Vehicle

Abstract

The utility model discloses a vehicle. A vehicle includes a body frame including a frame beam body, a reinforcement structure, and at least one connection structure. A groove is formed in the frame beam body. The reinforcing structure is arranged in the groove and connected with the frame beam body. The connecting structure is formed into an integrated structural part and used for connecting at least two functional parts, and the connecting structure is arranged on the reinforcing structure. According to the embodiment of the invention, the connecting structure is formed into the integrated structural part, so that at least two functional parts can be connected through one connecting structure, the number of parts can be reduced, the assembly difficulty is reduced, and the manufacturing cost is reduced.

Description

Technical Field

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

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

[0003] In the event of a vehicle collision, the vehicle body frame provides cushioning and protection, absorbing and dispersing impact forces to reduce injury to occupants and interior components. Furthermore, in the global context of energy conservation and emission reduction, lightweighting and streamlined vehicle design are key research areas. Therefore, how to increase the strength of the vehicle body frame while reducing the number of parts and assembly complexity is a research topic within the industry. Utility Model Content

[0004] To solve the above-mentioned technical problems, this application provides a vehicle with fewer parts, lower assembly difficulty, and higher structural strength.

[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 a frame beam body, a reinforcing structure, and at least one connecting structure. The frame beam body has a groove formed therein; the reinforcing structure is disposed in the groove and connected to the frame beam body; the connecting structure is configured as an integral structural member and is used to connect at least two functional members, and the connecting structure is disposed within the reinforcing structure.

[0007] The vehicle body frame of this application has grooves formed in the main body of the frame beam. On the one hand, the grooves can strengthen the structural strength and also serve as energy absorption zones, thereby effectively absorbing and dispersing impact forces. On the other hand, the grooves can provide installation space for the reinforcing structure.

[0008] Furthermore, the grooves in the main frame beams incorporate reinforcing structures, transforming the primary load-bearing component of the vehicle frame from the main frame beams to the reinforcing structures. These reinforcing structures enhance the bending resistance of the vehicle frame, thereby increasing the structural strength and stiffness of the main frame beams, and consequently improving the overall strength and stiffness of the vehicle frame, reducing deformation under stress. In the event of a collision, the impact force first acts on the main frame beams, then is transferred to the reinforcing structures. The reinforcing structures absorb some of the impact force through deformation and disperse it along their extension path, thus mitigating the destructive power of the impact and reducing the likelihood of significant deformation of the vehicle frame. This reduces intrusion into the vehicle frame and enhances its resistance to deformation.

[0009] Furthermore, the connecting structure installed on the reinforcing structure can be used to connect various functional components. Since the connecting structure is a one-piece structural component, it helps to reduce the number of parts, reduce installation steps during vehicle assembly, and lower assembly difficulty. Moreover, in the event of a vehicle collision, the impact force acting on the functional components can be transferred to the reinforcing structure through the connecting structure, thereby dispersing the impact force, providing better installation strength and rigidity for the functional components, and improving the vehicle's impact resistance.

[0010] In some embodiments, the reinforcing structure includes a first side and a second side opposite to each other in the inward and outward directions of the vehicle frame, the first side facing the outer side of the vehicle frame and the second side facing the inner side of the vehicle frame; a connecting structure is fastened to the first side and / or the second side of the reinforcing structure.

[0011] Therefore, the connection structure can provide installation positions for functional components on the outside of the vehicle frame as well as for functional components on the inside of the vehicle frame, which is more flexible and allows functional components on the outside and / or inside of the vehicle frame to be installed through as few connection structures as possible, which helps to further reduce the number of parts and achieve overall vehicle lightweighting and lean manufacturing.

[0012] In some embodiments, the reinforcing structure includes a first surface disposed on a first side, a second surface disposed on a second side, and a first side surface connecting the first surface and the second surface; the connecting structure includes a third surface and a second side surface connected to opposite sides of the third surface along the front-rear direction of the vehicle frame; wherein the third surface is connected to the first surface or the second surface, and the second side surface is connected to the first side surface.

[0013] Therefore, the connecting structure can connect with the three surfaces of the reinforcing structure, which helps to improve the connection strength between the connecting structure and the reinforcing structure, improve the installation strength and rigidity of the functional components, and thus help to improve the structural strength of the vehicle frame and improve the vehicle's impact resistance.

[0014] In some embodiments, the connecting structure includes a main body and at least two mounting portions for mounting functional components; a portion of the third surface protrudes along the inward and outward directions of the vehicle frame toward the direction away from the reinforcing structure to form a mounting portion, and / or a portion of the second side surface protrudes along the front-rear direction of the vehicle frame toward the direction away from the reinforcing structure to form a mounting portion.

[0015] Therefore, the mounting section can provide a mounting position for the functional components, and the functional components can be mounted on the mounting section of the connecting structure, which helps to reduce the difficulty of mounting and positioning the functional components.

[0016] In some embodiments, the wall thickness of the main body is in the range of 3 mm to 4 mm; and / or, the wall thickness of the mounting portion is in the range of 3 mm to 9 mm.

[0017] The wall thickness of the main body and the mounting part is within a suitable range, which can improve the structural strength and rigidity of the connection structure, and will not occupy too much space due to excessive wall thickness, which is conducive to the lightweighting of the vehicle frame.

[0018] In some embodiments, a mounting hole is formed on the mounting part, and a fastener passes through the functional component and the mounting hole to fix the functional component to the mounting part. The fastener includes a bolt. A threaded sleeve is provided in the mounting hole. And / or, a metal plate is provided on the side of the mounting part facing the reinforcing structure, and a threaded hole is provided on the metal plate, and the position of the threaded hole corresponds to the position of the mounting hole.

[0019] Therefore, the functional components and the connecting structure are connected by fasteners, which helps to improve the connection strength between the functional components and the connecting structure, thereby improving the structural strength of the vehicle frame and improving the vehicle's impact resistance.

[0020] In addition, by setting threaded sleeves or metal plates with threaded holes, the possibility of damage to the connection structure during repeated disassembly and assembly of functional components or stress cycles can be reduced, thereby improving the reliability of the connection structure.

[0021] In some embodiments, at least a portion of the frame beam body constitutes a B-pillar of the vehicle, a reinforcing structure is provided in the groove of the B-pillar, and a connecting structure is provided between the reinforcing structure and the groove of the B-pillar; the mounting portion includes a first mounting portion, a second mounting portion and a third mounting portion, the first mounting portion is formed on a third surface, the second mounting portion and the third mounting portion are respectively formed on two second side surfaces, along the front-rear direction of the vehicle frame, the second mounting portion is located at the front side of the vehicle frame compared to the third mounting portion; the functional components include a door hinge, a door latch and a door limiter, the door hinge is connected to the first mounting portion, the door latch is connected to the second mounting portion and the door limiter is connected to the third mounting portion.

[0022] This allows door hinges, door latches, and door limiters to be mounted on a single connecting structure, which helps reduce the overall number of vehicle parts, lowers assembly difficulty, and reduces production costs.

[0023] In addition, because the B-pillar with its reinforced structure has higher structural strength and better resistance to deformation, the installation strength of functional components such as door hinges, door latches, and door limiters located on the B-pillar is higher. Therefore, the installation strength of these functional components is improved, which in turn helps to improve their fixing strength and thus enhances the personal safety of the occupants.

[0024] In some embodiments, the wall thickness of the first mounting portion is in the range of 3 mm to 4 mm; and / or, the wall thickness of the third mounting portion is in the range of 3 mm to 4 mm.

[0025] The wall thickness of the first and third mounting sections is within a suitable range, which ensures the structural strength and rigidity of the mounting sections without occupying too much space due to excessive wall thickness. This is beneficial for improving the installation strength of functional components and for reducing the weight of the vehicle frame.

[0026] In some embodiments, the mounting portion includes a mounting surface and a mounting side, the mounting side connecting the mounting surface and the main body; the wall thickness of the mounting surface of the second mounting portion is in the range of 3 mm to 5 mm; and / or, the wall thickness of the mounting side of the second mounting portion is in the range of 6 mm to 9 mm.

[0027] Door latches are mainly used in car doors. Since the door latch needs to pull the door open when it is locked, it is subjected to a large force. Therefore, by setting the wall thickness of the second mounting part for installing the door latch within a suitable range, the installation strength and reliability of the door latch can be guaranteed, while the second mounting part does not occupy too much space. This is conducive to the weight reduction of the vehicle body frame and thus to the overall weight reduction of the vehicle.

[0028] In some embodiments, the connecting structure further includes an abutment portion, a portion of the second side surface protruding in the longitudinal direction of the vehicle frame toward the direction away from the reinforcing structure to form the abutment portion, the abutment portion including an abutment surface, the abutment surface being flat.

[0029] In the event of a minor offset collision, the crossbeam located at the door can abut against the connecting structure, providing a stress-bearing point. This allows the impact force at the A-pillar assembly to be dispersed to the reinforcing structure through the connecting structure, reducing the intrusion into the vehicle frame and minimizing damage to occupants and interior components. Furthermore, the flat abutment portion better distributes stress, reducing the possibility of stress concentration and thus lowering the likelihood of damage to the connecting structure, thereby improving its reliability.

[0030] In some embodiments, the connecting structure includes a reinforcing rib; the reinforcing rib is formed on the inner wall surface of the connecting structure facing the reinforcing structure along the inward and outward directions of the vehicle frame.

