefore, the wheel arch reinforcement beam 53 can effectively transmit the impact load from the shock absorber to the remaining frame structure of the vehicle body frame 100, thereby effectively improving the efficiency of force transmission and decomposition, reducing the possibility of stress concentration, and reducing the possibility of cracking in the wheel arch portion 5. This further improves the strength and stability of the vehicle body frame 100 and reduces the degree of deformation of the vehicle body frame 100. Moreover, the load acting on the inner panel 1 can also be partially distributed to the wheel arch reinforcement beam 53, thereby reducing the possibility of damage or deformation to the inner panel 1.

[0223] In addition, by setting wheel arch reinforcement beam 53, the material thickness of other parts of the vehicle body frame 100 can be appropriately reduced, thereby reducing the overall weight of the vehicle body frame 100 and improving the range of the vehicle 1000.

[0224] In some embodiments of this application, such as Figure 6 and Figure 7 As shown, a reinforcing beam connector 6 is provided on the second side surface of the inner plate 1. The reinforcing beam connector 6 is used to install the wheel cover reinforcing beam 53. Along the extension direction of the reinforcing tube 3, the side of the reinforcing tube 3 facing away from the sill beam 104 is connected to the reinforcing beam connector 6.

[0225] Therefore, the wheel cover reinforcing beam 53 can be installed on the inner plate 1 through the reinforcing beam connector 6, which improves the connection reliability between the wheel cover reinforcing beam 53 and the inner plate 1, and disperses the load impact borne by the inner plate 1.

[0226] For example, the reinforcing beam connector 6 is made of aluminum alloy material; as a specific example, the reinforcing beam connector 6 is made of AlSi. 10 Made of MnMg-T7 material.

[0227] In addition, since the reinforcing tube 3 is connected to the reinforcing beam connector 6, the reinforcing tube 3 can be indirectly connected to the wheel cover reinforcing beam 53 through the reinforcing beam connector 6. This allows the impact energy transmitted to the reinforcing tube 3 to be dispersed to the wheel cover reinforcing beam 53, further reducing the harm of impact energy and reducing the possibility of the inner plate 1 deforming, resulting in excessive intrusion and other adverse situations.

[0228] In some embodiments of this application, the wheel cover reinforcing beam 53 is fastened to the reinforcing beam connector 6 by self-tapping screws, and / or the reinforcing tube 3 is welded to the reinforcing beam connector 6.

[0229] Therefore, the wheel cover reinforcing beam 53 and the reinforcing beam connector 6 can be detachably connected by self-tapping screws, which makes it easier for later installation and maintenance.

[0230] Moreover, self-tapping screws can directly drill, tap, fix, and lock into materials through their own threads, without the need for pre-drilling, which greatly simplifies the installation process. In addition, self-tapping screws are high in strength, have a wide range of applications, and are cost-effective.

[0231] Furthermore, the connection strength between the reinforcing tube 3 and the reinforcing beam connector 6 can be improved by welding, reducing the possibility of abnormal noise or damage to the frame beam body 2 and inner plate 1 caused by abnormal separation of the reinforcing tube 3 and the reinforcing beam connector 6 within the cavity. Moreover, in the event of a collision with the vehicle 1000, the impact force can be stably distributed to the wheel arch reinforcing beam 53, thereby improving the inner plate 1's resistance to deformation.

[0232] In this embodiment, the reinforcing pipe 3 and the reinforcing beam connector 6 are fixedly connected by welding. Welding has a wide range of applications, is simple in process, convenient in operation, and cost-effective. In some other embodiments, the reinforcing pipe 3 and the reinforcing beam connector 6 can also be welded using any other suitable welding method.

[0233] Of course, those skilled in the art should understand that, in addition to using self-tapping screws, the wheel cover reinforcing beam 53 can also be connected to the reinforcing beam connector 6 by any other suitable means, and the reinforcing tube 3 can also be connected to the reinforcing beam connector 6 by any other suitable means, in addition to welding.

