Vehicle

Abstract

The utility model provides a vehicle which comprises a vehicle body frame, and the vehicle body frame comprises a frame beam main body which is provided with a first side facing the inner side of a vehicle body and a second side facing the outer side of the vehicle body, and a groove sunken towards the second side is formed in the frame beam main body; the first side of the groove of the frame beam main body is filled with the first reinforcing column; and a vehicle door upper hinge and a vehicle door lower hinge which are respectively installed at the upper part and the lower part of the first reinforcing column and are used for connecting the vehicle door to the vehicle body frame. The vehicle door upper hinge and the vehicle door lower hinge are both connected to the first reinforcing column to form the integrated structure, so that the vehicle body droop load resisting capacity of the vehicle door upper hinge and the vehicle door lower hinge can be improved, and the vertical rigidity of the vehicle door is improved.

Description

Technical Field

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

[0002] A vehicle consists of a body frame and doors, which are part of the body panels and are connected to the body frame via door hinges. Door vertical stiffness is one of the standards for measuring door performance. Therefore, how to improve door vertical stiffness has become a research topic in the industry. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a vehicle that can improve the vertical stiffness of the doors.

[0004] The embodiments of this application are implemented through the following technical solutions.

[0005] A first aspect of this application provides a vehicle, the vehicle including a body frame, the body frame including: a frame beam body having a first side facing the inner side of the vehicle body and a second side facing the outer side of the vehicle body, the frame beam body forming a groove recessed towards the second side; a first reinforcing pillar at least partially filling the first side of the groove of the frame beam body; an upper door hinge and a lower door hinge, respectively connected to the upper and lower parts of the first reinforcing pillar, for connecting the door to the body frame.

[0006] Because both the upper and lower door hinges are connected to the first reinforcing column to form an integrated structure, the first reinforcing column can share the door sagging load acting on the upper and lower door hinges, thereby improving the overall structural rigidity and reducing stress concentration at the hinges. Thus, the upper and lower door hinges, along with the first reinforcing column, jointly bear the door sagging load, which improves the door's vertical rigidity compared to locally reinforcing the area around the hinge connections. Furthermore, since the upper and lower door hinges are connected to the upper and lower parts of the first reinforcing column, respectively, the height of the first reinforcing column allows for maximizing the span between the two hinges, further enhancing the door's vertical rigidity. Additionally, the fact that both the upper and lower door hinges are connected to the first reinforcing column makes it easier to control the hinge axis, which helps improve the door's vertical rigidity, reduces the risk of door sagging, and also helps reduce the number of parts, increase component integration, and improve assembly efficiency. The frame beam body is recessed in the direction away from the inside of the vehicle body to form a groove, and the opening of the groove faces the inside of the vehicle body. The first reinforcing column is at least partially filled in the groove, which can strengthen the strength of the frame beam body, thereby enhancing the strength and rigidity of the vehicle. In addition, the cooperation between the first reinforcing column and the groove can also help improve the deformation resistance of the first reinforcing column, thereby improving the ability to resist the downward load of the vehicle body and helping to provide vertical rigidity of the door.

[0007] In some embodiments, the vehicle body frame further includes an upper connector and a lower connector, the upper connector being mounted on the upper part of the first reinforcing column, the lower connector being mounted on the upper part of the first reinforcing column, the upper door hinge being mounted on the upper connector, and the lower door hinge being mounted on the lower connector.

[0008] Since the upper door hinge is installed on the upper connector and the lower door hinge is installed on the lower connector, the overall structural rigidity can be further improved. Moreover, the joint can also improve the local rigidity of the hinge installation area.

[0009] In some embodiments, the vehicle frame further includes a first fastener and a second fastener. Along the direction from the inside of the vehicle body to the outside of the vehicle body, the first fastener passes through the first reinforcing column, the upper connector, the frame beam body and connects to the upper hinge of the door, thereby connecting the first reinforcing column, the upper connector, the frame beam body and the upper hinge of the door together. Along the direction from the inside of the vehicle body to the outside of the vehicle body, the second fastener passes through the first reinforcing column, the lower connector, the frame beam body and connects to the lower hinge of the door, thereby connecting the first reinforcing column, the lower connector, the frame beam body and the lower hinge of the door together.

[0010] Because the first reinforcing column, the joint, the frame beam body, and the door hinge are connected together by the first and second fasteners, the overall structural rigidity is further improved. Moreover, since the hinge is installed at the overlapping part of the first reinforcing column and the joint, the downward load of the door acting on the door hinge can be shared by the joint and the first reinforcing column, thus improving the ability of the first reinforcing column to resist the downward load from the hinge through the joint. In addition, the strength and rigidity of the hinge installation area are also improved, thereby further improving the vertical rigidity of the door.

[0011] In some embodiments, the first reinforcing column is configured as a tube shell with a closed cross-section.

[0012] Since the first reinforcing column is a tubular shell with a closed cross-section, the tubular reinforcing column with a closed cross-section can effectively absorb impact energy and has high strength and rigidity, which is beneficial for resisting the downward load of the door and improving the vertical stiffness of the door; moreover, it is easy to process and install, which is beneficial for improving the assembly efficiency of the vehicle and shortening the vehicle manufacturing cycle.

[0013] In some embodiments, the first reinforcing column is configured as a shell with a closed cross-section and a reinforcing component built into the shell.

[0014] This further enhances the strength and stiffness of the first reinforcing pillar, thereby improving its ability to resist downward loads from the door and ultimately increasing the strength of the vehicle frame and the vertical stiffness of the door.

[0015] In some embodiments, the reinforcing component includes at least one first reinforcing rib connected to the inner wall of the tube shell.

[0016] Because the first reinforcing rib is connected to the inner wall of the tubular shell, the space inside the tubular reinforcing structure can be effectively utilized. Furthermore, the strength and rigidity of the first reinforcing column can be enhanced without increasing the outer contour dimensions of the tubular reinforcing structure. It is less prone to bending deformation, thus improving the ability to resist the downward load of the door and increasing the vertical rigidity of the door.

[0017] In some embodiments, in a cross-section perpendicular to the extending direction of the tube shell, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube shell.

[0018] Since the first reinforcing rib is connected to the tube wall of the tube shell and is located inside the tube cavity, the space inside the tube shell cavity can be effectively utilized, and the strength and rigidity of the first reinforcing column can be enhanced without increasing the outer contour size of the first reinforcing column, thereby increasing the strength of the vehicle, the rigidity of the door, and the vertical rigidity of the door.

[0019] In some embodiments, there are multiple first reinforcing ribs, and at least a portion of the multiple first reinforcing ribs are arranged in a cross configuration.

[0020] This will help to further enhance the strength and stiffness of the shell, thereby enhancing the strength and stiffness of the first reinforcing column, increasing the ability to resist vehicle downward loads, improving the vertical stiffness of the door, and also improving the vehicle's resistance to deformation.

[0021] In some embodiments, the thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or the thickness of the tube wall is in the range of 3 mm to 5 mm.

[0022] In some embodiments, the cross-section of the tube shell is the same at any location along its extension direction, and the cross-section of the tube shell is quadrilateral.

[0023] In some embodiments, the first reinforcing column is formed as a one-piece aluminum pultruded structure.

[0024] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high rigidity, reducing deformation under stress. Furthermore, aluminum's low density contributes to vehicle weight reduction compared to traditional steel bodies. The tube shell and the first reinforcing rib are integrated into a single structure. This integrated structure enhances the overall structural strength and rigidity of the first reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0025] In some embodiments, the integral aluminum pultruded structure includes a pultruded tube formed of 6082-T6 aluminum alloy.

[0026] The pultruded tube formed from 6082-T6 aluminum alloy meets the requirements of the first reinforcing column for strength, stiffness, and lightness, which is conducive to improving the vertical stiffness of the door while achieving structural lightweighting.

[0027] In some embodiments, the first reinforcing column is formed as a glass fiber reinforced composite pultruded tube.

[0028] Pultrusion molding of glass fiber reinforced composites can achieve good strength and stiffness, and can also produce reinforced structures with complex cross-sections. This facilitates further optimization of the mechanical properties and shape flexibility of the reinforced structure, as well as the lightweighting of the vehicle body frame and the improvement of the production efficiency of the reinforced structure.

[0029] In some embodiments, the first reinforcing post is formed as a glass fiber reinforced composite pultruded tube; the thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall is in the range of 6 mm to 10 mm.

[0030] This allows for a balance between the strength and stiffness of the first reinforcing column and the requirements for lightweight structure.

[0031] In some embodiments, the first reinforcing column is configured to have a shell and a resin filling structure, wherein the resin filling structure is filled inside the shell.

[0032] Resin-filled structures are used to enhance the structural strength and rigidity of the casing.

[0033] In some embodiments, the tube shell is a thermoplastic pultruded composite tube, and the resin filling structure includes polyurea and / or polyurethane.

[0034] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the first reinforcing column.

[0035] In some embodiments, the wall thickness of the tube shell is in the range of 6 mm to 10 mm.

[0036] By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle can be met. This ensures that the wall thickness of the thermoplastic pultruded composite tube is not too thin, which would prevent the vehicle from failing to meet the structural strength and stiffness requirements, while also preventing the wall thickness of the thermoplastic pultruded composite tube from being too thick, which would result in excessive performance.

[0037] In some embodiments, at least one second reinforcing rib is provided in the groove of the frame beam body.

[0038] This helps to improve the strength and stiffness of the main frame beam, thereby improving the strength and stiffness of the vehicle body frame.

[0039] In some embodiments, the number of second reinforcing ribs is multiple; multiple second reinforcing ribs are arranged in a cross pattern to form a mesh structure; and / or multiple second reinforcing ribs are connected end to end to form a ring structure.

[0040] This will further strengthen the main body of the frame beam, thereby further enhancing the strength and rigidity of the vehicle body frame.

[0041] In some embodiments, the second reinforcing rib is injection molded into a groove in the frame beam body.

[0042] The injection molding process integrates the second reinforcing rib with the main frame beam, reducing the number of assembly steps between the second reinforcing rib and the main frame beam. Moreover, the injection molding process allows the second reinforcing rib to penetrate into every corner of the main frame beam, thereby flexibly improving strength and stiffness.

[0043] In some embodiments, the first reinforcing post is connected to both the bottom wall and the side wall of the groove, and the second reinforcing rib is formed with a clearance groove for installing the first reinforcing post.

[0044] This helps to improve the structural strength and rigidity of the vehicle frame along the inward and outward directions of the vehicle body.

[0045] In some embodiments, the vehicle frame further includes an upper connector and a lower connector, the upper connector being mounted on the upper part of the first reinforcing column and the lower connector being mounted on the lower part of the first reinforcing column, at least a portion of the upper connector being located in a groove; and / or, at least a portion of the lower connector being located in a groove.

[0046] Since at least a portion of the first reinforcing column, the upper joint, and the lower joint are located in the groove, the interconnection of the first reinforcing column, the joint, and the frame beam body can be easily achieved.

[0047] In some embodiments, the vehicle frame further includes an upper connector and a lower connector, the upper connector having a first insertion groove, the first insertion groove being at least partially located in a recess and the opening of the first insertion groove facing the inside of the vehicle body, the upper end of the first reinforcing post being inserted into the first insertion groove; and / or, the lower connector having a second insertion groove, the second insertion groove being at least partially located in a recess and the opening of the second insertion groove facing the inside of the vehicle body, the lower end of the first reinforcing post being inserted into the second insertion groove.

[0048] Because the first reinforcing column is connected to the upper connector and / or the lower connector through a slotted structure, the loads acting on the upper and lower connectors can be transferred to the first reinforcing column more efficiently through surface contact. This allows the load to be shared by the structure, including the first reinforcing column, which helps to improve structural stiffness, thereby improving the vertical stiffness of the door and the stiffness of the body frame. In addition, the connection between the first reinforcing column and the upper connector and / or the connection between the first reinforcing column and the lower connector is located in the groove of the frame beam body, which helps to improve the connection strength and stiffness between these components, the strength and stiffness of the frame beam body, and the overall stiffness of the structure. Furthermore, it helps to control the size of the connection parts, which is beneficial for the miniaturization and weight reduction of the body frame.

[0049] In some embodiments, the groove includes a bottom wall and a side wall connected to the bottom wall. When projected along the front-rear direction of the vehicle body, the projections of the first reinforcing post, the upper connector, and the side wall overlap with each other in the same projection plane; and / or, when projected along the front-rear direction of the vehicle body, the projections of the first reinforcing post, the lower connector, and the side wall overlap with each other in the same projection plane.

[0050] Therefore, the first reinforcing column and the joint make full use of the space in the groove, which not only improves the connection strength, rigidity and overall structural rigidity between these components, but also suppresses the size of the connection part, which is conducive to the miniaturization and weight reduction of the vehicle frame.

[0051] In some embodiments, the vehicle frame includes a first fastening assembly and a second fastening assembly. The first fastening assembly includes a first sleeve and a first fastener. The first sleeve passes through the shell of the first reinforcing column along the inward and outward direction of the vehicle body, and the first fastener passes through the first sleeve. The second fastening assembly includes a second sleeve and a second fastener. The second sleeve passes through the shell of the first reinforcing column along the inward and outward direction of the vehicle body, and the second fastener passes through the second sleeve.

[0052] Since the first sleeve and the second sleeve are inserted through the shell of the first reinforcing pillar along the inside and outside direction of the vehicle body, and the first fastener and the second fastener are inserted through the first sleeve and the second sleeve respectively, the load (torque) of the upper hinge and the lower hinge of the door acting on the first fastener and the second fastener is transmitted to the first reinforcing pillar through the first sleeve and the second sleeve. This not only resists the downward load of the door through the first reinforcing pillar, but also reduces the risk of excessive stress concentration caused by the first fastener and the second fastener directly abutting against the shell, which may lead to local tearing of the shell.

[0053] In some embodiments, the first sleeve includes a first cylindrical body extending in the direction inward and outward of the vehicle body and a first flange connected to the end of the first cylindrical body. The first cylindrical body is located inside the first reinforcing post, and the first flange is located outside the first reinforcing post and abuts against the tube shell of the first reinforcing post. The second sleeve includes a second cylindrical body extending in the direction inward and outward of the vehicle body and a second flange connected to the end of the second cylindrical body. The second cylindrical body is located inside the first reinforcing post, and the second flange is located outside the first reinforcing post and abuts against the tube shell of the first reinforcing post.

[0054] By connecting the first flange at the end of the first cylinder and the second flange at the end of the second cylinder, the risk of the first fastener and the second fastener being directly fastened to the shell and causing local deformation or damage to the shell can be reduced. Therefore, it can withstand a large fastening force.

[0055] In some embodiments, the frame beam body has a first clearance hole, through which the upper hinge of the door and the upper connector contact each other; and / or, the frame beam body has a second clearance hole, through which the lower hinge of the door and the lower connector contact each other.

[0056] Therefore, the risk of insufficient fastening due to deformation of the frame beam body can be reduced. For example, when the frame beam body includes resin material, the risk of reduced fatigue life of the first reinforcing column due to creep of the frame beam body can be reduced, thereby reducing the risk of loosening of the first fastener and the second fastener.

[0057] In some embodiments, the upper connector is formed with a first boss portion protruding from the inside of the vehicle body toward the outside of the vehicle body, the first boss portion extending into a first clearance hole and contacting the upper hinge of the door; and / or, the lower connector is formed with a second boss portion protruding from the inside of the vehicle body toward the outside of the vehicle body, the second boss portion extending into a second clearance hole and contacting the lower hinge of the door.

[0058] Therefore, by directly fastening the door hinge and the joint together, the risk caused by the intermediate frame beam body can be reduced; moreover, when the joint is a metal part formed by die casting or other molding methods, it has the advantages of high fastening strength and easy manufacturing.

[0059] In some embodiments, the vehicle body frame further includes a third fastener for securing the upper hinge of the door to the upper connector, and / or, the vehicle body frame further includes a fourth fastener for securing the lower hinge of the door to the lower connector.

[0060] This further improves the installation strength of the door hinges and makes it easier for the door hinges to transfer the downward load of the door to the joint and the first reinforcing column.

[0061] In some embodiments, the vehicle frame further includes a second reinforcing column and an upper connector, the upper connector connecting the second reinforcing column and the first reinforcing column, the second reinforcing column being located between the first reinforcing column and the roof front crossbeam assembly of the vehicle frame, and the second reinforcing column being connected to the upper connector.

[0062] Therefore, the external force or torque acting on the upper joint can be transmitted not only to the first reinforcing column, but also to the second reinforcing column. The two reinforcing columns work together to resist the external force or torque, which can improve the deformation resistance of the frame beam and further improve the ability to resist the downward load of the door, thus further improving the vertical stiffness of the door.

[0063] In some embodiments, the vehicle frame further includes an upper connector, which is mounted on the upper part of the first reinforcing column. The upper connector includes an upper connector body and a first reinforcing structure. The first reinforcing structure includes a plurality of first reinforcing ribs, which are connected and disposed on the upper connector body.

[0064] Therefore, the first reinforcing structure can improve the rigidity of the upper joint, improve the connection reliability between the upper joint and the first reinforcing column, and thus improve the vertical rigidity of the door.

[0065] In some embodiments, the upper connector has a first insertion groove, which is defined by a portion of the upper connector body and a portion of the first reinforcing rib, and the upper part of the first reinforcing post is inserted into the first insertion groove.

[0066] Since the first insertion groove is defined by part of the upper connector body and part of the first reinforcing rib, its strength and rigidity are enhanced, thereby improving the connection reliability between the first insertion groove and the first reinforcing post. Furthermore, it reduces the number of parts and improves assembly efficiency. This further enhances the deformation resistance of the first reinforcing part and improves the connection reliability between the upper connector and the first reinforcing post.

[0067] In some embodiments, the vehicle frame further includes a second reinforcing column located between the first reinforcing column and the roof front crossbeam assembly of the vehicle frame. The second reinforcing column is connected to the joint, and at least a portion of the first reinforcing structure is located in the upper joint near the second reinforcing column along the vertical direction of the vehicle body.

[0068] This can further improve the deformation resistance of the upper connector and the connection reliability between the upper connector and the crossbeam assembly of the vehicle body, thereby facilitating the transfer of collision loads to the crossbeam assembly of the vehicle body, improving the vehicle's deformation resistance, and thus reducing the amount of deformation intrusion into the passenger compartment caused by a collision.

[0069] In some embodiments, the plurality of first reinforcing ribs includes a first reinforcing rib group and a second reinforcing rib group, each first reinforcing rib of the first reinforcing rib group extends from the first reinforcing column to the second reinforcing column, and each first reinforcing rib of the second reinforcing rib group is cross-connected with each first reinforcing rib of the first reinforcing rib group.

[0070] This can further improve the deformation resistance of the first reinforcing part, improve the connection reliability between the upper joint and the first reinforcing column, and also improve the connection reliability between the upper joint and the second reinforcing column.

[0071] In some embodiments, the upper connector body includes a first energy-absorbing part and a first reinforcing part connected together, and the first reinforcing part is provided with a first reinforcing structure.

[0072] Because the upper joint body includes a first energy-absorbing section, it can absorb a portion of the load during a collision, thereby reducing the load transmitted to the first and / or second reinforcing columns. This reduces the deformation of the first and / or second reinforcing columns, improving the deformation resistance of the frame beam body. Since the first reinforcing structure is located within the first reinforcing section, it enhances the strength and stiffness of the first reinforcing section of the upper joint, improving its deformation resistance. This allows for more effective transmission of external forces to the first and / or second reinforcing columns, further improving the vehicle's deformation resistance, strength, and stiffness. Therefore, this structure enhances the vehicle's strength and stiffness, thereby improving its resistance to collisions (e.g., 25% offset collisions).

[0073] In some embodiments, along the front-rear direction of the vehicle body, the first energy-absorbing part is positioned further forward than the first reinforcing part, and the first energy-absorbing part is used to absorb collision loads from the front; the thickness of the upper connector body of the first energy-absorbing part is less than the thickness of the upper connector body of the first reinforcing part.

[0074] Because the first energy-absorbing part is positioned further forward than the first reinforcing part, when a frontal collision occurs (e.g., a 25% offset collision), the first energy-absorbing part can absorb a portion of the load during the collision and then transfer the load to the first reinforcing part, thereby reducing the load transferred to the first reinforcing part, and consequently reducing the load transferred to the first and / or second reinforcing pillars, thus reducing the deformation of the first and / or second reinforcing pillars. Since the thickness of the upper joint body of the first energy-absorbing part is less than that of the upper joint body of the first reinforcing part, the upper joint body of the first energy-absorbing part can deform and absorb the load more quickly during a collision, thereby reducing the force transferred to the first reinforcing part; it also enhances the load-bearing capacity of the upper joint body of the first reinforcing part. When subjected to external loads, the first reinforcing part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to localized damage.

[0075] In some embodiments, the vehicle frame further includes a lower connector, which is installed at the lower part of the first reinforcing pillar. The lower connector includes a lower connector body and a plurality of second reinforcing ribs. The lower connector body includes a connected first reinforcing pillar connection portion and a sill beam connection portion. The second reinforcing ribs are formed in the first reinforcing pillar connection portion. Along the vertical direction of the vehicle body, the first reinforcing pillar connection portion is connected above the sill beam connection portion. The second reinforcing ribs are formed such that the further they extend rearward along the front-rear direction of the vehicle body, the closer they are to the sill beam connection portion along the vertical direction of the vehicle body.

[0076] Since the lower connector body includes a first reinforcing pillar connection and a sill beam connection, a reliable connection between the lower connector and the first reinforcing pillar and sill beam assembly can be achieved, and the connection method is simple. Because the second reinforcing rib extends rearward along the front-rear direction of the vehicle body and is closer to the sill beam connection along the vertical direction of the vehicle body, it can further strengthen the lower connector and enhance its deformation resistance. This allows for better transfer of the load on the first reinforcing pillar to the sill beam assembly, thereby improving the vehicle's deformation resistance.

[0077] In some embodiments, at least a portion of the plurality of second reinforcing ribs extends from the front end of the lower connector body in the longitudinal direction of the vehicle body to the upper end of the sill beam connection in the vertical direction of the vehicle body.

[0078] Therefore, the strength of the lower joint can be further enhanced, and its resistance to deformation can be improved. This allows for better transfer of the load on the first reinforcing column to the sill beam assembly, thereby improving the deformation resistance of the vehicle frame. Furthermore, when the front end of the lower joint along the longitudinal direction of the vehicle body is subjected to force, the force can be better transferred to the sill beam assembly, further strengthening the vehicle's overall strength and enhancing its resistance to deformation.

[0079] In some embodiments, the first reinforcing column connection portion is further provided with a plurality of third reinforcing ribs, which are arranged in a mesh pattern with the plurality of second reinforcing ribs.

[0080] This can further improve the deformation resistance of the lower joint, increase the strength of the lower joint, and thus improve the strength of the vehicle.

[0081] In some embodiments, the lower connector is formed with a second insertion groove, which is defined by the first reinforcing post connection portion and the second reinforcing rib and / or the third reinforcing rib around it, and a portion of the first reinforcing post is inserted into the second insertion groove.

[0082] Since the second insertion groove is defined by the first reinforcing post connection part and the second and / or third reinforcing ribs around it, the strength of the second insertion groove can be enhanced, thereby improving the connection reliability between the second insertion groove and the first reinforcing post; and this structure is simple and can also reduce the number of parts.