[0031] Therefore, by setting reinforcing ribs, the overall structural strength of the connection structure can be increased, thereby reducing the possibility of damage to the connection structure during force transmission. This is beneficial to further improve the structural strength and stiffness of the connection structure, and in turn, to improve the installation strength of the functional components.

[0032] In some embodiments, the number of reinforcing ribs is multiple; the multiple reinforcing ribs are arranged intersecting each other; and / or, the multiple reinforcing ribs are connected end to end in a ring shape.

[0033] Therefore, multiple stiffeners can form force transmission paths with each other, allowing the impact force on the connected structure to be transferred to each stiffener, further dispersing the load, reducing the destructive force of the impact, and improving the stiffness and strength of the connected structure. Moreover, intersecting or ring-shaped stiffeners can strengthen the connected structure from different directions, helping to further improve the structural strength and stiffness of the connected structure.

[0034] In some embodiments, the thickness of the reinforcing rib is in the range of 3 mm to 4 mm.

[0035] By controlling the thickness of the reinforcing ribs within a reasonable range, the overall weight of the connecting structure can be reduced while meeting the strength and rigidity requirements of the connection structure, thereby contributing to the overall lightweighting of the vehicle frame.

[0036] In some embodiments, the connecting structure has a wire harness hole and a weight reduction hole, and the wire harness hole of the connecting structure corresponds to the position of the wire harness hole of the reinforcing structure; along the extending direction of the reinforcing structure, the distance between the edge of the wire harness hole of the connecting structure and the edge of the weight reduction hole is in the range of 25mm to 30mm.

[0037] The connecting structure has wiring harness holes corresponding to the positions of the wiring harness holes in the reinforcing structure, which facilitates the overall wiring of the vehicle frame and the installation and disassembly of components. In addition, weight-reduction holes are made in areas where strength requirements are less stringent, which can effectively reduce the weight of the connecting structure, thereby contributing to the lightweighting of the vehicle frame.

[0038] By controlling the spacing between the weight reduction holes and the wire harness holes within a suitable range, the weight of the connection structure can be reduced while ensuring its strength and rigidity. This provides a more reliable installation position for functional components and improves their installation strength.

[0039] In some embodiments, the connecting structure constitutes an integral aluminum die-cast part.

[0040] On the one hand, using aluminum alloy for the connection structure provides sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloy, thus saving costs; on the other hand, aluminum alloy is lightweight, which reduces the overall weight of the vehicle frame, facilitating vehicle weight reduction, thereby effectively reducing fuel consumption, increasing range, and improving economic performance.

[0041] Die casting has a short production cycle, enabling the rapid manufacture of large quantities of parts. It also boasts high dimensional accuracy, a smooth surface finish, and allows for diverse cross-sectional shapes of connection structures to accommodate the layout of the vehicle body frame. Furthermore, die casting offers better material utilization, contributing to reduced production costs.

[0042] Finally, integrated structural components help improve the overall structural strength and rigidity of the connected structure, and also help reduce the number of parts and reduce assembly difficulty.

[0043] In some embodiments, the connecting structure is welded to the reinforcing structure, or the connecting structure and the reinforcing structure are detachably connected by fasteners.

[0044] Therefore, welding can improve the connection strength between the connecting structure and the reinforcing structure, reducing the possibility of shaking due to abnormal separation of the connecting structure and the reinforcing structure, which could cause abnormal noise or damage to the main frame beam or other components of the vehicle body frame. Furthermore, in the event of a collision, it can stably distribute the impact force to the reinforcing structure, thereby improving the vehicle body frame's resistance to deformation and enhancing the vehicle's impact resistance.

[0045] The connecting structure and the reinforcing structure can be detachably connected by fasteners, which can make disassembly easier while ensuring connection strength, thus making it easier to install and maintain later.

[0046] In some embodiments, at least a portion of the frame beam body is configured as an A-pillar, B-pillar, and C-pillar of the vehicle, and a reinforcing structure is provided in the groove of at least one of the A-pillar, B-pillar, and C-pillar; a connecting structure is disposed on the reinforcing structure.

[0047] Therefore, strengthening the structure and the integrated connection structure can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the main frame beam, thereby improving the structural strength and stiffness of the main frame beam, enhancing its bending resistance and deformation resistance, and improving the vehicle's impact resistance. Furthermore, it can reduce the overall number of parts in the vehicle body frame, simplifying assembly.

[0048] In some embodiments, the reinforcing structure is tubular and includes a tube body with an internal cavity, the tube body having a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the reinforcing structure.

[0049] The tubular reinforcing structure can reduce the weight of the vehicle frame while meeting the design requirements for stiffness and strength, achieving a lightweight design that improves driving range and fuel economy. The polygonal cross-section of the tubular body facilitates better connection between the shell wall and other structural components (e.g., connecting structures), increasing the contact area between the shell wall and other structural components, improving connection stability, and thus contributing to the strength and stiffness of the vehicle frame.

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

[0051] By incorporating reinforcing ribs within the tube body, the structural strength and rigidity of the reinforced structure can be further improved, thereby enhancing the strength and rigidity of the vehicle frame.

[0052] In addition, the two ends of the reinforcing ribs are connected to the inner wall of the tube body, which can improve the connection strength between the reinforcing ribs and the tube body, thereby improving the structural strength and stiffness of the tube body. Moreover, the impact force acting on the reinforced structure can be transmitted to the internal reinforcing ribs through the tube wall, which is beneficial to further improve the stiffness and strength of the reinforced structure.

[0053] In some embodiments, the reinforcing structure further includes a resin-filled structure that is filled within the tube body.

[0054] Therefore, the resin-filled structure is used to enhance the structural strength and rigidity of the tube body, thereby improving the overall structural strength and rigidity of the reinforced structure to meet the strength and rigidity requirements of the vehicle frame.

[0055] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0062] 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.

[0063] 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.

[0064] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0065] In some embodiments, the continuous fiber comprises 60 to 80 parts by weight, the thermoplastic resin matrix comprises 20 to 40 parts by weight, and the sum of the parts by weight of the continuous fiber and the thermoplastic resin matrix comprises 100.

[0066] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fibers. It is also possible to avoid the situation where the composite material has insufficient strength due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main body of frame beams.

[0067] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0068] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, thereby enhancing the mechanical properties of composite materials.

[0069] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0070] Antioxidants can reduce the likelihood of composite materials degrading due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0071] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0072] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of the frame beam body caused by excessive absorption of water from the external environment during vehicle use.

[0073] 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.

[0074] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0075] 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°.

[0076] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impacts to the internal structure of the frame beam, and help enhance the impact resistance of the frame beam.

[0077] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0078] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0079] 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.

[0080] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby keeping the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus maximizing the structural strength and stiffness of the frame beam.

[0081] 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 layer is in the range of 0.2 mm to 0.3 mm.

[0082] By limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements can be avoided from being too low. Similarly, by limiting the maximum thickness of the main frame beam, the aesthetics of the vehicle body structure and potential interference with the installation of other components can be avoided. Furthermore, limiting the thickness range of the single-layer continuous fiber composite material layer serves two purposes: firstly, to prevent insufficient structural strength and stiffness due to an excessively thin layer; and secondly, to prevent excessive thickness leading to an overly thick main frame beam when multiple continuous fiber composite layers are laid.

[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] The vehicle in this embodiment has fewer parts, is easier to assemble, and has high structural strength and good resistance to deformation. 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 An exploded view of a vehicle provided for some embodiments of this application;

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

[0092] Figure 3 A schematic plan view of a portion of the vehicle frame (excluding the main frame beam) provided for some embodiments of this application;

[0093] Figure 4 A front view of the connection structure provided for some embodiments of this application;

[0094] Figure 5 Side view of the connection structure provided for some embodiments of this application;

[0095] Figure 6 A side view of a connection structure provided for some embodiments of this application;

[0096] Figure 7 Rear view of the connection structure provided for some embodiments of this application;

[0097] Figure 8 A schematic plan view of a portion of the vehicle frame (including the main frame beam) provided for some embodiments of this application;

[0098] Figure 9 for Figure 8 Sectional view at point AA;

[0099] Figure 10 for Figure 8 Sectional view at BB in the middle;

[0100] Figure 11 for Figure 8 Sectional view at CC in the middle;

[0101] Figure 12 This is a schematic diagram of a layup method for a multilayer fiber composite material layer with continuous fiber composite material layers provided in some embodiments of this application.

[0102] Explanation of reference numerals in the attached figures

[0103] 1. Frame beam main body; 11. Groove; 2. Reinforcing structure; 2a. First surface; 2b. Second surface; 2c. First side surface; 21. Spacing section; 22. Pipe main body; 221. Reinforcing rib; 3. Connecting structure; 3a. Third surface; 3b. Second side surface; 31. Main body; 32. Mounting part; 32a. Mounting hole; 321. First mounting part; 322. Second mounting part; 323. Third mounting part; 324. Threaded sleeve; 325. Metal plate; 326. Mounting surface; 327. Mounting side; 33. Abutting part; 331. Abutting surface; 34. Reinforcing rib; 35. Wiring harness hole; 36. Weight reduction hole; 4. Functional component; 41. First door hinge; 42. Second door hinge; 5. Inner panel; 6. Fastener; 7. Reinforcing plate; 80. Joint reinforcing rib; 81. First joint; 82. Second joint; 100. Chassis; 200. Body frame; 201. A-pillar assembly; 202. B-pillar assembly; 203. C-pillar assembly; 204. Upper side beam assembly; 205. Sill beam assembly; 206. Upper crossbeam assembly; 207. Bumper assembly; 208. Hood; 209. Door; 1000. Vehicle. Detailed Implementation

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] The following is a detailed description of this application.

