Vehicle

Abstract

The utility model discloses a vehicle. A vehicle includes a body frame including an inner panel, a frame beam body, and a reinforcement structure. The inner plate is provided with a first side and a second side which are opposite, the first side faces the inner side of the vehicle body frame, and the second side faces the outer side of the vehicle body frame; the frame beam main body is arranged on the second side of the inner plate and forms a cavity with the inner plate; the reinforcing structure is arranged in the cavity and comprises a first reinforcing pipe and a second reinforcing pipe, the first reinforcing pipe forms a part of the roof side rail assembly, the second reinforcing pipe forms a part of the column assembly, and the first reinforcing pipe is matched with the second reinforcing pipe in an inserted mode. According to the embodiment of the invention, the bending resistance of the vehicle body frame of the vehicle is improved, so that the strength and deformation resistance of the vehicle body frame are improved, the impact resistance of the vehicle is improved, the number of parts is small, cost control is facilitated, the overall weight of the vehicle is reduced, and the lightweight design is realized.

Description

Technical Field

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

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

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

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

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

[0006] This application provides a vehicle, which includes a body frame. The body frame includes an inner panel, a frame beam body, and a reinforcing structure. The inner panel has a first side and a second side facing away from each other. The first side faces the inside of the body frame, and the second side faces the outside of the body frame. The frame beam body is disposed on the second side of the inner panel and forms a cavity with the inner panel. The reinforcing structure is disposed in the cavity and includes a first reinforcing tube and a second reinforcing tube. The first reinforcing tube is part of a column assembly, and the second reinforcing tube is part of an upper beam assembly. The first reinforcing tube and the second reinforcing tube are inserted into each other.

[0007] In this embodiment, on the one hand, by setting a reinforcing structure between the inner panel and the main frame beam, the main load-bearing component of the vehicle body frame is transformed from the main frame beam into a reinforcing structure composed of a first reinforcing tube and a second reinforcing tube. This reinforcing structure helps improve the bending resistance of the vehicle body frame and also enhances its structural strength. In the event of a collision, the impact force first acts on the main frame beam, and then is transmitted to the reinforcing structure via the main frame beam. The reinforcing structure can absorb a portion of the impact force through deformation and can also disperse the impact force along its extension path, thereby helping to weaken the destructive power of the impact force. This makes the inner panel less prone to large deformation, reduces the intrusion into the vehicle body frame, and improves the vehicle body frame's resistance to deformation, thus effectively improving the vehicle's impact resistance.

[0008] On the other hand, the first and second reinforcing tubes are connected by a plug-in method, which makes the connection operation more convenient and requires fewer parts, thereby reducing the overall assembly difficulty, controlling production costs, and also helping to reduce weight and achieve lightweight design of the vehicle.

[0009] In addition, the first and second reinforcing tubes are tubular reinforcing structures. The tubular reinforcing structure can reduce the weight of the vehicle frame while meeting the design requirements of stiffness and strength, thus achieving a lightweight design of the vehicle frame, which is conducive to improving the vehicle's range and economic performance.

[0010] In some embodiments, the first reinforcing tube includes a first tube body, and the second reinforcing tube includes a second tube body; the second tube body includes a first segment and a second segment, the extension direction of the first segment intersects the extension direction of the second segment, the extension direction of the first tube body is the same as the extension direction of the second segment, and the second segment is inserted into the first tube body.

[0011] Therefore, by inserting the second section into the first tube body, the first and second reinforcing tubes can be connected in a simple structure and in a simple way. This helps to increase the structural strength of the frame beam body while reducing the number of parts and lowering production costs.

[0012] In some embodiments, the cross-section of the first tube body is closed; and / or the cross-section of the second tube body is closed.

[0013] The closed cross section can increase the moment of inertia of the tube body, thereby improving the overall bending resistance and structural strength of the first and second reinforcing tubes. This allows the first and second reinforcing tubes to resist deformation more effectively under pressure, bending moment or torque, which in turn helps to improve the structural strength of the frame beam and improve the vehicle's impact resistance.

[0014] In some embodiments, the outer peripheral wall of the first tube body is provided with at least one first connecting hole, and the outer peripheral wall of the second section is provided with at least one second connecting hole. Each first connecting hole corresponds to the position of each second connecting hole and is fixedly connected by fasteners, including bolts.

[0015] Therefore, the first tube body and the second section of the second tube body are connected by fasteners, which can improve the connection strength and bending stiffness of the first tube body and the second tube body, thereby improving the structural strength of the vehicle frame and improving the vehicle's impact resistance.

[0016] In some embodiments, the second tube body is formed as an integral composite material structure.

[0017] On the one hand, the second tube body is formed as a one-piece structural component, which has higher structural strength and helps to reduce the number of parts and reduce assembly difficulty. On the other hand, composite material tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of the second tube body. Moreover, composite materials help to achieve lightweighting of the vehicle body frame.

[0018] In some embodiments, the second tube body includes a three-dimensional braided fiber preform and a resin matrix, wherein the resin matrix is ​​impregnated and bonded to the three-dimensional braided fiber preform; the three-dimensional braided fiber preform is a multi-layered three-dimensional braided structure formed by weaving multiple continuous fibers, and the resin matrix is ​​filled in the three-dimensional braided structure.

[0019] The three-dimensional braided fiber preform possesses high strength and stiffness, along with excellent impact resistance and fatigue resistance. The resin matrix exhibits good fluidity before curing. After being filled into the three-dimensional braided fiber preform through molding or other methods and subsequently cured, it effectively wets and encapsulates the fibers, forming a strong interfacial bond between the fibers and resin. This results in a composite material with excellent mechanical properties, effectively improving the structural strength and stiffness of the second tube body, and enhancing its bending resistance and deformation resistance.

[0020] In some embodiments, the continuous fiber comprises carbon fiber, and the resin matrix comprises a thermosetting resin.

[0021] Carbon fiber possesses excellent tensile strength and a high modulus of elasticity, along with a low density. Therefore, the second tube body made of carbon fiber exhibits advantages such as high strength, high stiffness, and good resistance to deformation. Simultaneously, it effectively reduces the weight of the second reinforcing tube, contributing to the lightweighting of the vehicle body frame. Furthermore, carbon fiber offers high design flexibility, allowing for better optimization of its strength and stiffness through different weaving methods and composite material designs.

[0022] In addition, thermosetting resin can form a stable structure after curing. Filling the fiber preform made of carbon fiber material with thermosetting resin can effectively improve the strength and modulus of the composite material, as well as improve the wear resistance and impact resistance of the composite material. This makes the structure of the second reinforcing tube stronger, which is more conducive to enhancing the strength and rigidity of the vehicle body frame and improving the vehicle's impact resistance.

[0023] In some embodiments, the first segment is arc-shaped and includes a first sub-segment and a second sub-segment connected to each other, the curvature of the first sub-segment is greater than the curvature of the second sub-segment, the first sub-segment connects the second sub-segment and the second segment; the cross-sectional area of ​​the first sub-segment is greater than the cross-sectional area of ​​the second sub-segment; and / or the wall thickness of the first sub-segment is greater than the wall thickness of the second sub-segment.

[0024] Due to the design and layout requirements of the upper beam assembly area, the second reinforcing tube constituting the upper beam assembly will have a certain curved section, and the curvature of the curved section will vary. The first sub-section with a larger curvature is more prone to stress concentration when subjected to external impact, such as pressure on the top, and is therefore more likely to be damaged. Therefore, making the cross-sectional area of ​​the first sub-section larger than that of the second sub-section with a smaller curvature, or making the wall thickness of the first sub-section larger than that of the second sub-section, can improve the structural strength of the first sub-section and reduce the possibility of damage to the first sub-section. This maintains the streamlined design and layout requirements of the upper beam assembly area while ensuring the load-bearing capacity of the second reinforcing tube, resulting in higher strength of the upper beam assembly area and improved resistance to bending and deformation, which is beneficial to improving the vehicle's impact resistance.

[0025] In some embodiments, along the width direction of the vehicle frame, the dimensions of the first sub-section are in the range of 30mm to 70mm, and the dimensions of the second sub-section are in the range of 30mm to 150mm; and / or the wall thickness of the first sub-section is in the range of 6mm to 10mm, and the wall thickness of the second sub-section is in the range of 3mm to 10mm.

[0026] This ensures that the dimensions and wall thickness of the first and second sub-sections are within a suitable range, enabling the first section of the second reinforcing tube to have sufficient structural strength and rigidity, while also reducing the weight of the vehicle frame, thus contributing to vehicle miniaturization and weight reduction. Furthermore, it also helps save on material costs.

[0027] In some embodiments, the dimensions of the second segment are in the range of 100 mm to 300 mm along the extending direction of the second segment.

[0028] The dimensions of the second section along its extension direction are within a suitable range, allowing it to have sufficient length to be inserted into the first tube body, thereby improving the connection reliability between the first and second reinforcing tubes. Furthermore, it does not occupy excessive space due to excessive length, thus contributing to vehicle miniaturization and weight reduction.

[0029] In some embodiments, the wall thickness of the second segment is in the range of 6 mm to 10 mm.