[0083] In some embodiments, the first reinforcing pillar connection includes a second energy-absorbing part and a second reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the second energy-absorbing part is forward of the second reinforcing part. The first reinforcing pillar is connected to the second reinforcing part. The thickness of the lower connector body of the second energy-absorbing part is less than the thickness of the lower connector body of the second reinforcing part.

[0084] Because the lower joint body includes a second energy-absorbing section, it can absorb a portion of the load during a collision, thereby reducing the load transmitted to the first reinforcing column and / or sill beam assembly. This reduces the deformation of the first reinforcing column and / or sill beam assembly, the deformation of the second and / or third sections, and improves the deformation resistance of the frame beam body. Since the thickness of the lower joint body of the second energy-absorbing section is less than that of the lower joint body of the second reinforcing section, it can deform and absorb the load more quickly during a collision, thus reducing the force transmitted to the second reinforcing section. Furthermore, it enhances the load-bearing capacity of the lower joint body of the second reinforcing section. When subjected to external loads, the second reinforcing section can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to localized damage.

[0085] In some embodiments, the wall thickness of the second reinforcing rib located in the second energy-absorbing portion is smaller than the wall thickness of the second reinforcing rib located in the second reinforcing portion.

[0086] This allows the second energy-absorbing part to deform and absorb the load more quickly during a collision, thereby reducing the force transmitted to the second reinforcement part; it also improves the load-bearing capacity of the second reinforcement part. When subjected to external loads, the second reinforcement part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0087] In some embodiments, the wall thickness of the third reinforcing rib located in the second energy-absorbing portion is less than the wall thickness of the third reinforcing rib located in the second reinforcing portion.

[0088] This allows the second energy-absorbing part to deform more easily and absorb loads during a collision, thereby reducing the load transmitted to the second reinforcement part; it also improves the load-bearing capacity of the second reinforcement part. When subjected to external loads, the second reinforcement part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0089] In some embodiments, a portion of the second energy-absorbing portion protrudes forward relative to the sill beam connection portion along the front-rear direction of the vehicle body.

[0090] Therefore, when a collision occurs, the second energy-absorbing part can absorb a portion of the load, thereby reducing the load transmitted to the sill beam assembly, which in turn reduces the deformation of the first reinforcing column and / or the sill beam assembly, and improves the deformation resistance of the frame beam body.

[0091] In some embodiments, the vehicle frame further includes an upper connector and a lower connector, the upper connector being installed on the upper part of the first reinforcing column and the lower connector being installed on the lower part of the first reinforcing column. The upper connector is a one-piece aluminum alloy component, and / or, the upper connector is a die-cast aluminum alloy component; the lower connector is a one-piece aluminum alloy component, and / or, the lower connector is a die-cast aluminum alloy component.

[0092] The use of aluminum alloy for the upper and / or lower connectors improves their corrosion resistance, reduces vehicle weight, and enhances the vehicle's lightweight design. The integrated design of the upper and / or lower connectors reduces the number of parts, increasing structural rigidity and durability. The die-casting of the upper and / or lower connectors improves vehicle production efficiency and shortens the vehicle production cycle.

[0093] In some embodiments, the aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

[0094] Further reducing the grain size of aluminum alloys and making the microstructure of aluminum alloys more uniform and dense will further reduce casting defects.

[0095] In some embodiments, the vehicle frame further includes an upper connector and a vehicle body cover serving as a door. The upper connector is mounted on the upper part of the first reinforcing pillar. The vehicle body cover includes: a cover body for covering at least a portion of the vehicle frame; and a tubular reinforcing structure connected to the cover body. The tubular reinforcing structure has a front end and a rear end, with the front end positioned in front of the rear end along the vehicle's longitudinal direction. When the vehicle body cover covers the vehicle frame, in the same projection plane perpendicular to the vehicle's longitudinal direction, the projection of the upper connector at least partially overlaps with the projection of at least one of the front end and the rear end.

[0096] Therefore, when the body panels cover the body frame, when the front and / or rear sides of the vehicle are involved in a collision, the upper joint can transfer the collision load to the tubular reinforcement structure. Thus, the first reinforcing pillar and the tubular reinforcement structure can jointly resist and transfer the dispersed collision load, reducing the load acting on the first reinforcing pillar. This reduces the collision load borne by the first reinforcing pillar and the upper joint, thereby reducing the degree of deformation of the first reinforcing pillar and the upper joint during the collision, thus reducing the risk of large deformation of the pillar. This improves the deformation resistance of the body frame, thereby improving the structural stiffness of the body frame, and further reducing the intrusion of the area around the first reinforcing pillar and the upper joint into the vehicle interior space. Moreover, it can meet or even improve the performance of the vehicle in a 25% offset collision.

[0097] In some embodiments, the upper connector has a first limiting portion. When the body panel covers the body frame, one of the front end and the rear end of the tubular reinforcing structure faces the first limiting portion. In the same projection plane perpendicular to the front-rear direction of the body, the projections of the first limiting portion, the front end, and the rear end overlap at least partially with each other.

[0098] Therefore, when the body panel covers the body frame, the strength and stiffness of the area opposite the tubular reinforcement structure in the upper joint can be improved along the front-rear direction of the body, and the probability of the tubular reinforcement structure moving to other positions in the upper joint during a collision can be reduced. During a collision, the tubular reinforcement structure can better transfer the load to the upper joint along the front-rear direction of the body, and even if the tubular reinforcement structure is displaced, it is not easy to intrude into the interior space of the vehicle.

[0099] In some embodiments, the upper connector includes an upper connector body, which includes a first energy-absorbing part and a first reinforcing part connected together. Along the front-rear direction of the vehicle body, the first energy-absorbing part is located further forward than the first reinforcing part, and a first limiting part is disposed on the first reinforcing part.

[0100] Since the upper connector body includes a first energy-absorbing part, when a collision occurs, the first energy-absorbing part can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing pillar and the tubular reinforcing structure. Moreover, since the front end of the tubular reinforcing structure faces the first reinforcing part when the body panel covers the body frame, a portion of the load can be transmitted to the tubular reinforcing structure when a collision occurs. Furthermore, the first reinforcing part is not easily deformed and can efficiently transmit the collision load to the tubular reinforcing structure. As a result, the tubular reinforcing structure can more efficiently disperse the collision load acting on the first reinforcing pillar and the upper connector, reduce the deformation of the body pillar and the area around the connector, and reduce the amount of intrusion into the body space.

[0101] In some embodiments, the tubular reinforcement structure is configured as a tube with a closed cross-section.

[0102] A tube with a closed cross-section can effectively resist collisions from the side of the vehicle body and can efficiently transfer loads along the extension direction of the tube. It also has high strength and rigidity, good bending resistance, and thus can efficiently transfer collision loads while having a small amount of crush deformation.

[0103] In some embodiments, the main body of the frame beam is a continuous fiber composite board.

[0104] Because the main body of the frame beam is made of continuous fiber composite board, the strength of the main body of the frame beam can be improved, and the lightweight of the main body of the frame beam can also be improved, thus improving the vehicle's strength while also improving its lightweight.

[0105] In some embodiments, the frame beam body comprises a multilayer continuous fiber composite material, each layer of which comprises continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix being connected to the continuous fibers.

[0106] 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.

[0107] In some embodiments, the vehicle frame includes a vehicle pillar assembly and a vehicle beam assembly. The vehicle pillar assembly includes at least one of a front pillar assembly, a middle pillar assembly, and a rear pillar assembly. The frame beam body, the first reinforcing pillar, the upper door hinge, and the lower door hinge together form at least a portion of the vehicle pillar assembly. The vehicle beam assembly includes a crossbeam assembly and a door sill beam assembly.

[0108] Therefore, it can improve the strength and rigidity of the vehicle body frame, thereby increasing the vertical rigidity of the doors.

[0109] In some embodiments, the crossbeam assembly includes at least a front roof crossbeam assembly, a frame beam body, a first reinforcing pillar, an upper door hinge, and a lower door hinge together to form a front pillar assembly, which is connected between the front roof crossbeam assembly and the door sill beam assembly.

[0110] This can improve the vertical stiffness of the front door and the stiffness of the front pillar assembly, which helps to reduce the deformation of the body frame in the event of an offset collision.

[0111] In some embodiments, the sill beam connection of the lower connector is bolted to the sill beam assembly.

[0112] Improving the connection reliability between the lower joint and the first reinforcing column and the sill beam assembly is beneficial for transferring loads to the sill beam assembly.

[0113] In some embodiments, the vehicle frame also includes an interior mounting structure for mounting an interior panel, which is used to at least cover the recessed area of ​​the frame beam body from the inside of the vehicle.

[0114] This helps to improve the vehicle's aesthetics.

[0115] In some embodiments, the vehicle further includes a chassis, a body frame mounted on the chassis and together forming a passenger compartment, and the vehicle includes a body pillar assembly and a body beam assembly, wherein the frame beam body, a first reinforcing pillar, an upper door hinge and a lower door hinge together form at least a portion of the body pillar assembly.

[0116] This can improve the vertical stiffness of the car door.

[0117] In some embodiments, the vehicle also includes a battery unit mounted on the chassis.

[0118] This improves the utilization of space under the vehicle, avoiding encroachment on passenger compartment and trunk space, thus providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury in a collision. Additionally, centralized chassis mounting facilitates maintenance and replacement, reducing the complexity of routine upkeep.

[0119] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment.

[0120] This reduces vehicle redundancy, thereby lightening the overall weight. It also increases the packaging space for the battery module, optimizes the vehicle's interior layout, and improves space utilization.

[0121] In some embodiments, the vehicle frame is detachably attached to the top of the chassis.

[0122] This reduces the number of components and the overall vehicle weight, thereby improving the vehicle's range. Furthermore, this structure simplifies the assembly process and facilitates specialized collaboration.

[0123] The beneficial effects of the embodiments of this application include: improving the vertical stiffness of the door, thereby improving the reliability of vehicle use. Attached Figure Description

[0124] 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:

[0125] Figure 1Exploded view of the vehicle structure provided for some embodiments of this application;

[0126] Figure 2 An exploded view of the vehicle body provided for some embodiments of this application;

[0127] Figure 3 Schematic diagrams of the structure of an electric vehicle provided for some embodiments of this application;

[0128] Figure 4 An exploded view of a portion of a vehicle frame provided for some embodiments of this application;

[0129] Figure 5 Exploded view of the upper connector, first fastening assembly, and upper door hinge provided for some embodiments of this application;

[0130] Figure 6 A schematic diagram of the first side structure of the upper connector provided for some embodiments of this application;

[0131] Figure 7 Exploded view of the lower connector, second fastening assembly, and lower door hinge provided for some embodiments of this application;

[0132] Figure 8 A schematic diagram of the first side structure of the lower connector provided for some embodiments of this application;

[0133] Figure 9 A schematic diagram of the second side structure of a portion of a vehicle frame provided for some embodiments of this application;

[0134] Figure 10 Provided for some embodiments of this application Figure 9 Enlarged schematic diagram of the AA cross section;

[0135] Figure 11 Provided for some embodiments of this application Figure 9 Enlarged cross-sectional diagram of BB;

[0136] Figure 12 A structural schematic diagram of a portion of a vehicle body with doors, provided for some embodiments of this application;

[0137] Figure 13 Provided for some embodiments of this application Figure 12 A schematic diagram of the CC cross-section;

[0138] Figure 14 Provided for some embodiments of this application Figure 12 DD cross-sectional schematic diagram;

[0139] Figure 15A partial structural schematic diagram of a vehicle frame with tubular reinforcement provided for some embodiments of this application;

[0140] Figure 16 Schematic diagrams of the upper connector, tubular reinforcing structure, and metal connection structure of a vehicle door in a closed state, provided for some embodiments of this application.

[0141] Explanation of reference numerals in the attached figures

[0142] 1000 Vehicle; 100 Body; 200 Battery Unit; 300 Motor; 400 Controller; 10 Body Frame; 11 Body Covers; 20 Passenger Cabin; 30 Chassis; 31 Floor; 40 Wheel; 101 Body Pillar Assembly; 1011 Front Pillar Assembly; 1011a Upper Front Pillar Assembly; 1011b Lower Front Pillar Assembly; 1012 Middle Pillar Assembly; 1013 Rear Pillar Assembly; 2 Body Beam Assembly; 102 Crossbeam Assembly; 1021 Front Roof Crossbeam Assembly; 103 Side Beam Assembly; 104 Sill Beam Assembly; 111 Hood; 112 Side Wings 113 Side door; 114 Tailgate; 105 Front wheel arch side reinforcement beam assembly; 1 Frame beam body; 1131 First section; 1132 Second section; 1133 Third section; 121 First clearance hole; 122 Second clearance hole; 13 Groove; 131 Side wall; 132 Bottom wall; 137 Metal connection structure; 1371 Second limiting part; 21 Tubular reinforcement structure; 211 Front end; 212 Rear end; 52 Tube shell; 51 Reinforcing assembly; 511 First reinforcing rib; 5 First reinforcing column; 61 Upper connector; 611 Upper connector body; 6111 First energy absorption part; 6112 First reinforcing part; 61121 First reinforcing section; 61122 Second reinforcing section; 612 First reinforcing structure; 6121 First reinforcing rib; 61211 First reinforcing rib group; 61212 Second reinforcing rib group; 613 First insertion groove; 614 First boss part; 615 First limiting part; 616 Upper connector sidewall; 617 Upper connector rib plate; 62 Lower connector; 621 Lower connector body; 6211 First reinforcing column connection part; 62111 Second energy absorption part; 62112 Second reinforcing part; 6212 Threshold beam connection part; 62121 Fourth reinforcing rib; 622 Second 623 Reinforcing rib; 624 Second insertion groove; 625 Second boss; 626 Lower connector sidewall; 627 Lower connector rib; 91 Upper door hinge; 92 Lower door hinge; 71 First fastening assembly; 712 First sleeve; 7121 First cylinder; 7122 First flange; 72 Second fastening assembly; 722 Second sleeve; 7221 Second cylinder; 7222 Second flange; 73 Third fastener; 73a First internal threaded hole; 74 Fourth fastener; 74a Second internal threaded hole; X: Front-rear direction of the vehicle body; Y: Left-right direction of the vehicle body; Z: Up-down direction of the vehicle body. Detailed Implementation

[0143] 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.

[0144] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application; the terms “comprising” and “having”, and any variations thereof, in the specification and the foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0145] In the description of the embodiments of this application, technical terms such as "first," "second," "third," and "fourth" 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.

[0146] 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.

[0147] 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.

[0148] 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.

[0149] 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.

[0150] 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.

[0151] The following is a detailed description of this application.

[0152] A vehicle includes a body frame and doors, which are one of the body panels. The doors are connected to the body frame via door hinges. Door vertical stiffness is one of the standards for measuring door performance. Therefore, how to improve door vertical stiffness has become a research problem in the industry. To solve the above-mentioned technical problem, this application provides a vehicle.

[0153] Below, in conjunction with Figures 1 to 3 The vehicles involved in the embodiments of this application will be described. Figure 1 Exploded view of the vehicle structure provided for some embodiments of this application; Figure 2 An exploded view of the vehicle body provided for some embodiments of this application; Figure 3 A schematic diagram of the structure of an electric vehicle provided for some embodiments of this application.

[0154] like Figure 1 As shown, the vehicle 1000 of this application embodiment includes a chassis 30 and a body 100 disposed on the chassis 30. The body 100 adopts at least part of the vehicle body frame 10 provided in this application embodiment.

[0155] The body 100 forms the exterior of the vehicle body and the passenger compartment 20, and protects the occupants located in the passenger compartment 20. The chassis 30 is located below the body 100 and carries the engine, battery pack, and other components. Wheels 40 are mounted on the chassis 30. Figure 1 The image shows a four-wheeled vehicle.

[0156] like Figure 2As shown, the vehicle body 100 includes a body frame 10 and a body panel 11. The body frame 10 forms the vehicle skeleton, providing support and protection. The body panel 11 is connected to the body frame 10, forming an enclosed interior space and exterior appearance. The body frame 10 is interconnected with the chassis 30. In some embodiments, the body frame 10 and chassis 30 are welded together; in other embodiments, the body frame 10 and chassis 30 are detachably connected by fasteners. Optionally, the fasteners may include at least one of bolts, studs, and screws. The number of fasteners can be multiple.

[0157] In some embodiments, the vehicle frame 10 and chassis 30 together enclose a passenger compartment 20 of the vehicle, and the vehicle includes a battery device 200 (see [link]). Figure 3 The battery pack housing forms at least a portion of the floor 31 of the passenger compartment 20. Integrating the battery pack into the chassis reduces additional supports and connectors, helps reduce overall vehicle weight, and minimizes the space occupied by the battery pack within the vehicle's interior.

[0158] For example, the vehicle frame 10 is connected to the chassis 30 in a detachable manner, for instance, by using multiple bolts to achieve a detachable connection in the circumferential direction of both the chassis 30 and the vehicle frame 10. Additionally, the chassis 30 may incorporate an integrated motor system (including...) Figure 3 The motor 300 shown), battery system (including) Figure 3 The battery device 200 shown) and the electronic control system (including Figure 3 The controller 400 (also known as the "three-electric system") is mounted on a skateboard chassis. This structure allows for the separation and decoupling of the vehicle frame 10 and chassis 30, enabling the vehicle frame 10 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of chassis 30, making it adaptable to various vehicle models.

[0159] The vehicles involved in the embodiments of this application can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicles can also be front-wheel drive vehicles, rear-wheel drive vehicles, or four-wheel drive vehicles.

[0160] The following descriptions will use the combination of the vehicle frame 10 and the skateboard chassis as an example.

[0161] like Figure 1As shown, the vehicle frame 10 involved in this application embodiment includes at least structural components such as vehicle pillar assembly 101, crossbeam assembly 102, side beam assembly 103, and sill beam assembly 104. The vehicle body panel 11 includes at least hood 111, side fenders 112, and side doors 113, and may also include tailgate 114, anti-collision beam, bumper (not shown in the figure), and roof (not shown in the figure). The vehicle pillar assembly 101 is a collective term for the front pillar assembly (also known as the "A-pillar assembly") 1011, the middle pillar assembly (also known as the "B-pillar assembly") 1012, and the rear pillar assembly (also known as the "C-pillar assembly") 1013. Based on the context, it can be understood as a collection of the front pillar assembly 1011, the middle pillar assembly 1012, and the rear pillar assembly 1013, or at least any one of the front pillar assembly 1011, the middle pillar assembly 1012, and the rear pillar assembly 1013.

[0162] Optionally, the front pillar assembly can be located on both sides of the windshield to fix the windshield; the front pillar assembly can also be connected between the side beam assembly 103 and the sill beam assembly 104 to provide support and protection and to transfer collision loads.

[0163] In some embodiments, the front pillar assembly 1011 includes a connected upper front pillar assembly member 1011a and a lower front pillar assembly member 1011b. Optionally, the front pillar assembly may include upper front pillar assembly members 1011a mainly located on both sides of the windshield and lower front pillar assembly members 1011b mainly located on the front sides of the side doors 113, and may also include a connector (not shown) connecting the upper front pillar assembly member 1011a and the lower front pillar assembly member 1011b together.

[0164] The vehicle body 100 at least partially adopts the vehicle body frame 10 provided in this application embodiment, meaning that the vehicle body frame 10 provided in this application embodiment can be selectively applied to one or more parts of the vehicle body 100 according to the actual situation of the vehicle. For example, the vehicle body frame 10 provided in this application embodiment can be used for at least any one of the above-mentioned front pillar assembly upper member 1011a and front pillar assembly lower member 1011b.

[0165] In some embodiments, the use of fiber-reinforced composite materials to manufacture the frame beam body 1 of the vehicle body frame 10 means that most of the structure of the frame beam body 1 is made of fiber-reinforced composite materials.

[0166] In related technologies, door hinges are used to connect the car door to the vehicle frame, and the hinges are locally reinforced to improve the local strength and rigidity of the hinge mounting area. However, this method has limited effect on improving the vertical rigidity of the door. Moreover, this assembly method has disadvantages such as complex processes and the need to develop a large number of molds, fixtures, and inspection tools. Research has shown that by connecting both the upper and lower door hinges to a reinforcing column, the upper and lower door hinges, along with the reinforcing column, jointly bear the downward load of the door. Compared with the method of locally reinforcing the area around the hinge connection, the vertical rigidity of the door is improved due to the increased structural strength and rigidity.

[0167] Based on this design concept, this application provides a vehicle including a body frame, the body frame including: a frame beam body having a first side facing the inside of the body and a second side facing the outside of the body; a first reinforcing column filling the first side of the frame beam body; and an upper door hinge and a lower door hinge, respectively connected to the upper and lower parts of the first reinforcing column, for connecting the door to the body frame.

[0168] Because both the upper and lower door hinges are connected to the first reinforcing column to form an integrated structure, the first reinforcing column can share the door sagging load acting on the upper and lower door hinges, thereby improving the overall structural rigidity and reducing stress concentration at the hinges. Thus, the upper and lower door hinges, along with the first reinforcing column, jointly bear the door sagging load, which improves the door's vertical rigidity compared to locally reinforcing the area around the hinge connections. Furthermore, since the upper and lower door hinges are connected to the upper and lower parts of the first reinforcing column, respectively, the height of the first reinforcing column allows for maximizing the span between the two hinges, further enhancing the door's vertical rigidity. Additionally, the fact that both the upper and lower door hinges are connected to the first reinforcing column makes it easier to control the hinge axis, which helps improve the door's vertical rigidity, reduces the risk of door sagging, and also helps reduce the number of parts, increase component integration, and improve assembly efficiency.

[0169] Below, further reference Figures 4 to 16 The vehicles provided in some embodiments of this application will be described in detail.

[0170] Figure 4 An exploded view of a portion of a vehicle frame provided for some embodiments of this application; Figure 5 Exploded view of the upper connector, first fastening assembly, and upper door hinge provided for some embodiments of this application; Figure 6 A schematic diagram of the first side structure of the upper connector provided for some embodiments of this application; Figure 7 Exploded view of the lower connector, second fastening assembly, and lower door hinge provided for some embodiments of this application; Figure 8A schematic diagram of the first side structure of the lower connector provided for some embodiments of this application; Figure 9 A schematic diagram of the second side structure of a portion of a vehicle frame provided for some embodiments of this application; Figure 10 Provided for some embodiments of this application Figure 9 Enlarged schematic diagram of the AA cross section; Figure 11 Provided for some embodiments of this application Figure 9 Enlarged cross-sectional diagram of BB; Figure 12 A structural schematic diagram of a portion of a vehicle body with doors, provided for some embodiments of this application; Figure 13 Provided for some embodiments of this application Figure 12 A schematic diagram of the CC cross-section; Figure 14 Provided for some embodiments of this application Figure 12 DD cross-sectional schematic diagram; Figure 15 A partial structural schematic diagram of a vehicle frame with tubular reinforcement provided for some embodiments of this application; Figure 16 Schematic diagrams of the upper connector, tubular reinforcing structure, and metal connection structure of a vehicle door in a closed state, provided for some embodiments of this application.

[0171] In the description of the embodiments of this disclosure, for ease of explanation, the direction of arrow X represents the "front-to-back direction of the vehicle body" and the "length direction of the vehicle body," with arrow X pointing towards the front of the vehicle body; the direction of arrow Y represents the "left-to-right direction of the vehicle body" and the "width direction of the vehicle body," with arrow Y pointing towards the left side of the vehicle body (consistent with the left-to-right direction of the driver inside the vehicle); the direction of arrow Z represents the "vertical direction of the vehicle body" and the "height direction of the vehicle body," with arrow Z pointing towards the top of the vehicle body. Additionally, the side facing the passenger compartment 20 is sometimes referred to as the inner side of the vehicle body, and the side facing away from the passenger compartment 20 and towards the outside of the vehicle body is sometimes referred to as the outer side of the vehicle body.