[0113] While pursuing convenient travel, people are also paying more attention to the safety performance of vehicles, and the vehicle's body frame is an important component in terms of force and energy transmission in the event of a collision.

[0114] In related technologies, vehicle body frames are typically assembled from multiple plate-like components, resulting in a large number of parts and complex assembly. In the event of a collision, these plate-like components may break under the impact force. Furthermore, due to the relatively poor structural strength and insufficient resistance to deformation of these components, the vehicle body frame may undergo significant deformation. This could lead to excessive intrusion of the body frame into the interior, potentially causing substantial injury to occupants and interior equipment.

[0115] In addition, due to the limited strength of plate-shaped components, when vehicle hinges, limiters, latches and other functional components are installed on plate-shaped components, multiple different reinforcing plates need to be set on the plate-shaped components. Different functional components are installed on different reinforcing plates to increase the strength and rigidity of the mounting points. The required number of parts is large and they are widely dispersed, and the installation process is complicated.

[0116] This application addresses the problems existing in the aforementioned related technologies by proposing a vehicle comprising a body frame, the body frame including a frame beam body, a reinforcing structure, and at least one connecting structure. The frame beam body has a groove formed therein. The reinforcing structure is disposed in the groove and connected to the frame beam body. The connecting structure is configured as an integral structural member and is used to connect at least two functional components; the connecting structure is disposed within the reinforcing structure.

[0117] The vehicle body frame of this application has grooves formed in the main body of the frame beam. On the one hand, the grooves can strengthen the structural strength and also serve as energy absorption zones, thereby effectively absorbing and dispersing impact forces. On the other hand, the grooves can provide installation space for the reinforcing structure.

[0118] Furthermore, the grooves in the main frame beams incorporate reinforcing structures, transforming the primary load-bearing component of the vehicle frame from the main frame beams to the reinforcing structures. These reinforcing structures enhance the bending resistance of the vehicle frame, thereby increasing the structural strength and stiffness of the main frame beams, and consequently improving the overall strength and stiffness of the vehicle frame, reducing deformation under stress. In the event of a collision, the impact force first acts on the main frame beams, then is transferred to the reinforcing structures. The reinforcing structures absorb some of the impact force through deformation and disperse it along their extension path, thus mitigating the destructive power of the impact and reducing the likelihood of significant deformation of the vehicle frame. This reduces intrusion into the vehicle frame and enhances its resistance to deformation.

[0119] Furthermore, the connecting structure installed on the reinforcing structure can be used to connect various functional components. Since the connecting structure is a one-piece structural component, it helps to reduce the number of parts, reduce installation steps during vehicle assembly, and lower assembly difficulty. Moreover, in the event of a vehicle collision, the impact force acting on the functional components can be transferred to the reinforcing structure through the connecting structure, thereby dispersing the impact force, providing better installation strength and rigidity for the functional components, and improving the vehicle's impact resistance.

[0120] In the following embodiments, for ease of explanation, the description is provided in conjunction with the accompanying drawings.

[0121] Figure 1An exploded structural diagram of a vehicle 1000 provided for some embodiments of this application.

[0122] 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 1 As 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.

[0123] For example, the body frame 200 and the chassis 100 are welded together.

[0124] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0125] 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.

[0126] 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.

[0127] The following explanations will use the combination of the vehicle frame and the skateboard chassis as an example.

[0128] 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.

[0129] By integrating the battery pack into the passenger compartment floor, additional brackets and connectors can be reduced, which helps to reduce the overall weight of the vehicle 1000 and allows for more efficient use of the vehicle 1000's interior space.

[0130] Figure 2 An exploded view of a vehicle 1000 (excluding chassis) provided for some embodiments of this application.

[0131] like Figure 2As 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.

[0132] Below, refer to Figures 3 to 12 Some embodiments of this application will be described in detail.

[0133] Figure 3 A schematic plan view of a portion of the vehicle frame (excluding the main frame beam) provided for some embodiments of this application; Figure 4 A front view of the connection structure provided for some embodiments of this application; Figure 5 Side view of the connection structure provided for some embodiments of this application; Figure 6 A side view of a connection structure provided for some embodiments of this application; Figure 7 Rear view of the connection structure provided for some embodiments of this application; Figure 8 A schematic plan view of a portion of the vehicle frame (including the main frame beam) provided for some embodiments of this application; Figure 9 for Figure 8 Sectional view at point AA;

[0134] Figure 10 for Figure 8 Sectional view at BB in the middle; Figure 11 for Figure 8 Sectional view at CC in the middle; Figure 12 This is a schematic diagram of a layup method for a multilayer fiber composite material layer with continuous fiber composite material layers provided in some embodiments of this application.

[0135] 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.

[0136] like Figure 3 and Figure 8 As shown, this application provides a vehicle 1000, which includes a body frame 200. The body frame 200 includes a frame beam body 1, a reinforcing structure 2, and at least one connecting structure 3. The frame beam body 1 has a groove 11 formed therein. The reinforcing structure 2 is disposed in the groove 11 and connected to the frame beam body 1. The connecting structure 3 is configured as an integral structural member and is used to connect at least two functional components 4. The connecting structure 3 is disposed on the reinforcing structure 2.

[0137] like Figures 9 to 11 As shown, the vehicle frame 200 also includes an inner panel 5, which is an internal reinforcing plate of the vehicle frame 200 and is located on the inner side of the frame beam body 1 facing the vehicle frame 200.

[0138] Specifically, a groove 11 is formed on the side of the frame beam body 1 facing the inner plate 5, that is, the groove opening of the groove 11 faces the inner side of the vehicle frame 200, the inner plate 5 covers the groove opening of the groove 11, and together with the groove 11 defines a cavity for accommodating the reinforcing structure 2. The reinforcing structure 2 can be set in the groove 11 and connected to the frame beam body 1.

[0139] The groove 11 can strengthen the structure and serve as an energy absorption zone, thereby effectively absorbing and dispersing the impact force. On the other hand, the groove 11 can provide installation space for the reinforcing structure 2.

[0140] For example, the reinforcing structure 2 can be bonded to the groove 11 of the frame beam body 1 by means of structural adhesive.

[0141] This application does not impose specific limitations on the materials of the inner plate 5 and the frame beam body 1; 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 5 and the frame beam body 1.

[0142] For example, the inner panel 5 and the frame beam body 1 can be manufactured by a molding process.

[0143] In this embodiment, the reinforcing structure 2 is part of the pillar assembly. The pillar assembly 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 is a collective term for the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203 of the vehicle 1000, and 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 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.

[0144] In this embodiment of the application, at least a portion of the frame beam body 1 is configured as the B-pillar of the vehicle 1000. The B-pillar, together with the inner panel 5 and the reinforcing structure 2, forms the B-pillar assembly 202 (also referred to as the B-pillar assembly). The B-pillar assembly 202 is usually located between the A-pillar assembly 201 and the C-pillar assembly 203.

[0145] In some other embodiments, at least a portion of the frame beam body 1 may also be configured as the A-pillar and C-pillar of the vehicle 1000, etc.

[0146] Because the main load-bearing component of the frame beam 1 is provided with a reinforcing structure 2, the main load-bearing component of the vehicle frame 200 is transformed from the main load-bearing component of the frame beam 1 to the reinforcing structure 2. The reinforcing structure 2 helps to improve the bending resistance of the vehicle frame 200, thereby helping to improve the structural strength and stiffness of the main load-bearing component of the frame beam 1, and further helping to improve the strength and stiffness of the vehicle frame 200, and reducing the deformation of the vehicle frame 200 under stress.

[0147] Moreover, in the event of a collision involving vehicle 1000, the impact force first acts on the main frame beam 1, and then is transmitted to the reinforcing structure 2 via the main frame beam 1. The reinforcing structure 2 can absorb part of the impact force through deformation, and can also disperse the impact force along the extension path of the reinforcing structure 2, thereby helping to weaken the destructive power of the impact force, making the body frame 200 less prone to large deformation, which is beneficial to reducing the intrusion of the body frame 200 and improving the body frame 200's resistance to deformation.

[0148] The specific structure of reinforcement structure 2 will be described in detail later.

[0149] The interior of vehicle 1000 includes various decorative and functional components 4, such as seat belt accessories, door hinges, door limiters, door latches, and curtain airbags. Understandably, these different components 4 are installed in different locations on the vehicle frame 200. For example, seat belt accessories are installed in the B-pillar assembly 202 and C-pillar assembly 203, while door hinges are installed in the A-pillar assembly 201 and B-pillar assembly 202, etc.

[0150] In this embodiment, the vehicle frame 200 further includes a connecting structure 3, which can be used to connect various functional components 4. The connecting structure 3 is disposed on the reinforcing structure 2; in other words, the reinforcing structure 2 can provide mounting positions for the functional components 4.

[0151] In this way, in the event of a collision involving vehicle 1000, the impact force acting on functional component 4 can be transmitted to reinforcing structure 2 through connecting structure 3, thereby dispersing the impact force, providing better installation strength and rigidity for functional component 4, and improving the impact resistance performance of vehicle 1000.