[0234] In some embodiments of this application, the inner plate 1 and the wheel cover 5 are formed into an integral structural component by compression molding.

[0235] Compression molding offers high production efficiency and dimensional accuracy, and can mold complex products in one step. Compression molding can form the inner plate 1 and the wheel cover 5 into an integrated structural component, which helps reduce the number of parts, lowers assembly difficulty, and reduces production costs.

[0236] Of course, those skilled in the art should understand that in some embodiments thereof, the inner plate 1 and the wheel cover 5 may also be formed as an integral structural component by any other suitable molding method.

[0237] In some embodiments of this application, such as Figures 5 to 7 As shown, the first protrusion 51 of the wheel arch portion 5 is provided with a wheel arch reinforcement 54. A door latch connector 7 is provided on a portion of the outer surface of the reinforcing tube 3, and the door latch connector 7 is used to install the door latch. The wheel arch reinforcement 54 is fastened to the door latch connector 7.

[0238] The wheel arch reinforcement 54 is disposed on the first protrusion 51 on the inner side of the wheel arch portion 5 near the vehicle frame, which can improve the structural strength and rigidity of the wheel arch portion 5, making the overall structural strength of the wheel arch portion 5 greater and its resistance to deformation better. Moreover, the wheel arch reinforcement 54 can also improve the torsional strength of the vehicle frame 100, thereby helping to improve the stability of the vehicle 1000 during driving and reducing the swaying and vibration of the vehicle 1000.

[0239] In this embodiment, part of the outer surface of the reinforcing tube 3 is connected to the door latch connector 7. Therefore, the reinforcing tube 3 can be indirectly connected to the wheel arch reinforcement 54 through the door latch connector 7, thereby dispersing a portion of the impact energy to the wheel arch reinforcement 54 and further reducing the destructiveness of the impact energy.

[0240] For example, the door latch connector 7 is made of aluminum alloy. As a specific example, the door latch connector 7 is made of AlSi. 10 Made of MnMg-T7 material.

[0241] In some embodiments of this application, the wheel arch reinforcement 54 is fastened to the door latch connector 7 by self-tapping screws, and / or a portion of the outer surface of the reinforcing tube 3 is welded to the door latch connector 7.

[0242] Therefore, the wheel arch reinforcement 54 and the door lock latch connector 7 can be detachably connected using self-tapping screws, making subsequent installation and maintenance easier. Furthermore, welding can be used to improve the connection strength between the reinforcing tube 3 and the door lock latch connector 7.

[0243] Of course, those skilled in the art should understand that, in addition to using self-tapping screws, the wheel arch reinforcement 54 can also be connected to the door latch connector 7 by any other suitable means, and the reinforcement tube 3 can also be connected to the door latch connector 7 by any other suitable means, in addition to welding.

[0244] In some embodiments of this application, such as Figures 5 to 7 As shown, a seat latch 8 is provided on the first side surface of the inner panel 1, and a seat latch connector 9 is provided on the second side surface of the inner panel 1. The seat latch connector 9 is used to install the seat latch 8. A portion of the outer surface of the reinforcing tube 3 is connected to the seat latch connector 9.

[0245] The seat latch 8 is used to secure and lock the seats inside the vehicle 1000, ensuring the stability of the seats during the vehicle 1000's operation and reducing the possibility of abnormal movement or loosening of the seats, thereby ensuring the driving safety and riding comfort of the occupants.

[0246] In this embodiment, the seat latch 8 is disposed on the inner panel 1 to secure and lock the rear seats of the vehicle 1000. In some other embodiments, the seat latch 8 may be disposed near the B-pillar 102 to secure and lock the front seats of the vehicle 1000.

[0247] The seat latch connector 9 is located on the second side of the inner panel 1 and is used to connect the seat latch 8 to the inner panel 1, thereby increasing the reliability of the connection between the seat latch 8 and the inner panel 1.

[0248] For example, the seat latch connector 9 is made of aluminum alloy; as a specific example, the seat latch connector 9 is made of AlSi. 10 Made of MnMg-T7 material.