[0172] like Figure 1 and Figure 2 As shown, the vehicle provided in this application embodiment includes a vehicle body frame 10, such as... Figure 4 , Figures 12 to 14 As shown, the vehicle body frame 10 includes: a frame beam body 1 having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a first reinforcing column 5, which fills at least the first side of the frame beam body 1; and an upper door hinge 91 and a lower door hinge 92, which are respectively connected to the upper and lower parts of the first reinforcing column 5 for connecting the side door 113 to the vehicle body frame 10.

[0173] The main frame beam 1 can cover the first reinforcing column 5 from the outside of the vehicle body.

[0174] In some embodiments, the frame beam body 1 can be a fiber composite board, and further, the frame beam body 1 can be formed of fiber reinforced composite material.

[0175] By using fiber composite panels as the main body of the frame beam 1, the high strength and stiffness of the fiber composite panels help improve the vehicle's collision resistance. Furthermore, the lightweight nature of fiber composite materials helps reduce the vehicle's weight, thereby reducing fuel consumption and improving its economic performance. Moreover, as a composite material, the fiber composite panels reduce the probability of rust, and their manufacturing process is relatively environmentally friendly, contributing to lower carbon emissions. Additionally, using fiber composite panels to manufacture the main body of the frame beam 1 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 the manufacturing cost of the vehicle.

[0176] In some embodiments, such as Figure 4 As shown, for ease of description, the side of the frame beam main body 1 facing the inside of the vehicle body is named "first side", and the side of the frame beam main body 1 facing the outside of the vehicle body is named "second side".

[0177] like Figure 4 As shown, the frame beam body 1 may include a first segment 1131, a second segment 1132, and a third segment 1133 connected sequentially. The second segment 1132 connects the first segment 1131 and the third segment 1133. Further, the second segment 1132 may extend along the vertical direction of the vehicle body, connecting the first segment 1131 and the third segment 1133. The second segment 1132 and the first segment 1131 may be directly or indirectly connected, such as by bonding or bolting. Similarly, the second segment 1132 and the third segment 1133 may be directly or indirectly connected, such as by bonding or bolting. In a specific embodiment, the first segment 1131, the second segment 1132, and the third segment 1133 are integrally molded parts. For example, they can be integrally molded by compression molding. This enhances the strength of the frame beam body 1.

[0178] like Figure 1 and Figure 4 As shown, the first segment 1131 is used to cooperate with the crossbeam assembly 102 of the vehicle body. The first segment 1131 can be connected to the crossbeam assembly 102 of the vehicle body, and the connection method can be adhesive or bolt connection.

[0179] In some embodiments, such as Figure 1 and Figure 4 As shown, this application also includes a second reinforcing column (e.g., Figure 1 The front pillar assembly shown (upper component 1011a) can be formed by connecting the first reinforcing column 5 and the second reinforcing column via an upper connector. The first reinforcing column 5 and the second reinforcing column can be made of the same material or have different shapes.

[0180] In some embodiments, such as Figure 4As shown, the second reinforcing post at least fills the first segment 1131. Furthermore, the first segment 1131 can be recessed in a direction away from the inner side of the vehicle body to form a groove, and the second reinforcing post can be filled in the groove, thereby strengthening the first segment 1131.

[0181] This application does not specifically limit the shape of the second reinforcing column. For example, the second reinforcing column is used to improve the strength and stiffness of part or the whole of the vehicle frame 10 to improve bending resistance. The second reinforcing column can be a reinforcing rib assembly, a shell, or a combination of a shell and reinforcing ribs. Of course, the second reinforcing column can also be other suitable structures. The shell can be a tube with a closed cross-section or a tube with other cross-sectional shapes.

[0182] In some embodiments, the side of the first segment 1131 closest to the inner side of the vehicle body may also have a reinforcing rib, thereby further strengthening the first segment 1131.

[0183] In some embodiments, such as Figure 1 and Figure 4 As shown, the third segment 1133 is used to cooperate with the door sill beam assembly 104 of the vehicle body. The third segment 1133 can be used to cover the side of the door sill beam assembly 104 of the vehicle body that is closer to the outer side of the vehicle body. The third segment 1133 can also be connected to the door sill beam assembly 104. The connection method can be adhesive or bolt connection.

[0184] In some embodiments, the third segment 1133 may also have a reinforcing rib on the side closer to the inside of the vehicle body, thereby further strengthening the third segment 1133.

[0185] In some embodiments, such as Figure 4 As shown, the first reinforcing column 5 fills the first side of the frame beam body 1, for example, filling the second segment 1132. Further, as... Figures 9 to 11 As shown, the frame beam body 1 can be recessed in a direction away from the inner side of the vehicle body to form a groove 13. The first reinforcing column 5 can be filled in the groove 13, thereby strengthening the frame beam body 1. The first reinforcing column 5 is used to improve the strength and stiffness of part or the whole of the vehicle body frame 10 to improve bending resistance. For example, the first reinforcing column 5 can be a reinforcing rib assembly or a shell or a combination of a shell and a reinforcing rib. Of course, the first reinforcing column 5 can also be other suitable structures. The shell can be a tube with a closed cross section or a tube with other cross-sectional shapes.

[0186] Furthermore, the outer contour of the first reinforcing column 5 can be similar to the inner contour shape of the frame beam body 1, such as... Figure 10 The orientation shown is illustrated by an example, where the outer contour of the first reinforcing column 5 is located within the inner contour of the frame beam body 1.

[0187] In some embodiments, the frame beam body 1 may also have reinforcing ribs on the side closer to the inside of the vehicle body, thereby further strengthening the frame beam body 1.

[0188] In some embodiments, such as Figure 4 , Figures 12 to 14 As shown, the door hinges include an upper door hinge 91 and a lower door hinge 92. Along the vertical direction Z of the vehicle body, the upper door hinge is the upper door hinge 91, and the lower door hinge is the lower door hinge 92.

[0189] Both the upper door hinge 91 and the lower door hinge 92 are used to connect the side door 113 to the first reinforcing pillar 5, thereby connecting the side door 113 to the vehicle body frame 10, and the first reinforcing pillar 5 can share the door sag load acting on the upper door hinge 91 and the lower door hinge 92. Figure 4 As shown, the first reinforcing pillar 5 extends along the vertical direction of the vehicle body. The upper door hinge 91 and the lower door hinge 92 can be connected to the upper and lower ends of the first reinforcing pillar 5 respectively. Thus, there can be a large span between the upper door hinge 91 and the lower door hinge 92.

[0190] The hinge 91 on the car door can be made of metal or other materials with high rigidity. It can connect the first reinforcing column 5 to the car door and transfer the downward load of the car door to the first reinforcing column 5.

[0191] The lower door hinge 92 can be made of metal or other materials with high rigidity. It can connect the first reinforcing pillar 5 to the door and transfer the downward load of the door to the first reinforcing pillar 5.

[0192] For example, the upper hinge 91 and the lower hinge 92 of the car door can be made of carbon steel, high-strength steel, aluminum alloy, carbon fiber composite material, etc.

[0193] The upper door hinge 91 and the lower door hinge 92 can be common hinges used by those skilled in the art. This application does not specifically limit the material or shape of the upper door hinge 91 and the lower door hinge 92. The material, shape, and size of the upper door hinge 91 and the lower door hinge 92 can be the same or different.

[0194] In some embodiments, the upper door hinge 91 and / or the lower door hinge 92 can pass through the frame beam body 1 from the outside of the vehicle body and connect to the first reinforcing post 5. Optionally, the frame beam body 1 can be sandwiched between the hinge and the first reinforcing post 5, or the frame beam body 1 can have a clearance hole through which the upper door hinge 91 and / or the lower door hinge 92 are connected to the first reinforcing post 5.

[0195] The upper door hinge 91 and the first reinforcing pillar 5 can be connected by fasteners, including bolts. The connection method between the lower door hinge 92 and the side door 113 or the first reinforcing pillar 5 is similar to that between the upper door hinge 91 and the side door 113 or the first reinforcing pillar 5, and will not be described in detail here.

[0196] In some embodiments, such as Figure 4 As shown, the door hinge 91 is connected to the upper part of the first reinforcing pillar 5, that is, along the vertical direction Z of the vehicle body, the door hinge 91 is connected to the upper end or the part near the upper end of the first reinforcing pillar 5.

[0197] In some embodiments, such as Figure 4 As shown, the lower door hinge 92 is connected to the lower part of the first reinforcing pillar 5, that is, along the vertical direction Z of the vehicle body, the lower door hinge 92 is connected to the lower end or the part near the lower end of the first reinforcing pillar 5.

[0198] Along the vertical direction Z of the vehicle body, the distance between the upper door hinge 91 and the lower door hinge 92 can be increased as much as possible. As a result, the door sag load in the upper door hinge 91 and the lower door hinge 92 can be better distributed to the first reinforcing column 5.

[0199] Since the upper door hinge 91 and the lower door hinge 92 are both connected to the first reinforcing column 5 to form an integrated structure, the first reinforcing column 5 can share the door's downward load acting on the upper and lower door hinges, thereby improving the overall structural rigidity. Furthermore, the dispersion of the downward load also reduces stress concentration at the hinges. Thus, the upper door hinge 91, the lower door hinge 92, and the first reinforcing column 5 jointly bear the door's downward load, which improves the door's vertical rigidity compared to locally reinforcing the area around the door hinge connections. Moreover, since the upper door hinge 91 and the lower door hinge 92 are connected to the upper and lower parts of the first reinforcing column 5 respectively, the height of the first reinforcing column 5 allows for a larger span between the two hinges, further enhancing the door's vertical rigidity. In addition, both the upper and lower door hinges are connected to the first reinforcing column 5, so the relative positional relationship between the upper door hinge 91 and the lower door hinge 92 can be easily controlled. For example, the hinge axis can be easily controlled, which is beneficial to improving the vertical stiffness of the door and reducing the risk of door sagging. It is also beneficial to reduce the number of parts, improve the integration of parts, and improve assembly efficiency.

[0200] In some embodiments, such as Figure 4 As shown, the vehicle body frame 10 also includes an upper connector 61 and a lower connector 62. The upper connector 61 is installed on the upper part of the first reinforcing column 5, and the lower connector 62 is installed on the upper part of the first reinforcing column 5. The upper door hinge 91 is installed on the upper connector 61, and the lower door hinge 92 is installed on the lower connector 62.

[0201] like Figure 4 As shown, the upper connector 61 can be connected to the upper part of the first reinforcing column 5. The upper connector 61 and the first reinforcing column 5 can be directly connected or indirectly connected, such as by bonding or by bolts. In a specific embodiment, the upper connector 61 and the first reinforcing column 5 are plugged in (detailed below). Thus, the upper connector 61 is connected to the upper part of the first reinforcing column 5, thereby improving the connection reliability between the upper connector 61 and the first reinforcing column 5.

[0202] In some embodiments, the upper door hinge 91 is connected to the upper connector 61, and the upper connector 61 is connected to the first reinforcing post 5, thereby realizing the connection between the upper door hinge 91 and the first reinforcing post 5. Furthermore, the upper door hinge 91 can be connected to the upper connector 61 and the first reinforcing post 5 by fasteners, thereby making the upper door hinge 91, the upper connector 61 and the first reinforcing post 5 form an integral structure.

[0203] In some embodiments, such as Figure 4 As shown, the lower connector 62 can be directly connected to the lower part of the first reinforcing column 5, or indirectly connected, such as by bonding or by bolts. In a specific embodiment, the lower connector 62 and the first reinforcing column 5 are plugged in (detailed below). Thus, the lower connector 62 is connected to the lower part of the first reinforcing column 5, thereby improving the reliability of the connection between the lower connector 62 and the lower part of the first reinforcing column 5.

[0204] In some embodiments, the lower connector 62 connects the first reinforcing post 5 and the sill beam assembly, and the lower connector can be connected to the sill beam assembly via bolts or the like.

[0205] In some embodiments, the lower door hinge 92 is connected to the lower connector 62, and the lower connector 62 is connected to the first reinforcing post 5, thereby realizing the connection between the lower door hinge 92 and the first reinforcing post 5. Furthermore, the lower door hinge 92 can be connected to the lower connector 62 and the first reinforcing post 5 by fasteners, thereby making the lower door hinge 92, the lower connector 62 and the first reinforcing post 5 form an integral structure.

[0206] The specific materials of the upper connector 61 and the lower connector 62 are described in detail below.

[0207] Since the upper door hinge 91 is installed on the upper connector 61 and the lower door hinge 92 is installed on the lower connector 62, the overall structural rigidity can be further improved. Moreover, the local rigidity of the hinge mounting area can also be improved through the connector.

[0208] In some embodiments, such as Figure 9 and Figure 10As shown, the vehicle body frame 10 also includes a first fastener (not shown) and a second fastener (not shown). Along the direction from the inside of the vehicle body towards the outside, the first fastener (not shown) sequentially passes through the first reinforcing pillar 5, the upper connector 61, and the frame beam body 1, and connects to the upper door hinge 91, thereby connecting the first reinforcing pillar 5, the upper connector 61, the frame beam body 1, and the upper door hinge 91 together; as shown... Figure 9 and Figure 11 As shown, along the direction from the inside of the vehicle body to the outside of the vehicle body, the second fastener (not shown) passes through the first reinforcing pillar 5, the lower connector 62, and the frame beam body 1 in sequence and is connected to the lower door hinge 92, thereby connecting the first reinforcing pillar 5, the lower connector 62, the frame beam body 1 and the lower door hinge 92 together.

[0209] like Figure 9 and Figure 10 As shown, the first fastener (not shown) is used to connect the upper door hinge 91 to the first reinforcing column 5, the upper connector 61, and the frame beam body 1. Along the direction from the inside of the vehicle body to the outside, the first reinforcing column 5, the upper connector 61, the frame beam body 1, and the upper door hinge 91 are arranged sequentially. The first fastener (not shown) passes through the first reinforcing column 5, the upper connector 61, the frame beam body 1, and the upper door hinge 91 in sequence, thereby connecting the first reinforcing column 5, the upper connector 61, the frame beam body 1, and the upper door hinge 91. This connection further improves the overall structural rigidity, and the vertical load of the upper door hinge can be distributed to the upper connector 61 and the first reinforcing column 5, further improving the vertical rigidity of the door. The upper connector 61 can also locally reinforce the part of the first reinforcing column 5 used to connect the upper door hinge 91, reducing the risk of tearing and deformation due to stress concentration.

[0210] For example, the first fastener (not shown) can be a bolt, screw, rivet, etc.

[0211] In some embodiments, such as Figure 9 and Figure 11As shown, the second fastener (not shown) is used to connect the lower door hinge 92 to the first reinforcing column 5, the lower connector 62, and the frame beam body 1. Along the direction from the inside of the vehicle body to the outside, the first reinforcing column 5, the lower connector 62, the frame beam body 1, and the lower door hinge 92 are arranged sequentially. The second fastener (not shown) passes through the first reinforcing column 5, the lower connector 62, the frame beam body 1, and the lower door hinge 92 in sequence, thereby connecting the first reinforcing column 5, the lower connector 62, the frame beam body 1, and the lower door hinge 92. This connection further improves the overall structural rigidity, and the vertical load of the lower door hinge can be distributed to the lower connector and the first reinforcing column, further improving the vertical rigidity of the door. The lower connector 62 can also locally reinforce the part of the first reinforcing column 5 used to connect the lower door hinge 92, reducing the risk of tearing and deformation due to stress concentration.

[0212] For example, the second fastener (not shown) can be a bolt, screw, rivet, etc.

[0213] Because the first reinforcing column, the joint, the frame beam body, and the door hinge are connected together by the first and second fasteners, the overall structural rigidity is further improved. Moreover, since the hinge is installed at the overlapping part of the first reinforcing column and the joint, the downward load of the door acting on the door hinge can be shared by the joint and the first reinforcing column, thus improving the ability of the first reinforcing column to resist the downward load from the hinge through the joint. In addition, the strength and rigidity of the hinge installation area are also improved, thereby further improving the vertical rigidity of the door.

[0214] The first reinforcing column 5 will be described in detail below.

[0215] In some embodiments, such as Figure 4 , Figure 10 or Figure 11 As shown, the first reinforcing column 5 is configured as a tubular shell 52 with a closed cross-section. It should be noted that the cross-section refers to the section perpendicular to the extension direction of the first reinforcing column 5.

[0216] A closed cross-section refers to a shape in which the tube wall, viewed from the cross-section of the tube shell 52, forms a ring shape with the ends connected. Here, the ring shape is not limited to a circular ring; it can be a triangular ring, a quadrilateral ring, a polygonal ring, an elliptical ring, an oblong ring, etc.

[0217] The shell 52 can be hollow, or structural components can be further installed in the cavity.

[0218] In a specific embodiment, such as Figure 10 or Figure 11As shown, the main body 1 of the frame beam is recessed towards the outer side of the vehicle body to form a groove 13. The extension direction of the groove is consistent with the extension direction of the first reinforcing column 5. Furthermore, the inner contour dimension of the groove is larger than the outer contour dimension of the first reinforcing column 5, so that the first reinforcing column 5 can be located in the groove.

[0219] Furthermore, the tube shell 52 can be a composite pultruded tube beam, an aluminum alloy pultruded tube beam, or a hot-expanded tube beam, etc.

[0220] Since the first reinforcing column 5 is configured as a tubular shell 52 with a closed cross section, the tubular reinforcing column with a closed cross section can effectively absorb impact energy and has high strength and rigidity, which is beneficial to improving the vertical stiffness of the door; moreover, it is easy to process and install, which is beneficial to improving the assembly efficiency of the vehicle and shortening the vehicle manufacturing cycle.

[0221] In some embodiments, such as Figure 4 , Figure 10 or Figure 11 As shown, the first reinforcing column 5 is configured as a shell 52 with a closed cross-section and a reinforcing component 51 built into the shell 52.

[0222] The reinforcing component 51 is used to further enhance the strength of the first reinforcing column 5. For example, the reinforcing component 51 may include reinforcing ribs, reinforcing plates, or other structures that can be used to enhance the strength of the shell.

[0223] In some embodiments, reinforcing ribs are formed along the entire length of the casing 52, and the reinforcing ribs extend along the length direction of the casing.

[0224] In some embodiments, the shell 52 has a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extending direction of the shell 52. This arrangement facilitates better connection between the shell wall of the shell 52 and the frame beam body 1, and helps to increase the contact area between the shell wall of the shell 52 and the frame beam body 1, thereby helping to improve the structural strength and rigidity of the vehicle.

[0225] It is understandable that the polygonal shape of the cross-section of the shell 52 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0226] This allows for a further increase in the strength of the first reinforcing pillar, thereby improving the overall strength of the vehicle.

[0227] In some embodiments, such as Figure 4 , Figure 10 or Figure 11 As shown, the reinforcing component 51 includes at least one first reinforcing rib 511, which is connected to the inner wall of the tube shell 52.

[0228] In the cross-section of the shell 52, the opposite ends of the first reinforcing rib 511 are connected to the inner wall of the shell 52. By providing reinforcing ribs inside the shell 52, the structural strength and rigidity of the reinforcing column are further improved.

[0229] It is understood that the number of the first reinforcing ribs 511 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle.

[0230] Because the first reinforcing rib 511 is connected to the inner wall of the tubular shell 52, the space inside the tubular reinforcing structure can be effectively utilized. Furthermore, without increasing the outer contour dimensions of the tubular reinforcing structure, the strength and stiffness of the tubular reinforcing structure can be enhanced, making it less prone to bending deformation. Therefore, it improves the ability to resist downward loads on the door and increases the vertical stiffness of the door. In some embodiments, such as... Figure 4 , Figure 10 or Figure 11 As shown, in a cross-section perpendicular to the extending direction of the shell 52, the opposite ends of the first reinforcing rib 511 are connected to the inner wall of the shell 52.

[0231] Since the first reinforcing rib 511 is connected to the wall of the tube shell 52 and is located inside the tube cavity, the space inside the tube shell 52 can be effectively utilized, and the strength and rigidity of the first reinforcing column can be enhanced without increasing the outer contour size of the first reinforcing column, thereby increasing the strength of the vehicle, the rigidity of the door and the vertical rigidity of the door.

[0232] In some embodiments, such as Figure 4 As shown, there are multiple first reinforcing ribs 511, and at least some of the multiple first reinforcing ribs 511 are arranged in a cross pattern.

[0233] For example, in some embodiments, one of the first reinforcing ribs 511 extends in the inward or outward direction of the vehicle body, and the extension direction of the other first reinforcing rib 511 intersects with it. Thus, the first reinforcing ribs 511 reinforce the shell 52 from two directions, which helps to improve the structural strength and structural stiffness of the shell 52.

[0234] This will help to further enhance the strength of the shell 52, thereby increasing the strength and stiffness of the first reinforcing column, which in turn increases the ability to resist the vehicle's downward load, improves the vertical stiffness of the door, and also improves the vehicle's resistance to deformation.

[0235] In some embodiments, such as Figure 7 As shown, the thickness W1 of the first reinforcing rib 511 is in the range of 3 mm to 6.5 mm; and / or the thickness W2 of the tube wall of the tube shell 52 is in the range of 3 mm to 5 mm.

[0236] Optionally, the thickness W1 of the first reinforcing rib 511 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm or 6.5mm, etc. By controlling the thickness W1 of the first reinforcing rib 511 within this range, the strength and rigidity requirements of the vehicle can be met, materials can be saved, and the weight of the vehicle can be reduced.

[0237] Optionally, the wall thickness W2 of the tube shell 52 can be 3mm, 3.5mm, 4mm, 5mm, etc. By controlling the wall thickness within this range, the strength and rigidity requirements of the vehicle can be met, while ensuring that the wall is not too thick, resulting in excessive performance.

[0238] In this embodiment, the cross-section of the shell 52 is the same at any position along its extension direction, and the cross-section of the shell 52 is quadrilateral.

[0239] In some embodiments, such as Figure 4 , Figure 10 or Figure 11 As shown, the first reinforcing column 5 is formed as an integral aluminum pultruded structure.

[0240] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high stiffness, reducing deformation under stress. Furthermore, aluminum's low density contributes to vehicle weight reduction compared to traditional steel bodies. The tube shell and the first reinforcing rib are integrated into a single structure. This integrated structure enhances the overall structural strength and stiffness of the first reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0241] In some embodiments, the integral aluminum pultruded structure comprises a pultruded tube formed of 6082-T6 aluminum alloy (see standard document GB / T 6892-2006).

[0242] The pultruded tube formed from 6082-T6 aluminum alloy meets the requirements of the first reinforcing column for strength, stiffness, and lightness, which is conducive to improving the vertical stiffness of the door while achieving structural lightweighting.

[0243] In some embodiments, the first reinforcing column 5 is formed as a glass fiber reinforced composite pultruded tube.

[0244] Pultrusion molding is beneficial for obtaining good strength and stiffness, and can form reinforced structures with complex cross-sections. It is also beneficial for further optimizing the mechanical properties and shape flexibility of reinforced structures, and can improve the production efficiency of reinforced structures.