[0152] In addition, such as Figures 4 to 6 As shown in the embodiment of this application, the connecting structure 3 is configured as an integral structural component for connecting at least two functional components 4. Therefore, multiple functional components 4 can be connected to the same connecting structure 3, which helps to reduce the number of parts, reduce the installation process during vehicle 1000 assembly, and reduce assembly difficulty.

[0153] The connection structure 3 can be used to connect two functional components 4, three functional components 4, or more (three or more) functional components 4. In this embodiment, the number of functional components 4 connected by the connection structure 3 is not specifically limited, but can be set according to the actual setting position of the connection structure 3.

[0154] The installation location, installation method, and structure of connection structure 3 are described in detail below.

[0155] In some embodiments of this application, the reinforcing structure 2 includes a first side and a second side opposite to each other in the inward and outward directions of the vehicle frame 200, with the first side facing the outer side of the vehicle frame 200 and the second side facing the inner side of the vehicle frame 200. A connecting structure 3 is fastened to the first side and / or the second side of the reinforcing structure 2.

[0156] In this embodiment of the application, the connecting structure 3 is generally semi-frame shaped, that is, the connecting structure 3 has a connecting groove, and the connecting structure 3 is fastened to the reinforcing structure 2 through the connecting groove.

[0157] The connecting structure 3 can be fastened to the first side of the reinforcing structure 2, thereby providing an installation position for door latches, door limiters, door hinges, etc. on the outside of or near the outside of the vehicle frame 200. Alternatively, the connecting structure 3 can be fastened to the second side of the reinforcing structure 2, thereby providing an installation position for seat belt accessories, etc., on the inside of or near the inside of the vehicle frame 200. Alternatively, there can be multiple connecting structures 3, which are respectively set at different positions on the reinforcing structure 2.

[0158] Therefore, the connecting structure 3 can provide installation positions for functional components 4 on the outer side or near the outer side of the body frame 200, as well as for functional components 4 on the inner side or near the inner side of the body frame 200, which provides better flexibility. It also allows functional components 4 on the outer side and / or inner side of the body frame 200 to be installed through as few connecting structures 3 as possible, which helps to further reduce the number of parts and achieve overall lightweighting and lean manufacturing of the vehicle 1000.

[0159] When there are multiple connecting structures 3, the shapes of each connecting structure 3 can be the same or different, and the number of functional components 4 connected to each connecting structure 3 can be the same or different. The specific limitations need to be made according to the actual setting position of the connecting structure 3 and the actual functional components 4 connected.

[0160] Of course, those skilled in the art should understand that the vehicle frame 200 does not only include an integral connection structure 3 for connecting multiple functional components 4, but may also include other types of connection structures that can only connect one functional component 4.

[0161] In some embodiments of this application, such as Figures 9 to 11 As shown, the reinforcing structure 2 includes a first surface 2a on a first side, a second surface 2b on a second side, and a first side surface 2c connecting the first surface 2a and the second surface 2b. The connecting structure 3 includes a third surface 3a and second side surfaces 3b connected to opposite sides of the third surface along the longitudinal direction of the vehicle frame 200. The third surface 3a is connected to either the first surface 2a or the second surface 2b, and the second side surface 3b is connected to the first side surface 2c.

[0162] Therefore, the connecting structure 3 can be connected to the three surfaces of the reinforcing structure 2 through the third surface 3a and the two second side surfaces 3b respectively, which helps to increase the contact area between the connecting structure 3 and the reinforcing structure 2, increase the connection strength between the two, increase the installation strength and rigidity of the functional component 4, and thus help to improve the structural strength of the body frame 200 and improve the impact resistance of the vehicle 1000.

[0163] In some embodiments of this application, the connecting structure 3 is welded to the reinforcing structure 2, or the connecting structure 3 and the reinforcing structure 2 are detachably connected by fasteners.

[0164] For example, the connecting structure 3 can be welded to the reinforcing structure 2 by means of welding.

[0165] This improves the connection strength between the connecting structure 3 and the reinforcing structure 2, reducing the possibility of shaking due to abnormal separation of the connecting structure 3 and the reinforcing structure 2, which could cause abnormal noise or damage to the frame beam body 1 or other parts of the vehicle frame 200.

[0166] Furthermore, in the event of a collision involving vehicle 1000, the connecting structure 3 can stably distribute the impact force to the reinforcing structure 2, thereby improving the overall structural stability and resistance to deformation of the vehicle body frame 200 and enhancing the impact resistance performance of vehicle 1000.

[0167] As another example, the connecting structure 3 and the reinforcing structure 2 are connected by fasteners, including but not limited to screws, bolts, and pop rivets.

[0168] Therefore, the connecting structure 3 and the reinforcing structure 2 can be detachably connected, which makes it easier to disassemble while ensuring the connection strength, thus making it easier to install and maintain later.

[0169] This application does not impose specific limitations on the connection method between the connecting structure 3 and the reinforcing structure 2, and any other suitable connection method can be used.

[0170] In some embodiments of this application, such as Figures 4 to 6 As shown, the connecting structure 3 includes a main body 31 and at least two mounting portions 32, which are used to mount the functional component 4. A portion of the third surface 3a protrudes in the direction away from the reinforcing structure 2 along the inward and outward directions of the vehicle frame 200 to form the mounting portion 32, and / or a portion of the second side surface protrudes in the direction away from the reinforcing structure 2 along the front-rear direction of the vehicle frame 200 to form the mounting portion 32.

[0171] The main body 31 is mainly used to connect the connecting structure 3 and the reinforcing structure 2, thereby fixing the connecting structure 3. The mounting part 32 is mainly used to provide a reinforced mounting position for the functional component 4, thereby improving the connection reliability of the functional component 4.

[0172] In this embodiment, the connecting structure 3 can have a mounting portion 32 formed on the surface facing the inner or outer side of the vehicle frame 200, and the mounting portion 32 can also be formed on the surface facing the front or rear direction of the vehicle frame 200, so that the mounting portion 32 can provide mounting positions for multiple functional components 4 at different locations.

[0173] Typically, the reinforcing structure 2 is located within the cavity formed by the frame beam body 1 and the inner plate 5. The surface of the reinforcing structure 2 may have a certain distance from the inner wall of the frame beam body 1 or the inner plate 5. Therefore, in this embodiment, the mounting portion 32 of the connecting structure 3 protrudes from the main body portion 31, making it easier for the functional component 4 to be installed on the mounting portion 32 of the connecting structure 3, thus reducing the difficulty of installing and positioning the functional component 4. Furthermore, when the functional component 4 is connected to the mounting portion 32 by fasteners, it also provides a fastening position for the fasteners.

[0174] For example, when the connecting structure 3 is fastened to the first side of the reinforcing structure 2, the mounting surface of the mounting portion 32 protruding from the main body portion 31 can abut against the inner surface of the frame beam main body 1. As a result, the functional component 4 provided on the outer side of the vehicle frame 200, or the functional component 4 provided closer to the outer side of the vehicle frame 200 than the inner side of the vehicle frame 200, can be more easily connected to the mounting portion 32 of the connecting structure 3.

[0175] As another example, when the connecting structure 3 is fastened to the second side of the reinforcing structure 2, the mounting surface of the mounting portion 32 protruding from the main body portion 31 can abut against the inner surface of the inner panel 5. As a result, the functional component 4 provided inside the body frame 200, or the functional component 4 provided closer to the inside of the body frame 200 than the outside of the body frame 200, can be more easily connected to the mounting portion 32 of the connecting structure 3.

[0176] In this embodiment, the number of mounting parts 32 is three, thereby providing mounting positions for three functional components 4. In some other embodiments, the number of mounting parts 32 may be two, four or more. This embodiment does not specifically limit the number of mounting parts 32 on each connecting structure 3, but can set it according to the actual number of functional components 4 to be connected.

[0177] In addition, the shapes of the various mounting parts 32 on a connection structure 3 can be the same or different, and can be specifically limited according to the type of functional component 4 to be connected as needed.

[0178] In some embodiments of this application, the wall thickness of the main body 31 is in the range of 3 mm to 4 mm, and / or the wall thickness of the mounting part 32 is in the range of 3 mm to 9 mm.

[0179] The wall thickness of the main body 31 and the mounting part 32 is within a suitable range, which can improve the structural strength and structural rigidity of the connecting structure 3, and will not occupy too much space due to excessive wall thickness, which is conducive to the lightweighting of the vehicle frame 200.

[0180] For example, the wall thickness of the main body 31 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4.0mm, etc. The wall thickness of the mounting part 32 can be 3.0mm, 3.5mm, 4.0mm, 4.5mm, 5.0mm, 5.5mm, 6.0mm, 6.5mm, 7.0mm, 7.5mm, 8.0mm, 8.5mm, or 9.0mm, etc.

[0181] Those skilled in the art should understand that the wall thickness of the multiple mounting parts 32 on a connection structure 3 can be the same or different, and can be specifically set according to the strength required by the functional component 4 to be actually connected.

[0182] In some embodiments of this application, such as Figures 4 to 6 , Figures 9 to 11 As shown, a mounting hole 32a is formed on the mounting part 32. A fastener 6 passes through the functional component 4 and the mounting hole 32a to fix the functional component 4 to the mounting part 32. The fastener 6 includes a bolt. A threaded sleeve 324 is provided in the mounting hole 32a, and / or, a metal plate 325 is provided on the side of the mounting part 32 facing the reinforcing structure 2. The metal plate 325 has a threaded hole, and the position of the threaded hole corresponds to the position of the mounting hole 32a.