[0030] The wall thickness of the second section is within a suitable range, which enables the second section to have sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle body frame, without taking up too much space due to excessive thickness, thus facilitating the miniaturization and lightweighting of the vehicle.

[0031] In some embodiments, the second reinforcing tube further includes a resin-filled structure that fills the body of the second tube.

[0032] Therefore, the resin-filled structure can enhance the structural strength and rigidity of the second tube body, thereby improving the overall structural strength and rigidity of the second reinforcing tube to meet the strength and rigidity requirements of the vehicle frame.

[0033] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0034] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second tube body.

[0035] In some embodiments, the cross-sectional area of ​​the first tube body is greater than the cross-sectional area of ​​the second segment of the second tube body.

[0036] The pillar assembly of a vehicle is a key load-bearing structure of the vehicle frame, used to support the roof and the sides of the vehicle body. In the event of a vehicle collision, the pillar assembly usually bears a greater load. Therefore, the first reinforcing tube, which constitutes part of the pillar assembly, has a larger cross-sectional area, which helps to improve the bending resistance and structural strength of the first reinforcing tube. This makes the pillar assembly more resistant to deformation and can further improve the vehicle's impact resistance.

[0037] In addition, the cross-sectional area of ​​the first tube body is larger than that of the second section of the second tube body, which is more conducive to the insertion and mating of the first tube body and the second tube body, thereby improving the structural strength of the vehicle frame.

[0038] In some embodiments, the dimensions of the first tube body are in the range of 100mm to 70mm along the length of the vehicle frame; and / or the dimensions of the second segment are in the range of 30mm to 50mm along the length of the vehicle frame.

[0039] The dimensions of the first tube body and the second section along the width of the vehicle frame are within a suitable range, ensuring sufficient structural strength and rigidity while reducing material costs. Furthermore, it avoids excessive space occupation due to excessive thickness, contributing to the overall lightweighting of the vehicle frame and thus facilitating vehicle miniaturization and weight reduction.

[0040] In some embodiments, the wall thickness of the first tube body is in the range of 3 mm to 12 mm.

[0041] The wall thickness of the first tube body is within a suitable range, which enables the first reinforcing tube to have sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame, without taking up too much space due to excessive thickness, thus facilitating the miniaturization and lightweighting of the vehicle.

[0042] In some embodiments, the first tube body is an integral composite braided pultruded tube.

[0043] Composite materials possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight nature allows for weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Additionally, composite materials are less prone to rust and their manufacturing process is more environmentally friendly, contributing to lower carbon emissions.

[0044] In some embodiments, the first reinforcing tube further includes a resin-filled structure that fills the body of the first tube.

[0045] Therefore, the resin-filled structure can enhance the structural strength and rigidity of the first tube body, thereby improving the overall structural strength and rigidity of the first reinforcing tube to meet the strength and rigidity requirements of the vehicle frame.

[0046] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0047] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the first tube body.

[0048] In some embodiments, the first reinforcing tube further includes at least one reinforcing rib, which is filled within the body of the first tube.

[0049] Therefore, by setting reinforcing ribs inside the first tube body of the first reinforcing tube, the structural strength and rigidity of the first reinforcing tube can be further improved, thereby further improving the strength and rigidity of the vehicle frame.

[0050] In some embodiments, in a cross-section perpendicular to the extending direction of the first reinforcing tube, the opposite ends of the reinforcing ribs are respectively connected to the inner wall of the first tube body.

[0051] Therefore, the impact force acting on the first reinforcing tube can be transmitted through the tube wall to the internal reinforcing ribs, which is beneficial to further improve the stiffness and strength of the first reinforcing tube.

[0052] In some embodiments, there are multiple reinforcing ribs, and at least a portion of the multiple reinforcing ribs are arranged in an intersecting manner.

[0053] Therefore, the multiple reinforcing ribs can form force transmission paths with each other, allowing the impact force on the first reinforcing tube to be transmitted to each reinforcing rib, further dispersing the load, reducing the destructive force of the impact, and improving the stiffness and strength of the first reinforcing tube. Moreover, the intersecting reinforcing ribs can strengthen the main body of the first tube from different directions, which helps to further improve the structural strength and stiffness of the main body of the first tube.

[0054] In some embodiments, the reinforcing rib and the first tube body are formed as an integral aluminum pultruded structure.

[0055] On the one hand, using aluminum alloy to prepare the first reinforcing tube can provide sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloy, thus saving costs; on the other hand, aluminum alloy is lighter in weight, which can reduce the overall weight of the vehicle frame, which is conducive to achieving vehicle lightweighting, thereby effectively reducing fuel consumption, improving range, and improving economic performance.

[0056] In addition, extrusion molding is a highly efficient, mature, and low-cost manufacturing process, which allows for diverse cross-sectional shapes of the first reinforcing tube to adapt to the vehicle frame layout. Moreover, the one-piece structural component helps improve the overall structural strength and rigidity of the first reinforcing tube, and also helps reduce the number of parts and lower assembly difficulty.

[0057] In some embodiments, the reinforcing structure further includes a reinforcing plate, which covers the overlapping area of ​​the first reinforcing tube and the second reinforcing tube and is connected to the outer peripheral wall of the first reinforcing tube.

[0058] Therefore, by setting up a reinforcing plate, the connection strength at the junction of the first and second reinforcing tubes can be further improved, thereby further improving the structural strength and stiffness of the reinforced structure, making the reinforced structure more resistant to bending and deformation.

[0059] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0060] Continuous fiber composites possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight properties facilitate weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Additionally, continuous fiber composites are less prone to rust, and their manufacturing process is more environmentally friendly, contributing to reduced carbon emissions. Using continuous fiber composites to fabricate the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for dedicated stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0061] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0062] Composite materials formed using continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0063] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of a frame beam.

[0064] The multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded into a grooved frame beam body. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body, thereby maximizing its mechanical properties and structural integrity.

[0065] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0066] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0067] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0068] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0069] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0070] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0071] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0072] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of composite materials in different directions.

[0073] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0074] Therefore, 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 energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam structure.

[0075] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is in the range of 25° to 75°.

[0076] Therefore, 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.

[0077] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0078] 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 main frame beam as much as possible.

[0079] In some embodiments, the thickness of the frame beam body is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0080] Therefore, by limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements can be avoided from being too low. By limiting the maximum thickness of the main frame beam, the aesthetics of the vehicle body frame or interference with the installation of other vehicle components can be avoided. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, it is possible to avoid both insufficient structural strength and stiffness due to an excessively thin single-layer continuous fiber composite material layer, and excessive thickness leading to an excessively thick main frame beam when multiple continuous fiber composite layups are laid.

[0081] In some embodiments, the pillar assembly includes an A-pillar assembly, a B-pillar assembly, and a C-pillar assembly; at least a portion of the frame beam body constitutes the A-pillar, B-pillar, C-pillar, and upper beam of the vehicle, and the A-pillar, B-pillar, C-pillar, and upper beam respectively constitute portions of the A-pillar assembly, B-pillar assembly, C-pillar assembly, and upper beam assembly; a first reinforcing tube is provided in the groove of at least one of the A-pillar, B-pillar, and C-pillar; a second reinforcing tube is provided in the groove of the upper beam.

[0082] Therefore, the first reinforcing tube can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the main frame beam, and the second reinforcing tube can be applied to the upper beam of the main frame beam. The first and second reinforcing tubes have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the first and second reinforcing tubes to the column components and upper beam components of the main frame beam can improve the structural strength and stiffness of the main frame beam, improve the bending resistance and deformation resistance of the main frame beam, and thus improve the vehicle's impact resistance.

[0083] In some embodiments, the vehicle also includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0084] Therefore, by detachably connecting the body frame and chassis, the body frame and chassis can be separated and decoupled, allowing the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis, making it adaptable to various vehicle models.

[0085] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery unit, the housing of which forms the floor of the passenger compartment.

[0086] Therefore, by integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle and also makes more efficient use of the vehicle's interior space.

[0087] Utility Model Effect

[0088] This application provides a vehicle with good bending resistance, high structural strength, good resistance to deformation, and a small number of parts. Attached Figure Description

[0089] 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:

[0090] Figure 1 This is an exploded view of a vehicle provided in some embodiments of this application;

[0091] Figure 2 An exploded perspective view of a vehicle (excluding the chassis) provided for some embodiments of this application;

[0092] Figure 3 A partial structural schematic diagram of the vehicle frame provided for some embodiments of this application;

[0093] Figure 4 Schematic diagrams of the structure of the first reinforcing tube and the second reinforcing tube in conjunction with some embodiments of this application;

[0094] Figure 5 for Figure 4 Enlarged view of part A in the image;

[0095] Figure 6 for Figure 5 A cross-sectional view of the BB position in the diagram;

[0096] Figure 7 Schematic diagram of the structure of the second reinforcing tube provided for some embodiments of this application;

[0097] Figure 8 A schematic diagram of the structure of the first reinforcing tube provided for some embodiments of this application;

[0098] Figure 9 This is a schematic diagram of a laying method of a multilayer fiber composite material layer of a fiber composite board provided for some embodiments of this application.