[0245] In some embodiments, the first reinforcing column 5 is formed as a glass fiber reinforced composite pultruded tube, the thickness of the first reinforcing rib 511 is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall of the tube shell 52 is in the range of 6 mm to 10 mm.

[0246] A first reinforcing rib 511 can be filled inside the tube shell 52, and the first reinforcing rib 511 can be pultruded together with the tube shell 52.

[0247] Pultrusion molding is beneficial for obtaining good strength and stiffness, and can form reinforced structures with complex cross-sections. It is also beneficial for further optimizing the mechanical properties and shape flexibility of reinforced structures, and can improve the production efficiency of reinforced structures.

[0248] This allows for a balance between the strength, stiffness, and lightweight requirements of the first reinforcing column 5.

[0249] In some embodiments, the first reinforcing column 5 is configured to have a shell 52 and a resin filling structure, wherein the resin filling structure is filled inside the shell 52.

[0250] The resin-filled structure is used to enhance the structural strength and rigidity of the tube shell 52.

[0251] In some embodiments, the tube shell 52 is a thermoplastic pultruded composite tube, and the resin filling structure includes polyurea and / or polyurethane.

[0252] In some embodiments, the shell 52 is a thermoplastic pultruded composite tube. 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 first reinforcing column 5. Moreover, composite materials help to improve the lightweighting of the vehicle.

[0253] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0254] In some embodiments, the thermoplastic pultruded composite material may include a glass fiber reinforced composite material comprising a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers comprise glass fibers, and the thermoplastic resin matrix may be a polypropylene (PP) resin matrix or a polyamide-6 (PA6) resin matrix. Alternatively, the same material as the glass fiber reinforced composite material used in the frame beam body 1 described later may be used.

[0255] In some embodiments, the weight percentage of glass fiber in the fiber-reinforced composite material is greater than or equal to 60 and less than or equal to 80, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0256] The weight percentage of glass fiber in the fiber-reinforced composite material is 60, 65, 70, 75, 80 or any two of these values, and the weight percentage of thermoplastic resin matrix in the fiber-reinforced composite material is 20, 25, 30, 35, 40 or any two of these values.

[0257] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the first reinforcing column 5.

[0258] In some embodiments, the first reinforcing column 5 and the second reinforcing column can both be integral aluminum pultruded tubes; they can both be composite material pultruded tubes; or one of them can be an integral aluminum pultruded tube and the other is a composite material pultruded tube. For example, the second reinforcing column is a composite material pultruded tube and the first reinforcing column is an integral aluminum pultruded tube.

[0259] In some embodiments, the wall thickness of the casing 52 is in the range of 6 mm to 10 mm.

[0260] For example, the wall thickness of the tube shell 52 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and rigidity requirements of the vehicle can be met, while ensuring that the wall thickness of the thermoplastic pultruded composite tube is not too thick, resulting in excessive performance.

[0261] The wall of the casing 52 may have a uniform thickness over its entire circumference or a non-uniform thickness. In one specific embodiment, the wall of the casing 52 has a substantially uniform thickness over its entire circumference.

[0262] In some embodiments, such as Figure 10 and Figure 11 As shown, the frame beam body 1 is recessed in the direction away from the inside of the vehicle body to form a groove 13, the opening of the groove 13 faces the inside of the vehicle body, and the first reinforcing column 5 is at least partially filled in the groove 13.

[0263] The groove provides space for the placement of the first reinforcing post 5, which can be partially or completely filled in the groove 13.

[0264] The frame beam body 1 is recessed in a direction away from the inner side of the vehicle body to form a groove 13. This application does not specifically limit the shape of the groove 13. In one specific embodiment, the cross-section of the groove 13 is generally rectangular.

[0265] Reinforcing ribs can be provided in the groove 13 of the frame beam body 1, which helps to strengthen the strength of the frame beam body 1. This strengthens the strength of the frame beam body 1, thereby enhancing the strength and rigidity of the vehicle. In addition, the cooperation between the first reinforcing column 5 and the groove 13 also helps to improve the deformation resistance of the first reinforcing column 5, thereby improving the ability to resist the downward load of the vehicle body and helping to provide vertical rigidity of the door.

[0266] In some embodiments, at least one second reinforcing rib (not shown) is provided in the groove 13 of the frame beam body 1. Optionally, there may be one or more second reinforcing ribs. When there are multiple second reinforcing ribs, the multiple second reinforcing ribs may be arranged in a generally parallel manner or in a cross manner, wherein the distance between adjacent second reinforcing ribs may be equal or unequal.

[0267] In a specific embodiment, such as Figure 10 As shown, the frame beam body 1 is recessed in the direction away from the inner side of the vehicle body to form a groove 13. A second reinforcing rib is provided in the groove 13 of the frame beam body 1, and the second reinforcing rib forms a clearance groove. The first reinforcing column 5 is at least partially located in the clearance groove. This can improve the strength and rigidity of the frame beam body 1, thereby improving the strength and rigidity of the vehicle body frame.

[0268] In some embodiments, reinforcing ribs may not be provided in the groove 13 of the frame beam body 1.

[0269] In some embodiments, such as Figure 10 As shown, there are multiple second reinforcing ribs; multiple second reinforcing ribs are arranged in a cross pattern to form a mesh structure; and / or multiple second reinforcing ribs are connected end to end to form a ring structure.

[0270] For example, multiple second reinforcing ribs are arranged in a staggered, mesh-like pattern; or, multiple second reinforcing ribs are connected end-to-end in a ring shape. This allows the second reinforcing ribs to distribute the force more evenly.

[0271] It is understandable that the ring can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the second reinforcing rib can include several rings, which can be the same or different in shape.

[0272] This can further strengthen the strength of the main frame beam 1, thereby further enhancing the strength and rigidity of the vehicle frame.

[0273] In some embodiments, the plurality of second reinforcing ribs may also be provided without intersecting each other.

[0274] In some embodiments, the second reinforcing rib is injection molded into the groove 13 of the frame beam body 1.

[0275] In some embodiments, the second reinforcing rib is injection molded onto the inner surface of the frame beam body 1. The injection molding process integrates the second reinforcing rib with the frame beam body 1, reducing the need for assembly between multiple second reinforcing ribs and the frame beam body 1. Furthermore, the injection molding process allows the second reinforcing rib to extend into various corners of the frame beam body 1. Moreover, the injection molding process facilitates the processing of the second reinforcing rib into various shapes according to the vehicle's collision stress conditions, and allows for the increase of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of each second reinforcing rib in the frame beam body 1 can be optimized according to the vehicle's collision stress conditions.

[0276] In some embodiments, the first reinforcing post 5 is connected to both the bottom wall and the side wall of the groove 13, and the second reinforcing rib is formed with a clearance groove for installing the first reinforcing post 5.

[0277] In some embodiments, such as Figure 10 and Figure 11 As shown, the groove 13 includes a bottom wall 132 that is furthest from the opening and opposite to the opening, and side walls 131 located on one or both sides of the bottom wall 132. The side of the side wall 131 away from the bottom wall 132 forms an opening. Multiple second reinforcing ribs can be arranged in a cross pattern to form a grid-like or mesh structure. The second reinforcing ribs surround to form a clearance groove. A part of the first reinforcing pillar 5 (a part along the left-right direction Y of the vehicle body) is inserted into the clearance groove and connected to at least one second reinforcing rib.

[0278] The frame beam body 1 is recessed in a direction away from the inner side of the vehicle body to form a groove 13. The first reinforcing post 5 extends at least partially into the groove 13 and is connected to the side wall 131 and / or the bottom wall 132. The groove 13 serves two purposes: firstly, it strengthens the structure and secondly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact loads. Thirdly, the groove 13 provides installation space for interior and exterior trim structures. The connection of the first reinforcing post 5 to the side wall 131 and / or the bottom wall 132 helps to improve the strength of the frame beam body 1. Furthermore, the groove 13 has second reinforcing ribs, and multiple second reinforcing ribs form a clearance groove. The first reinforcing post 5 extends at least partially into the clearance groove and is connected to the second reinforcing ribs.

[0279] The upper connector 61 and lower connector 62 connected to the first reinforcing column 5 will be described in detail below.

[0280] In some embodiments, such as Figure 4 As shown, the vehicle frame also includes an upper connector 61 and a lower connector 62. The upper connector 61 is installed on the upper part of the first reinforcing column 5, and the lower connector 62 is installed on the lower part of the first reinforcing column 5, as shown. Figure 10 As shown, at least a portion of the upper connector 61 is located in the groove 13; and / or, as Figure 11 As shown, at least a portion of the lower connector 62 is located in the groove 13.

[0281] The upper connector 61 can extend partially or completely into the groove 13 and connect to the side wall 131 and / or the bottom wall 132 of the groove.

[0282] like Figure 5 As shown, the lower part of the upper connector 61 is shaped to match the groove 13 of the second section 1132 located in the frame beam body, and the upper part of the upper connector 61 is shaped to match the groove of the first section 1131 located in the frame beam body.

[0283] The lower connector 62 extends partially or completely into the groove 13 and is connected to the side wall 131 and / or the bottom wall 132 of the groove.

[0284] like Figure 6 As shown, the lower connector 62 is shaped to match the groove of the third section 1133 located in the main body of the frame beam.

[0285] Since at least a portion of the first reinforcing column 5, the upper connector 61, and the lower connector 62 are located in the groove 13, the interconnection of the first reinforcing column, the connector, and the frame beam body can be easily achieved.

[0286] In some embodiments, such as Figure 4 , Figure 5 , Figure 6 , Figure 9 and Figure 10 As shown, the upper connector 61 has a first insertion groove 613, which is at least partially located in the groove 13 and the opening of the first insertion groove 613 faces the inside of the vehicle body. The upper end of the first reinforcing post 5 is inserted into the first insertion groove 613.

[0287] like Figure 10 As shown, the upper connector 61 has a first insertion slot 613, and one end of the first reinforcing post 5 (e.g.) Figure 4 The upper end shown extends into the first insertion groove 613 of the upper connector 61. For example, the first insertion groove 613 may be defined by upper connector sidewalls 616 located on both sides of the upper connector 61 along the front-rear direction X of the vehicle body, or it may be defined by upper connector ribs erected relative to the main body of the upper connector 61 along the left-right direction Y of the vehicle body. Figure 10 In the embodiment shown, the first insertion slot 613 is defined by an upper connector rib 617 located on the front side along the front-rear direction X of the vehicle body and an upper connector sidewall 616 located on the rear side.

[0288] The upper end of the first reinforcing post 5 is at least partially recessed into the first insertion groove 613. The first reinforcing post 5 is, for example, formed as a tube with a closed cross-section. The tube wall of the first reinforcing post 5 along the front-rear direction X of the vehicle body can contact the first insertion groove 613 or not contact it but be close to it. The tube wall of the first reinforcing post 5 along the left-right direction Y of the vehicle body near the outer side (second side) of the vehicle body can abut (face contact) with the first insertion groove 613.

[0289] In a specific embodiment, such as Figure 4 and Figure 6 As shown, the first reinforcing column 5 can be a tube with a generally rectangular cross-section, and the first insertion groove 613 can be a tube adapted to the shape of the first reinforcing column 5. The first reinforcing column 5 is inserted into the first insertion groove 613. The upper connector 61 can be bolted to the first reinforcing column 5 and the frame beam body 1.

[0290] like Figure 4 and Figure 10 As shown, the first insertion slot 613 may be partially or entirely located in the groove 13, and the opening of the first insertion slot 613 faces the inside of the vehicle body, which is beneficial to the connection between the first reinforcing pillar 5, the upper connector 61 and the upper hinge 91 of the door.

[0291] In some embodiments, such as Figure 4 , Figure 7 , Figure 8 , Figure 9 and Figure 11 As shown, the lower connector 62 has a second insertion groove 624, which is at least partially located in the groove 13 and the opening of the second insertion groove 624 faces the inside of the vehicle body. The lower end of the first reinforcing post 5 is inserted into the second insertion groove 624.

[0292] like Figure 4 , Figure 7 , Figure 8 , Figure 9 and Figure 11 As shown, the lower connector 62 has a second insertion slot 624, and one end of the first reinforcing post 5 (e.g.) Figure 4 The lower end (as shown) extends into the second insertion groove 624 of the lower connector 62. For example, the second insertion groove 624 may be defined by the lower connector sidewalls 626 located on both sides of the lower connector 62 along the front-rear direction X of the vehicle body, or it may be defined by the lower connector ribs erected relative to the main body of the lower connector 62 along the left-right direction Y of the vehicle body. Figure 11 In the embodiment shown, the second insertion slot 624 is defined by a lower connector rib 627 located on the front side along the front-rear direction X of the vehicle body and a lower connector sidewall 626 located on the rear side.

[0293] Optionally, the lower connector sidewall 626 may be locally thickened.

[0294] The lower end of the first reinforcing post 5 is at least partially recessed into the second insertion groove 624. The first reinforcing post 5 is, for example, formed as a tube with a closed cross-section. The tube wall of the first reinforcing post 5 along the front-rear direction X of the vehicle body can contact or not contact but be close to the second insertion groove 624613 respectively. The tube wall of the first reinforcing post 5 along the left-right direction Y of the vehicle body near the outer side (second side) of the vehicle body can abut (face contact) with the second insertion groove 624.

[0295] In a specific embodiment, such as Figure 4 As shown, the first reinforcing post 5 can be a tube with a generally rectangular cross-section, and the inner contour of the second insertion groove 624 can be a groove similar to the outer contour of the first reinforcing post 5. The first reinforcing post 5 is inserted into the second insertion groove 624. The lower connector 62 and the first reinforcing post 5 can be connected by bolts.

[0296] like Figure 4 and Figure 11 As shown, the second insertion slot 624 may be partially or entirely located in the groove 13, and the opening of the second insertion slot 624 faces the inside of the vehicle body, which facilitates the connection between the first reinforcing pillar 5, the lower connector 62 and the lower door hinge 92.

[0297] Since the first reinforcing column 5 is connected to the upper connector 61 and / or the first reinforcing column 5 to the lower connector 62 through a slotted structure, the loads acting on the upper connector 61 and the lower connector 62 can be transferred to the first reinforcing column 5 more efficiently. This allows the load to be shared through the structure including the first reinforcing column 5, which is beneficial for improving structural stiffness, thereby improving the vertical stiffness of the door and the stiffness of the body frame. In addition, the connection between the first reinforcing column 5 and the upper connector and / or the connection between the first reinforcing column and the lower connector is located in the groove 13 of the frame beam body 1, which is beneficial for improving the connection strength and stiffness between these components, improving the strength and stiffness of the frame beam body 1, and improving the overall stiffness of the structure. Furthermore, it helps to suppress the size of the connection parts, which is beneficial for the miniaturization and weight reduction of the body frame.

[0298] In some embodiments, such as Figure 10 and Figure 11 As shown, the groove 13 includes a bottom wall 132 and a side wall 131 connected to the bottom wall 132. When projected along the front-rear direction of the vehicle body X, the projections of the first reinforcing post 5, the upper connector 61, and the side wall 131 overlap with each other in the same projection plane; and / or, when projected along the front-rear direction of the vehicle body X, the projections of the first reinforcing post 5, the lower connector 62, and the side wall 131 overlap with each other in the same projection plane.

[0299] like Figure 10As shown, along the front-rear direction X of the vehicle body, the first reinforcing pillar 5, the upper connector 61 and the side wall 131 have overlapping portions.

[0300] like Figure 10 As shown, within the same projection plane, the projection of the first reinforcing column 5 and the projection of the upper connector 61 can partially or completely overlap; within the same projection plane, the projection of the first reinforcing column 5 and the projection of the side wall 131 can partially or completely overlap; within the same projection plane, the projection of the upper connector 61 and the projection of the side wall 131 can partially or completely overlap.

[0301] like Figure 11 As shown, along the front-rear direction X of the vehicle body, the first reinforcing pillar 5, the lower connector 62, and the side wall 131 have overlapping portions.

[0302] by Figure 10 To illustrate the position shown, in a specific embodiment, along the front-rear direction of the vehicle body, the first reinforcing pillar 5, the upper connector 61, and the right side wall (side wall 131) of the groove 13 have overlapping portions, and the first energy-absorbing portion of the upper connector extends along the front-rear direction of the vehicle body and protrudes outside the groove 13.

[0303] like Figure 11 As shown, within the same projection plane, the projection of the first reinforcing column 5 and the projection of the lower connector 62 can partially or completely overlap; within the same projection plane, the projection of the first reinforcing column 5 and the projection of the side wall 131 can partially or completely overlap; within the same projection plane, the projection of the lower connector 62 and the projection of the side wall 131 can partially or completely overlap.

[0304] by Figure 11 To illustrate the position shown, in a specific embodiment, along the front-rear direction of the vehicle body, the first reinforcing pillar 5, the lower connector 62, and the right side wall (side wall 131) of the groove have overlapping portions, and the second energy-absorbing portion of the lower connector 62 extends along the front-rear direction of the vehicle body and protrudes outside the groove.

[0305] Therefore, the first reinforcing column 5, the upper joint 61 or the lower joint 62, and the side wall 131 can jointly bear the forces or moments from the front and rear directions of the vehicle body, such as the collision load from the front side and the load-bearing capacity from the door hinge, thereby improving the structural strength and rigidity. Moreover, the first reinforcing column 5 and the joint make full use of the space in the groove 13, which not only improves the connection strength and rigidity between these components and the overall structural rigidity, but also suppresses the size of the connection parts, which is conducive to the miniaturization and weight reduction of the vehicle body frame.

[0306] The hinge mounting structure will be described in detail below.

[0307] In some embodiments, the vehicle frame includes a first fastening assembly 71 and a second fastening assembly 72, such as Figure 4 , Figure 5 and Figure 10 As shown, the first fastening assembly 71 includes a first sleeve 712 and a first fastener (not shown). The first sleeve 712 passes through the casing 52 of the first reinforcing pillar 5 along the inward and outward direction of the vehicle body, and the first fastener (not shown) passes through the first sleeve 712; Figure 4 , Figure 7 and Figure 11 As shown, the second fastening assembly 72 includes a second sleeve 722 and a second fastener (not shown). The second sleeve 722 is inserted through the tube shell 52 of the first reinforcing pillar 5 along the direction of the vehicle body inside and outside. The second fastener (not shown) is inserted through the second sleeve 722.

[0308] like Figure 4 , Figure 5 and Figure 10 As shown, the first fastening assembly 71 is used to connect the first reinforcing column 5, the upper connector 61, the frame beam body 1, and the upper hinge 91 of the door.

[0309] The first fastening assembly 71 includes a first sleeve 712 and a first fastener (not shown in the figure). Along the inward and outward direction of the vehicle body, the first sleeve 712 passes through the shell 52 of the first reinforcing post 5. The first sleeve 712 can pass through a shell wall of the shell 52 of the first reinforcing post 5 (e.g., ...). Figure 10 The first sleeve 712 can be connected to the reinforcing ribs inside the tube shell 52 (the tube shell wall located inside the vehicle body in the tube shell 52 shown), or it can penetrate the entire tube shell 52 of the first reinforcing column 5 (for example, a pair of tube shell walls opposite each other in the direction of the inside and outside of the vehicle body in the tube shell 52). Figure 10 An example is shown that avoids the reinforcing ribs within the shell 52. Additionally, in Figure 10 In the example shown, the first sleeve 712 passes through the inner wall of the tube shell 52 and the outer end abuts against the inner wall surface of the outer wall of the tube shell 52.

[0310] In some embodiments, a first fastener passes through a first sleeve 712, and one end of the first fastener is connected to a door hinge 91, thereby connecting the door hinge 91 to the first reinforcing post 5.

[0311] In one specific embodiment, the first fastener is fixedly connected to the upper door hinge 91. The first fastener has external threads, and the connecting hole of the upper door hinge 91 has internal threads. The first fastener and the upper door hinge 91 are connected by threads, which facilitates the installation and removal of the door hinge. The outer peripheral surface of the first fastener mates with the inner peripheral surface of the first sleeve 712. Thus, the load from the door hinge is transmitted to the first sleeve 712 through the first fastener, and also to the upper connector 61, and further dispersed and transmitted to the first reinforcing post 5. Therefore, the overall structural strength and stiffness are improved in terms of the load from the door hinge.

[0312] like Figure 4 , Figure 7 and Figure 11 As shown, the second fastening assembly 72 is used to connect the first reinforcing column 5, the lower connector 62, the frame beam body 1, and the lower door hinge 92.

[0313] The second fastening assembly 72 includes a second sleeve 722 and a second fastener (not shown in the figure). Along the inward and outward direction of the vehicle body, the second sleeve 722 passes through the housing 52 of the first reinforcing pillar 5. The second sleeve 722 can pass through one wall of the housing 52 of the first reinforcing pillar 5 (e.g., ...). Figure 11 The second sleeve 722 can be connected to the reinforcing ribs inside the tube shell 52 (the tube shell wall located inside the vehicle body in the tube shell 52 shown), or it can penetrate the entire tube shell 52 of the first reinforcing column 5 (for example, a pair of tube shell walls opposite each other in the direction of the inside and outside of the vehicle body in the tube shell 52). Figure 11 An example is shown that avoids the reinforcing ribs within the shell 52. Additionally, in Figure 11 In the example shown, the second sleeve 722 passes through the inner wall of the tube shell 52 and its outer end abuts against the inner wall surface of the outer wall of the tube shell 52.

[0314] In some embodiments, a second fastener is inserted through a second sleeve 722, and one end of the second fastener is connected to a lower door hinge 92, thereby achieving the connection between the lower door hinge 92 and the first reinforcing post 5.

[0315] In one specific embodiment, the second fastener is fixedly connected to the lower door hinge 92. The second fastener has external threads, and the connecting hole of the lower door hinge 92 has internal threads. The second fastener and the lower door hinge 92 are connected by threads, which facilitates the installation and removal of the door hinge. The outer peripheral surface of the second fastener mates with the inner peripheral surface of the second sleeve 722. Thus, the load from the door hinge is transmitted to the second sleeve 722 through the second fastener, and also to the lower connector 62, and further dispersed and transmitted to the first reinforcing post 5. Therefore, the overall structural strength and rigidity are improved in terms of the load from the door hinge.

[0316] Since the first sleeve 712 and the second sleeve 722 are inserted through the tube shell 52 of the first reinforcing column 5 along the direction of the vehicle body inside and out, and the first fastener and the second fastener are inserted through the first sleeve 712 and the second sleeve 722 respectively, the load (torque) of the upper door hinge 91 and the lower door hinge 92 acting on the first fastener (not shown) and the second fastener (not shown) is transmitted to the first reinforcing column 5 through the first sleeve 712 and the second sleeve 722. This not only resists the downward load of the door through the first reinforcing column 5, but also reduces the risk of excessive stress concentration caused by the first fastener and the second fastener directly abutting against the tube shell, which may lead to local tearing of the tube shell.

[0317] In some embodiments, such as Figure 4 , Figure 5 and Figure 10 As shown, the first sleeve 712 includes a first cylindrical body 7121 extending along the direction of the vehicle body's interior and exterior, and a first flange 7122 connected to the end of the first cylindrical body 7121. The first cylindrical body 7121 is located inside the first reinforcing post 5, and the first flange 7122 is located outside the first reinforcing post 5 and abuts against the casing 52 of the first reinforcing post 5; as Figure 4 , Figure 7 and Figure 11 As shown, the second sleeve 722 includes a second cylindrical body 7221 extending along the direction of the vehicle body inside and outside and a second flange 7222 connected to the end of the second cylindrical body 7221. The second cylindrical body 7221 is located inside the first reinforcing post 5, and the second flange 7222 is located outside the first reinforcing post 5 and abuts against the shell 52 of the first reinforcing post 5.