[0249] In this embodiment, the seat latch connector 9 is generally plate-shaped, and a third reinforcing rib 91 is formed on the seat latch connector 9, thereby increasing the structural strength of the seat latch connector 9 and reducing the possibility of damage to the seat latch connector 9.

[0250] The third reinforcing rib 91 is generally sheet-shaped, and there can be multiple third reinforcing ribs 91. Multiple third reinforcing ribs 91 are arranged intersecting each other, or multiple third reinforcing ribs 91 are connected end to end in a ring. The embodiments of this application do not specifically limit the number of third reinforcing ribs 91.

[0251] For example, the third reinforcing rib 91 can be formed as an integral structural component with the seat latch connector 9.

[0252] As another example, the third reinforcing rib 91 can be a separate structure from the seat latch connector 9, and then assembled together.

[0253] The reinforcing tube 3 is connected to the seat latch connector 9. Thus, the reinforcing tube 3 can be indirectly connected to the seat latch 8 through the latch connector 9. This also allows a portion of the impact energy to be dispersed to the seat latch 8 through the seat latch connector 9, further reducing the destructiveness of the impact energy, improving the stability of the body frame 100, and reducing the possibility of deformation of the body frame 100.

[0254] In some embodiments of this application, the seat latch 8 is fastened to the seat latch connector 9 by self-tapping screws, and / or a portion of the outer surface of the reinforcing tube 3 is welded to the seat latch connector 9.

[0255] Therefore, the seat latch 8 and the seat latch connector 9 can be detachably connected using self-tapping screws, making subsequent installation and maintenance easier. Furthermore, it improves the connection strength between the reinforcing tube 3 and the seat latch connector 9.

[0256] Of course, those skilled in the art should understand that, in addition to using self-tapping screws, the seat latch 8 can also be connected to the seat latch connector 9 by any other suitable means, and the reinforcing tube 3 can also be connected to the seat latch connector 9 by any other suitable means, in addition to welding.

[0257] In some embodiments of this application, such as Figure 6 As shown, at least one second reinforcing rib assembly 120 is provided on the surface of the second side of the inner plate 1.

[0258] The number of second reinforcing rib assemblies 120 can be one or more (two or more). Therefore, by setting one second reinforcing rib assembly 120, the overall structural strength and rigidity of the inner panel 1 can be improved. Alternatively, by setting multiple second reinforcing rib assemblies 120, local structures of the inner panel 1 can be strengthened respectively, thereby reducing the possibility of deformation of the inner panel 1 and decreasing the intrusion of the vehicle frame 100 in the event of a collision with the vehicle 1000.

[0259] In some embodiments of this application, the second reinforcing rib assembly 120 includes a plurality of second reinforcing ribs 12, which are arranged intersectingly with each other, and / or the plurality of second reinforcing ribs 12 are connected end to end in a ring shape.

[0260] Thus, the cross-shaped or ring-shaped second reinforcing ribs 12 can form a force transmission path with each other, so that the load acting on the inner plate 1 can be transmitted to each of the second reinforcing ribs 12, thereby avoiding stress concentration in a single second reinforcing rib 12 as much as possible, and ensuring that the second reinforcing rib assembly 120 can evenly distribute the force, thereby helping to further increase the strength and stiffness of the inner plate 1, and thus helping to improve the overall structural strength and stiffness of the vehicle frame 100.

[0261] The ring structure includes, but is not limited to, triangles, quadrilaterals, pentagons, hexagons, etc., and the second reinforcing rib assembly 120 may include multiple ring structures, which may have the same or different shapes.

[0262] The embodiments of this application do not specifically limit the number of the second reinforcing ribs 12.

[0263] like Figure 3 As shown, the inner panel 1 includes a first section 13, a second section 14 and a third section, which together define the inner panel 1 of the vehicle frame 100.