[0183] Therefore, the functional component 4 and the connecting structure 3 are connected by fasteners 6, which helps to improve the connection strength between the functional component 4 and the connecting structure 3, thereby improving the structural strength of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0184] This application does not limit the specific type of fastener 6; any suitable fastener 6 can be used to connect the functional component 4.

[0185] During the use of vehicle 1000 or in the event of a collision, functional component 4 may be subjected to pulling or impact forces. For example, the door latch needs to withstand the pulling force of repeated opening and closing of the door 209, and the door hinge needs to withstand the torsional and bending forces of repeated rotation of the door 209. Since functional component 4 is connected to connecting structure 3, such frequent pulling, opening, closing, or rotation may also have a significant impact on connecting structure 3, and may even cause loosening between functional component 4 and connecting structure 3. Therefore, it is necessary to ensure that connecting structure 3 can maintain its structural integrity during multiple cycles, and that the connection between connecting structure 3 and functional component 4 is stable.

[0186] In this embodiment, the functional component 4 is connected to the connecting structure 3 by the fastener 6, which provides better connection strength and reduces the possibility of loosening between the functional component 4 and the connecting structure 3, thereby improving the connection strength of the functional component 4.

[0187] In addition, by setting a threaded sleeve 324 or a metal plate 325 with a threaded hole, additional support can be provided for the connecting structure 3, reducing the possibility of damage to the connecting structure 3 during multiple disassembly and assembly or stress cycles of the functional component 4, thereby improving the reliability of the connecting structure 3, increasing the service life of the connecting structure 3, and maintaining a stable connection between the connecting structure 3 and the functional component 4.

[0188] For example, the threaded sleeve 324 and the metal plate 325 can be made of steel, which has good fatigue resistance, enabling the functional component 4 and the connecting structure 3 to maintain structural stability during multiple cycles. Moreover, using an additional steel threaded sleeve 324 or metal plate 325 can stabilize the connection between the connecting structure 3 and the functional component 4, while allowing the connecting structure 3 to be made of a lighter material, thus contributing to the weight reduction of the vehicle 1000.

[0189] This application does not specifically limit the material of the threaded sleeve 324 or the metal plate 325, and any other suitable material may be used.

[0190] In some embodiments of this application, at least a portion of the frame beam body 1 constitutes the B-pillar of the vehicle 1000. A reinforcing structure 2 is provided in the groove of the B-pillar, and a connecting structure 3 is disposed between the reinforcing structure 2 and the groove of the B-pillar. The mounting portion 32 includes a first mounting portion 321, a second mounting portion 322, and a third mounting portion 323. The first mounting portion 321 is formed on a third surface 3a, and the second mounting portion 322 and the third mounting portion 323 are respectively formed on two second side surfaces 3b. Along the front-rear direction of the vehicle frame 200, the second mounting portion 322 is located at the front side of the vehicle frame 200 compared to the third mounting portion 323. The functional component 4 includes a door hinge, a door latch, and a door limiter. The door hinge is connected to the first mounting portion 321, the door latch is connected to the second mounting portion 322, and the door limiter is connected to the third mounting portion 323.

[0191] Therefore, the door hinges, door latches, and door limiters can be installed on a single connecting structure 3, which helps to reduce the number of parts in the vehicle 1000 as a whole, and reduces assembly difficulty and production costs.

[0192] In addition, since the B-pillar with reinforced structure 2 has higher structural strength and better resistance to deformation, the installation strength of functional components 4 such as door hinges, door latches, and door limiters installed on the B-pillar is higher. This improves the installation strength of functional components 4, thereby enhancing their fixing strength. Consequently, it reduces the possibility of functional components 4 falling off during vehicle 1000 use or in the event of a collision, thus improving the personal safety of the occupants.

[0193] Those skilled in the art should understand that in some other embodiments, any two of the door hinge, door latch, and door limiter may be connected to the connection structure 3.

[0194] In the embodiments of this application, such as Figure 8As shown, the door hinges located at the B-pillar assembly 202 are door hinges used to connect the rear doors. There are two of them. The door hinges connected to the connecting structure 3 are the door hinges located near the top of the body frame 200 in the vertical direction. For easy distinction, the door hinge near the top can be called the first door hinge 41, and the door hinge near the bottom can be called the second door hinge 42.

[0195] like Figure 3 As shown, the first door hinge 41 is connected to the connecting structure 3, and the second door hinge 42 is connected to the reinforcing plate 7. In fact, the reinforcing plate 7 is also equivalent to a connecting structure. In this embodiment, the reinforcing plate 7 is only used to connect the second door hinge 42. In some other embodiments, the reinforcing plate 7 can also be configured as a connecting structure 3 that can connect multiple functional components 4.

[0196] Along the vertical direction of the vehicle frame 200, the connecting structure 3 and the reinforcing plate 7 of this embodiment are spaced apart from each other on the reinforcing structure 2. That is, a certain spaced section 21 is formed on the reinforcing structure 2, and the spaced section 21 is usually located below the seat structure of the vehicle 1000. The spaced section 21 is provided with a through hole penetrating the surface of the reinforcing structure 2, and the spaced section 21 can be configured as an energy-absorbing area.

[0197] Since the partition section 21 has no connecting structure and has through holes on its surface, the structural strength and rigidity of the partition section 21 are low. In the event of a collision with the vehicle 1000, the B-pillar assembly 202 can preferentially bend and deform at the partition section 21 to absorb the collision energy. This concentrates the deformation of the B-pillar assembly 202 below the seat, thereby protecting the critical vital signs of the occupants in the passenger compartment and reducing the danger to the vehicle 1000 and its occupants.

[0198] Therefore, by setting the interval section 21, the priority deformation part of the reinforced structure 2 can be controlled in the event of a collision of the vehicle 1000, so that the deformation position of the frame beam body 1 is controllable, thereby improving the reliability of the vehicle 1000.

[0199] In some embodiments of this application, the wall thickness of the first mounting portion 321 is in the range of 3mm to 4mm, and / or the wall thickness of the third mounting portion 323 is in the range of 3mm to 4mm.

[0200] The first mounting part 321 is used to install the door hinge, and the third mounting part 323 is used to install the door limiter. The door hinge and the door limiter are mainly used for the opening and closing rotation of the door 209. The rotation and bending forces are relatively small compared to the tension force on the door latch. Therefore, by setting the wall thickness of the first mounting part 321 and the third mounting part 323 within a suitable range, the structural strength and rigidity of the mounting part 32 can be guaranteed, while avoiding excessive space occupation due to excessive wall thickness. This is beneficial to improving the installation strength of the functional component 4 and also beneficial to the weight reduction of the body frame 200.

[0201] For example, the wall thickness of the first mounting part 321 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4.0mm, etc. The wall thickness of the second mounting part 322 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4.0mm, etc.

[0202] In some embodiments of this application, the mounting portion 32 includes a mounting surface 326 and a mounting side surface 327, the mounting side surface 327 connecting the mounting surface 326 and the main body 31. The wall thickness of the mounting surface 326 of the second mounting portion 322 is in the range of 3mm to 5mm, and / or, the wall thickness of the mounting side surface 327 of the second mounting portion 322 is in the range of 6mm to 9mm.

[0203] The second mounting part 322 is used to install the door latch. The door latch is mainly used for the opening and closing locking of the door 209. Since the door latch requires a significant force to hold the door 209 when it is locked, and the door 209 is frequently opened and closed during vehicle 1000 use, the door latch experiences frequent opening and closing, resulting in significant stress on the latch. Furthermore, in the event of a collision, the door 209 will shift, requiring the door latch to tighten and prevent it from easily disengaging during a collision, thus ensuring occupant safety. Therefore, the mounting part 32 connecting the door latch needs to have good fatigue resistance, capable of withstanding the repeated opening and closing cycles and impact loads of the door latch.

[0204] Setting the wall thickness of the second mounting part 322 for installing the door lock latch within a suitable range can ensure the installation strength and reliability of the door lock latch, while ensuring that the second mounting part 322 does not occupy too much space. This is conducive to the weight reduction of the vehicle frame 200, and thus to the overall weight reduction of the vehicle 1000.

[0205] For example, the wall thickness of the mounting surface 326 of the second mounting part 322 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4.0mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5.0mm, etc. The wall thickness of the mounting side 327 of the second mounting part 322 can be 6mm, 6.1mm, 6.2mm, 6.3mm, 6.4mm, 6.5mm, 6.6mm, 6.7mm, 6.8mm, 6.9mm, 7.0mm, 7.1mm, 7.2mm, 7.3mm, 7.4mm, 7.5mm, 7.6mm, 7.7mm, 7.8mm, 7.9mm, 8.0mm, 8.1mm, 8.2mm, 8.3mm, 8.4mm, 8.5mm, 8.6mm, 8.7mm, 8.8mm, 8.9mm, or 9.0mm, etc.