[0318] The first fastener and the second fastener can be bolts, and the head of the bolt or the nut that mates with the bolt can abut against the first flange 7122 and the second flange 7222.

[0319] The first sleeve 712 and the second sleeve 722 can be metal parts or non-metal parts with a certain strength or rigidity, such as resin parts. As long as they can perform the above functions, the embodiments of this application do not have any particular limitations.

[0320] By connecting the first flange 7122 at the end of the first cylinder 7121 and the second flange 7222 at the end of the second cylinder 7221, the risk of the first fastener and the second fastener being directly fastened to the shell 52 and causing local deformation or damage to the shell can be reduced. Therefore, it can withstand a large fastening force.

[0321] In some embodiments, such as Figure 4 , Figure 10 As shown, the frame beam body 1 has a first clearance hole 121, and the upper hinge 91 of the door and the upper connector 61 contact each other through the first clearance hole 121; and / or, as Figure 4 , Figure 11 As shown, the frame beam body 1 has a second clearance hole 122, and the lower door hinge 92 and the lower connector 62 are in contact with each other through the second clearance hole 122.

[0322] In some embodiments, the frame beam body 1 has a first clearance hole 121, through which a portion of the upper hinge 91 or a portion of the upper connector 61 of the door passes, thereby avoiding the frame beam body 1 and achieving contact connection between the upper hinge 91 and the upper connector 61. In some embodiments, the frame beam body 1 has a second clearance hole 122, through which a portion of the lower hinge 92 or a portion of the lower connector 62 of the door passes, thereby avoiding the frame beam body 1 and achieving contact connection between the lower hinge 92 and the lower connector 62.

[0323] This application does not specifically limit the size and shape of the first clearance hole 121 and the second clearance hole 122, as long as they can achieve contact connection between the upper hinge 91 and the upper connector 61, and between the lower hinge 92 and the lower connector 62. Optionally, the opening size of the first clearance hole 121 is slightly smaller than the mounting surface of the upper hinge 91, so that the frame beam body 1 around the first clearance hole 121 can be sandwiched between the upper hinge 91 and the upper connector 61. Similarly, the opening size of the second clearance hole 122 can also be set in the same way.

[0324] Therefore, the risk of insufficient fastening caused by deformation of the frame beam body 1 can be reduced. For example, when the frame beam body 1 includes resin material, the risk of reduced fatigue life of the first reinforcing column 5 due to creep of the frame beam body 1 can be reduced, thereby reducing the risk of loosening of the first fastener and the second fastener.

[0325] In some embodiments, such as Figure 4 , Figure 5 and Figure 10 As shown, the upper connector 61 has a first boss portion 614 protruding from the inside of the vehicle body toward the outside of the vehicle body. The first boss portion 614 extends into the first clearance hole 121 and contacts the upper hinge 91 of the door; and / or, as shown Figure 4 , Figure 7 and Figure 11 As shown, the lower connector 62 has a second protrusion 625 that protrudes from the inside of the vehicle body toward the outside of the vehicle body. The second protrusion 625 extends into the second clearance hole 122 and contacts the lower hinge 92 of the door.

[0326] In some embodiments, such as Figure 4 , Figure 5 and Figure 10As shown, a portion of the upper connector 61 can protrude to form a first boss portion 614. For example, the portion of the upper connector 61 located on the outer side of the vehicle body can be thickened to form the first boss portion 614. The inner contour of the first clearance hole 121 is larger than the outer contour of the first boss portion 614, thereby allowing the first boss portion 614 to pass through the first clearance hole 121 and achieve contact connection with the door hinge 91. Alternatively, the inner contour dimension of the first clearance hole 121 can be larger than the circumferential dimension of the door hinge 91, allowing the door hinge 91 to pass through the first clearance hole 121 and connect with the first boss portion 614.

[0327] The contact surface between the first boss portion 614 and the upper hinge 91 of the door can be a plane, which can improve the connection strength and stability between the first boss portion 614 and the upper hinge 91 of the door, and also facilitate the full transmission of load. Of course, the contact surface between the first boss portion 614 and the upper hinge 91 of the door can also be a curved surface. The contact surface between the upper hinge 91 of the door and the first boss portion 614 can be a curved surface similar to the curved surface of the first boss portion 614, which is beneficial to the contact connection between the upper hinge 91 of the door and the first boss portion 614.

[0328] Additionally, optional, such as Figure 10 As shown, the outer surface of the frame beam body 1 surrounding the first clearance hole 121 can be substantially flush with the hinge mounting surface of the first boss portion 614, and extends between the mounting surface of the upper hinge 91 of the door and the upper connector 61 (the portion located around the first boss portion 614). Optionally, the protrusion height of the first boss portion 614 is approximately the same as the wall thickness of the surrounding frame beam body 1.

[0329] Viewed from both the inside and outside of the vehicle body, the first protrusion 614 can be circular, rectangular, triangular or other shapes.

[0330] In some embodiments, such as Figure 4 , Figure 7 and Figure 11 As shown, a portion of the lower connector 62 can protrude to form a second boss portion 625. For example, the portion of the lower connector 62 located on the outer side of the vehicle body can be thickened to form the second boss portion 625. The inner contour of the second clearance hole 122 is larger than the outer contour of the second boss portion 625, thereby allowing the second boss portion 625 to pass through the second clearance hole 122 and achieve contact connection with the lower door hinge 92. Alternatively, the inner contour dimension of the second clearance hole 122 can be larger than the circumferential dimension of the lower door hinge 92, allowing the lower door hinge 92 to pass through the second clearance hole 122 and connect with the second boss portion 625.

[0331] The contact surface between the second boss portion 625 and the lower door hinge 92 can be a plane, which can improve the connection strength and stability between the second boss portion 625 and the lower door hinge 92, and also facilitate the full transmission of load. Of course, the contact surface between the second boss portion 625 and the lower door hinge 92 can also be a curved surface. The contact surface between the lower door hinge 92 and the second boss portion 625 can be a curved surface similar to the curved surface of the second boss portion 625, which is beneficial for the contact connection between the lower door hinge 92 and the second boss portion 625.

[0332] Additionally, optional, such as Figure 11 As shown, the outer surface of the frame beam body 1 surrounding the second clearance hole 122 can be substantially flush with the hinge mounting surface of the second boss portion 625, and extends between the mounting surface of the lower door hinge 92 and the lower connector 62 (located around the second boss portion 625). Optionally, the protrusion height of the second boss portion 625 is approximately the same as the wall thickness of the surrounding frame beam body 1.

[0333] Viewed from both the inside and outside of the vehicle body, the second protrusion 625 can be circular, rectangular, triangular, or other shapes.

[0334] Therefore, by directly fastening the door hinge and the joint together, the risks caused by the intermediate frame beam body 1 can be reduced. For example, if the frame beam body 1 is a fiber-reinforced resin part, there may be a risk of creep. Moreover, when the joint is a metal part formed by die casting or other molding methods, it has the advantages of high fastening strength and easy manufacturing. This is beneficial to improving the connection strength between the body hinge and the joint and the first reinforcing column 5, and also to effectively transfer the downward load from the body hinge.

[0335] In some embodiments, such as Figure 5 As shown, the vehicle body frame 10 also includes a third fastener 73, which is used to secure the upper door hinge 91 to the upper connector 61, and / or, as shown in the image. Figure 7 As shown, the vehicle body frame 10 also includes a fourth fastener 74, which is used to fasten the lower door hinge 92 to the lower connector 62.

[0336] like Figure 5 As shown, the third fastener 73 is used to connect the upper hinge 91 of the car door and the upper connector 61. In a specific embodiment, the third fastener 73 is a bolt, and the third fastener 73 is connected to the upper connector 61. Specifically, a first internal threaded hole 73a is formed in the first boss portion 614 of the upper connector 61, and the third fastener 73 is fastened to the first internal threaded hole 73a.

[0337] like Figure 7As shown, the fourth fastener 74 is used to connect the lower door hinge 92 and the lower connector 62. In a specific embodiment, the fourth fastener 74 is a bolt, and the fourth fastener 74 is connected to the lower connector 62. Specifically, a second internal threaded hole 74a is formed in the second boss portion 625 of the lower connector 62, and the fourth fastener 74 is fastened to the second internal threaded hole 74a.

[0338] This further improves the installation strength of the door hinge, making it easier for the door hinge to transfer the downward load of the door to the joint and the first reinforcing column 5.

[0339] The structure of the upper connector 61 and the lower connector 62 will be described in detail below.

[0340] In some embodiments, such as Figure 1 and Figure 4 As shown, the vehicle body frame 10 also includes a second reinforcing column and an upper connector. The upper connector connects the second reinforcing column and the first reinforcing column. The second reinforcing column (not shown in the figure) is located between the first reinforcing column 5 and the roof front crossbeam assembly 1021 of the vehicle body frame 10. The second reinforcing column is connected to the upper connector 61.

[0341] In some embodiments, the first reinforcing post 5 and the second reinforcing post are connected by an upper connector 61, which may have another insertion slot. The upper connector 61 and the second reinforcing post are connected by the insertion slot. The second reinforcing post is connected between the first reinforcing post 5 and the front crossbeam assembly 1021 of the roof. The second reinforcing post may be a component 1011a on the front pillar assembly.

[0342] Therefore, the external force or torque acting on the upper joint 61 can be transmitted not only to the first reinforcing column 5, but also to the second reinforcing column. The two reinforcing columns work together to resist the external force or torque, which can improve the deformation resistance of the frame beam body 1, and further improve the ability to resist the downward load of the door, thus further improving the vertical stiffness of the door.

[0343] The detailed structure of the upper connector 61 will be described below. It should be noted that the following description uses the connector in the front pillar assembly as an example. However, the connector structure provided in this embodiment can also be applied to other parts of the vehicle body frame.

[0344] In some embodiments, such as Figure 6 As shown, the vehicle frame also includes an upper connector 61, which is installed on the upper part of the first reinforcing column 5. The upper connector 61 includes an upper connector body 611 and a first reinforcing structure 612. The first reinforcing structure 612 includes a plurality of first reinforcing ribs 6121, which are connected and disposed on the upper connector body 611.

[0345] In some embodiments, such as Figure 6As shown, the first reinforcing part 6112 is provided with a first reinforcing structure 612. Further, a portion of the upper connector body 611 constitutes the first reinforcing part 6112. The upper connector body 611 can be plate-shaped, and the first reinforcing structure 612 can be disposed on the side of the upper connector body 611 of the first reinforcing part 6112 near the inner side of the vehicle body. Optionally, the first reinforcing structure 612 can also be disposed on the side of the upper connector body 611 of the first reinforcing part 6112 near the outer side of the vehicle body; the first reinforcing structure 612 can also be disposed on both the side of the upper connector body 611 of the first reinforcing part 6112 near the inner side of the vehicle body and the side of the upper connector body 611 of the first reinforcing part 6112 near the outer side of the vehicle body, thereby improving the deformation resistance of the first reinforcing part 6112.

[0346] In some embodiments, the first reinforcing portion 6112 and the first reinforcing structure 612 in the upper connector body 611 can be directly connected, for example, by welding, or indirectly connected. In a specific embodiment, the upper connector body 611 and the first reinforcing structure 612 are an integral part, for example, they can be formed by die casting.

[0347] In some embodiments, the first reinforcing structure 612 may include one or more reinforcing ribs, and the multiple reinforcing ribs may be arranged generally parallel or intersecting; it may also include a portion of such... Figure 6 It is arranged radially as shown.

[0348] In some embodiments, such as Figure 6 As shown, the first reinforcing structure 612 includes a plurality of first reinforcing ribs 6121, which are connected together.

[0349] Multiple first reinforcing ribs 6121 can be arranged roughly in parallel, at a certain angle, or even cross each other.

[0350] This structure is simple in design and can improve the deformation resistance of the first reinforcing part and improve the connection reliability between the upper joint 61 and the first reinforcing column.

[0351] Therefore, the first reinforcing structure 612 can improve the rigidity of the upper connector 61, improve the connection reliability between the upper connector 61 and the first reinforcing column 5, and thus improve the vertical rigidity of the door.

[0352] In some embodiments, such as Figure 6 As shown, the upper connector 61 has a first insertion groove 613, which is defined by a portion of the upper connector body 611 and a portion of the first reinforcing rib 6121. The upper part of the first reinforcing post 5 is inserted into the first insertion groove 613.

[0353] Since the first insertion groove 613 is defined by part of the upper connector body 611 and part of the first reinforcing rib 6121, the strength and rigidity of the first insertion groove 613 can be enhanced, thereby improving the connection reliability between the first insertion groove 613 and the first reinforcing post 5. Furthermore, it can reduce the number of parts and improve assembly efficiency. This further enhances the deformation resistance of the first reinforcing part 6112 and improves the connection reliability between the upper connector 61 and the first reinforcing post 5.

[0354] In some embodiments, such as Figure 4 and 6 As shown, the body frame 10 also includes a second reinforcing column (e.g., Figure 1 The front pillar assembly shown is upper component 1011a). The second reinforcing pillar is located between the first reinforcing pillar 5 and the roof front crossbeam assembly 1021 of the vehicle body frame. The second reinforcing pillar is connected to the upper connector. Along the vertical Z direction of the vehicle body, at least part of the first reinforcing structure 612 is provided in the upper connector 61 near the second reinforcing pillar (e.g., Figure 1 The position of component 1011a) on the front pillar assembly is shown. This can further improve the deformation resistance of the upper connector 61 used to connect the second reinforcing pillar, improve the connection reliability between the upper connector 61 and the crossbeam assembly 102 of the vehicle body, thereby facilitating the transfer of collision load to the crossbeam assembly 102, improving the vehicle's deformation resistance, and thus reducing the amount of deformation intrusion into the passenger compartment caused by a collision.

[0355] In some embodiments, such as Figure 6 As shown, multiple first reinforcing ribs 6121 are arranged in a staggered mesh pattern; or, multiple first reinforcing ribs 6121 are connected end to end in a ring pattern.

[0356] like Figure 6 As shown, multiple first reinforcing ribs 6121 extend in different directions and intersect each other to form a mesh; there are also some reinforcing ribs that do not intersect but are connected end to end to form a ring. Here, the ring mainly refers to a closed ring, and is not limited to a circular shape, but can also be square, polygonal, etc.

[0357] This further improves the deformation resistance of the first reinforcing part and enhances the connection reliability between the upper joint 61 and the second reinforcing column.

[0358] In some embodiments, such as Figure 4 As shown, the plurality of first reinforcing ribs 6121 include a first reinforcing rib group 61211 and a second reinforcing rib group 61212. Each first reinforcing rib 6121 of the first reinforcing rib group 61211 extends from the first reinforcing column 5 to the second reinforcing column, and each first reinforcing rib 6121 of the second reinforcing rib group 61212 is cross-connected with each first reinforcing rib 6121 of the first reinforcing rib group 61211.

[0359] The multiple reinforcing ribs connected in this way make it easier for the impact load from the front to be transmitted along the reinforcing ribs. For example, each of the first reinforcing ribs 6121 in the first reinforcing rib group 61211 can be configured to extend in an arc shape; each of the first reinforcing ribs 6121 in the second reinforcing rib group 61212 can be configured to extend in a straight line.

[0360] This can further improve the deformation resistance of the first reinforcing part, improve the connection reliability between the upper connector 61 and the first reinforcing column 5, and also improve the connection reliability between the upper connector 61 and the second reinforcing column.

[0361] In some embodiments, the thickness of the first reinforcing rib 6121 is in the range of 3 mm to 4 mm.

[0362] The thickness of the first reinforcing rib 6121 refers to the thickness of the first reinforcing rib along the direction perpendicular to the extension direction and parallel to the paper surface.

[0363] By setting the thickness of the first reinforcing rib 6121 within a reasonable range, the strength of the first reinforcing part 6112 can be enhanced, materials can be saved, vehicle weight can be reduced, and the vehicle's range can be improved. In some embodiments, such as Figure 6 As shown, the upper connector body 611 includes a first energy-absorbing part 6111 and a first reinforcing part 6112 connected together, and the first reinforcing part 6112 is provided with a first reinforcing structure 612.

[0364] In some embodiments, the upper connector body 611 may be configured as a plate, with a portion serving as a first energy-absorbing portion 6111 and another portion serving as a first reinforcing portion 6112. For example, Figure 6 In the middle, the part of the upper connector body 611 located to the right of the dotted line L1 (corresponding to Figure 10 The portion to the left of the dashed line L1 can be considered the first energy-absorbing part 6111; the portion to the left of the dashed line L1 can be considered the first reinforcing part 6112. The first energy-absorbing part 6111 and the first reinforcing part 6112 can be directly connected or indirectly connected, for example, the first energy-absorbing part 6111 and the first reinforcing part 6112 can be bonded, welded or connected by bolts, etc. Figure 6 In the specific embodiment shown, the first energy-absorbing part 6111 and the first reinforcing part 6112 are integrally formed parts.

[0365] It should be noted that when a collision occurs, the first energy-absorbing part 6111 is used to absorb the load generated by the collision, and the first reinforcing part 6112 is used to transfer the load that the first energy-absorbing part 6111 fails to absorb to other structures connected to the upper connector 61.

[0366] In some embodiments, for example Figure 6As shown, along the front-rear direction of the vehicle body, the first energy-absorbing part 6111 is located in front of the first reinforcing part 6112.

[0367] In some embodiments, such as Figure 1 , Figures 4 to 6 As shown, the first energy-absorbing part 6111 is connected to the front wheel arch side reinforcing beam assembly 105, which can be directly connected or indirectly connected, for example, by bolts.

[0368] Since the upper connector body 611 includes a first energy-absorbing part 6111, when a collision occurs, the first energy-absorbing part 6111 can absorb a portion of the load, thereby reducing the load transmitted to the second reinforcing column and / or the first reinforcing column 5, thus reducing the deformation of the second reinforcing column and / or the first reinforcing column 5 and improving the deformation resistance of the frame beam body 1. Since the first reinforcing structure 612 is disposed on the first reinforcing part 6112, the strength and stiffness of the first reinforcing part 6112 of the upper connector 61 can be improved, and the deformation resistance of the first reinforcing part 6112 can be improved, thereby more effectively transmitting external forces to the second reinforcing column and / or the first reinforcing column 5, thereby improving the vehicle's deformation resistance and increasing the vehicle's strength and stiffness. Therefore, the above structure can improve the vehicle's strength and stiffness, thereby improving the vehicle's performance in resisting collisions (e.g., 25% offset collisions).

[0369] In some embodiments, such as Figure 6 and Figure 10 As shown, along the front-rear direction of the vehicle body, the first energy-absorbing part 6111 is located further forward than the first reinforcing part 6112. The first energy-absorbing part 6111 is used to absorb the collision load from the front. The thickness W3 of the upper connector body 611 of the first energy-absorbing part 6111 is less than the thickness W4 of the upper connector body 611 of the first reinforcing part 6112.

[0370] It should be noted that the upper connector 61 is located at Figure 1 In the case of the front pillar assembly 1011 shown, the first energy-absorbing part 6111 is positioned further forward than the first reinforcing part 6112, and the first energy-absorbing part 6111 is mainly used to absorb collision loads from the front; the upper connector 61 is located at Figure 1 In the case of the rear pillar assembly 1013 shown, the first energy-absorbing part 6111 can be positioned rearward compared to the first reinforcing part 6112. The first energy-absorbing part 6111 is used to absorb impact loads from the rear. The first reinforcing part 6112 is mainly used to resist deformation and / or transfer loads.

[0371] In some embodiments, the thickness W3 of the upper connector body of the first energy-absorbing portion 6111 is less than the thickness W4 of the upper connector body of the first reinforcing portion 6112. Further, the first reinforcing portion 6112 may be configured to have substantially the same thickness along the front-rear direction, or it may have different thicknesses. When the thicknesses of the first reinforcing portions 6112 are different, the thickness of the first energy-absorbing portion 6111 may be less than the minimum thickness of the first reinforcing portion 6112.

[0372] The thickness W3 of the first energy-absorbing part 6111 and the thickness W4 of the first reinforcing part 6112 both refer to the thickness of the plate. It should be noted that the width direction of the vehicle body refers to the left-right direction of the vehicle body, where the left-right direction, the up-down direction, and the front-back direction of the vehicle body intersect in pairs.

[0373] Since the first energy-absorbing part 6111 is positioned further forward than the first reinforcing part 6112, when a collision occurs at the front of the vehicle body (e.g., a 25% offset collision), the first energy-absorbing part 6111 can absorb a portion of the load during the collision and then transfer the load to the first reinforcing part 6112, thereby reducing the load transferred to the first reinforcing part 6112, which in turn reduces the load transferred to the second reinforcing pillar and / or the first reinforcing pillar 5, and further reduces the deformation of the second reinforcing pillar and / or the first reinforcing pillar 5. Since the thickness W3 of the upper connector body 611 of the first energy-absorbing part 6111 is less than the thickness W4 of the upper connector body 611 of the first reinforcing part 6112, the upper connector body 611 of the first energy-absorbing part 6111 can deform and absorb load more quickly during a collision, thereby reducing the force transmitted to the first reinforcing part 6112; and it can also improve the load-bearing capacity of the upper connector body 611 of the first reinforcing part 6112. When subjected to external loads, the first reinforcing part 6112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0374] The 25% offset collision test for vehicles refers to the 25% overlap offset frontal collision test, which simulates the offset collision situation of a vehicle on the road. Here, 25% means that the overlap rate between the vehicle and the barrier in front is 25%. When the vehicle collides with the deformable barrier, the width of the overlap portion is within the range of 25% ± 20 mm of the vehicle width.

[0375] The test can be conducted as follows: the vehicle impacts a rigid barrier 1.5 meters high at a speed of 64±1 km / h. During this process, the deformation of the front pillar (front pillar assembly 1011), steering column, and pedals is monitored. To more realistically simulate actual collision conditions, a 50th percentile male Hybrid III dummy sits in the front driver's seat during the test.

[0376] In some embodiments, such as Figure 6As shown, the first reinforcing part 6112 includes a first reinforcing section 61121 and a second reinforcing section 61122. The first reinforcing section 61121 is connected between the first energy-absorbing part 6111 and the second reinforcing section 61122. The thickness of the upper connector body 611 of the first reinforcing section 61121 is less than the thickness of the upper connector body 611 of the second reinforcing section 61122.

[0377] In some embodiments, the first energy-absorbing part 6111, the first reinforcing section 61121 and the second reinforcing section 61122 are connected sequentially from the front side to the rear side of the vehicle body. The connection method can be direct or indirect, such as welding or bonding. In a specific embodiment, the first energy-absorbing part 6111, the first reinforcing section 61121 and the second reinforcing section 61122 are integrally formed parts.

[0378] by Figure 6 To illustrate with an example, in the first reinforcing part 6112, the portion located to the right of the dashed line L2 and to the left of the dashed line L1 can be considered as the first reinforcing segment 61121, and the portion located to the left of the dashed line L2 (corresponding to...) Figure 10 The part to the right of the dashed line L2 can be considered as the second reinforcing section 61122. The thickness of the upper joint body 611 of the first reinforcing section 61121 and the thickness of the upper joint body 611 of the second reinforcing section 61122 are both the thickness of the plate.