[0099] Explanation of reference numerals in the attached figures

[0100] 1. Inner panel; 2. Frame beam main body; 3. Reinforcing structure; 31. First reinforcing tube; 311. First tube main body; 3111. First connecting hole; 312. Reinforcing rib; 3121. First reinforcing rib; 3122. Second reinforcing rib; 32. Second reinforcing tube; 321. Second tube main body; 3211. First section; 3211a. First sub-section; 3211b. Second sub-section; 3212. Second section; 3213. Second connecting hole; 4. Fastener; 5. Reinforcing plate; 10. Chamber; 100. Chassis; 200. Body frame; 20. Column assembly; 201. A-pillar assembly; 202. B-pillar assembly; 203. C-pillar assembly; 204. Upper beam assembly; 205. Sill beam assembly; 206. Upper crossbeam assembly; 207. Bumper assembly; 208. Hood; 209. Door; 1000. Vehicle. Detailed Implementation

[0101] 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.

[0102] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion.

[0103] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] The following is a detailed description of this application.

[0110] The structural strength, resistance to deformation, and impact resistance of a vehicle all relate to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. The vehicle's body frame includes column assemblies located on the sides of the body frame and upper beam assemblies located on the top surface of the body frame. Therefore, the structural strength of the column assemblies and upper beam assemblies is related to the vehicle's impact resistance.

[0111] In related technologies, column components and upper beam components typically use a structure where reinforcing plates connect to inner plates. However, the strength of the reinforcing plates and the connection strength between the plates are inadequate, resulting in low structural strength. Furthermore, the large number of components necessitates the dense arrangement of welding points, leading to complex processing and assembly procedures.

[0112] This application addresses the problems existing in the aforementioned related technologies by proposing a vehicle, which includes a vehicle body frame. The vehicle body frame includes an inner panel, a frame beam body, and a reinforcing structure. The inner panel has a first side and a second side facing away from each other, the first side facing the inside of the vehicle body frame and the second side facing the outside of the vehicle body frame; the frame beam body is located on the second side of the inner panel and forms a cavity with the inner panel; the reinforcing structure is located in the cavity and includes a first reinforcing tube and a second reinforcing tube, the first reinforcing tube constituting part of an upper beam assembly and the second reinforcing tube constituting part of a column assembly, the first reinforcing tube and the second reinforcing tube being inserted into each other.

[0113] On the one hand, by setting a reinforcing structure between the inner panel and the main frame beam, the main load-bearing component of the vehicle body frame is transformed from the main frame beam to a reinforcing structure formed by the first and second reinforcing tubes. This reinforcing structure helps improve the bending resistance and structural strength of the vehicle body frame. In the event of a collision, the impact force first acts on the main frame beam, and then is transmitted to the reinforcing structure via the main frame beam. The reinforcing structure can absorb part of the impact force through deformation and can also disperse the impact force along its extension path, thereby helping to weaken the destructive power of the impact force. This makes the inner panel less prone to large deformation, reduces the intrusion of the vehicle body frame, and improves the vehicle body frame's resistance to deformation, thus effectively improving the vehicle's impact resistance.

[0114] On the other hand, the first and second reinforcing tubes are connected by a plug-in method, which makes the connection operation more convenient and requires fewer parts, thereby reducing the overall assembly difficulty, controlling production costs, and also helping to reduce weight and achieve lightweight design of the vehicle.

[0115] In addition, the first and second reinforcing tubes are tubular reinforcing structures. The tubular reinforcing structure can reduce the weight of the vehicle frame while meeting the design requirements of stiffness and strength, thus achieving a lightweight design of the vehicle frame, which is conducive to improving the vehicle's range and economic performance.

[0116] In the following embodiments, for ease of explanation, the description is provided in conjunction with the accompanying drawings.

[0117] Figure 1 An exploded structural diagram of a vehicle 1000 provided for some embodiments of this application.

[0118] Vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc. This application's embodiments do not impose special limitations on the aforementioned vehicles. Figure 1As shown, the vehicle 1000 includes a chassis 100 and a body frame 200 disposed above the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000.

[0119] For example, the body frame 200 and the chassis 100 are welded together.

[0120] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0121] When the chassis 100 adopts a skateboard chassis that integrates the three electric systems, the body frame 200 can be connected to the skateboard chassis in a detachable manner. For example, the detachable connection can be achieved by using multiple circumferential bolts.

[0122] This configuration allows for the separation and decoupling of the body frame 200 and the chassis 100, enabling the body frame 200 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis 100, making it adaptable to various vehicle models.

[0123] The following explanations will use the combination of the vehicle frame and the skateboard chassis as an example.

[0124] In some embodiments of this application, the vehicle frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000, and the vehicle 1000 includes a battery device, the housing of which forms the floor of the passenger compartment.

[0125] By integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0126] Figure 2 An exploded perspective view of a vehicle 1000 (excluding chassis 100) provided for some embodiments of this application.

[0127] like Figure 2 As shown, vehicle 1000 typically includes a load-bearing structure and an exterior structure. The load-bearing structure includes structures such as A-pillar assembly 201, B-pillar assembly 202, C-pillar assembly 203, upper side beam assembly 204, sill beam assembly 205, upper crossbeam assembly 206, and bumper assembly 207. The exterior structure typically includes structures such as hood 208 and door 209.

[0128] Below, refer to Figures 3 to 9 Some embodiments of this application will be described in detail.

[0129] Figure 3 A partial structural schematic diagram of the vehicle frame provided for some embodiments of this application; Figure 4Schematic diagrams of the structure of the first reinforcing tube and the second reinforcing tube in conjunction with some embodiments of this application; Figure 5 for Figure 4 Enlarged view of part A in the image; Figure 6 for Figure 5 A cross-sectional view of the BB position in the diagram; Figure 7 Schematic diagram of the structure of the second reinforcing tube provided for some embodiments of this application; Figure 8 A schematic diagram of the structure of the first reinforcing tube provided for some embodiments of this application; Figure 9 This is a schematic diagram of a laying method of a multilayer fiber composite material layer of a fiber composite board provided for some embodiments of this application.

[0130] In some embodiments of this application, for ease of explanation, the inward and outward directions, the forward and backward directions, and the up and down directions of the vehicle frame are defined. Sometimes, the inward and outward directions of the vehicle frame are referred to as the "width direction of the vehicle frame," the forward and backward directions of the vehicle frame are referred to as the "length direction of the vehicle frame," and the up and down directions of the vehicle frame are referred to as the "height direction of the vehicle frame." In the accompanying drawings, the direction of arrow ab is referred to as the "inward and outward directions of the vehicle frame," the direction of arrow cd is referred to as the "forward and backward directions of the vehicle frame," and the direction of arrow ef is referred to as the "up and down directions of the vehicle frame." Among these, arrow a points to the inner side of the vehicle frame, arrow b points to the outer side of the vehicle frame, arrow c points to the front side of the vehicle frame, arrow d points to the rear side of the vehicle frame, arrow e points to the upper side of the vehicle frame, and arrow f points to the lower side of the vehicle frame.

[0131] like Figures 3 to 5 As shown, this application provides a vehicle 1000, which includes a vehicle body frame 200. The vehicle body frame 200 includes an inner panel 1, a frame beam body 2, and a reinforcing structure 3. The inner panel 1 has a first side and a second side facing away from each other. The first side faces the inside of the vehicle body frame 200, and the second side faces the outside of the vehicle body frame 200. The frame beam body 2 is disposed on the second side of the inner panel 1 and forms a cavity 10 with the inner panel 1. The reinforcing structure 3 is disposed in the cavity 10 and includes a first reinforcing tube 31 and a second reinforcing tube 32. The first reinforcing tube 31 is part of a column assembly 20, and the second reinforcing tube 32 is part of an upper beam assembly 204. The first reinforcing tube 31 and the second reinforcing tube 32 are inserted into each other.

[0132] The inner panel 1 is an internal reinforcing plate of the vehicle body frame 200, located on the side of the frame beam body 2 facing the inside of the vehicle body frame 200. The inner panel 1 includes a first side and a second side, wherein the first side refers to the surface of the inner panel 1 facing the interior space of the vehicle 1000, and the second side refers to the surface of the inner panel 1 facing the exterior space of the vehicle 1000.

[0133] Specifically, a groove can be formed on the side of the frame beam body 2 facing the inner plate 1, that is, the groove opening faces the inside of the vehicle frame 200, the inner plate 1 covers the groove opening, and together with the groove defines a cavity for accommodating the reinforcing structure 3. The reinforcing structure 3 is located in the groove and connected to the frame beam body 2.

[0134] For example, the reinforcing structure 3 can be bonded to the groove of the frame beam body 2 by means of structural adhesive.

[0135] This application does not impose specific limitations on the materials of the inner plate 1 and the frame beam body 2; any suitable material can be used, such as metal materials, fiber composite materials, etc. This application also does not impose specific limitations on the processing methods of the inner plate 1 and the frame beam body 2.

[0136] For example, the inner panel 1 and the frame beam body 2 can be manufactured by a molding process.