[0264] In this embodiment, the third section is the rear connecting part 11 of the inner panel 1. The first section 13 is used to connect the upper side beam 1051 of the transverse and longitudinal beams 105 and the sill beam 104. The rear connecting part 11 is used to connect the upper side beam 1051 and the rear assembly 110. The second section is used to connect the first section 13 and the third section. The arrangement density of the second reinforcing ribs 12 on the first section 13 and the rear connecting part 11 is greater than that on the second section 14. That is, the second reinforcing ribs 12 on the first section 13 and the rear connecting part 11 are arranged more densely. This enables the main load-bearing structure of the inner panel 1 to have good strength and rigidity, thereby ensuring the structural strength and rigidity of the inner panel 1 while reducing the weight of the inner panel 1, which is beneficial to improving the lightweight of the vehicle frame 100.

[0265] In some embodiments of this application, the thickness of the second reinforcing rib 12 is between 2 mm and 3 mm.

[0266] The second reinforcing rib 12 is generally sheet-shaped. By controlling the thickness of the second reinforcing rib 12 within a suitable range, the weight of the inner panel 1 can be reduced while meeting the strength and rigidity requirements of the inner panel 1, thereby facilitating the overall lightweighting of the vehicle frame 100.

[0267] For example, the thickness of the second reinforcing rib 12 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, etc.

[0268] In some embodiments of this application, the second reinforcing rib 12 is injection molded onto the surface of the second side of the inner plate 1.

[0269] By employing injection molding, the second reinforcing rib 12 and the inner panel 1 form an integral structure, eliminating the need for further assembly and simplifying the manufacturing process of the vehicle frame 100. Furthermore, by creating injection molds of different shapes, the shape and dimensions of the second reinforcing rib 12 can be specifically optimized according to the main stress distribution of the inner panel 1, thereby improving the rigidity and strength of the inner panel 1 while reducing excessive structural redundancy.

[0270] Of course, those skilled in the art should understand that in some other embodiments, the second reinforcing rib 12 can also be formed as an integral structure with the inner plate 1 in any other suitable manner, or the second reinforcing rib 12 can be a separate structure from the inner plate 1 and then assembled together.

[0271] In some embodiments of this application, the inner plate 1 comprises a continuous fiber composite material.

[0272] The inner panel 1 comprising continuous fiber composite material means that at least a portion of the inner panel 1 is made of continuous fiber composite material.

[0273] On the one hand, continuous fiber composite materials have high strength and stiffness, which helps to improve the collision resistance of the vehicle body frame 100. On the other hand, continuous fiber composite materials have lightweight characteristics, which helps to reduce the weight of the vehicle body frame 100, thereby helping to reduce the fuel consumption of the vehicle 1000 and improve the economic performance of the vehicle 1000.

[0274] In addition, continuous fiber composite materials are less prone to rusting, and the manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Moreover, the process of using continuous fiber composite materials to manufacture the inner panel 1 eliminates the need for stamping, welding, and painting processes, which helps improve manufacturing efficiency and eliminates the need to build stamping, welding, and painting workshops, thus helping to reduce the manufacturing cost of vehicle 1000.

[0275] In some embodiments of this application, the inner plate 1 includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

[0276] Composite materials formed from continuous fibers and thermoplastic resin matrices have the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the inner panel.

[0277] By setting up multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material layer can be improved by adjusting the layup angle of the continuous fibers in different continuous fiber composite material layers.

[0278] For example, the multilayer continuous fiber composite material layer can be formed into the inner plate 1 of the required shape by heating and molding, according to the different shapes of the molding die.

[0279] For example, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0280] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0281] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0282] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0283] In some embodiments of this application, the thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

[0284] By ensuring that the thickness of the single-layer continuous fiber composite material layer is within the verified range, on the one hand, the risk of insufficient structural strength and rigidity of the single-layer continuous fiber composite material layer due to excessively low thickness is reduced; on the other hand, it reduces the problem of excessively high thickness of the inner plate when laying multiple layers of continuous fiber composite ply, thereby reducing the risk of interference with the overall aesthetic performance of the vehicle frame 100 or the installation of other components of the vehicle 1000.