[0206] In this embodiment, a metal plate 325 is provided on the mounting surface 326 of the second mounting portion 322 facing the reinforcing structure 2. Therefore, the thickness of the mounting surface 326 of the second mounting portion 322 is slightly less than the thickness of the mounting side 327 of the second mounting portion 322, thereby reserving sufficient space for the placement of the metal plate 325. Of course, those skilled in the art should understand that in some other embodiments, a threaded sleeve 324 can also be directly provided in the mounting hole 32a of the second mounting portion 322.

[0207] In some embodiments of this application, such as Figure 4 and Figure 5 As shown, the connecting structure 3 also includes an abutment portion 33. A portion of the second side surface 3b protrudes along the front-rear direction of the vehicle frame 200 in a direction away from the reinforcing structure 2 to form the abutment portion 33. The abutment portion 33 includes an abutment surface 331, which is flat.

[0208] In this embodiment of the application, along the front-rear direction of the vehicle frame 200, the abutment portion 33 is disposed on the second side surface 3b facing the front of the vehicle frame 200, that is, the abutment portion 33 and the second mounting portion 322 are disposed on the same surface.

[0209] Although not shown in the diagram, a crossbeam extending along the longitudinal direction of the vehicle frame 200 is installed at the front door of vehicle 1000. In the event of a minor offset collision, the two ends of this crossbeam located at door 209 can respectively abut against A-pillar assembly 201 and B-pillar assembly 202, thereby connecting A-pillar assembly 201 and B-pillar assembly 202. This allows the impact force received by A-pillar assembly 201 to be transferred to B-pillar assembly 202, dispersing the impact force and preventing A-pillar assembly 201 from bending significantly, thus reducing the amount of intrusion into A-pillar assembly 201. Since A-pillar assembly 201 is located on the front side of vehicle 1000 and is one of the important structures supporting the passenger compartment, the amount of intrusion into A-pillar assembly 201 directly affects the overall stability of the passenger compartment. Reducing the amount of intrusion into A-pillar assembly 201 helps to reduce severe deformation of the passenger compartment and provide sufficient survival space for the occupants. The abutment portion 33 provided on the connection structure 3 of the B-pillar assembly 202 can provide a force-bearing position for the crossbeam of the front door, thereby reducing the deformation of the A-pillar assembly 201 and reducing damage to the occupants and interior devices.

[0210] The abutting part 33 has a flat abutting surface 331. The flat abutting surface 331 can better distribute the force. In the event of a small offset collision, when the crossbeam of the door 209 abuts against the abutting surface 331, the possibility of stress concentration can be reduced, the force can be better distributed, and the possibility of damage to the connecting structure 3 can be reduced, thereby improving the reliability of the connecting structure 3.

[0211] In some embodiments of this application, such as Figure 7 As shown, the connecting structure 3 includes a reinforcing rib 34. Along the inward and outward directions of the vehicle frame 200, the reinforcing rib 34 is formed on the inner wall surface of the connecting structure 3 facing the reinforcing structure 2.

[0212] Therefore, by setting the reinforcing ribs 34, the overall structural strength of the connecting structure 3 can be increased, thereby reducing the possibility of damage to the connecting structure 3 during force transmission. This is conducive to further improving the structural strength and rigidity of the connecting structure 3, which in turn is conducive to improving the installation strength of the functional component 4 and improving the stability and reliability of the vehicle 1000.

[0213] In some embodiments of this application, there are multiple reinforcing ribs 34, which are arranged intersectingly, and / or the multiple reinforcing ribs 34 are connected end to end in a ring shape.

[0214] Thus, the multiple reinforcing ribs 34 can form a force transmission path with each other, so that the impact force on the connecting structure 3 can be transmitted to each reinforcing rib 34, further dispersing the load, reducing the destructive force of the impact, and helping to improve the stiffness and strength of the connecting structure 3.

[0215] Moreover, the cross or ring-shaped reinforcing ribs 34 can avoid stress concentration in a single reinforcing rib 34 as much as possible, so that each reinforcing rib 34 can distribute the force evenly, and multiple reinforcing ribs 34 can strengthen the connecting structure 3 from different directions, which helps to further improve the structural strength and structural stiffness of the connecting structure 3, thereby improving the impact resistance of the vehicle 1000.

[0216] In some embodiments of this application, the thickness of the reinforcing rib 34 is in the range of 3 mm to 4 mm.

[0217] The thickness of the reinforcing rib 34 is controlled within a reasonable range, which can reduce the overall weight of the connecting structure 3 while meeting the strength and rigidity requirements of the connecting structure 3, thereby helping to achieve the overall lightweighting of the vehicle frame 200.

[0218] For example, the thickness of the reinforcing rib 34 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm or 4.0mm, etc.

[0219] In some embodiments of this application, such as Figure 4 and Figure 7 As shown, the connecting structure 3 has a wire harness hole 35 and a weight reduction hole 36, and the wire harness hole 35 of the connecting structure 3 corresponds to the position of the wire harness hole of the reinforcing structure 2. Along the extending direction of the reinforcing structure 2, the distance L between the edge of the wire harness hole 35 and the edge of the weight reduction hole 36 of the connecting structure 3 is between 25mm and 30mm.

[0220] The wiring harness hole 35 is formed on the third surface 3a of the connecting structure 3 and corresponds to the position of the wiring harness hole of the reinforcing structure 2, which makes it easier for the overall wiring of the body frame 200 and the installation and disassembly of parts.

[0221] In addition, by opening weight-reducing holes 36 in areas where strength requirements are less stringent, the weight of the connecting structure 3 can be effectively reduced, thereby facilitating the lightweighting of the vehicle frame 200.

[0222] In this embodiment, the location with weaker strength requirements generally refers to the location on the connection structure 3 that avoids the various mounting parts 32 and the area around the wire harness hole 35.

[0223] Because the structural strength around the wire harness hole 35 of the connecting structure 3 is relatively weak, the weight reduction hole 36 cannot be opened around the wire harness hole 35 in order to ensure the overall structural stability of the connecting structure 3. Specifically, when projected along the direction perpendicular to the extension direction of the reinforcing structure 2, the projection of the weight reduction hole 36 does not overlap with the projection of the wire harness hole 35.

[0224] In addition, along the extension direction of the reinforcing structure 2, there also needs to be a certain distance L between the weight reduction hole 36 and the wire harness hole 35, and there also needs to be a certain limit on the minimum distance. The distance between the weight reduction hole 36 and the wire harness hole 35 is controlled within a suitable range, which can reduce the weight of the connecting structure 3 while ensuring the strength and rigidity of the connecting structure 3, thereby providing a more reliable installation position for the functional component 4 and improving the installation strength of the functional component 4.

[0225] For example, the distance L between the edge of the wire harness hole 35 and the edge of the weight reduction hole 36 of the connecting structure 3 can be 25mm, 26mm, 27mm, 28mm, 29mm or 30mm, etc.

[0226] In this embodiment, the number of weight-reducing holes 36 is one, and it is generally oblong. In some other embodiments, the number of weight-reducing holes 36 can also be any other suitable shape, and the number can also be multiple (two or more). Those skilled in the art should understand that as long as the weight-reducing holes 36 are opened in a suitable position, this embodiment does not specifically limit the shape or number of weight-reducing holes 36.

[0227] In some embodiments of this application, the connecting structure 3 constitutes an integral aluminum die-cast part.

[0228] One-piece aluminum die casting refers to an aluminum one-piece structural component produced through a die casting process.

[0229] On the one hand, using aluminum alloy for the connection structure 3 provides sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloy, thus saving costs. On the other hand, aluminum alloy is lightweight, which reduces the overall weight of the body frame 200, contributing to the lightweighting of the vehicle 1000, thereby effectively reducing fuel consumption, increasing range, and improving economic performance.

[0230] For example, the connection structure 3 is made of AlSi 10 Made from MgMn. AlSi 10 MgMn has high strength and hardness, and also possesses good toughness; therefore, AlSi... 10 The MgMn-made connecting structure 3 has high structural strength and stiffness while maintaining a certain degree of toughness. When subjected to impact or load, it can effectively absorb energy, resist fracture, and improve the connection strength of the functional component 4.

[0231] Of course, those skilled in the art will understand that in some other embodiments, the connection structure 3 may also be made of any other suitable material.

[0232] Die casting is a process in which molten metal is injected into a die-casting mold cavity under high pressure and high speed. Under pressure, the molten metal rapidly fills all parts of the mold cavity, and then the pressure is maintained to allow the molten metal to solidify and crystallize, finally resulting in a die-cast part that conforms to the shape of the mold cavity.

[0233] Die casting has a short production cycle, enabling the rapid manufacture of large quantities of parts. It also boasts high dimensional accuracy, a smooth surface finish, and allows for diverse cross-sectional shapes of the connecting structure 3 to accommodate the layout of the body frame 200. Furthermore, die casting offers better material utilization, contributing to reduced production costs.

[0234] Finally, the integrated structural components help improve the overall structural strength and rigidity of the connecting structure 3, and also help reduce the number of parts and reduce assembly difficulty.

[0235] In some embodiments of this application, at least a portion of the frame beam body 1 is configured as the A-pillar, B-pillar and C-pillar of the vehicle 1000, and a reinforcing structure 2 is provided in the groove 11 of at least one of the A-pillar, B-pillar and C-pillar. A connecting structure 3 is disposed in the reinforcing structure 2.

[0236] Therefore, the reinforcing structure 2 and the integrated connecting structure 3 can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the frame beam body 1, thereby improving the structural strength and rigidity of the frame beam body 1, enhancing its bending resistance and deformation resistance, and improving the impact resistance of the vehicle 1000. Furthermore, it can reduce the overall number of parts in the body frame 200, lowering assembly difficulty.