[0137] like Figure 4 and Figure 5 As shown, the reinforcing structure 3 includes a first reinforcing tube 31 and a second reinforcing tube 32. The first reinforcing tube 31 forms part of the column assembly 20, and the second reinforcing tube 32 forms part of the upper beam assembly 204.

[0138] The pillar assembly 20 is one of the core structures of the vehicle 1000, extending along the height direction of the vehicle body frame 200. In this embodiment, the pillar assembly 20 is a collective term for the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203 of the vehicle 1000. It can be understood as a collection of the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203, or as at least any one of the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203. The pillar assembly 20 typically connects the upper side beam assembly 204 and the sill beam assembly 205, serving to provide support and protection, and to transfer collision loads.

[0139] In this embodiment of the application, at least a portion of the frame beam body 2 is configured as the A-pillar of the vehicle 1000. The A-pillar, together with the inner panel 1 and the first reinforcing tube 31, forms the A-pillar assembly 201 (also referred to as the A-pillar assembly). The A-pillar assembly 201 is usually located on both sides of the windshield.

[0140] In some other embodiments, at least a portion of the frame beam body 2 may also be configured as the B-pillar and C-pillar of the vehicle 1000, etc.

[0141] The upper side beam assembly 204 is an important structural component on the top of the vehicle 1000. Extending along the length of the body frame 200, it effectively disperses and absorbs impact forces, reducing the intrusion of the vehicle 1000's structure into the passenger compartment. Furthermore, by optimizing the shape of the upper side beam assembly 204, the aerodynamic performance of the body frame 200 can be improved, thereby reducing air resistance and enhancing the vehicle 1000's driving stability.

[0142] In this embodiment of the application, at least a portion of the frame beam body 2 also constitutes the upper side beam of the vehicle 1000, and the upper side beam, together with the inner plate 1 and the second reinforcing tube 32, forms the upper side beam assembly 204 (also referred to as the upper side beam assembly).

[0143] Therefore, by setting a reinforcing structure 3 composed of a first reinforcing tube 31 and a second reinforcing tube 32 between the inner panel 1 and the frame beam body 2, the main load-bearing component of the vehicle body frame 200 is transformed from the frame beam body 2 to the reinforcing structure 3. The reinforcing structure 3 helps to improve the bending resistance of the vehicle body frame 200 and also helps to improve the structural strength of the vehicle body frame 200. In the event of a collision involving the vehicle 1000, the impact force first acts on the frame beam body 2, and then is transmitted to the reinforcing structure 3 via the frame beam body 2. The reinforcing structure 3 can absorb part of the impact force through deformation and can also disperse the impact force along the extension path of the reinforcing structure 3, thereby helping to weaken the destructive power of the impact force, making the inner panel 1 less prone to large deformation, which helps to reduce the intrusion of the vehicle body frame 200 and improve the deformation resistance of the vehicle body frame 200, thus effectively improving the impact resistance of the vehicle 1000.

[0144] For example, the first reinforcing tube 31 and the second reinforcing tube 32 can be composite pultruded reinforcing tubes, aluminum alloy pultruded reinforcing tubes, or hot-expansion reinforcing tubes, etc. This application does not specifically limit the materials or molding methods of the first reinforcing tube 31 and the second reinforcing tube 32.

[0145] like Figure 4 and Figure 5 As shown in the embodiment of this application, the first reinforcing tube 31 and the second reinforcing tube 32 are connected by a plug-in connection, that is, a portion of the second reinforcing tube 32 extends into the first reinforcing tube 31. In this way, the outer surface of the second reinforcing tube 32 can partially mate with the inner surface of the first reinforcing tube 31, thereby forming a multi-faceted mating connection, which is beneficial to improving the connection strength of the reinforcing structure 3. Moreover, the plug-in connection is convenient to operate and requires fewer parts, which helps to reduce the overall assembly difficulty, control production costs, and also helps to reduce weight, achieving a lightweight design for the vehicle 1000.

[0146] In addition, the first reinforcing tube 31 and the second reinforcing tube 32 are tubular reinforcing structures 3. The tubular reinforcing structure 3 can reduce the weight of the vehicle frame 200 while meeting the design requirements of stiffness and strength, thereby achieving a lightweight design of the vehicle frame 200, which is conducive to improving the vehicle's range and economic performance.

[0147] In some embodiments of this application, such as Figure 5 and Figure 7 As shown, the first reinforcing tube 31 includes a first tube body 311, and the second reinforcing tube 32 includes a second tube body 321. The second tube body 321 includes a first segment 3211 and a second segment 3212. The extending direction of the first segment 3211 intersects the extending direction of the second segment 3212, and the extending direction of the first tube body 311 is the same as the extending direction of the second segment 3212. The second segment 3212 is inserted into the first tube body 311.

[0148] Therefore, by inserting the second section 3212 into the first tube body 311, the first reinforcing tube 31 and the second reinforcing tube 32 can be connected in a simple structure and in a simple manner. This helps to increase the structural strength of the frame beam body 2 while reducing the number of parts and lowering production costs.

[0149] In the implementation of this application, if Figure 7 As shown, the second tube body 321 includes a second section 3212, and along the front-rear direction of the vehicle frame 200, the second section 3212 is located on the front side of the first section 3211 for cooperating with the A-pillar assembly 201.

[0150] In some other embodiments, the second section 3212 may also be located in the middle or rear of the first section 3211 along the front-rear direction of the vehicle frame 200, so as to cooperate with the B-pillar assembly 202 or the C-pillar assembly 203.

[0151] In some other embodiments, the second tube body 321 may also include a plurality of (two or three) second segments 3212. Along the front-rear direction of the vehicle frame 200, the second segments 3212 may be respectively disposed on the front side and the middle part of the first segment 3211, or respectively disposed on the front side and the rear side of the first segment 3211, or respectively disposed on the middle part and the rear side of the first segment 3211, or respectively disposed on the front side, the middle part and the rear side of the first segment 3211, so as to cooperate with a plurality of the A-pillar assembly 201, B-pillar assembly 202 and C-pillar assembly 203.

[0152] In some embodiments of this application, the cross-section of the first tube body 311 is closed, and / or the cross-section of the second tube body 321 is closed.

[0153] The closed cross section can increase the moment of inertia of the tube body, thereby improving the overall bending resistance and structural strength of the first reinforcing tube 31 and the second reinforcing tube 32. This allows the first reinforcing tube 31 and the second reinforcing tube 32 to resist deformation more effectively under pressure, bending moment or torque, which in turn helps to improve the structural strength of the frame beam body 2 and improve the impact resistance of the vehicle 1000.

[0154] For example, only the cross-section of the first tube body 311 may be closed, only the cross-section of the second tube body 321 may be closed, or both the cross-sections of the first tube body 311 and the second tube body 321 may be closed.

[0155] In some embodiments of this application, such as Figures 6 to 8 As shown, the outer peripheral wall of the first pipe body 311 is provided with at least one first connecting hole 3111, and the outer peripheral wall of the second section 3212 is provided with at least one second connecting hole 3213. Each first connecting hole 3111 corresponds to the position of each second connecting hole 3213, and they are fixedly connected by fasteners 4, which include bolts.

[0156] Those skilled in the art should understand that the number of the first connecting hole 3111 and the second connecting hole 3213 in this application embodiment is not specifically limited, and can be set according to the performance requirements of the vehicle 1000.

[0157] Therefore, the second section 3212 of the first tube body 311 and the second tube body 321 are connected by fasteners 4 on the basis of insertion, which can further improve the connection strength and bending stiffness of the first tube body 311 and the second tube body 321, thereby improving the structural strength of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0158] In some embodiments of this application, the second tube body 321 is formed as an integral composite material structure.

[0159] On the one hand, the second tube body 321 is formed as an integral structural component, which has higher structural strength and helps to reduce the number of parts and reduce assembly difficulty.

[0160] On the other hand, composite material tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second tube body 321. Moreover, composite materials help to achieve the lightweighting of the vehicle body frame 200.

[0161] In some embodiments of this application, the second tube body 321 includes a three-dimensional braided fiber preform and a resin matrix. The resin matrix is ​​impregnated and bonded to the three-dimensional braided fiber preform. The three-dimensional braided fiber preform is a multi-layered three-dimensional braided structure formed by multiple continuous fibers. The resin matrix fills the three-dimensional braided structure.

[0162] Three-dimensional woven preforms are fiber preforms with specific structures made using advanced textile technology.

[0163] For example, fibers can be woven or sewn in three-dimensional space using three-dimensional weaving (3D weaving) technology to form a continuous multi-layered three-dimensional woven structure.

[0164] Three-dimensional woven fiber preforms, by comprising multiple fiber layers connected into a whole, can improve the strength and stiffness of the material. In addition, the introduction of reinforcing fibers in the thickness direction gives the material excellent interlaminar properties, effectively resisting delamination and impact. Therefore, three-dimensional woven preforms have the characteristics of high strength and high stiffness, as well as excellent impact resistance and fatigue resistance.