[0285] For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

[0286] In some embodiments of this application, the frame beam body 2 comprises a continuous fiber composite material.

[0287] The inclusion of continuous fiber composite material in the frame beam body 2 means that at least a portion of the frame beam body 2 is made of continuous fiber composite material. On the one hand, continuous fiber composite material has high strength and stiffness, which helps to improve the collision resistance of the vehicle body frame 100. On the other hand, continuous fiber composite material has lightweight characteristics, which helps to reduce the weight of the vehicle body frame 100, thereby helping to reduce the fuel consumption of the vehicle 1000 and improve the economic performance of the vehicle 1000.

[0288] Moreover, continuous fiber composite materials are less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Using continuous fiber composite materials to manufacture the main frame beam 2 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus reducing the manufacturing cost of vehicle 1000.

[0289] In some embodiments of this application, the frame beam body 2 includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

[0290] The composite material formed by continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 2.

[0291] By setting up multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material layer can be improved by adjusting the layup angle of the continuous fibers in different continuous fiber composite material layers.

[0292] In some embodiments of this application, multiple layers of continuous fiber composite material are combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the frame beam body 2.

[0293] Therefore, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and the continuous fiber composite board is then molded to form a frame beam body 2 with cavities.

[0294] Using molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body 2, so as to ensure the mechanical properties and structural integrity of the frame beam body 2 as much as possible.

[0295] For example, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0296] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0297] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0298] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0299] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer fiber composite material layer, enabling the fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0300] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0301] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0302] Therefore, the composite material formed by using continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 2.

[0303] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0304] In some embodiments of this application, the continuous fiber has a weight percentage of 60 to 80, the thermoplastic resin matrix has a weight percentage of 20 to 40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0305] By controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for manufacturing the main body of the frame beam 2.

[0306] In some embodiments, the continuous fiber composite layer comprises 68 to 75 parts by weight of continuous fibers and 25 to 32 parts by weight of a thermoplastic resin matrix. This further limits the content of continuous fibers and the thermoplastic resin matrix, achieving a more balanced state between the two.

[0307] In some embodiments, the continuous fiber composite layer includes 1 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 to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0308] For example, 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.

[0309] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0310] For example, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0311] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0312] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0313] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0314] For example, the lubricant includes white oil.

[0315] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0316] It is understood that in this example, when the weight percentage of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder. In some embodiments of this application, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0317] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body 2 is kept low, thereby reducing the deformation of the frame beam body 2 caused by excessive absorption of water from the external environment during the use of the vehicle 1000.

[0318] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the continuous fiber composite layer.

[0319] In some embodiments of this application, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0320] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0321] In some embodiments of this application, such as Figure 9 As shown, in the outermost two continuous fiber composite material layers of the frame beam body 2 along any side of the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0322] The non-0° and non-90° laying method can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impact to the internal structure of the frame beam body 2, and help enhance the impact resistance of the frame beam body 2.

[0323] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the frame beam body 2 includes B-pillar 102, the extension direction of B-pillar 102 is along the vertical direction of the vehicle frame. For the fiber composite board formed on B-pillar 102, the vertical direction of the vehicle frame 100, that is, the height direction of the vehicle frame, is the direction where the continuous fiber laying angle is 0°.

[0324] The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0325] In some embodiments of this application, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0326] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0327] In some embodiments of this application, the sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

[0328] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus maximizing the structural strength and stiffness of the frame beam body 2.

[0329] In some embodiments of this application, the thickness of the frame beam body is between 1.2 mm and 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

[0330] The thickness of the frame beam body 2 is within a reasonable range, so that the thickness of the frame beam body 2 can meet the rigidity and strength requirements of the vehicle body frame 100, and can reduce the aesthetics of the vehicle body frame 100 or interference with the installation of other vehicle parts caused by the excessive thickness of the frame beam body 2.

[0331] For example, the thickness of the frame beam body 2 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc.