[0379] like Figures 4 to 6 As shown, the first reinforcing section 61121 is equivalent to a transitional reinforcing area, which can connect the second reinforcing pillar and / or the first reinforcing pillar 5. The second reinforcing section 61122 is a further reinforcing area. The two reinforcing sections mainly play the role of resisting deformation and / or transmitting loads. When an offset collision occurs at the front of the vehicle body, the first energy-absorbing part 6111 mainly plays the role of absorbing loads, and the first reinforcing section 61121 mainly plays the role of transmitting loads. The thickness of the second reinforcing section 61122 is greater than the thickness of the first reinforcing section 61121 and the thickness of the first energy-absorbing part 6111. Therefore, the second reinforcing section 61122 can better resist deformation and transmit loads, reduce the intrusion of the passenger compartment, and reduce the probability of danger to the occupants due to a collision.

[0380] This allows the second reinforcing section 61122 to better resist deformation and transfer loads, reduce the intrusion into the passenger compartment, and lower the probability of danger to occupants due to a collision.

[0381] In some embodiments, such as Figure 6 and Figure 10 As shown, the thickness W3 of the upper connector body 611 of the first energy-absorbing part 6111 is in the range of 2mm to 3mm, and the thickness W4 of the upper connector body 611 of the first reinforcing part 6112 is in the range of 2.5mm to 5mm.

[0382] The thickness of the upper connector body 611 of the first reinforcing part 6112 can be approximately the same or different at various points. However, the thickness of the upper connector body 611 of the first energy-absorbing part 6111 is less than the minimum thickness of the upper connector body 611 of the first reinforcing part 6112. Of course, the thickness of the upper connector body 611 of the first energy-absorbing part 6111 can be the same or different at various points, but its maximum thickness is less than the minimum thickness of the upper connector body 611 of the first reinforcing part 6112. For example, when the minimum thickness of the upper connector body 611 of the first reinforcing part 6112 is 4mm, the maximum thickness of the upper connector body 611 of the first energy-absorbing part 6111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, or 2.4mm, etc.

[0383] The thickness of the upper connector body 611 of the first energy-absorbing part 6111 and the thickness of the upper connector body 611 of the first reinforcing part 6112 are both within a reasonable range. This allows the first energy-absorbing part 6111 to better absorb the load and the first reinforcing part 6112 to better resist deformation and transmit the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the range of the vehicle 1000.

[0384] In some embodiments, such as Figure 6 As shown, the thickness of the upper connector body 611 of the first energy-absorbing section 6111 is in the range of 2mm to 3mm, the thickness of the upper connector body 611 of the first reinforcing section 61121 is in the range of 3mm to 4mm, and the thickness of the upper connector body 611 of the second reinforcing section 61122 is in the range of 4mm to 5mm.

[0385] This allows the first energy-absorbing part 6111 to better absorb the load, and the first reinforcing part 6112 to better resist deformation and transfer the load. It also saves materials, helps to reduce the weight of the vehicle body, and improves the vehicle's range.

[0386] In some embodiments, such as Figure 6 As shown, the first reinforcing structure 612 is provided at least in the first reinforcing segment 61121.

[0387] In some embodiments, the first reinforcing structure 612 is disposed in the first reinforcing segment 61121, and of course, the first reinforcing structure 612 can also be disposed in the second reinforcing segment 61122.

[0388] Optionally, the first reinforcing structure 612 can be laid in almost the entire area outside the reinforcing column connection area of ​​the upper connector body 611 of the first reinforcing section 61121. In this case, the upper and lower ends of the upper connector 61 can be connected to the second reinforcing column and / or the first reinforcing column respectively, or it can be laid in a part of the first reinforcing section 61121. In a specific embodiment, such as Figure 3As shown, the first reinforcing structure 612 is laid in the area near the second reinforcing column of the first reinforcing section 61121. This improves the deformation resistance of the part of the upper connector 61 used to connect the first reinforcing column 5 and the second reinforcing column, and improves the connection reliability between the upper connector 61 and the first reinforcing column 5 and the second reinforcing column. This facilitates the transfer of collision load to the first reinforcing column 5, the second reinforcing column and the crossbeam assembly 102, improves the vehicle's deformation resistance, and reduces the amount of deformation intrusion of the passenger compartment caused by the collision.

[0389] The detailed structure of the lower connector 62 will be described below.

[0390] In some embodiments, such as Figure 1 , Figure 7 and Figure 8 As shown, the vehicle frame also includes a lower connector 62, which is installed at the lower part of the first reinforcing pillar 5. The lower connector 62 includes a lower connector body 621 and a plurality of second reinforcing ribs 622. The lower connector body 621 includes a connected first reinforcing pillar connecting part 6211 and a sill beam connecting part 6212. The second reinforcing ribs 622 are formed in the first reinforcing pillar connecting part 6211. Along the vertical direction of the vehicle body, the first reinforcing pillar connecting part 6211 is connected to the upper part of the sill beam connecting part 6212. The second reinforcing ribs 622 are formed such that the further they extend rearward along the front-rear direction of the vehicle body, the closer they are to the sill beam connecting part 6212 along the vertical direction of the vehicle body.

[0391] For example, the lower connector body 621 can be plate-shaped. For ease of explanation, as shown... Figure 8 As shown, the portion of the lower connector body 621 within the dashed frame serves as the first reinforcing column connector 6211, while the portion outside the dashed frame serves as the sill beam connector 6212. The first reinforcing column connector 6211 and the sill beam connector 6212 are connected to each other, and exemplaryly, are formed as a single unit by die casting.

[0392] The second reinforcing rib 622 is disposed on one or both sides of the lower connector body 621 near the interior and / or exterior of the vehicle body. The second reinforcing rib 622 and the lower connector body 621 can be welded together or can be an integral part, for example, it can be formed by die casting.

[0393] In some embodiments, such as Figure 7 and Figure 8 As shown, the second reinforcing rib 622 is formed in the first reinforcing column connection portion 6211. The second reinforcing rib 622 can be formed in other areas of the first reinforcing column connection portion 6211 excluding the area connected to the first reinforcing column 5.

[0394] Optionally, the first reinforcing post 5 and the first reinforcing post connecting portion 6211 can be bonded together or threaded together. In a specific embodiment, such as Figure 8As shown, the second reinforcing rib 622 forms a groove around the area for connecting the first reinforcing post 5. The shape of the outline formed by the second reinforcing rib 622 around the area for connecting the first reinforcing post 5 is similar to the shape of the outer outline of the portion of the first reinforcing post 5 inserted into the first reinforcing post connecting part 6211.

[0395] In some embodiments, with Figure 8 The orientation shown is illustrated by example. The first reinforcing column connection part 6211 is located on the upper side of the lower connector 62, and the sill beam connection part 6212 is located on the lower side of the lower connector 62. This makes it easier to connect the lower connector 62 with the first reinforcing column 5 and the sill beam assembly 104.

[0396] like Figure 8 As shown, the second reinforcing rib 622 extends obliquely, so that the further it extends rearward along the front-rear direction of the vehicle body, the closer it is to the sill beam connection 6212 along the vertical direction of the vehicle body. Furthermore, in Figure 8 In the specific embodiment shown, the second reinforcing rib 622 extends obliquely in a straight line.

[0397] In some embodiments, along the vertical direction of the vehicle body, the two ends of a portion of the third reinforcing rib 623 abut against the first reinforcing post 5 and the sill beam assembly 104, respectively.

[0398] Since the lower connector body 621 includes a first reinforcing column connection portion 6211 and a sill beam connection portion 6212, a reliable connection between the lower connector 62 and the first reinforcing column 5 and the sill beam assembly 104 can be achieved, and the connection method is simple. Because the second reinforcing rib 622 is formed such that it extends rearward along the front-rear direction of the vehicle body and is closer to the sill beam connection portion 6212 along the vertical direction of the vehicle body, it can further strengthen the lower connector 62 and enhance its resistance to deformation. This allows for better transfer of loads from the first reinforcing column 5 and from the front to the sill beam assembly 104, thereby improving the vehicle's resistance to deformation.

[0399] In some embodiments, such as Figure 7 and Figure 8 As shown, among the plurality of second reinforcing ribs 622, at least a portion of the second reinforcing ribs extend from the front end of the lower connector body 621 in the front-rear direction of the vehicle body to the upper end of the sill beam connection 6212 in the vertical direction of the vehicle body.

[0400] exist Figure 8 In the embodiment shown, the second reinforcing rib 622 extends obliquely in a straight line, and one end of the second reinforcing rib 622 is located near the front end of the first reinforcing column connection 6211, while the other end of the second reinforcing rib 622 extends to the sill beam connection 6212.

[0401] Therefore, the strength of the lower connector 62 can be further enhanced, and its resistance to deformation can be improved. This allows for better transfer of the load on the first reinforcing column 5 to the sill beam assembly 104, thereby improving the vehicle's resistance to deformation. Furthermore, when the front end of the lower connector 62 along the longitudinal direction of the vehicle body is subjected to force, the force can be better transferred to the sill beam assembly 104, further enhancing the vehicle's strength and resistance to deformation.

[0402] In some embodiments, such as Figure 8 As shown, among the multiple second reinforcing ribs 622, the spacing between adjacent second reinforcing ribs 622 along the vertical direction of the vehicle body is in the range of 20mm to 30mm.

[0403] Of course, the spacing between adjacent second reinforcing ribs 622 can be the same or different. Multiple second reinforcing ribs 622 can be arranged parallel to each other or at a certain angle. In a specific embodiment, the spacing between adjacent second reinforcing ribs 622 is the same, and multiple second reinforcing ribs 622 are arranged parallel to each other.

[0404] This allows the distance between the second reinforcing ribs 622 to be kept within a suitable range, which can strengthen the lower joint 62, avoid the waste of materials caused by the spacing of the second reinforcing ribs 622 being too small, and also reduce the weight of the lower joint 62, thereby reducing the weight of the vehicle and improving the vehicle's range.

[0405] In some embodiments, such as Figure 8 As shown, the first reinforcing column connecting part 6211 also has a plurality of third reinforcing ribs 623, which are arranged in a mesh pattern with the plurality of second reinforcing ribs 622.

[0406] The spacing between adjacent third reinforcing ribs 623 can be the same or different. Multiple third reinforcing ribs 623 can be arranged parallel to each other or at a certain angle. In one specific embodiment, the spacing between adjacent third reinforcing ribs 623 is the same, and multiple third reinforcing ribs 623 are arranged parallel to each other.

[0407] In a specific embodiment, such as Figure 7 and Figure 8 As shown, along the vertical direction of the vehicle body, the two ends of part of the third reinforcing rib 623 abut against the first reinforcing column 5 and the sill beam assembly 104, respectively.

[0408] This can further improve the deformation resistance of the lower joint 62, increase the strength of the lower joint 62, and thus improve the strength of the vehicle.

[0409] In some embodiments, such as Figure 8As shown, the third reinforcing rib 623 extends along the vertical direction of the vehicle body; and / or, the spacing between adjacent third reinforcing ribs 623 along the front-rear direction of the vehicle body is in the range of 60mm to 80mm.

[0410] This allows the distance between the third reinforcing ribs 623 to be kept within a suitable range, which can strengthen the lower joint 62, avoid the waste of materials caused by the spacing of the third reinforcing ribs 623 being too small, and reduce the weight of the lower joint 62, thereby reducing the weight of the vehicle and improving the vehicle's range.

[0411] In some embodiments, such as Figure 7 and Figure 8 As shown, the lower connector 62 has a second insertion groove 624, which is defined by the first reinforcing post connecting part 6211 and the surrounding second reinforcing rib 622 and / or third reinforcing rib 623. The lower part of the first reinforcing post 5 is inserted into the second insertion groove 624.

[0412] In some embodiments, the lower connector 62 has a second insertion groove 624, and the lower end of the first reinforcing post 5 extends into the second insertion groove 624 of the lower connector 62. Optionally, it can be connected by bolts.

[0413] Since the second insertion groove 624 is defined by the first reinforcing post connecting part 6211 and the surrounding second reinforcing rib 622 and / or third reinforcing rib 623, the strength of the second insertion groove 624 can be enhanced, thereby improving the connection reliability between the second insertion groove 624 and the first reinforcing post 5; and this structure is simple and can also reduce the number of parts.

[0414] In some embodiments, such as Figure 7 , Figure 8 and Figure 11 As shown, the first reinforcing column connecting part 6211 includes a second energy-absorbing part 62111 and a second reinforcing part 62112 connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the second energy-absorbing part 62111 is forward of the second reinforcing part 62112. The first reinforcing column 5 is connected to the second reinforcing part 62112. The thickness W5 of the lower connector body 621 of the second energy-absorbing part 62111 is less than the thickness W6 of the lower connector body 621 of the second reinforcing part 62112.

[0415] For ease of explanation, such as Figure 8 As shown, the portion of the first reinforcing column connector 6211 located to the right of the dashed line L3 (corresponding to...) Figure 11The portion to the left of the dashed line L3 serves as the second energy-absorbing part 62111, and the portion of the first reinforcing pillar connecting part 6211 located to the left of L3 serves as the second reinforcing part 62112. It is understood that the position of the dashed line L3 is illustrative and can be appropriately varied along the front-rear direction of the vehicle body. The positions of the dashed lines L1 and L2 mentioned earlier are also illustrative and can be appropriately varied.

[0416] In some embodiments, the second energy-absorbing portion 62111 and the second reinforcing portion 62112 can be directly connected or indirectly connected. For example, the second energy-absorbing portion 62111 and the second reinforcing portion 62112 can be bonded, welded, or connected by bolts, etc. Figure 7 and Figure 8 In the embodiment shown, the second energy-absorbing part 62111 and the second reinforcing part 62112 are integrally molded parts, for example, by die casting.

[0417] It should be noted that when a collision occurs, the second energy-absorbing part 62111 is mainly used to absorb the load generated by the collision, and the second reinforcing part 62112 is mainly used to transfer the load that the second energy-absorbing part 62111 fails to absorb to other structures connected to the lower connector 62.

[0418] For example Figure 8 As shown, along the front-rear direction of the vehicle body, the second energy-absorbing part 62111 is located in front of the second reinforcing part 62112.

[0419] This application does not limit the specific shape of the second energy-absorbing part 62111. For example, the outer contour of the second energy-absorbing part 62111 facing forward can be a straight line or a curve, or it can be a straight line in one part and a curve in the other.

[0420] In some embodiments, along the front-rear direction of the vehicle body, the second energy-absorbing part 62111 is closer to the front side of the vehicle body than the first reinforcing pillar 5 and / or the sill beam assembly 104, so that in the event of a collision, the second energy-absorbing part 62111 can first absorb a portion of the collision load and then transfer the collision load to the first reinforcing pillar 5 and / or the sill beam assembly 104.

[0421] In some embodiments, such as Figure 7 , Figure 8 and Figure 11 As shown, the thickness W5 of the second energy-absorbing part 62111 is less than the thickness W6 of the second reinforcing part 62112. Furthermore, when the thicknesses of the second reinforcing parts 62112 differ, the thickness of the second energy-absorbing part 62111 is less than the minimum thickness of the lower connector body 621 of the second reinforcing part 62112, so as to... Figure 8 The thickness of the lower connector body 621 of the second energy-absorbing part 62111 and the thickness of the lower connector body 621 of the second reinforcing part 62112 both refer to the thickness of the plate.

[0422] Since the lower joint body 621 includes a second energy-absorbing part 62111, when a collision occurs, the second energy-absorbing part 62111 can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing column 5 and / or the sill beam assembly 104, thus reducing the deformation of the first reinforcing column 5 and / or the sill beam assembly 104 and improving the deformation resistance of the frame beam body. Since the thickness of the lower joint body 621 of the second energy-absorbing part 62111 is less than the thickness of the lower joint body 621 of the second reinforcing part 62112, the lower joint body 621 of the second energy-absorbing part 62111 can deform and absorb the load more quickly during a collision, thereby reducing the force transmitted to the second reinforcing part 62112. Furthermore, it can enhance the load-bearing capacity of the lower joint body 621 of the second reinforcing part 62112. When subjected to external loads, the second reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0423] In some embodiments, such as Figure 8 and Figure 11 As shown, the thickness W5 of the lower connector body 621 of the second energy-absorbing part 62111 is in the range of 2mm to 3mm, and the thickness W6 of the lower connector body 621 of the second reinforcing part 62112 is in the range of 3mm to 5mm.

[0424] The thickness of the lower connector body 621 of the second energy-absorbing part 62111 and the thickness of the lower connector body 621 of the second reinforcing part 62112 are both within a reasonable range. This allows the second energy-absorbing part 62111 to better absorb the load, and the second reinforcing part 62112 to better resist deformation and transmit the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0425] In some embodiments, such as Figure 8 As shown, the wall thickness of the third reinforcing rib 623 located in the second energy-absorbing part 62111 is less than the wall thickness of the third reinforcing rib 623 located in the second reinforcing part 62112.

[0426] It should be noted that the wall thickness of the third reinforcing rib 623 refers to the thickness perpendicular to the extension direction of the third reinforcing rib 623 and parallel to the plane of the paper (see [reference]). Figure 8 ).

[0427] This allows the second energy-absorbing part 62111 to deform and absorb the load more quickly during a collision, thereby reducing the force transmitted to the second reinforcing part 62112; it also enhances the load-bearing capacity of the second reinforcing part 62112. When subjected to external loads, the second reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0428] In some embodiments, such as Figure 8 As shown, the wall thickness of the third reinforcing rib 623 located in the second energy-absorbing part 62111 is in the range of 2mm to 3mm, and the wall thickness of the third reinforcing rib 623 located in the second reinforcing part 62112 is in the range of 3mm to 4mm.

[0429] The wall thicknesses of the third reinforcing rib 623 located in the second energy-absorbing part 62111 and the third reinforcing rib 623 located in the second reinforcing part 62112 are both within a reasonable range. This allows the second energy-absorbing part 62111 to better absorb loads, and the second reinforcing part 62112 to better resist deformation and transfer loads. It also saves materials, helps reduce vehicle weight, and improves the vehicle's range. In some embodiments, such as... Figure 8 As shown, the first reinforcing pillar connecting portion 6211 includes a second energy-absorbing portion 62111 and a second reinforcing portion 62112 connected along the front-rear direction of the vehicle body. Along the front-rear direction, the second energy-absorbing portion 62111 is positioned further forward than the second reinforcing portion 62112. The first reinforcing pillar 5 is connected to the second reinforcing portion 62112. The thickness of the lower connector body 621 of the second energy-absorbing portion 62111 is less than the thickness of the lower connector body 621 of the second reinforcing portion 62112. The wall thickness of the second reinforcing rib 622 located in the second energy-absorbing portion 62111 is less than the wall thickness of the second reinforcing rib 622 located in the second reinforcing portion 62112.

[0430] This enables the second energy-absorbing part 62111 to deform and absorb the load more quickly during a collision, thereby reducing the load transmitted to the second reinforcing part 62112; and it can also improve the load-bearing capacity of the second reinforcing part 62112. When subjected to external loads, the second reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0431] In some embodiments, such as Figure 8 As shown, multiple fourth reinforcing ribs 62121 are formed in the sill beam connection part 6212, and the multiple fourth reinforcing ribs 62121 are arranged in a cross pattern.

[0432] In some embodiments, such as Figure 8As shown, a fourth reinforcing rib 62121 is arranged in the sill beam connection portion 6212. The fourth reinforcing rib 62121 can be arranged in the entire area around the sill beam assembly portion, or in a partial area around the sill beam assembly portion.

[0433] This strengthens the sill beam connection 6212 and improves the reliability of the connection between the lower connector 62 and the sill beam assembly 104.

[0434] In some embodiments, such as Figure 8 As shown, along the front-rear direction of the vehicle body, a portion of the second energy-absorbing part 62111 protrudes forward relative to the sill beam connection part 6212.

[0435] Alternatively, along the front-rear direction of the vehicle body, a portion of the second energy-absorbing part 62111 may protrude forward relative to the sill beam connection part 6212, or the entire second energy-absorbing part 62111 may protrude forward relative to the sill beam connection part 6212.

[0436] Therefore, when a collision occurs, the second energy-absorbing part 62111 can absorb a portion of the load, thereby reducing the load transmitted to the sill beam assembly 104, thereby reducing the deformation of the first reinforcing column 5 and / or the sill beam assembly 104, and improving the deformation resistance of the frame beam body 1.

[0437] In a specific scenario, when a small offset frontal collision occurs, the wheel 40 collides with the second energy-absorbing part 62111. As the second energy-absorbing part 62111 undergoes local deformation, the wheel 40 exhibits an upward tendency. Therefore, compared with the sill beam connection part 6212, the second energy-absorbing part 62111 is more likely to deform or deforms to a greater extent.

[0438] In some embodiments, such as Figures 5 to 8 As shown, the upper connector 61 is installed on the upper part of the first reinforcing column 5, and the lower connector 62 is installed on the lower part of the first reinforcing column 5. The upper connector 61 is a one-piece piece made of aluminum alloy, and / or, the upper connector 61 is a die-cast part made of aluminum alloy; the lower connector 62 is a one-piece piece made of aluminum alloy, and / or, the lower connector 62 is a die-cast part made of aluminum alloy.

[0439] In some embodiments, the upper connector 61 can be a one-piece piece made of aluminum alloy, or a one-piece piece formed by die casting, or of course, other suitable manufacturing methods.

[0440] In some embodiments, the lower connector 62 can be a one-piece piece made of aluminum alloy, which can be a one-piece piece formed by die casting, or of course, other suitable manufacturing methods.

[0441] The use of aluminum alloy for the upper connector 61 and / or lower connector 62 improves their corrosion resistance, reduces vehicle weight, and enhances the vehicle's lightweight design. The integrated design of the upper connector 61 and / or lower connector 62 reduces the number of parts, improving structural rigidity and durability. The die-casting of the upper connector 61 and / or lower connector 62 improves vehicle production efficiency and shortens the vehicle production cycle.

[0442] In some embodiments, the aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy.

[0443] This can improve the mechanical properties of the vehicle, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0444] In some embodiments, the aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

[0445] Further reducing the grain size of the aluminum alloy makes its microstructure more uniform and dense, thereby further reducing casting defects. Moreover, the overall toughness and plasticity of the upper joint 61 and lower joint 62 are improved, which is beneficial for absorbing impact and is less prone to breakage; compared with steel joints, it can reduce weight, which is beneficial for the lightweighting of the body frame 10.

[0446] In some embodiments, such as Figure 15 and Figure 16 As shown, the vehicle frame 10 also includes an upper connector 61 and a body cover serving as a door. The upper connector 61 is mounted on the upper part of the first reinforcing pillar. The body cover includes: a cover body for covering at least a portion of the vehicle frame 10; and a tubular reinforcing structure 21 connected to the cover body. The tubular reinforcing structure 21 has a front end 211 and a rear end 212. Along the longitudinal direction X of the vehicle body, the front end 211 is located in front of the rear end 212. When the body cover covers the vehicle frame, in the same projection plane perpendicular to the longitudinal direction X of the vehicle body, the projection of the upper connector 61 at least partially overlaps with the projection of at least one of the front end 211 and the rear end 212.

[0447] Along the front-to-back direction of the vehicle body, X, such as Figure 16 As shown, the two opposite ends of the tubular reinforcing structure 21 are the front end 211 and the rear end 212, and the front end 211 is closer to the front side of the vehicle body than the rear end 212.