[0165] Before curing, the resin matrix has good fluidity. After filling the three-dimensional braided fiber preform with the resin matrix through molding or other methods and curing it, it can well impregnate and wrap the fiber, so that a good interfacial bond is formed between the fiber and the resin, thereby forming a composite material with good mechanical properties. This can effectively improve the structural strength and structural stiffness of the second tube body 321, and increase the bending resistance and deformation resistance of the second tube body 321.

[0166] For example, in the embodiments of this application, the second tube body 321 can be manufactured by resin transfer molding (RTM). In a closed mold, resin is injected into the mold by pressure or vacuum assistance to impregnate the pre-laid three-dimensional woven fiber preform, and then the second tube body 321 made of composite material is formed by heating and curing.

[0167] The RTM process enables rapid prototyping, and the closed-mold operation reduces resin volatilization, making it environmentally friendly and highly designable.

[0168] Of course, those skilled in the art should understand that in some other embodiments, any other suitable materials and methods may be used to manufacture the second tube body 321.

[0169] In some embodiments of this application, the continuous fiber includes carbon fiber, and the resin matrix includes thermosetting resin.

[0170] Carbon fiber materials possess excellent tensile strength and a high modulus of elasticity, along with a low density. Therefore, the second tube body 321 made of carbon fiber exhibits advantages such as high strength, high stiffness, and good resistance to deformation. Simultaneously, it effectively reduces the weight of the second reinforcing tube 32, contributing to the lightweighting of the vehicle frame 200. Furthermore, carbon fiber materials offer high design flexibility, allowing for better optimization of the material's strength and stiffness through different weaving methods and composite material designs.

[0171] In addition, thermosetting resin can form a stable structure after curing. Filling the fiber preform made of carbon fiber material with thermosetting resin can effectively improve the strength and modulus of the composite material, as well as improve the wear resistance and impact resistance of the composite material. This makes the second reinforcing tube 32 have higher structural strength, which is more conducive to enhancing the strength and rigidity of the body frame 200 and improving the impact resistance of the vehicle 1000.

[0172] Of course, those skilled in the art should understand that continuous fibers do not only include carbon fibers. In some other embodiments, any other suitable fiber material may be used, and the specific selection can be made according to the performance requirements of the second reinforcing tube 32.

[0173] In some embodiments of this application, such as Figure 7 As shown, the first segment 3211 is arc-shaped and includes a first sub-segment 3211a and a second sub-segment 3211b that are connected to each other. The curvature of the first sub-segment 3211a is greater than the curvature of the second sub-segment 3211b. The first sub-segment 3211a connects the second sub-segment 3211b and the second segment 3212. The cross-sectional area of ​​the first sub-segment 3211a is greater than the cross-sectional area of ​​the second sub-segment 3211b, and / or the wall thickness of the first sub-segment 3211a is greater than the wall thickness of the second sub-segment 3211b.

[0174] Due to the design and layout requirements, the upper beam assembly 204 region has certain curved sections. Therefore, the second reinforcing tube 32, which constitutes the upper beam assembly 204, also has certain curved sections, and the curvature of these curved sections will vary. For example, considering the aerodynamic effects, the curvature of the first sub-section 3211a located on the front side along the longitudinal direction of the vehicle frame 200 will be greater than the curvature of the second sub-section 3211b located on the rear side. The first sub-section 3211a, with its larger curvature, is more prone to stress concentration when subjected to external impacts, such as pressure on the top, making it more susceptible to damage. Therefore, making the cross-sectional area of ​​the first sub-section 3211a larger than that of the second sub-section 3211b, with its smaller curvature, or making the wall thickness of the first sub-section 3211a greater than that of the second sub-section 3211b, can improve the structural strength of the first sub-section 3211a and reduce the likelihood of damage. This maintains the streamlined shape and layout requirements of the upper beam assembly 204 area while ensuring the second reinforcing tube 32's ability to resist loads, resulting in higher strength of the upper beam assembly 204 area and improved resistance to bending and deformation, which is beneficial for improving the impact resistance of the vehicle 1000.

[0175] Of course, those skilled in the art should understand that in some embodiments, since the space at the rear of the vehicle body is larger, the cross-sectional area of ​​the second sub-section 3211b can also be larger than the cross-sectional area of ​​the first sub-section 3211a, and the wall thickness of the second sub-section 3211b can also be larger than the wall thickness of the first sub-section 3211a, as long as the first section 3211 has sufficient structural strength and structural rigidity to meet the performance requirements of the vehicle 1000.

[0176] In this embodiment, the first sub-segment 3211a connects to the second sub-segment 3211b and the second segment 3212. In some other embodiments, along the front-rear direction of the vehicle frame 200, when the second segment 3212 is located in the rear region of the first segment 3211, the second sub-segment 3211b may also connect to the first sub-segment 3211a and the second segment 3212.

[0177] In some embodiments of this application, along the width direction of the vehicle frame 200, the dimensions of the first sub-section 3211a are in the range of 30mm to 70mm, the dimensions of the second sub-section 3211b are in the range of 30mm to 70mm; and / or the wall thickness of the first sub-section 3211a is in the range of 6mm to 10mm, and the wall thickness of the second sub-section 3211b is in the range of 3mm to 10mm.

[0178] This ensures that the dimensions and wall thickness of the first sub-section 3211a and the second sub-section 3211b are within a suitable range, enabling the first section 3211 of the second reinforcing tube 32 to have sufficient structural strength and rigidity, and also reducing the weight of the vehicle frame 200, thereby facilitating the miniaturization and weight reduction of the vehicle 1000. Furthermore, it also helps to save on material costs.

[0179] For example, along the width direction of the vehicle frame 200, the dimensions of the first sub-section 3211a can be 30mm, 35mm, 40mm, 45mm, 50mm, 55mm, 60mm, 65mm, or 70mm, etc. The dimensions of the second sub-section 3211b can be 30mm, 35mm, 40mm, 45mm, 50mm, 55mm, 60mm, 65mm, or 70mm.

[0180] For example, the wall thickness of the first sub-section 3211a can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, or 10mm, etc. The wall thickness of the second sub-section 3211b can be 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, or 10mm, etc.

[0181] In some embodiments of this application, the dimensions of the second segment 3212 are in the range of 100mm to 300mm along the extending direction of the second segment 3212.

[0182] The dimensions of the second segment 3212 along its extension direction are within a suitable range, so that the second segment 3212 has sufficient length to be inserted into the first tube body 311, that is, so that the second segment 3212 and the first tube body 311 have sufficient overlap area, thereby enabling better arrangement of the fasteners 4, which is beneficial to improving the connection reliability of the first reinforcing tube 31 and the second reinforcing tube 32.

[0183] In addition, the dimensions of the second section 3212 along its extension direction are within a suitable range, and it will not occupy too much space due to excessive length, which is conducive to the miniaturization and weight reduction of the vehicle 1000, and also helps to reduce installation interference of other components in the vehicle 1000.

[0184] For example, along the extending direction of the second segment 3212, the size of the second segment 3212 can be 100mm, 120mm, 140mm, 160mm, 180mm, 200mm, 220mm, 240mm, 260mm, 280mm or 300mm, etc.

[0185] In some embodiments of this application, the wall thickness of the second segment 3212 is in the range of 6 mm to 10 mm.

[0186] The wall thickness of the second section 3212 is within a suitable range, enabling it to possess sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame 200. Furthermore, it is less prone to damage when the second section 3212 and the first tube body 311 are fastened together using fasteners 4, thus improving connection reliability. Additionally, it does not occupy excessive space due to excessive thickness, thereby facilitating the miniaturization and weight reduction of the vehicle 1000.

[0187] For example, the wall thickness of the second segment 3212 can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm or 10mm, etc.

[0188] In some embodiments of this application, the second reinforcing tube 32 further includes a resin filling structure that fills the second tube body 321.

[0189] Therefore, the resin-filled structure can enhance the structural strength and rigidity of the second tube body 321, thereby improving the overall structural strength and rigidity of the second reinforcing tube 32 to meet the strength and rigidity requirements of the vehicle frame 200.

[0190] In some embodiments of this application, the resin-filled structure includes polyurea and / or polyurethane.

[0191] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second tube body 321.

[0192] Of course, those skilled in the art should understand that the second tube body 321 may be filled with any other suitable filling structure or may not be filled at all.

[0193] In some embodiments of this application, such as Figure 6 As shown, the cross-sectional area of ​​the first tube body 311 is greater than the cross-sectional area of ​​the second segment 3212 of the second tube body 321.

[0194] The pillar assembly 20 of the vehicle 1000 is a key load-bearing structure of the body frame 200, used to support the roof and the sides of the body. In the event of a collision, the pillar assembly 20 will usually bear a greater load. Therefore, the first reinforcing tube 31, which constitutes part of the pillar assembly 20, has a larger cross-sectional area, which helps to improve the bending resistance and structural strength of the first reinforcing tube 31. This makes the pillar assembly 20 more resistant to deformation and can further improve the impact resistance of the vehicle 1000.

[0195] Furthermore, the pillar assembly 20 of the vehicle 1000 is usually equipped with connecting structures for connecting door hinges, door locks, door opening limiters, seat belts, etc. Therefore, the cross-sectional area of ​​the first tube body 311 is larger, which can better install these connecting structures and improve installation reliability.