[0237] For example, a reinforcing structure 2 is provided in the groove of the A-pillar, and the reinforcing structure 2 and the frame beam body 1 constituting the A-pillar together form at least part of the A-pillar assembly 201.

[0238] As another example, a reinforcing structure 2 is provided in the groove of the B-pillar, and the reinforcing structure 2 and the frame beam body 1 constituting the B-pillar together form at least part of the B-pillar assembly 202.

[0239] As another example, a reinforcing structure 2 is provided in the groove of the C-pillar, and the reinforcing structure 2 and the frame beam body 1 constituting the C-pillar together form at least part of the C-pillar assembly 203.

[0240] The specific structure of reinforcement structure 2 will be described in detail below.

[0241] In some embodiments of this application, the reinforcing structure 2 is tubular and includes a tube body 22 with an internal cavity. The cross-sectional shape of the tube body 22 is polygonal, wherein the cross-section is perpendicular to the extending direction of the reinforcing structure 2.

[0242] The hollow tubular reinforcing structure 2 can reduce the weight of the body frame 200 while meeting the design requirements of stiffness and strength, thus achieving a lightweight design of the body frame 200, which is conducive to improving range and economic performance.

[0243] For example, the polygon of the cross-section of the tube body 22 can be a triangle, quadrilateral, pentagon or hexagon, etc. This application embodiment does not specifically limit the cross-sectional shape of the tube body 22, but can set it according to the actual situation of the vehicle 1000.

[0244] The polygonal cross-section of the tube body 22 facilitates better connection of the shell wall of the tube body 22 with other structural components (e.g., connection structure 3), which helps to increase the contact area between the shell wall of the tube body 22 and other structural components, improves the connection stability between the two, and thus helps to improve the strength and rigidity of the vehicle frame 200.

[0245] In the embodiments of this application, such as Figure 3 As shown, the vehicle frame 200 also includes a first joint 81 and a second joint 82. The reinforcing structure 2 is connected between the upper side beam assembly 204 and the sill beam assembly 205 of the vehicle frame 200 through the first joint 81 and the second joint 82.

[0246] Specifically, the first connector 81 has a first insertion groove on the side facing the reinforcing structure 2, and one end of the reinforcing structure 2 facing the upper beam assembly 204 is inserted into the first insertion groove to engage with the first connector 81. Similarly, the second connector 82 has a second insertion groove on the side facing the reinforcing structure 2, and the side of the reinforcing structure 2 facing the sill beam assembly 205 is inserted into the second insertion groove to engage with the second connector 82. This insertion engagement increases the contact area between the first connector 81 and / or the second connector 82 and the reinforcing structure 2, thereby increasing the connection strength and achieving a more reliable connection.

[0247] For example, the first joint 81 and / or the second joint 82 are provided with joint reinforcing ribs 80 in the same direction as the extension of the reinforcing structure 2. This improves the tensile and compressive strength of the first joint 81 and / or the second joint 82 in the extension direction of the reinforcing structure 2, thereby making the end bearing capacity of the reinforcing structure 2 better. This enhances the ability of the reinforcing structure 2 to resist deformation, improves the structural strength and deformation resistance of the side of the vehicle frame 200, and improves the impact resistance of the vehicle 1000.

[0248] In some embodiments of this application, such as Figures 9 to 11 As shown, the reinforcing structure 2 also includes reinforcing ribs 221 disposed inside the tube body 22. In a cross-section perpendicular to the extension direction of the tube body 22, the opposite ends of the reinforcing ribs 221 are respectively connected to the inner wall of the tube body 22.

[0249] By providing reinforcing ribs 221 inside the tube body 22, the structural strength and rigidity of the reinforcing structure 2 can be further improved, thereby further improving the strength and rigidity of the vehicle frame 200.

[0250] In addition, the two ends of the reinforcing ribs 221 are connected to the inner wall of the tube body 22, which can improve the connection strength between the reinforcing ribs 221 and the tube body 22, thereby improving the structural strength and stiffness of the tube body 22. Moreover, the impact force acting on the reinforcing structure 2 can be transmitted to the internal reinforcing ribs 221 through the tube wall, which is beneficial to further improve the stiffness and strength of the reinforcing structure 2.

[0251] The number of reinforcing ribs 221 can be multiple, and at least some of the multiple reinforcing ribs 221 intersect, so as to strengthen the reinforcing structure 2 from different directions, which helps to further improve the structural strength and structural stiffness of the reinforcing structure 2, thereby improving the impact resistance of the vehicle 1000.

[0252] Those skilled in the art should understand that the embodiments of this application do not specifically limit the number of reinforcing ribs 221, but can set it according to the performance requirements of the vehicle frame 200.

[0253] In this embodiment, the reinforcing structure 2 is an integral aluminum pultruded structure made of 6082-T6 aluminum alloy.

[0254] An integral aluminum pultruded structure refers to an integral aluminum structure produced by an extrusion molding process. The extrusion molding process has high manufacturing efficiency, mature technology, and low cost, which is conducive to making the cross-sectional shape of the reinforcing structure 2 diverse to adapt to the arrangement of the body frame 200.

[0255] For example, the tube body 22 and the reinforcing rib 221 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.

[0256] As another example, the tube body 22 and the reinforcing rib 221 can be made of different materials and then assembled together, thereby improving assembly flexibility. Assembly methods include, but are not limited to, welding, plugging, snap-fitting, etc.

[0257] This application does not impose specific limitations on the materials and molding methods of the tube body 22 and the reinforcing rib 221, which can be selected according to the actual situation.

[0258] In some embodiments of this application, the reinforcing structure 2 further includes a resin-filled structure that fills the tube body 22.

[0259] Therefore, the resin-filled structure is used to enhance the structural strength and rigidity of the tube body 22, thereby improving the overall structural strength and rigidity of the reinforcing structure 2 to meet the strength and rigidity requirements of the vehicle frame 200.

[0260] For example, the resin-filled structure includes polyurea and / or polyurethane, which have high toughness and help to improve the tensile strength of the first tube body.

[0261] Of course, in some other embodiments, the tube body 22 may not have a reinforcing rib 221 or a resin filling structure.

[0262] The reinforcing structure 2, filled with resin, can be a thermoplastic pultruded composite tube. The thermoplastic pultruded composite tube is a composite tube produced through a pultrusion process. It features high strength and high rigidity, which helps increase the structural strength and rigidity of the reinforcing structure 2. Furthermore, the composite material contributes to improving the lightweight design of the vehicle frame 200.

[0263] For example, the composite material of the composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0264] In some embodiments of this application, the frame beam body 1 comprises a continuous fiber composite material.

[0265] 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.

[0266] In addition, continuous fiber composite materials are less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Using continuous fiber composite materials to manufacture the main frame beam 1 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus reducing the manufacturing cost of vehicle 1000.

[0267] In some embodiments of this application, the frame beam body 1 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.

[0268] 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 frame beam body 1. 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.

[0269] 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 1.

[0270] 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 1. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 1, thereby maximizing its mechanical properties and structural integrity.

[0271] For example, the frame beam body 1 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.

[0272] In some embodiments of this application, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0273] Organic fibers have high strength, good elasticity and flexibility.

[0274] 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.

[0275] 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.

[0276] 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.

[0277] 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.

[0278] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0279] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0280] 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.

[0281] 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 1.

[0282] 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.

[0283] In some embodiments of this application, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0284] Compatibilizers can improve the interfacial adhesion between continuous fibers and thermoplastic resin matrices, thereby enhancing the mechanical properties of composite materials. Examples of compatibilizers include maleic anhydride grafted compatibilizers and acrylic compatibilizers.

[0285] 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.

[0286] In some embodiments of this application, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0287] Antioxidants can prevent or delay the oxidative degradation of materials, reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, and extend the service life of composite materials. Examples include phenolic antioxidants and phosphite antioxidants.

[0288] 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.

[0289] 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 the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0290] 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.

[0291] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of a lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, improve the flowability of the composite material, reduce adhesion, and improve molding efficiency.

[0292] For example, the lubricant includes white oil.

[0293] In some embodiments, the continuous fiber composite layer comprises 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.

[0294] 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.

[0295] In some embodiments of this application, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0296] 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 1 is kept low, thereby reducing the deformation of the components caused by excessive absorption of water from the external environment during the use of the vehicle 1000.

[0297] 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.

[0298] 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.

[0299] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0300] In some embodiments of this application, such as Figure 12 As shown, in the outermost two continuous fiber composite material layers of the frame beam body 1 along any side of the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0301] Therefore, the non-0° and non-90° laying method can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impact to the internal structure of the frame beam body 1, and help enhance the impact resistance of the frame beam body 1.

[0302] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the main body of the frame beam 1 includes the B-pillar, the extension direction of the B-pillar is along the vertical direction of the vehicle frame 200. For the fiber composite board formed on the B-pillar, 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°.

[0303] 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°.

[0304] In some embodiments of this application, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0305] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0306] 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.

[0307] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus maximizing the structural strength and stiffness of the frame beam body 1.

[0308] In some embodiments of this application, the thickness of the frame beam body 1 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.