[0332] The thickness of the single-layer continuous fiber composite material layer is kept between 0.2mm and 0.3mm. On the one hand, this reduces the risk that the single-layer continuous fiber composite material layer may be too thin, resulting in insufficient structural strength and rigidity. On the other hand, it reduces the problem that the thickness of the frame beam 2 may be too high when laying multiple layers of continuous fiber composite ply, which would affect the overall aesthetic performance of the vehicle frame 100 or cause interference with the installation of other parts of the vehicle 1000.

[0333] For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

[0334] In some embodiments of this application, the vehicle 1000 also includes a chassis 200, with the body frame 100 located above the chassis 200 and detachably connected to the chassis 200.

[0335] Therefore, by detachably connecting the body frame 100 and the chassis 200, the body frame 100 and the chassis 200 can be separated and decoupled, allowing the body frame 100 to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis 200, making it adaptable to various vehicle models.

[0336] For example, the vehicle frame 100 and chassis 200 can be disassembled and connected by fastening with fasteners.

[0337] As another example, the vehicle frame 100 and the chassis 200 can be detachably connected by snap-fit.

[0338] As another example, the vehicle frame 100 and the chassis 200 can be detachably connected by locking.

[0339] In some embodiments of this application, the vehicle frame 100 and the chassis 200 together enclose the passenger compartment of the vehicle 1000, the vehicle 1000 including a battery device, the housing of the battery device forming the floor of the passenger compartment.

[0340] The battery unit is used to power the vehicle 1000. For example, the battery unit can serve as the operating power source for the vehicle 1000, meeting its power needs during starting, navigation, and driving. The battery unit can also serve as the driving power source for the vehicle 1000, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 1000.

[0341] Therefore, by integrating the battery pack into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle 1000. It also makes the structure of the vehicle 1000 more compact and makes more efficient use of the interior space of the vehicle 1000.

[0342] The following describes specific examples of some embodiments of this application with reference to the accompanying drawings.

[0343] As a concrete example, the vehicle body frame 100 includes a C-pillar inner panel assembly (inner panel 1), on which an arc-shaped C-pillar aluminum extrusion beam (reinforcing tube 3) is provided. The arc-shaped C-pillar aluminum extrusion beam connects the sill beam 104 and the wheel arch reinforcing beam assembly (wheel arch reinforcing beam 53), etc. During a side impact, the force and energy are distributed and transferred to the lower body, thereby reducing the intrusion.

[0344] Specifically, the C-pillar lower connecting plate (connector 4) is connected to the front end of the C-pillar aluminum extrusion beam and the sill beam 104 via FDS (self-tapping screws). The C-pillar aluminum extrusion beam is also connected to the rear door latch mounting plate (door latch connector 7), the rear seat fixing bracket mounting plate (seat latch connector 9), and the rear wheel arch reinforcement beam rear mounting plate (reinforcement beam connector 6) by welding. The main load-bearing structures, such as the rear wheel arch reinforcement beam assembly (wheel arch reinforcement beam 53), the rear seat latch assembly (seat latch 8), and the rear wheel arch inner panel reinforcement plate (wheel arch reinforcement 54), are connected to the rear wheel arch reinforcement beam rear mounting plate, the rear door latch mounting plate, and the rear seat fixing bracket mounting plate via FDS and bolts, respectively, thus forming the rear frame assembly.

[0345] During a side impact, the force first strikes the outer side panel (frame beam 2) and the sill beam 104. Then, the force and energy are transferred to the lower connecting plate of the C-pillar and the aluminum extruded beam of the C-pillar. The force is then distributed to various connection points through the aluminum extruded beam of the C-pillar, forming an orderly force transmission path throughout the side impact process. This effectively absorbs and transmits energy, improves structural strength, and prevents excessive intrusion or high intrusion speed from causing injury to the occupants.

[0346] The C-pillar aluminum extrusion beam can be made of 6082+T6 aluminum alloy, and the rear wheel arch reinforcement beam mounting plate, rear door lock mounting plate, and rear seat fixing bracket mounting plate can all be made of AlSi. 10 Made of MnMg-T7 material, it can ensure structural strength while achieving lightweight.