[0196] In addition, the cross-sectional area of ​​the first tube body 311 is larger than the cross-sectional area of ​​the second section 3212 of the second tube body 321, which is more conducive to the insertion and cooperation of the first tube body 311 and the second tube body 321, thereby improving the structural strength of the vehicle frame 200.

[0197] In this embodiment, the cross-sections of the first tube body 311 and the second tube body 321 are both polygonal. The polygonal cross-section can improve the reliability of the insertion connection between the first reinforcing tube 31 and the second reinforcing tube 32, and can also improve the connection stability between the reinforcing structure 3 and the frame beam body 2, thereby helping to improve the structural strength and structural stiffness of the vehicle frame 200.

[0198] For example, the polygonal shape of the cross-section of the first tube body 311 and the second tube body 321 can be a triangle, quadrilateral, pentagon or hexagon, etc. The shape of the cross-section of the first tube body 311 can be the same as or different from the shape of the cross-section of the second tube body 321. Similarly, the cross-sectional shapes of the first segment 3211 and the second segment 3212 of the second tube body 321 can also be the same as or different. This application embodiment does not specifically limit the cross-sectional shape of the first tube body 311 and the second tube body 321, but can be set according to the actual situation of the vehicle 1000.

[0199] In some embodiments of this application, the size of the first tube body 311 is in the range of 100mm to 150mm along the length direction of the vehicle frame 200; and / or the size of the second segment 3212 is in the range of 30mm to 50mm along the length direction of the vehicle frame 200.

[0200] The dimensions of the first tube body 311 and the second section 3212 along the width direction of the vehicle frame 200 are within a suitable range, which can reduce material costs while ensuring that the first tube body 311 and the second section 3212 have sufficient structural strength and rigidity. In addition, it will not occupy too much space due to excessive thickness, which is conducive to the overall lightweighting of the vehicle frame 200, thereby contributing to the miniaturization and lightweighting of the vehicle 1000.

[0201] For example, along the length of the vehicle frame 200, the dimensions of the first tube body 311 can be 100mm, 110mm, 115mm, 120mm, 125mm, 130mm, 135mm, 140mm, 145mm or 150mm, etc., and the dimensions of the second tube body 321 can be 30mm, 35mm, 40mm, 45mm or 50mm, etc.

[0202] In some embodiments of this application, the wall thickness of the first tube body 311 is in the range of 3 mm to 12 mm.

[0203] The wall thickness of the first tube body 311 is within a suitable range, which enables the first reinforcing tube 31 to have sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame 200, without taking up too much space due to excessive thickness, thus facilitating the miniaturization and lightweighting of the vehicle 1000.

[0204] For example, the wall thickness of the first tube body 311 can be 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm or 12mm, etc.

[0205] In some embodiments of this application, the first tube body 311 is an integral composite material braided pultruded tube.

[0206] The material of the first tube body 311 can be the same as that of the second tube body 321, and the manufacturing direction of the first tube body 311 and the second tube body 321 can be the same. For example, both are composite material braided pultruded tubes made of carbon fiber through 3D braiding and RTM process.

[0207] Composite materials possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame 200. Furthermore, their lightweight nature contributes to weight reduction in the vehicle body frame 200, thereby reducing fuel consumption and improving the vehicle's economic performance. Additionally, composite materials are less prone to rusting, and their manufacturing process is more environmentally friendly, contributing to reduced carbon emissions.

[0208] In some other embodiments, the first tube body 311 can also be a composite material pultruded tube formed by a pultrusion process. The composite material of the composite material pultruded tube can be a composite material formed by resin and continuous carbon fiber, 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.

[0209] This application does not specifically limit the material and manufacturing method of the first tube body 311.

[0210] In some embodiments of this application, the first reinforcing tube 31 further includes a resin filling structure, which is filled within the first tube body 311.

[0211] Therefore, the resin-filled structure can further enhance the structural strength and rigidity of the first tube body 311, thereby improving the overall structural strength and rigidity of the first reinforcing tube 31 to meet the strength and rigidity requirements of the vehicle frame 200.

[0212] In some embodiments of this application, the resin-filled structure includes polyurea and / or polyurethane.

[0213] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the first tube body 311.

[0214] Of course, those skilled in the art should understand that in some other embodiments, the first tube body 311 may be filled with any other suitable filling structure or may not be filled at all.

[0215] In some embodiments of this application, such as Figure 8 As shown, the first reinforcing tube 31 also includes at least one reinforcing rib 312, which is filled inside the first tube body 311.

[0216] Therefore, by providing reinforcing ribs 312 inside the first tube body 311 of the first reinforcing tube 31, additional structural support can be provided for the first reinforcing tube 31, thereby further improving the structural strength and rigidity of the first reinforcing tube 31, and further improving the strength and rigidity of the vehicle frame 200, reducing its deformation, reducing the amount of intrusion into the interior of the vehicle 1000, and helping to improve the impact resistance of the vehicle 1000.

[0217] For example, the first tube body 311 and the reinforcing rib 312 can be made of the same material and formed as an integral structural component, which can reduce the types of raw materials, reduce the number of parts, and also help reduce the assembly difficulty.

[0218] As another example, the first tube body 311 and the reinforcing rib 312 can be made of different materials and then assembled together, thereby improving assembly flexibility. The assembly methods include, but are not limited to, welding, plugging, snap-fitting, etc.

[0219] This application does not impose specific limitations on the materials and molding methods of the first tube body 311 and the reinforcing rib 312, which can be selected according to the actual situation.

[0220] In some embodiments of this application, in a cross-section perpendicular to the extending direction of the first reinforcing tube 31, the opposite ends of the reinforcing ribs 312 are respectively connected to the inner wall of the first tube body 311.

[0221] Therefore, the impact force acting on the first reinforcing tube 31 can be transmitted through the tube wall to the internal reinforcing rib 312, so that the reinforcing rib 312 can absorb part of the impact force, thereby helping to further improve the stiffness and strength of the first reinforcing tube 31.

[0222] In some embodiments of this application, there are multiple reinforcing ribs 312, and at least a portion of the multiple reinforcing ribs 312 are arranged in an intersecting manner.

[0223] Thus, the multiple reinforcing ribs 312 can form a force transmission path through their intersecting arrangement, so that the impact force on the first reinforcing tube 31 can be transmitted to each reinforcing rib 312, further dispersing the load, reducing the destructive force of the impact, and improving the stiffness and strength of the first reinforcing tube 31.

[0224] Moreover, the intersecting reinforcing ribs 312 can strengthen the first tube body 311 from different directions, which helps to further improve the structural strength and structural stiffness of the first tube body 311.

[0225] For example, such as Figure 8 As shown, the reinforcing rib 312 includes a first reinforcing rib 3121 and a second reinforcing rib 3122, which intersect. That is, the extending direction of the first reinforcing rib 3121 intersects the extending direction of the second reinforcing rib 3122. In other words, the first reinforcing rib 3121 and the second reinforcing rib 3122 reinforce the first pipe body 311 from two directions, which helps to improve the structural strength and structural stiffness of the first pipe body 311.

[0226] Here, "intersection" can refer to perpendicular intersection or non-perpendicular intersection.

[0227] Those skilled in the art should understand that the embodiments of this application do not specifically limit the number of the first reinforcing rib 3121 and the second reinforcing rib 3122. That is, the number of the first reinforcing rib 3121 can be one or more (two or more), and the number of the second reinforcing rib 3122 can be one or more (two or more).

[0228] For example, in this embodiment of the application, there is one first reinforcing rib 3121 and two second reinforcing ribs 3122, which intersect perpendicularly. In some other embodiments, the number of first reinforcing ribs 3121 and second reinforcing ribs 3122 may be one or more (two or more).

[0229] In some embodiments of this application, the reinforcing rib 312 and the first tube body 311 are formed as an integral aluminum pultruded structure.

[0230] In some embodiments, the first tube body 311 and the reinforcing rib 312 of the first reinforcing tube 31 are both made of aluminum alloy.

[0231] On the one hand, using aluminum alloy to prepare the first reinforcing tube 31 can provide sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloy, thus saving costs. On the other hand, aluminum alloy is lighter in weight, which can reduce the overall weight of the body frame 200, which is conducive to achieving the lightweighting of the vehicle 1000, thereby effectively reducing fuel consumption, improving range, and improving economic performance.

[0232] For example, the reinforcing rib 312 and the first tube body 311 can be made of 6082-T6 aluminum alloy. 6082-T6 aluminum alloy has good formability, and the reinforcing tube can be processed into any required shape according to actual needs. In addition, 6082-T6 aluminum alloy has high strength, high hardness and excellent corrosion resistance, which can effectively improve the strength and service life of the first reinforcing tube 31.

[0233] Of course, those skilled in the art should understand that the reinforcing rib 312 and the first tube body 311 can also be made of any other suitable material.