[0309] Therefore, by limiting the minimum thickness of the frame beam body 1, we can avoid the frame beam body 1 being too thin and failing to meet the requirements of structural strength and stiffness. By limiting the maximum thickness of the frame beam body 1, we can avoid the frame beam body 1 being too thick, which would affect the aesthetic performance of the vehicle body structure or interfere with the installation of other components of the vehicle 1000.

[0310] For example, the thickness of the frame beam body 1 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc.

[0311] 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 the frame beam body 1 being too thick when laying multiple layers of continuous fiber composite ply being too thick, which would reduce the overall aesthetic performance of the vehicle frame 200 or interfere with the installation of other parts of the vehicle 1000.

[0312] 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.

[0313] The following describes specific examples of some embodiments of this application with reference to the accompanying drawings.

[0314] As a specific example, this application provides a novel B-pillar structure (B-pillar assembly 202) for a vehicle 1000. The B-pillar structure includes an outer panel (frame beam body 1), an upper hinge mounting point (first mounting part 321), a limiter mounting point (third mounting part 323), a wiring harness hole 35, a front door latch mounting point (second mounting part 322), a lower hinge mounting point (reinforcing plate 7), a reinforcing tube (reinforcing structure 2), and an integrated die-cast mounting component (connecting structure 3).

[0315] The integrated die-cast mounting component provides an installation point for the rear door, a locking point for the front door when closed, and a mounting and fixing point for the rear door hinge. The specific installation scheme is as follows: the rear door upper hinge (first door hinge 41) and the front door latch are mounted on the integrated die-cast mounting component via bolts (fasteners 6) passing through the outer panel. The rear door limiter mounting point is integrated with the integrated die-cast mounting component, with a pre-drilled mounting hole 32a for the limiter rod at the mounting point. Through this structural design, the installation structures of the vehicle's rear door upper hinge, front door latch, and rear door limiter are integrated into a single die-cast mounting component, effectively reducing the number of parts. Furthermore, because they are integrated into a single component, the installation process for the B-pillar is significantly reduced, lowering the difficulty of installation and positioning.

[0316] The integrated die-cast mounting component is fixed to the reinforcing tube by welding, and the loads transmitted from the various accessories (functional components 4) are transferred to the reinforcing tube, thereby transferring the loads to other structures on the vehicle body, thus providing installation strength and rigidity for the upper hinge (first door hinge 41), front door latch (door latch), and rear door limiter (door limiter).

[0317] Wiring harness holes 35 are opened on the integrated die-cast mounting component to facilitate wiring, installation, and removal of the door wiring harness. Weight reduction holes 36 are opened in locations where the structural rigidity and strength requirements of the integrated die-cast mounting component are relatively weak, effectively improving the lightweighting of the vehicle body.

[0318] 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 main frame beam has grooves formed. A reinforcing structure is provided in the groove and connected to the main body of the frame beam; and At least one connecting structure, the connecting structure being configured as an integral structural member and used to connect at least two functional members, the connecting structure being disposed on the reinforcing structure.

2. The vehicle according to claim 1, characterized in that, The reinforcing structure includes a first side and a second side opposite to each other in the inward and outward directions of the vehicle frame, the first side facing the outer side of the vehicle frame and the second side facing the inner side of the vehicle frame; The connecting structure is fastened to the first side and / or the second side of the reinforcing structure.

3. The vehicle according to claim 2, characterized in that, The reinforcing structure includes a first surface disposed on the first side, a second surface disposed on the second side, and a first side surface connecting the first surface and the second surface; The connection structure includes a third surface and second side surfaces connected to opposite sides of the third surface along the front-rear direction of the vehicle frame; The third surface is connected to either the first surface or the second surface, and the second side surface is connected to the first side surface.

4. The vehicle according to claim 3, characterized in that, The connection structure includes a main body and at least two mounting parts, the mounting parts being used to mount the functional components; A portion of the third surface protrudes inward and outward along the vehicle frame toward the direction away from the reinforcing structure to form the mounting portion, and / or a portion of the second side surface protrudes inward and outward along the vehicle frame toward the direction away from the reinforcing structure to form the mounting portion.

5. The vehicle according to claim 4, characterized in that, The wall thickness of the main body is in the range of 3mm to 4mm; and / or The wall thickness of the mounting part is in the range of 3mm to 9mm.

6. The vehicle according to claim 4, characterized in that, The mounting portion has mounting holes, and fasteners pass through the functional component and the mounting holes to fix the functional component to the mounting portion. The fasteners include bolts. A threaded sleeve is provided in the mounting hole; and / or A metal plate is provided on the side of the mounting part facing the reinforcing structure. The metal plate has threaded holes, and the position of the threaded holes corresponds to the position of the mounting holes.

7. The vehicle according to claim 4, characterized in that, At least a portion of the main body of the frame beam constitutes the B-pillar of the vehicle, the reinforcing structure is provided in the groove of the B-pillar, and the connecting structure is provided between the reinforcing structure and the groove of the B-pillar; The mounting portion includes a first mounting portion, a second mounting portion, and a third mounting portion. The first mounting portion is formed on the third surface, and the second mounting portion and the third mounting portion are respectively formed on two second side surfaces. Along the front-rear direction of the vehicle frame, the second mounting portion is located on the front side of the vehicle frame relative to the third mounting portion. The functional components include a door hinge, a door latch, and a door limiter. The door hinge is connected to the first mounting part, the door latch is connected to the second mounting part, and the door limiter is connected to the third mounting part.

8. The vehicle according to claim 7, characterized in that, The wall thickness of the first mounting portion is in the range of 3mm to 4mm; and / or The wall thickness of the third mounting part is in the range of 3mm to 4mm.

9. The vehicle according to claim 7, characterized in that, The mounting portion includes a mounting surface and a mounting side surface, the mounting side surface connecting the mounting surface and the main body portion; The wall thickness of the mounting surface of the second mounting part is in the range of 3mm to 5mm; and / or The wall thickness of the mounting side of the second mounting part is in the range of 6mm to 9mm.

10. The vehicle according to claim 4, characterized in that, The connecting structure further includes an abutment portion, wherein a portion of the second side surface protrudes in the direction away from the reinforcing structure along the front-rear direction of the vehicle frame to form the abutment portion, the abutment portion including an abutment surface, the abutment surface being flat.

11. The vehicle according to any one of claims 1 to 10, characterized in that, The connection structure includes reinforcing ribs; Along the inward and outward directions of the vehicle frame, the reinforcing rib is formed on the inner wall surface of the connecting structure facing the reinforcing structure.

12. The vehicle according to claim 11, characterized in that, The number of the reinforcing ribs is multiple; The plurality of the reinforcing ribs are arranged intersecting each other; and / or The multiple reinforcing ribs are connected end to end in a ring shape.

13. The vehicle according to claim 11, characterized in that, The thickness of the reinforcing rib is in the range of 3mm to 4mm.

14. The vehicle according to any one of claims 1 to 10, characterized in that, The connecting structure has wire harness holes and weight reduction holes, and the wire harness holes of the connecting structure correspond to the positions of the wire harness holes of the reinforcing structure. Along the extending direction of the reinforcing structure, the distance between the edge of the wire harness hole of the connecting structure and the edge of the weight reduction hole is in the range of 25mm to 30mm.

15. The vehicle according to any one of claims 1 to 10, characterized in that, The connecting structure constitutes an integral aluminum die-cast part.

16. The vehicle according to any one of claims 1 to 10, characterized in that, The connecting structure is welded to the reinforcing structure, or The connecting structure and the reinforcing structure are detachably connected by fasteners.

17. The vehicle according to any one of claims 1 to 10, characterized in that, At least a portion of the main body of the frame beam is formed as the A-pillar, B-pillar and C-pillar of the vehicle, and the reinforcing structure is provided in the groove of at least one of the A-pillar, the B-pillar and the C-pillar; The connecting structure is disposed on the reinforcing structure.

18. The vehicle according to any one of claims 1 to 10, characterized in that, The reinforcing structure is tubular and includes a tube body with an internal cavity. The cross-sectional shape of the tube body is polygonal, wherein the cross-section is perpendicular to the extension direction of the reinforcing structure.

19. The vehicle according to claim 18, characterized in that, The reinforcing structure also includes reinforcing ribs disposed within the tube body. In a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing ribs are respectively connected to the inner wall of the tube body.

20. The vehicle according to claim 18, characterized in that, The reinforcing structure also includes a resin-filled structure, which is filled inside the tube body.

21. The vehicle according to any one of claims 1 to 10, characterized in that, The main body of the frame beam is composed of continuous fiber composite material.

22. The vehicle according to claim 21, 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.

23. The vehicle according to claim 22, 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.

24. The vehicle according to claim 22, characterized in that, The continuous fiber includes one of organic fiber and inorganic fiber.

25. The vehicle according to claim 24, characterized in that, The inorganic fiber includes any one of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one of aromatic polyamide fiber or ultra-high molecular weight polyethylene fiber.

26. The vehicle according to claim 22, characterized in that, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

27. The vehicle according to claim 22, 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.

28. The vehicle according to claim 27, 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°.

29. The vehicle according to claim 28, characterized in that, The continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 25° to 75°.

30. The vehicle according to claim 29, characterized in that, The sum of the number of continuous fiber composite material layers in which the continuous fiber layup angle is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

31. The vehicle according to claim 22, 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.

32. The vehicle according to any one of claims 1 to 10, 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.

33. The vehicle according to claim 32, 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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