[0347] Side impact simulation analysis of the C-pillar inner panel assembly was conducted using simulation software. The results show that, compared with the traditional steel structure C-pillar inner panel assembly, the C-pillar inner panel assembly with aluminum extruded beams reduces the overall weight by about 12%, and the vehicle body intrusion is reduced by about 40% in the side impact test.

[0348] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle, characterized in that, include: The vehicle body frame includes: The inner panel has a first side and a second side facing away from each other, the first side facing the inside of the vehicle frame and the second side facing the outside of the vehicle frame; The main frame beam is located on the second side of the inner plate and forms a cavity with the inner plate; and A reinforcing tube is disposed within the cavity and is connected to at least the second side of the inner plate.

2. The vehicle according to claim 1, characterized in that, The reinforcing tube includes a tube body and at least one reinforcing rib filled within the tube body.

3. The vehicle according to claim 2, characterized in that, The reinforcing tube is arc-shaped, and the cross-section of the tube body of the reinforcing tube is polygonal, wherein the cross-section is perpendicular to the extension direction of the reinforcing tube.

4. The vehicle according to claim 2, characterized in that, In a cross-section perpendicular to the extension direction of the reinforcing tube, the opposite ends of the reinforcing ribs are respectively connected to the inner wall of the tube body.

5. The vehicle according to claim 2, characterized in that, The number of reinforcing ribs is multiple, and at least a portion of the multiple reinforcing ribs are arranged in an overlapping manner.

6. The vehicle according to claim 2, characterized in that, The thickness of the reinforcing rib is between 2 mm and 3 mm; and / or The thickness of the pipe wall of the main body is between 2 mm and 4 mm.

7. The vehicle according to claim 2, characterized in that, The reinforcing tube is formed as an integral aluminum pultruded structure.

8. The vehicle according to claim 1, characterized in that, The reinforcing tube includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

9. The vehicle according to claim 8, characterized in that, The main body of the tube is a thermoplastic pultruded composite material tube.

10. The vehicle according to claim 8, characterized in that, The thickness of the pipe wall of the main body is between 6 mm and 10 mm.

11. The vehicle according to claim 8, characterized in that, The resin-filled structure includes polyurea and / or polyurethane.

12. The vehicle according to any one of claims 1 to 11, characterized in that, The main frame beam also includes a sill beam, which extends along the length of the vehicle frame. One end of the reinforcing tube is connected to the threshold beam.

13. The vehicle according to claim 12, characterized in that, The vehicle frame also includes a connector for connecting the reinforcing tube and the sill beam.

14. The vehicle according to claim 13, characterized in that, The connector is provided with at least one first reinforcing rib assembly, and the reinforcing rib assembly includes a plurality of first reinforcing ribs; Multiple first reinforcing ribs are arranged intersectingly with each other; and / or At least some of the first reinforcing ribs are connected end to end in a ring.

15. The vehicle according to claim 14, characterized in that, The thickness of the first reinforcing rib is between 2 mm and 3 mm.

16. The vehicle according to claim 12, characterized in that, The vehicle frame also includes a wheel arch portion, which is connected to a portion of the inner panel on the side facing the sill beam along the height direction of the vehicle frame. The inner panel also includes a rear panel connecting part, which is used to connect the upper side beam of the frame beam body and the rear panel assembly of the vehicle body frame.

17. The vehicle according to claim 16, characterized in that, Relative to the inner plate, the wheel cover portion includes a first protrusion protruding toward the first side and a second protrusion protruding toward the second side; The vehicle frame also includes a wheel arch reinforcement beam, which is located on the first side and extends from the rear bulkhead connection to the first protrusion.

18. The vehicle according to claim 17, characterized in that, A reinforcing beam connector is provided on the second side surface of the inner plate, and the reinforcing beam connector is used to install the wheel cover reinforcing beam; Along the extension direction of the reinforcing tube, the side of the reinforcing tube facing away from the sill beam is connected to the reinforcing beam connector.