[0234] An integrated aluminum pultruded structure refers to an integrated aluminum structure produced through an extrusion molding process. Extrusion molding offers high manufacturing efficiency, is a mature technology, and has low cost. It also allows for diverse cross-sectional shapes of the first reinforcing tube 31 to accommodate the layout of the vehicle frame 200. Furthermore, the integrated structural component helps improve the overall structural strength and rigidity of the first reinforcing tube 31, and also helps reduce the number of parts and assembly difficulty.

[0235] In some embodiments of this application, such as Figure 5 and Figure 6 As shown, the reinforcing structure 3 also includes a reinforcing plate 5, which covers the overlapping area of ​​the first reinforcing tube 31 and the second reinforcing tube 32 and is connected to the outer peripheral wall of the first reinforcing tube 31.

[0236] Therefore, by setting the reinforcing plate 5, the connection strength at the connection between the first reinforcing tube 31 and the second reinforcing tube 32 can be further improved, thereby further improving the structural strength and stiffness of the reinforcing structure 3, making the reinforcing structure 3 more resistant to bending and more resistant to deformation.

[0237] In this embodiment, the reinforcing plate 5 is also provided with a connecting hole, and the fastener 4 fastens the reinforcing plate 5 to the outer peripheral wall of the first reinforcing tube 31 through the connecting hole.

[0238] In some other embodiments, the reinforcing plate 5 can also be connected to the outer peripheral wall of the first reinforcing tube 31 by means of structural adhesive bonding or other methods.

[0239] This application does not impose specific limitations on the material and shape of the reinforcing plate 5 or the connection method with the first reinforcing tube 31, but can be set according to the actual situation.

[0240] In some embodiments of this application, the frame beam body 2 comprises a continuous fiber composite material.

[0241] Continuous fiber composite materials have high strength and stiffness, which helps to improve the collision resistance of the vehicle body frame 200. Moreover, continuous fiber composite materials have lightweight properties, which helps to reduce the weight of the vehicle body frame 200, thereby helping to reduce the fuel consumption of the vehicle 1000 and improve the economic performance of the vehicle 1000.

[0242] Moreover, continuous fiber composite materials are less prone to rusting, and their manufacturing process is more environmentally friendly, which helps reduce carbon emissions.

[0243] In addition, the process of using continuous fiber composite materials to manufacture the main body of the frame beam 2 eliminates the need for stamping, welding, and painting processes, which helps improve manufacturing efficiency. It also eliminates the need to build stamping, welding, and painting workshops, which helps reduce the manufacturing cost of vehicle 1000.

[0244] In some embodiments of this application, the frame beam body 2 includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0245] Therefore, the composite material formed by continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity, and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 2. By setting multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material layer can be improved by adjusting the laying angle of the continuous fibers in different continuous fiber composite material layers.

[0246] In some embodiments of this application, a continuous fiber composite material layer with multiple layers is composited to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the frame beam body 2.

[0247] The multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the grooved frame beam body 2. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 2, thereby maximizing its mechanical properties and structural integrity.

[0248] For example, the frame beam body 2 includes at least columns (column A, column B, column C), a top beam, and a sill beam. The columns, top beam, and sill beam have different shapes and dimensions.

[0249] In some embodiments of this application, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0250] Organic fibers have high strength, good elasticity and flexibility.

[0251] Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0252] In some embodiments of this application, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers, and / or the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0253] 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 continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0254] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0255] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0256] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0257] In some embodiments of this application, the continuous fiber has a weight percentage of 60 to 80, the thermoplastic resin matrix has a weight percentage of 20 to 40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0258] By controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for manufacturing the main body of the frame beam 2.

[0259] In some embodiments, the continuous fiber composite layer comprises 68 to 75 parts by weight of continuous fibers and 25 to 32 parts by weight of a thermoplastic resin matrix. This further limits the content of continuous fibers and the thermoplastic resin matrix, achieving a more balanced state between the two.

[0260] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0261] For example, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0262] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0263] For example, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0264] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0265] 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.

[0266] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0267] For example, the lubricant includes white oil.

[0268] 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.

[0269] 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.

[0270] In some embodiments of this application, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0271] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body 2 is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 2.

[0272] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the continuous fiber composite layer.

[0273] In some embodiments of this application, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0274] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of composite materials in different directions.

[0275] In some embodiments of this application, such as Figure 9 As shown, in the outermost two continuous fiber composite material layers of the frame beam body 2 along any side of the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0276] Therefore, a ply pattern that is neither 0° nor 90° provides strength in multiple directions, and the fact that at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 2.

[0277] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the frame beam body 2 includes the A-pillar assembly 201, the extension direction of the A-pillar assembly 201 is along the vertical direction of the vehicle frame 200. For the fiber composite board formed in the A-pillar assembly, the vertical direction of the vehicle frame 200, that is, the height direction of the vehicle frame 200, is the direction in which the continuous fiber laying angle is 0°.

[0278] The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0279] In some embodiments of this application, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is in the range of 25° to 75°.

[0280] Therefore, 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.

[0281] In some embodiments of this application, the sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

[0282] 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 body 2 as much as possible.

[0283] In some embodiments of this application, the thickness of the frame beam body 2 is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0284] Therefore, by limiting the minimum thickness of the frame beam body 2, the requirement for structural strength and stiffness can be avoided as much as possible. By limiting the maximum thickness of the frame beam body 2, the requirement for excessive thickness can be avoided as much as possible, which could affect the aesthetics of the vehicle body frame 200 or interfere with the installation of other vehicle components.

[0285] For example, the thickness of the frame beam body 2 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc.

[0286] In addition, by limiting the range of the thickness of the single-layer continuous fiber composite material layer, on the one hand, it is to avoid the structural strength and stiffness of the single-layer continuous fiber composite material layer being insufficient due to its excessive thickness, and on the other hand, it is to avoid the risk of problems such as excessive thickness of the fiber composite material layer leading to excessive thickness of the frame beam body 2 when laying multiple layers of continuous fiber composite ply, which would reduce the overall aesthetic performance of the vehicle frame 200 or interfere with the installation of other parts of the vehicle 1000.

[0287] For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

[0288] In some embodiments of this application, the pillar assembly includes an A-pillar assembly 201, a B-pillar assembly 202, and a C-pillar assembly 203. At least a portion of the frame beam body 2 constitutes the A-pillar, B-pillar, C-pillar, and upper beam of the vehicle. The A-pillar, B-pillar, C-pillar, and upper beam are respectively formed as parts of the A-pillar assembly 201, B-pillar assembly 202, C-pillar assembly 203, and upper beam assembly 204. A first reinforcing tube 31 is provided in the groove of at least one of the A-pillar, B-pillar, and C-pillar, and a second reinforcing tube 32 is provided in the groove of the upper beam.

[0289] Therefore, the first reinforcing tube 31 can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the frame beam body 2, and the second reinforcing tube 32 can be applied to the upper beam of the frame beam body 2. The first reinforcing tube 31 and the second reinforcing tube 32 have high structural strength and high stiffness, and strong resistance to bending and deformation. Therefore, applying the first reinforcing tube 31 and the second reinforcing tube 32 to the column assembly and the upper beam assembly 204 can improve the structural strength and stiffness of the vehicle body frame 200, improve the bending resistance and deformation resistance of the vehicle body frame 200, and thus improve the impact resistance of the vehicle 1000.

[0290] For example, a first reinforcing tube 31 is provided in the groove of the A-pillar, and the first reinforcing tube 31 and the frame beam body 2 constituting the A-pillar together form at least part of the A-pillar assembly 201.

[0291] As another example, a first reinforcing tube 31 is provided in the groove of the B-pillar, and the first reinforcing tube 31 and the frame beam body 2 constituting the B-pillar together form at least part of the B-pillar assembly 202.

[0292] As another example, a first reinforcing tube 31 is provided in the groove of the C-pillar, and the first reinforcing tube 31 and the frame beam body 2 constituting the C-pillar together form at least part of the C-pillar assembly 203.

[0293] As another example, a second reinforcing tube 32 is provided in the groove of the upper beam, and the second reinforcing tube 32 together with the frame beam body 2 constituting the upper beam forms at least a part of the upper beam assembly 204.

[0294] The following describes specific examples of some embodiments of this application with reference to the accompanying drawings.

[0295] As a specific example, the vehicle body frame 200 includes an inner side panel (inner panel 1) and an outer side panel (frame beam body 2). The inner and outer side panels are formed using composite materials through a molding process, and a cavity is formed between the inner and outer side panels by adhesive bonding. A vehicle body structural component (reinforcing structure 3) is arranged in the cavity between the inner and outer side panels. The vehicle body structural component includes an upper A-pillar structure (second reinforcing tube 32) and a lower A-pillar structure (first reinforcing tube 31).

[0296] Due to stiffness requirements, the upper A-pillar structure is made of carbon fiber, a material characterized by high modulus and low density. While the cross-section of the upper A-pillar structure is relatively small due to its shape and layout, it needs to bear nearly 40% of the vehicle's load. To fully utilize the cross-section, the upper A-pillar structure employs a closed cross-section to increase the moment of inertia, thereby improving the overall bending stiffness of the component. In terms of manufacturing, the upper A-pillar structure utilizes 3D weaving and RTM processes, enabling designs with variable cross-sections, material thicknesses, and curvatures.