[0448] The body panel includes side doors 113. In some embodiments, the body panel includes four side doors 113; however, it may also include two side doors 113. Figure 15 , Figure 16In the embodiment shown, the front side door 113 is used as an example for explanation.

[0449] In some embodiments, such as Figure 1 , Figure 15 and Figure 16 As shown, when the first reinforcing pillar 5 is at least a part of the front pillar assembly 1011 (also referred to as the "A-pillar assembly"), and the body panel (e.g., the front side door) covers the body frame, the upper connector 61 can be located on the front side of the tubular reinforcing structure 21, with the rear end of the upper connector 61 opposite to the front end 211 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 and the projection of the upper connector 61 at least partially overlap. Furthermore, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 can be located within the range of the projection of the upper connector 61. Therefore, when the front of the vehicle body is hit by a collision, the upper connector 61 can transfer the collision load to the tubular reinforcing structure 21. Thus, the first reinforcing pillar 5 and the tubular reinforcing structure 21 can jointly resist and disperse the collision load, reduce the load acting on the first reinforcing pillar assembly, reduce the risk of large deformation of the pillar, and reduce the probability of the first reinforcing pillar assembly being crushed. This can reduce the amount of intrusion into the vehicle interior space by the first reinforcing pillar assembly and the area around the upper connector, improve the deformation resistance of the vehicle body frame, and thus improve the structural rigidity of the vehicle body frame.

[0450] In some embodiments, when the first reinforcing pillar 5 is at least part of the rear pillar assembly 1013 (also referred to as the "C-pillar assembly"), with the body panel covering the body frame, the upper connector 61 can be located on the rear side of the tubular reinforcing structure 21, with the front end of the upper connector 61 facing the rear end 212 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the rear end 212 and the projection of the upper connector 61 at least partially overlap. Furthermore, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the rear end 212 can be located within the range of the projection of the upper connector 61. Thus, when the rear side of the vehicle body is hit by a collision, the upper connector 61 can transfer the collision load to the tubular reinforcing structure 21, thereby enabling the first reinforcing pillar 5 and the tubular reinforcing structure 21 to jointly resist and disperse the collision load.

[0451] In some embodiments, when the first reinforcing pillar 5 is at least a portion of the central pillar assembly 1012 (also referred to as the "B-pillar assembly"), in the state where the body panel covers the body frame, the upper connector 61 may be located at the front side of the tubular reinforcing structure 21, with the rear end of the upper connector 61 facing the front end 211 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 and the projection of the upper connector 61 at least partially overlap. Further, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 may be located within the range of the projection of the upper connector 61. Alternatively, the upper connector 61 may be located at the rear side of the tubular reinforcing structure 21, with the front end of the upper connector 61 facing the rear end 212 of the tubular reinforcing structure 21. In the same projection plane in the front-rear direction of the vehicle body, the projection of the rear end 212 and the projection of the upper connector 61 at least partially overlap. Furthermore, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the rear end 212 can be located within the range of the projection of the upper connector 61. Alternatively, the tubular reinforcing structure 21 can be provided with upper connectors 61 on both the front and rear sides. The front end 211 of the tubular reinforcing structure 21 is opposite to the rear end of the upper connector 61 located on its front side, and the rear end 212 of the tubular reinforcing structure 21 is opposite to the front end of the upper connector 61 located on its rear side. Thus, when the front or rear side of the vehicle body is hit by a collision, the upper connector 61 can transfer the collision load to the tubular reinforcing structure 21. Thus, the first reinforcing column 5 and the tubular reinforcing structure 21 can jointly resist and disperse the collision load.

[0452] In some embodiments, such as Figure 16 As shown, the tubular reinforcing structure 21 can be a tube or a combination of a tube and reinforcing ribs. The tubular reinforcing structure can be a tube with a closed cross-section.

[0453] Therefore, when the body panel covers the body frame 10, when the front and / or rear sides of the vehicle are involved in a collision, the upper connector 61 can transfer the collision load to the tubular reinforcing structure 21. Thus, the first reinforcing pillar 5 and the tubular reinforcing structure 21 can jointly resist and transfer the dispersed collision load, thereby reducing the collision load borne by the first reinforcing pillar 5 and the upper connector 61. This reduces the degree of deformation of the first reinforcing pillar 5 and the upper connector 61 during the collision, thereby reducing the risk of large deformation of the pillar. This improves the deformation resistance of the body frame, thereby improving the structural rigidity of the body frame. It also reduces the intrusion of the first reinforcing pillar and the area around the upper connector into the vehicle interior space. Moreover, it can meet or even improve the performance of the vehicle in a 25% offset collision.

[0454] In some embodiments, the tubular reinforcing structure 21 is configured as a tube with a closed cross-section and a reinforcing member embedded within the tube.

[0455] In some embodiments, the tubular reinforcing structure 21 is configured as a tube with a closed cross-section. The tube is formed with a quadrilateral closed cross-section, the dimension of which is in the range of 38 mm to 42 mm along a first direction and in the range of 26 mm to 28 mm along a second direction, wherein the first direction is consistent with the extension direction of the long side of the quadrilateral and the second direction is consistent with the extension direction of the short side of the quadrilateral.

[0456] In some embodiments, the tubular reinforcing structure 21 is configured as a fiber-reinforced thermoplastic composite pultruded tube.

[0457] In some embodiments, the fiber-reinforced thermoplastic composite material comprises glass fiber and a thermoplastic resin matrix, wherein the glass fiber comprises 60 parts by weight or more and 80 parts by weight or less.

[0458] In some embodiments, the weight percentage of glass fiber is greater than 68 and less than 75.

[0459] In some embodiments, the glass fiber includes magnesium aluminosilicate glass fiber, and the thermoplastic resin matrix includes a polypropylene resin matrix.

[0460] In some embodiments, the reinforcing member includes at least one first reinforcing rib, which is connected to the inner wall of the tube and extends along the extension direction of the tubular reinforcing structure.

[0461] In some embodiments, in a cross-section perpendicular to the extension direction of the tube, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube.

[0462] In some embodiments, the number of first reinforcing ribs is multiple, and at least a portion of the multiple first reinforcing ribs are arranged in an intersecting manner.

[0463] In some embodiments, the tubular reinforcing structure is configured as an aluminum alloy pultruded tube with a wall thickness ranging from 3 mm to 5 mm; and / or the thickness of the first reinforcing rib is ranging from 2 mm to 3 mm.

[0464] Therefore, when the body panels cover the body frame, when the front and / or rear sides of the vehicle are involved in a collision, the upper joint can transfer the collision load to the tubular reinforcement structure. Thus, the first reinforcing pillar and the tubular reinforcement structure can jointly resist and transfer the dispersed collision load, reducing the load acting on the first reinforcing pillar. This reduces the collision load borne by the first reinforcing pillar and the upper joint, thereby reducing the degree of deformation of the first reinforcing pillar and the upper joint during the collision, thus reducing the risk of large deformation of the pillar. This improves the deformation resistance of the body frame, thereby improving the structural stiffness of the body frame, and further reducing the intrusion of the area around the first reinforcing pillar and the upper joint into the vehicle interior space. Moreover, it can meet or even improve the performance of the vehicle in a 25% offset collision.

[0465] In some embodiments, such as Figure 1 and Figure 16 As shown, the vehicle frame also includes at least one metal connection structure 137, which is disposed on the center pillar assembly 1012 or the rear pillar assembly 1013. The at least one metal connection structure 137 is used to connect at least one of the door hinge, door lock, and door opening limiter. When the body panel covers the vehicle frame, one of the front end 211 and the rear end 212 of the tubular reinforcing structure 21 faces the upper connector 61, and the other faces the metal connection structure 137.

[0466] The metal connection structure 137 has high strength and rigidity. Since the body panel covers the body frame, one of the front end 211 and the rear end 212 of the tubular reinforcing structure 21 faces the upper connector 61 and the other faces the metal connection structure 137. Therefore, when the body is hit by a collision, the tubular reinforcing structure 21 can transfer the collision load to the center pillar assembly 1012 or the rear pillar assembly 1013 through the metal connection structure 137. This not only improves the ability to resist collision loads, but also reduces the probability of deformation or even damage to the structure of the center pillar assembly 1012 or the rear pillar assembly 1013 opposite to the tubular reinforcing structure 21 due to excessive load on the tubular reinforcing structure 21. This is more conducive to the first reinforcing pillar assembly and the second reinforcing pillar assembly jointly resisting and dispersing the collision load.

[0467] In some embodiments, such as Figure 5 , Figure 10 and Figure 16 As shown, the upper connector 61 has a first limiting portion 615. When the body panel covers the body frame, one of the front end portion 211 and the rear end portion 212 of the tubular reinforcing structure 21 faces the first limiting portion 615. In the same projection plane perpendicular to the front-rear direction of the body, the projections of the first limiting portion 615, the front end portion 211, and the rear end portion 212 overlap at least partially with each other.

[0468] In some embodiments, such as Figure 16As shown, with the body panel covering the body frame, along the front-rear direction of the body, the first limiting part 615 is located on the side of the upper connector 61 near the tubular reinforcing structure 21. The first limiting part 615 is used to strengthen the strength and rigidity of the area of ​​the upper connector 61 opposite to the tubular reinforcing structure 21, and improve the deformation resistance of the area of ​​the upper connector 61 opposite to the tubular reinforcing structure 21. This allows the load on the upper connector 61 to be transferred to the tubular reinforcing structure 21 more efficiently. Moreover, the first limiting part 615 can be used to limit the relative position of the upper connector 61 and the tubular reinforcing structure 21, reducing the probability that the tubular reinforcing structure 21 will move to other positions in the upper connector 61 during a collision. Furthermore, during a collision, the tubular reinforcing structure 21 can move more efficiently toward the upper connector 61 along the front-rear direction X of the body, and more efficiently transfer the load between the pillars.

[0469] In some embodiments, such as Figure 16 As shown, in the state where the body panel covers the body frame, in the same projection plane perpendicular to the front and rear directions of the body, the projection of the first limiting part 615 overlaps at least partially with the projection of the front end 211 and the projection of the rear end 212; in the state where the body panel covers the body frame.

[0470] In some embodiments, the first limiting portion 615 includes a first annular limiting rib, and / or the second limiting portion 1371 includes a second annular limiting rib.

[0471] In some embodiments, such as Figure 16 As shown, the first limiting part 615 further includes a first annular limiting rib and a first strip-shaped limiting rib. The first annular limiting rib surrounds the first strip-shaped limiting rib, and at least one end of the first strip-shaped limiting rib is connected to the first annular limiting rib. And / or, the second limiting part 1371 further includes a second annular limiting rib and a second strip-shaped limiting rib. The second annular limiting rib surrounds the second strip-shaped limiting rib, and at least one end of the second strip-shaped limiting rib is connected to the second annular limiting rib.

[0472] In some embodiments, such as Figure 16 As shown, the tubular reinforcing structure 21 extends at an angle θ between 0 and 5 degrees with a horizontal line extending in the front-rear direction of the vehicle body.

[0473] Therefore, when the body panel covers the body frame, the strength and stiffness of the area opposite the tubular reinforcement structure in the upper joint can be improved along the front-rear direction of the body, and the probability of the tubular reinforcement structure moving to other positions in the upper joint during a collision can be reduced. During a collision, the tubular reinforcement structure can better transfer the load to the upper joint along the front-rear direction of the body, and even if the tubular reinforcement structure is displaced, it is not easy to intrude into the interior space of the vehicle.

[0474] In some embodiments, such as Figure 4 and Figure 5 As shown, the upper connector 61 includes an upper connector body 611, which includes a first energy-absorbing part 6111 and a first reinforcing part 6112 connected together. Along the front-rear direction of the vehicle body, the first energy-absorbing part 6111 is forward of the first reinforcing part 6112, and the first limiting part 615 is provided on the first reinforcing part 6112.

[0475] In some embodiments, along the front-rear direction of the vehicle body, the first energy-absorbing part 6111 is positioned further forward than the first reinforcing part 6112, and when the vehicle body cover 11 covers the vehicle body frame 10, the front end portion 211 of the tubular reinforcing structure faces the first reinforcing part 6112.

[0476] In some embodiments, along the front-rear direction of the vehicle body, the first limiting part 615 is disposed on the side of the upper connector body 611 near the tubular reinforcing structure 21, and the upper door hinge 91 is in contact with the side of the upper connector body 611 near the outer side of the vehicle body along the inward and outward direction of the vehicle body.

[0477] Since the upper connector body 611 includes a first energy-absorbing part 6111, when a collision occurs, the first energy-absorbing part 6111 can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing pillar 5 and the tubular reinforcing structure 21. Moreover, since the front end 211 of the tubular reinforcing structure 21 faces the first reinforcing part 6112 when the body panel covers the body frame, a portion of the load can be transmitted to the tubular reinforcing structure when a collision occurs. Furthermore, the first reinforcing part 6112 is not easily deformed and can efficiently transmit the collision load to the tubular reinforcing structure. Thus, the tubular reinforcing structure can more efficiently disperse the collision load acting on the first reinforcing pillar and the upper connector, reduce the deformation of the body pillar and the area around the connector, and reduce the amount of intrusion into the body space.

[0478] In some embodiments, the tubular reinforcing structure 21 is configured as a tube with a closed cross-section.

[0479] A tube with a closed cross-section can effectively resist collisions from the side of the vehicle body and can efficiently transfer loads along the extension direction of the tube. It also has high strength and rigidity, good bending resistance, and thus can efficiently transfer collision loads while having a small amount of crush deformation.

[0480] The material of the main frame beam 1 is described in detail below. In some embodiments, such as Figure 4 As shown, the main body of the frame beam 1 is a continuous fiber composite board.

[0481] Since the frame beam body 1 is made of continuous fiber composite board, the strength of the frame beam body 1 can be improved, and the lightweighting of the frame beam body 1 can also be improved, thereby improving the vehicle's strength while also improving its lightweighting.

[0482] In some embodiments, the frame beam body 1 includes a multilayer 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.

[0483] Composite materials formed using 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 frame beam body 1.

[0484] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers. Organic fibers have high strength, good elasticity, and flexibility. Inorganic fibers have high strength and modulus. The use of one or more combinations of organic and inorganic fibers in combination with thermoplastic resins helps to improve the strength of the single-layer fiber composite layer.

[0485] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0486] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0487] 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.

[0488] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0489] 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 1.

[0490] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0491] In some embodiments, the continuous fiber is a continuous glass fiber or a continuous carbon fiber.

[0492] Glass fiber reinforced composites have low density, high strength, good corrosion resistance, and design flexibility, thus extending the service life of the main frame beam 1, thereby extending the vehicle's service life, and further improving the vehicle's structural strength and stiffness, enhancing its lightweight design. Continuous carbon fiber possesses advantages such as high strength, high modulus, lightweight, high temperature resistance, impact resistance, and fatigue resistance, thus extending the service life of the main frame beam 1, thereby extending the vehicle's service life, and further improving the vehicle's structural strength and stiffness, enhancing its lightweight design.

[0493] In some embodiments, the continuous fiber is a continuous glass fiber, the continuous fiber is 60 to 80 parts by weight, and the thermoplastic resin matrix is ​​20 to 40 parts by weight.

[0494] Optionally, the weight percentage of continuous fibers can be 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79 or 80, or other values ​​within the above range.

[0495] Optionally, the weight parts of the thermoplastic resin matrix can be 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39 or 40, or other values ​​within the above range.

[0496] The sum of the weight parts of the continuous fiber and the weight parts of the thermoplastic resin matrix is ​​100. For example, the weight parts of the continuous fiber can be 75 or 70, and the weight parts of the thermoplastic resin matrix can be 25 or 30.

[0497] The composite material formed by continuous glass fiber and thermoplastic resin matrix combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of thermoplastic resin. It helps to improve the elastic modulus, tensile strength and elongation at break of the frame beam body. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding and compression molding.

[0498] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations where the continuous fiber content is too high or the resin matrix content is too low, resulting in exposed continuous fibers. Conversely, it is also possible to avoid situations where the composite material strength is insufficient due to excessively low continuous fiber content or excessively high resin matrix content. This achieves a relatively balanced state between the continuous fiber and thermoplastic resin matrix content, making the composite material suitable for manufacturing the main frame beam of a vehicle. Adding additives can improve the processing properties of both the continuous fibers and the thermoplastic resin matrix, thus contributing to the enhancement of the final performance of the composite material.

[0499] In some embodiments, the continuous fiber composite material further includes additives.

[0500] Additives are used to improve the performance and processability of the composite material of the frame beam body 1, thereby enhancing the performance of the frame beam body 1. It should be noted that additives are used to improve and optimize the performance of composite materials; in this embodiment, the additives are specifically used to improve the performance of the frame beam body 1. Additives may include any one or a mixture of any combination of compatibilizers, antioxidants, and flame retardants. Compatibilizers are used to improve the interfacial bonding performance between the resin matrix and long glass fibers, improving the mechanical properties of the composite material; for example, they may be maleic anhydride grafted compatibilizers. Antioxidants can prevent or delay the oxidative degradation of materials, reducing the possibility of degradation due to high-temperature oxidation during processing and extending the service life of the composite material; for example, they may be hindered amine antioxidants, phosphite antioxidants, etc. Flame retardants are used to improve the flame retardant properties of the composite material; for example, they may be halogenated flame retardants.

[0501] In some embodiments, the adjuvant includes 1-5 parts by weight of a compatibilizer and 0.2-0.6 parts by weight of an antioxidant.

[0502] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0503] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, while antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0504] Optionally, the compatibilizer may be expressed in parts by weight of 1, 1.2, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, 2.9, 3.0, 3.5, 4.0, 4.5, 4.7 or 5, or other values ​​within the above range.

[0505] Optionally, the antioxidant can be in parts by weight of 0.2, 0.3, 0.4, 0.5 or 0.6, or other values ​​within the above range.

[0506] The antioxidant comprises 0.1–0.3 parts by weight of a primary antioxidant and 0.1–0.3 parts by weight of a secondary antioxidant. The primary antioxidant captures and terminates free radical chain reactions, thereby preventing oxidation. The secondary antioxidant decomposes already formed peroxides, preventing them from generating more free radicals, thus further inhibiting oxidation.

[0507] 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.

[0508] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of a 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. Exemplarily, the lubricant includes white oil.

[0509] 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.

[0510] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0511] In some embodiments, the water absorption rate of each layer of continuous fiber composite material is not higher than 0.3%.

[0512] Optionally, the water absorption rate of each layer of continuous fiber composite material can be 0.05%, 0.1%, 0.15%, 0.2%, 0.25%, or 0.3%, etc.

[0513] By controlling the water absorption rate of the single-layer fiber composite material layer within this range, the water absorption rate of the frame beam body 1 is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 1.

[0514] In some embodiments, the frame beam body 1 includes multiple layers of continuous fiber composite material, with the continuous fibers of each layer laid in a single direction and the laying angles of the continuous fibers of adjacent layers of continuous fiber composite material being different.

[0515] In some embodiments, the continuous fibers of each fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent fiber composite layers are different. This is because the layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material, and different layup angles of the continuous fibers in adjacent fiber composite layers help to optimize the performance of the composite material in different directions.

[0516] In some embodiments, in the outermost two layers of continuous fiber composite material on any side of the frame beam body 1 along the thickness direction, at least one layer of continuous fiber has a layup angle that is neither 0° nor 90°.

[0517] This is because a ply pattern that is neither 0° nor 90° can provide strength in multiple directions, and having at least one of the outermost two layers can effectively absorb and disperse loads, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 1.

[0518] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0519] For example, the main frame beam 1 includes a front pillar assembly 1011. The front pillar assembly extends roughly along the vertical direction of the vehicle frame 10, that is, the length extension direction of the front pillar assembly is roughly along the vertical direction of the vehicle frame 10, i.e., the direction of arrow Z. The width direction of the front pillar assembly 1011 is roughly along the front-rear direction of the vehicle frame 10, i.e., the direction of arrow X. For the continuous fiber composite material formed in the front pillar assembly 1011, the vertical direction of the vehicle frame 10 is the direction where the continuous fiber layup angle is 0°, and the front-rear direction of the vehicle frame 10 is the direction where the continuous fiber layup angle is 90°. The layup angle of the continuous fibers in the other fiber composite material layers is based on the direction where the 0° layup is located. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0520] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite material that is neither 0° nor 90° is 25° to 75°. Optionally, the layup angle of the continuous fibers in the continuous fiber composite material can be 25°, 26°, 27°, 28°, 29°, 35°, 40°, 45°, 50°, 55°, 60°, 65°, 70°, or 75°, or other values ​​within the above range.

[0521] When the layup angle of continuous fibers in composite materials ranges from 25° to 75°, it helps to enhance the multidirectional strength, shear strength and fatigue resistance of the composite materials.

[0522] In some embodiments, the sum of the number of layers of a continuous fiber composite material with a continuous fiber layup angle that is neither 0° nor 90° is 20% to 40% of the total number of layers of the continuous fiber composite material.

[0523] Optionally, the sum of the number of layers of a continuous fiber composite material with a continuous fiber layup angle that is neither 0° nor 90° can be 20%, 22%, 24%, 26%, 28%, 29%, 30%, 31%, 32%, 34%, 36%, 37%, 38%, 39%, or 40% of the total number of layers of the continuous fiber composite material, or other values ​​within the above range.

[0524] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, and thus ensuring the structural strength and stiffness of the frame beam 1 as much as possible.

[0525] In some embodiments, the thickness of the frame beam body 1 is not less than 1.2 mm; and / or the thickness of the single-layer continuous fiber composite material is in the range of 0.2 mm to 0.3 mm.

[0526] Optionally, the thickness of the frame beam body 1 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc., or other values ​​within the above range.

[0527] Optionally, the thickness of the single-layer fiber composite material layer can be 0.2mm, 0.23mm, 0.25mm, 0.27mm, 0.3mm, etc., or other values ​​within the above range.

[0528] By limiting the minimum thickness of the main frame beam 1, the structural strength and stiffness requirements are avoided from being too low. Similarly, limiting the thickness range of the single-layer fiber composite material layer serves two purposes: firstly, it prevents the single-layer fiber composite material from being too thin, resulting in insufficient structural strength and stiffness; secondly, it prevents the fiber composite material layer from being too thick, which could lead to an excessively thick main frame beam 1 when laying multiple layers of continuous fiber composite, thus affecting the overall aesthetics of the vehicle or interfering with the installation of other vehicle components.

[0529] In some embodiments, such as Figure 1 and Figure 4 As shown, the vehicle frame 10 includes a vehicle pillar assembly 101 and a vehicle beam assembly 2. The vehicle pillar assembly 101 includes at least one of a front pillar assembly 1011, a middle pillar assembly 1012 and a rear pillar assembly 1013. The frame beam body 1, the first reinforcing pillar 5, the upper door hinge 91 and the lower door hinge 92 together form at least a part of the vehicle pillar assembly 101. The vehicle beam assembly 2 includes a crossbeam assembly 102 and a door sill beam assembly 104.

[0530] Therefore, it can improve the strength and rigidity of the vehicle body frame, thereby increasing the vertical rigidity of the doors.

[0531] In some embodiments, such as Figures 1 to 4 As shown, the crossbeam assembly 102 includes at least the front roof crossbeam assembly 1021, the frame beam body 1, the first reinforcing column 5, the upper door hinge 91, and the lower door hinge 92 together to form the front pillar assembly 1011, which is connected between the front roof crossbeam assembly 1021 and the door sill beam assembly 104.