19. The vehicle according to claim 18, characterized in that, The wheel arch reinforcing beam is fastened to the reinforcing beam connector by self-tapping screws; and / or The reinforcing tube is welded to the reinforcing beam connector.

20. The vehicle according to claim 16, characterized in that, The inner plate and the wheel cover are formed into an integral structural component by compression molding.

21. The vehicle according to claim 17, characterized in that, The first protrusion of the wheel cover is provided with a wheel cover reinforcement; The outer surface of a portion of the reinforcing tube is provided with a door lock buckle connector, which is used to install a door lock buckle. The wheel arch reinforcement is securely connected to the door lock fastener.

22. The vehicle according to claim 21, characterized in that, The wheel arch reinforcement is fastened to the door latch connector by self-tapping screws; and / or A portion of the outer surface of the reinforcing tube is welded to the door lock fastener.

23. The vehicle according to any one of claims 1 to 11, characterized in that, The inner panel has a seat buckle on the first side surface and a seat buckle connector on the second side surface, the seat buckle connector being used to install the seat buckle; A portion of the outer surface of the reinforcing tube is connected to the seat latch connector.

24. The vehicle according to claim 23, characterized in that, The seat latch is securely connected to the seat latch connector by self-tapping screws; and / or A portion of the outer surface of the reinforcing tube is welded to the seat latch connector.

25. The vehicle according to any one of claims 1 to 11, characterized in that, The second side surface of the inner plate is provided with at least one second reinforcing rib assembly.

26. The vehicle according to claim 25, characterized in that, The second reinforcing rib assembly includes a plurality of second reinforcing ribs; Multiple second reinforcing ribs are arranged intersectingly with each other; and / or Multiple second reinforcing ribs are connected end to end in a ring.

27. The vehicle according to claim 25, characterized in that, The thickness of the second reinforcing rib is between 2mm and 3mm.

28. The vehicle according to claim 25, characterized in that, The second reinforcing rib is injection molded onto the surface of the second side of the inner plate.

29. The vehicle according to any one of claims 1 to 11, characterized in that, The inner panel comprises a continuous fiber composite material.

30. The vehicle according to claim 29, characterized in that, The inner panel includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

31. The vehicle according to claim 30, characterized in that, The continuous fiber includes one of organic fiber and inorganic fiber.

32. The vehicle according to claim 30, characterized in that, The thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

33. The vehicle according to any one of claims 1 to 11, characterized in that, The main body of the frame beam is composed of continuous fiber composite material.

34. The vehicle according to claim 33, characterized in that, The main body of the frame beam includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

35. The vehicle according to claim 34, characterized in that, The multi-layered continuous fiber composite material is combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the main body of the frame beam.

36. The vehicle according to claim 34, characterized in that, The continuous fiber includes one of organic fiber and inorganic fiber.

37. The vehicle according to claim 36, characterized in that, The inorganic fiber includes any one of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one of aromatic polyamide fiber or ultra-high molecular weight polyethylene fiber.

38. The vehicle according to claim 34, characterized in that, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

39. The vehicle according to claim 34, characterized in that, The continuous fibers in each layer of the continuous fiber composite material are laid in a single direction, and the laying angle of the continuous fibers in adjacent layers of the continuous fiber composite material is different.

40. The vehicle according to claim 39, characterized in that, In the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

41. The vehicle according to claim 40, characterized in that, The continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 25° to 75°.

42. The vehicle according to claim 40, characterized in that, The sum of the number of continuous fiber composite material layers in which the continuous fiber layup angle is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

43. The vehicle according to claim 34, characterized in that, The thickness of the main frame beam is between 1.2 mm and 5 mm; and / or The thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

44. The vehicle according to any one of claims 1 to 11, characterized in that, The vehicle also includes: The chassis, wherein the vehicle frame is located above the chassis and is detachably connected to the chassis.

45. The vehicle according to claim 44, characterized in that, The vehicle body frame and the chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery device, the housing of which forms the floor of the passenger compartment.

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