[0297] Since the lower A-pillar structure has no styling or ergonomic requirements, only the overall vehicle structural requirements need to be considered. The stiffness of this area will affect the occupant injury value in a small offset collision. This area needs to transmit 80% of the vehicle's load. Due to the large cross-sectional dimensions of this area, in order to make full use of the cross-section to improve bending stiffness, the tubular beam structure (first tube body 311) of the lower A-pillar structure makes full use of the cross-section and adopts a rectangular cross-section to improve bending stiffness. In terms of materials, carbon fiber is used because of its high strength and modulus and low density. By using the pultrusion process in this area to achieve a design with equal cross-section and equal material thickness, it is possible to effectively improve stiffness while minimizing process costs and overall vehicle weight.

[0298] The lower A-pillar structure has a large cross-sectional dimension, while the upper beam A-pillar structure has a small cross-sectional dimension. In the area where the upper and lower A-pillar structures are connected, the lower A-pillar structure covers the upper beam A-pillar structure (plug-in connection) and is connected by two bolts (fasteners 4) to form a whole. This can improve the bending resistance of the parts, and the integration is high, requiring fewer parts. At the same time, it can be combined with the deformation mode of the whole vehicle, and the ability to resist deformation can be increased by adding external reinforcements (reinforcing plates 5).

[0299] Compared with the structure of traditional sheet metal bodies, the body structure of this application has less deformation of the front structure and more structural integrity in small offset collision conditions, resulting in lower occupant injury values. At the same time, the mass and number of parts of the front structure are 50% of those of traditional vehicles, achieving lightweight body while reducing parts costs and overall vehicle manufacturing costs.

[0300] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle, characterized in that, include: The vehicle body frame includes: The inner panel has a first side and a second side facing away from each other, the first side facing the inside of the vehicle frame and the second side facing the outside of the vehicle frame; The main frame beam is located on the second side of the inner plate and forms a cavity with the inner plate; and A reinforcing structure is provided in the cavity. The reinforcing structure includes a first reinforcing tube and a second reinforcing tube. The first reinforcing tube is part of the column assembly, and the second reinforcing tube is part of the upper beam assembly. The first reinforcing tube and the second reinforcing tube are inserted into each other.

2. The vehicle according to claim 1, characterized in that, The first reinforcing tube includes a first tube body, and the second reinforcing tube includes a second tube body; The second tube body includes a first segment and a second segment. The extension direction of the first segment intersects the extension direction of the second segment. The extension direction of the first tube body is the same as the extension direction of the second segment. The second segment is inserted into the first tube body.

3. The vehicle according to claim 2, characterized in that, The cross-section of the first tube body is closed; and / or The cross-section of the second tube body is closed.

4. The vehicle according to claim 2 or 3, characterized in that, The outer peripheral wall of the first tube body is provided with at least one first connecting hole, and the outer peripheral wall of the second section is provided with at least one second connecting hole. Each first connecting hole corresponds to the position of each second connecting hole and is fixedly connected by fasteners, including bolts.

5. The vehicle according to any one of claims 2 to 4, characterized in that, The second tube body is formed as an integral composite material structure.

6. The vehicle according to claim 5, characterized in that, The second tube body includes a three-dimensional braided fiber preform and a resin matrix, wherein the resin matrix is ​​impregnated and bonded to the three-dimensional braided fiber preform; The three-dimensional woven fiber preform is a multi-layered three-dimensional woven structure formed by weaving multiple continuous fibers, and the resin matrix is ​​filled in the three-dimensional woven structure.

7. The vehicle according to claim 6, characterized in that, The continuous fiber includes carbon fiber, and the resin matrix includes thermosetting resin.

8. The vehicle according to any one of claims 2 to 7, characterized in that, The first segment is arc-shaped and includes a first sub-segment and a second sub-segment that are connected to each other. The curvature of the first sub-segment is greater than the curvature of the second sub-segment. The first sub-segment connects the second sub-segment and the second segment. The cross-sectional area of ​​the first sub-segment is greater than the cross-sectional area of ​​the second sub-segment; and / or The wall thickness of the first sub-section is greater than the wall thickness of the second sub-section.

9. The vehicle according to claim 8, characterized in that, Along the width direction of the vehicle frame, the dimensions of the first sub-section are in the range of 30mm to 70mm, and the dimensions of the second sub-section are in the range of 30mm to 70mm; and / or The wall thickness of the first sub-section is in the range of 6 mm to 10 mm, and the wall thickness of the second sub-section is in the range of 3 mm to 10 mm.

10. The vehicle according to any one of claims 2 to 9, characterized in that, Along the extension direction of the second segment, the size of the second segment is in the range of 100mm to 300mm.

11. The vehicle according to any one of claims 2 to 10, characterized in that, The wall thickness of the second section is in the range of 6mm to 10mm.

12. The vehicle according to any one of claims 2 to 11, characterized in that, The second reinforcing tube also includes a resin-filled structure, which fills the body of the second tube.

13. The vehicle according to claim 12, characterized in that, The resin-filled structure includes polyurea and / or polyurethane.

14. The vehicle according to any one of claims 2 to 13, characterized in that, The cross-sectional area of ​​the first tube body is greater than the cross-sectional area of ​​the second section of the second tube body.

15. The vehicle according to claim 14, characterized in that, Along the length of the vehicle frame, the dimensions of the first tube body are in the range of 100mm to 150mm; and / or Along the length of the vehicle frame, the dimensions of the second segment are in the range of 30mm to 50mm.

16. The vehicle according to any one of claims 2 to 15, characterized in that, The wall thickness of the first tube body is in the range of 3mm to 12mm.

17. The vehicle according to any one of claims 2 to 16, characterized in that, The first tube body is an integral composite material braided pultruded tube.

18. The vehicle according to claim 17, characterized in that, The first reinforcing tube also includes a resin-filled structure, which fills the body of the first tube.

19. The vehicle according to claim 18, characterized in that, The resin-filled structure includes polyurea and / or polyurethane.

20. The vehicle according to any one of claims 2 to 16, characterized in that, The first reinforcing tube further includes at least one reinforcing rib, and at least one of the reinforcing ribs is filled inside the body of the first tube.

21. The vehicle according to claim 20, characterized in that, In a cross-section perpendicular to the extension direction of the first reinforcing tube, the opposite ends of the reinforcing ribs are respectively connected to the inner wall of the first tube body.

22. The vehicle according to claim 20 or 21, characterized in that, The number of reinforcing ribs is multiple, and at least a portion of the multiple reinforcing ribs are arranged in an overlapping manner.

23. The vehicle according to any one of claims 20 to 22, characterized in that, The reinforcing rib and the first tube body form an integral aluminum pultruded structure.

24. The vehicle according to any one of claims 1 to 23, characterized in that, The reinforcing structure also includes a reinforcing plate, which covers the overlapping area of ​​the first reinforcing tube and the second reinforcing tube and is connected to the outer peripheral wall of the first reinforcing tube.

25. The vehicle according to any one of claims 1 to 24, characterized in that, The main body of the frame beam is composed of continuous fiber composite material.

26. The vehicle according to claim 25, characterized in that, The main body of the frame beam includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

27. The vehicle according to claim 26, characterized in that, The multi-layered continuous fiber composite material is combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the main body of the frame beam.

28. The vehicle according to claim 26 or 27, characterized in that, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

29. The vehicle according to claim 28, characterized in that, The inorganic fiber includes any one or any combination of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

30. The vehicle according to any one of claims 26 to 29, characterized in that, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

31. The vehicle according to any one of claims 26 to 30, characterized in that, The continuous fibers in each layer of the continuous fiber composite material are laid in a single direction, and the laying angle of the continuous fibers in adjacent layers of the continuous fiber composite material is different.

32. The vehicle according to claim 31, characterized in that, In the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

33. The vehicle according to claim 32, characterized in that, The continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is in the range of 25° to 75°.

34. The vehicle according to claim 32 or 33, characterized in that, The sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

35. The vehicle according to any one of claims 26 to 34, characterized in that, The thickness of the main frame beam is in the range of 1.2mm to 5mm; and / or The thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

36. The vehicle according to any one of claims 1 to 35, characterized in that, The column assembly includes an A-pillar assembly, a B-pillar assembly, and a C-pillar assembly; At least a portion of the main body of the frame beam constitutes the A-pillar, B-pillar, C-pillar and upper side beam of the vehicle, and the A-pillar, B-pillar, C-pillar and upper side beam respectively constitute parts of the A-pillar assembly, B-pillar assembly, C-pillar assembly and upper side beam assembly; The first reinforcing tube is provided in the groove of at least one of the A-pillar, the B-pillar, and the C-pillar; The second reinforcing tube is provided in the groove of the upper beam.

37. The vehicle according to any one of claims 1 to 36, characterized in that, The vehicle also includes: The chassis, wherein the vehicle frame is located above the chassis and is detachably connected to the chassis.

38. The vehicle according to claim 37, characterized in that, The vehicle body frame and the chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery device, the housing of which forms the floor of the passenger compartment.

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