[0532] In some embodiments, the vehicle body beam assembly 2 further includes a front wheel arch side reinforcing beam assembly 105, which is located in front of the upper connector 61 and connected to the first energy-absorbing portion 6111 of the upper connector 61 (see [link to previous embodiment]). Figure 1 and Figure 9 The first energy-absorbing part 6111 is used to absorb the collision load from the front wheel arch side reinforcement beam assembly 105.

[0533] This can improve the vertical stiffness of the front door and the stiffness of the front pillar assembly, which helps to reduce the deformation of the body frame in the event of an offset collision.

[0534] In some embodiments, the lower connector 62 is connected to the sill beam assembly 104 by a plurality of bolts. Specifically, the sill beam connection portion 6212 of the lower connector 62 is connected to the sill beam assembly 104 by one or more bolts.

[0535] The lower connector 62 and the sill beam assembly 104 can also be connected using other connectors. Alternatively, the sill beam connecting portion 6212 of the lower connector 62 can form a plug groove, and the sill beam assembly 104 can be connected to the lower connector 62 by bolts or the like.

[0536] The first reinforcing pillar 5 is connected to the outer sill beam located on the outer side of the vehicle body in the sill beam assembly by bolts; the first reinforcing pillar 5 is connected to the front wheel arch side reinforcing beam assembly 105 by a connecting plate, and the first reinforcing pillar 5 provides support for the front wheel arch side reinforcing beam assembly 105 through the connecting plate; the outer sill beam is connected to the inner sill beam located on the inner side of the vehicle body in the sill beam assembly by bolts; the frame beam body 1 is fixed to the load-bearing structure of the A-pillar assembly by bolts. Thus, when the front side of the vehicle body is subjected to a collision (e.g., a 25% offset collision), part of the load acting on the front wheel arch side reinforcing beam assembly 105 can be absorbed by the first energy-absorbing part 6111, and the other part of the load can be transferred to the roof front crossbeam assembly 1021 and the sill beam connection part 6212 through the upper connector 61. The front wheel arch side reinforcing beam assembly 105, the front pillar assembly 1011, the roof front crossbeam assembly 1021 and the sill beam assembly 104 jointly resist the load generated by the collision, thereby reducing the degree of vehicle deformation and reducing the intrusion of the front pillar assembly 1011 into the passenger compartment 20.

[0537] In some embodiments, such as Figure 1 and Figure 4 As shown, the first reinforcing post connecting part 6211 of the lower connector 62 is bolted to the first reinforcing post 5, and the sill beam connecting part 6212 of the lower connector 62 is bolted to the sill beam assembly 104. The upper connector 61 and the lower connector 62 are also used to connect to the door hinge (not shown).

[0538] In some embodiments, the vehicle frame also includes an interior trim mounting structure (not shown), which is used to mount an interior trim panel for at least covering the recessed area of ​​the frame beam body 1 from the inside of the vehicle.

[0539] It should be noted that vehicle body interior and exterior trim refers to various decorative and functional components inside or outside the vehicle, such as seat belt accessories, door hinges, door opening limiters, interior trim panels, and curtain airbags. Understandably, depending on the location of the vehicle body frame, the specific interior or exterior trim mounting structures (not shown) formed on the main frame beam 1 and / or the second reinforcing pillar and / or the first reinforcing pillar 5 may differ. For example, seat belt accessories may be installed on the B-pillar assembly (e.g.,...). Figure 1 The shown column assembly 1012), C-pillar assembly (e.g.) Figure 1 The rear pillar assembly 1013 shown is used, while the door hinges are mounted on the A-pillar assembly (e.g., Figure 1 The front pillar assembly 1011 and the B-pillar assembly (e.g.) are shown. Figure 1The shown column assembly 1012, etc.

[0540] Interior trim panels can be used to cover the opening of recess 13, thereby minimizing the direct exposure of the interior and exterior trim installation structures to the driver / passengers and enhancing the vehicle's aesthetics.

[0541] In some embodiments, such as Figure 1 As shown, the vehicle 1000 also includes a chassis 30, and a body frame 10 is mounted on the chassis 30 to form a passenger compartment 20. The body frame includes a body pillar assembly 101 and a body beam assembly 2. The frame beam body 1, the first reinforcing pillar 5, the upper door hinge 91, and the lower door hinge 92 together form at least a portion of the body pillar assembly 101. This improves the vertical stiffness of the door.

[0542] like Figure 1 and Figure 3 As shown, the vehicle 1000 also includes a battery unit, which is mounted on the chassis 30.

[0543] This improves the utilization of space under the vehicle, avoiding encroachment on the passenger compartment and trunk space, thus providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury from a collision. Additionally, centralized mounting of the battery pack on the chassis facilitates maintenance and replacement, reducing the complexity of routine maintenance.

[0544] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment 20.

[0545] This reduces vehicle redundancy, thereby lightening the overall weight. It also increases the packaging space for the battery module, optimizes the vehicle's internal layout, and improves space utilization.

[0546] In some embodiments, such as Figure 1 As shown, the body frame is detachably connected to the top of the chassis 30.

[0547] This reduces the number of components and the overall vehicle weight, thereby increasing the vehicle's range by 1,000 km. Furthermore, this structure simplifies the assembly process and facilitates specialized collaboration.

[0548] The following describes a specific embodiment.

[0549] like Figures 4 to 14As shown, the vehicle body frame includes a frame beam body 1, an upper connector 61, a lower connector 62, a first reinforcing column 5, an upper door hinge 91, and a lower door hinge 92. The first reinforcing column 5 is filled on the first side of the frame beam body 1. The upper connector 61 and the lower connector 62 are respectively connected to the two ends of the first reinforcing column 5 along its length. The frame beam body 1 is made of a glass fiber reinforced composite material containing 70 parts by weight of glass fiber and polypropylene. The upper connector 61 and the lower connector 62 are made of aluminum alloy, which includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy; the first reinforcing column 5 is an integral aluminum pultrusion structure, which includes a pultruded tube formed of 6082-T6 aluminum alloy.

[0550] The upper hinge 91 of the car door is connected to the upper connector 61 and the first reinforcing column 5 via two fasteners, and the lower hinge 92 of the car door is connected to the lower connector 62 and the first reinforcing column 5 via two fasteners. These fasteners can be bolts. This improves the vertical stiffness of the car door, reduces the number of parts, avoids overly complex processes, reduces costs and increases efficiency, improves the vehicle's lightweight design, and shortens the vehicle manufacturing cycle. The following is a finite element analysis of this embodiment.

[0551] The vertical stiffness performance of the vehicle door was analyzed using the simulation software LS-DYNA. The components of the A-pillar assembly (front pillar assembly) were simulated using Shell elements and integrated into the whole vehicle finite element model. The simulation included a 15° door opening angle with a hand or arm on the door. A 1G gravitational field was applied to the door, and an 800N force was applied along the direction of gravity at the lock cylinder location. The maximum displacement at the lock cylinder location was recorded in both cases. The analysis results are as follows: The vertical stiffness of the door in this specific embodiment is significantly higher than that of a traditional door. The lock cylinder is used to control the locking and unlocking of the door.

[0552] The experimental results are as follows:

[0553] When a 1G gravitational field is applied along the direction of gravity, the maximum displacement of a conventional steel car body is 0.56mm; when a force of 800N is applied at the lock cylinder position along the direction of gravity, the maximum displacement of a conventional steel car body is 5.25mm; when the 800N force is unloaded, the maximum displacement of a conventional steel car body is 0.1mm. When a 1G gravitational field is applied along the direction of gravity, the maximum displacement of the car body of this application is 0.34mm, which is less than the target value of 1mm; when a force of 800N is applied at the lock cylinder position along the direction of gravity, the maximum displacement of the car body of this application is 2.81mm, which is less than the target value of 8mm; when the 800N force is unloaded, the maximum displacement of the car body of this application is 0.01mm, which is less than the target value of 0.5mm.

[0554] In summary, the vertical stiffness of the vehicle door of the body frame of this application is greater than that of the door of a traditional body frame (steel structure), indicating that the vertical stiffness performance of the vehicle door of the vehicle 1000 provided in this application embodiment has been improved.

[0555] 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. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of this application.

Claims

1. A vehicle, characterized in that, The vehicle includes a body frame, the body frame comprising: The frame beam body has a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body, and the frame beam body has a groove recessed towards the second side; The first reinforcing column at least partially fills the first side of the groove in the main body of the frame beam; The upper and lower hinges of the car door are connected to the upper and lower parts of the first reinforcing column, respectively, and are used to connect the car door to the vehicle body frame.

2. The vehicle according to claim 1, characterized in that, The vehicle frame also includes an upper connector and a lower connector. The upper connector is installed on the upper part of the first reinforcing column, and the lower connector is installed on the lower part of the first reinforcing column. The upper hinge of the car door is installed on the upper connector, and the lower hinge of the car door is installed on the lower connector.

3. The vehicle according to claim 2, characterized in that, The vehicle frame also includes a first fastener and a second fastener. Along the direction from the inside of the vehicle body to the outside of the vehicle body, the first fastener passes through the first reinforcing column, the upper connector, the frame beam body and connects to the door hinge in sequence, thereby connecting the first reinforcing column, the upper connector, the frame beam body and the door hinge together; Along the direction from the inside of the vehicle body to the outside of the vehicle body, the second fastener passes sequentially through the first reinforcing pillar, the lower connector, the frame beam body and connects to the lower door hinge, thereby connecting the first reinforcing pillar, the lower connector, the frame beam body and the lower door hinge together.

4. The vehicle according to any one of claims 1 to 3, characterized in that, The first reinforcing column is configured as a tube shell with a closed cross-section.

5. The vehicle according to any one of claims 1 to 3, characterized in that, The first reinforcing column is configured as a tube shell with a closed cross-section and a reinforcing component built into the tube shell.

6. The vehicle according to claim 5, characterized in that, The reinforcing component includes at least one first reinforcing rib, which is connected to the inner wall of the tube shell.

7. The vehicle according to claim 6, characterized in that, In a cross-section perpendicular to the extending direction of the tube shell, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube shell.

8. The vehicle according to claim 6 or 7, characterized in that, The number of the first reinforcing ribs is multiple, and at least a portion of the multiple first reinforcing ribs are arranged in an intersecting manner.

9. The vehicle according to any one of claims 6 to 8, characterized in that, The thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or The thickness of the tube wall is in the range of 3mm to 5mm.

10. The vehicle according to any one of claims 1 to 9, characterized in that, The first reinforcing column is formed as an integral aluminum pultruded structure.

11. The vehicle according to claim 10, characterized in that, The integrated aluminum pultruded structure comprises a pultruded tube formed of 6082-T6 aluminum alloy.

12. The vehicle according to any one of claims 1 to 8, characterized in that, The first reinforcing column is formed as a glass fiber reinforced composite pultruded tube.

13. The vehicle according to any one of claims 6 to 8, characterized in that, The first reinforcing column is formed as a glass fiber reinforced composite pultruded tube. The thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall of the shell is in the range of 6 mm to 10 mm.

14. The vehicle according to any one of claims 1 to 3, characterized in that, The first reinforcing column is configured to have a shell and a resin filling structure, wherein the resin filling structure is filled inside the shell.

15. The vehicle according to claim 14, characterized in that, The tube shell is a thermoplastic pultruded composite material tube, and the resin filling structure includes polyurea and / or polyurethane.

16. The vehicle according to claim 14 or 15, characterized in that, The wall thickness of the tube shell is in the range of 6 mm to 10 mm.

17. The vehicle according to claim 16, characterized in that, At least one second reinforcing rib is provided in the groove of the main body of the frame beam.

18. The vehicle according to claim 17, characterized in that, The number of the second reinforcing ribs is multiple; Multiple second reinforcing ribs are arranged in a cross pattern to form a mesh structure; and / or Multiple second reinforcing ribs are connected end to end to form a ring structure.

19. The vehicle according to claim 17 or 18, characterized in that, The second reinforcing rib is injection molded into the groove of the frame beam body.

20. The vehicle according to any one of claims 17 to 19, characterized in that, The first reinforcing post is connected to both the bottom wall and the side wall of the groove, and the second reinforcing rib forms a clearance groove for installing the first reinforcing post.

21. The vehicle according to any one of claims 1 to 16, characterized in that, The vehicle frame also includes an upper connector and a lower connector, the upper connector being installed on the upper part of the first reinforcing column, and the lower connector being installed on the lower part of the first reinforcing column. At least a portion of the upper connector is located in the groove; And / or, At least a portion of the lower connector is located in the groove.

22. The vehicle according to claim 21, characterized in that, The vehicle frame also includes an upper connector and a lower connector. The upper connector has a first insertion groove, which is at least partially located in the groove and the opening of the first insertion groove faces the inside of the vehicle body. The upper end of the first reinforcing column is inserted into the first insertion groove. And / or, The lower connector has a second insertion groove, which is at least partially located in the groove and the opening of the second insertion groove faces the inside of the vehicle body. The lower end of the first reinforcing post is inserted into the second insertion groove.

23. The vehicle according to claim 22, characterized in that, The groove includes a bottom wall and a side wall connected to the bottom wall. Projecting along the front-rear direction of the vehicle body, within the same projection plane, the projections of the first reinforcing column, the upper connector, and the side wall overlap with each other. And / or, Projecting along the front-to-back direction of the vehicle body, within the same projection plane, the projections of the first reinforcing column, the lower connector, and the sidewall overlap with each other.

24. The vehicle according to claim 3, characterized in that, The vehicle body frame includes a first fastening assembly and a second fastening assembly. The first fastening assembly includes a first sleeve and a first fastener. The first sleeve passes through the tube shell of the first reinforcing column along the inward and outward direction of the vehicle body, and the first fastener passes through the first sleeve. The second fastening assembly includes a second sleeve and a second fastener. The second sleeve passes through the casing of the first reinforcing column along the inward and outward directions of the vehicle body, and the second fastener passes through the second sleeve.

25. The vehicle according to claim 24, characterized in that, The first sleeve includes a first cylindrical body extending along the direction of the vehicle body inside and outside and a first flange connected to the end of the first cylindrical body. The first cylindrical body is located inside the first reinforcing post, and the first flange is located outside the first reinforcing post and abuts against the tube shell of the first reinforcing post. The second sleeve includes a second cylindrical body extending along the inward and outward directions of the vehicle body and a second flange connected to the end of the second cylindrical body. The second cylindrical body is located inside the first reinforcing post, and the second flange is located outside the first reinforcing post and abuts against the shell of the first reinforcing post.

26. The vehicle according to any one of claims 3, 24, and 25, characterized in that, The main body of the frame beam has a first clearance hole, through which the upper hinge of the door and the upper connector contact each other; and / or, The main body of the frame beam has a second clearance hole, and the lower hinge of the door and the lower connector contact each other through the second clearance hole.

27. The vehicle according to claim 26, characterized in that, The upper connector has a first protrusion extending from the inside of the vehicle body toward the outside of the vehicle body, the first protrusion extending into the first clearance hole and contacting the upper hinge of the door; and / or The lower connector has a second protrusion that protrudes from the inside of the vehicle body toward the outside of the vehicle body. The second protrusion extends into the second clearance hole and contacts the lower hinge of the door.

28. The vehicle according to any one of claims 3, 24 to 27, characterized in that, The vehicle body frame also includes a third fastener for securing the upper door hinge to the upper connector, and / or, The vehicle body frame also includes a fourth fastener for securing the lower door hinge to the lower connector.

29. The vehicle according to any one of claims 1 to 28, characterized in that, The vehicle frame also includes a second reinforcing column and an upper connector, the upper connector connecting the second reinforcing column and the first reinforcing column. The second reinforcing post is located between the first reinforcing post and the roof front crossbeam assembly of the vehicle body frame, and the second reinforcing post is connected to the upper connector.

30. The vehicle according to any one of claims 1 to 29, characterized in that, The vehicle frame also includes an upper connector, which is mounted on the upper part of the first reinforcing column. The upper connector includes an upper connector body and a first reinforcing structure. The first reinforcing structure includes a plurality of first reinforcing ribs, which are connected and disposed on the upper connector body.

31. The vehicle according to claim 30, characterized in that, The upper connector has a first insertion groove, which is defined by a portion of the upper connector body and a portion of the first reinforcing rib. The upper part of the first reinforcing post is inserted into the first insertion groove.

32. The vehicle according to claim 30 or 31, characterized in that, The vehicle body frame also includes a second reinforcing pillar, which is located between the first reinforcing pillar and the front roof crossbeam assembly of the vehicle body frame, and is connected to the upper connector. Along the vertical direction of the vehicle body, at least part of the first reinforcing structure is located in the upper joint near the second reinforcing column.

33. The vehicle according to claim 32, characterized in that, The plurality of first reinforcing ribs include a first reinforcing rib group and a second reinforcing rib group, wherein each first reinforcing rib of the first reinforcing rib group extends between the first reinforcing column and the second reinforcing column, and each first reinforcing rib of the second reinforcing rib group is cross-connected with each first reinforcing rib of the first reinforcing rib group.

34. The vehicle according to any one of claims 30 to 33, characterized in that, The upper connector body includes a first energy-absorbing part and a first reinforcing part connected together, and the first reinforcing part is provided with the first reinforcing structure.

35. The vehicle according to claim 34, characterized in that, Along the front-rear direction of the vehicle body, the first energy-absorbing part is located further forward than the first reinforcing part, and the first energy-absorbing part is used to absorb the collision load from the front. The thickness of the upper connector body of the first energy-absorbing part is less than the thickness of the upper connector body of the first reinforcing part.

36. The vehicle according to any one of claims 1 to 35, characterized in that, The vehicle frame also includes a lower connector, which is installed at the lower part of the first reinforcing column. The lower connector includes a lower connector body and a plurality of second reinforcing ribs. The lower connector body includes a connected first reinforcing column connection part and a sill beam connection part, and the second reinforcing ribs are formed in the first reinforcing column connection part. Along the vertical direction of the vehicle body, the first reinforcing pillar connection is connected above the sill beam connection; The second reinforcing rib is formed such that the further it extends rearward along the front-rear direction of the vehicle body, the closer it is to the sill beam connection part along the vertical direction of the vehicle body.

37. The vehicle according to claim 36, characterized in that, Of the plurality of second reinforcing ribs, at least a portion of the second reinforcing ribs extend from the front end of the lower connector body in the longitudinal direction of the vehicle body to the upper end of the sill beam connection in the vertical direction of the vehicle body.

38. The vehicle according to claim 36 or 37, characterized in that, The first reinforcing column connection portion also has a plurality of third reinforcing ribs, which are arranged in a mesh-like pattern with the plurality of second reinforcing ribs.

39. The vehicle according to claim 38, characterized in that, The lower connector has a second insertion groove, which is defined by the first reinforcing post connecting part and the second reinforcing rib and / or the third reinforcing rib around it. The lower part of the first reinforcing post is inserted into the second insertion groove.

40. The vehicle according to any one of claims 36 to 39, characterized in that, The first reinforcing pillar connection includes a second energy-absorbing part and a second reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the second energy-absorbing part is positioned forward of the second reinforcing part, and the first reinforcing pillar is connected to the second reinforcing part. The thickness of the lower connector body of the second energy-absorbing part is less than the thickness of the lower connector body of the second reinforcing part.

41. The vehicle according to claim 40, characterized in that, The wall thickness of the second reinforcing rib located in the second energy-absorbing part is less than that of the second reinforcing rib located in the second reinforcing part.

42. The vehicle according to claim 40 or 41, characterized in that, Along the front-rear direction of the vehicle body, a portion of the second energy-absorbing part protrudes forward relative to the sill beam connection.

43. The vehicle according to any one of claims 1 to 42, characterized in that, The vehicle frame also includes an upper connector and a lower connector. The upper connector is installed on the upper part of the first reinforcing column, and the lower connector is installed on the lower part of the first reinforcing column. The upper connector is a one-piece aluminum alloy component, and / or the upper connector is a die-cast aluminum alloy component; The lower connector is a one-piece aluminum alloy component, and / or the lower connector is a die-cast aluminum alloy component.

44. The vehicle according to claim 43, characterized in that, The aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

45. The vehicle according to any one of claims 1 to 44, characterized in that, The vehicle frame also includes an upper connector and a body panel that serves as a door. The upper connector is installed on the upper part of the first reinforcing column. The vehicle body panel includes: A body panel for covering at least a portion of the vehicle frame; A tubular reinforcing structure is connected to the main body of the cover. The tubular reinforcing structure has a front end and a rear end, and along the longitudinal direction of the vehicle body, the front end is located further forward than the rear end. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the upper connector at least partially overlaps with the projection of at least one of the front end and the rear end.

46. ​​The vehicle according to claim 45, characterized in that, The upper connector has a first limiting part. With the body panel covering the body frame, one of the front and rear ends of the tubular reinforcing structure faces the first limiting portion. Within the same projection plane perpendicular to the front-rear direction of the vehicle body, the projections of the first limiting part, the front end part, and the rear end part overlap at least partially with each other.

47. The vehicle according to claim 46, characterized in that, The upper connector includes an upper connector body, which includes a first energy-absorbing part and a first reinforcing part connected together. Along the front-rear direction of the vehicle body, the first energy-absorbing part is located further forward than the first reinforcing part, and the first limiting part is located on the first reinforcing part.

48. The vehicle according to any one of claims 45 to 47, characterized in that, The tubular reinforcing structure is configured as a tube with a closed cross-section.

49. The vehicle according to any one of claims 1 to 48, characterized in that, The main body of the frame beam is a continuous fiber composite board.

50. The vehicle according to claim 49, characterized in that, The main body of the frame beam comprises a multilayer continuous fiber composite material, each layer of which comprises continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

51. The vehicle according to any one of claims 1 to 50, characterized in that, The vehicle frame includes a body pillar assembly and a body beam assembly. The vehicle body pillar assembly includes at least one of a front pillar assembly, a center pillar assembly, and a rear pillar assembly. The frame beam body, the first reinforcing pillar, the upper door hinge, and the lower door hinge together form at least a portion of the vehicle body pillar assembly. The vehicle body beam assembly includes a crossbeam assembly and a sill beam assembly.

52. The vehicle according to claim 51, characterized in that, The crossbeam assembly includes at least a front roof crossbeam assembly. The main frame beam, the first reinforcing column, the upper door hinge, and the lower door hinge together form the front pillar assembly, which is connected between the front roof beam assembly and the door sill beam assembly.

53. The vehicle according to claim 52, characterized in that, The vehicle frame also includes a lower connector, which is connected to the sill beam assembly by a plurality of bolts.

54. The vehicle according to any one of claims 1 to 53, characterized in that, The vehicle frame also includes an interior mounting structure for mounting interior panels, which are used to cover at least the recessed area of ​​the frame beam from the inside of the vehicle body.

55. The vehicle according to any one of claims 1 to 54, characterized in that, The vehicle also includes a chassis, and the body frame is mounted on the chassis to form a passenger compartment. The body frame includes a body pillar assembly and a body beam assembly. The main body of the frame beam, the first reinforcing pillar, the upper hinge of the door, and the lower hinge of the door together form at least a portion of the body pillar assembly.

56. The vehicle according to claim 55, characterized in that, The vehicle also includes a battery unit mounted on the chassis.

57. The vehicle according to claim 56, characterized in that, The housing of the battery device forms at least a portion of the floor of the passenger compartment.

58. The vehicle according to any one of claims 55 to 57, characterized in that, The vehicle frame is detachably connected to the top of the chassis.

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