Vehicle

Abstract

The application provides a vehicle. It relates to the technical field of vehicles. The vehicle comprises a vehicle body frame, which comprises: a frame beam body made at least partially of fiber-reinforced composite material, having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a joint assembly connected to the first side of the frame beam body; and a plurality of support pieces made of fiber-reinforced composite material, which are installed between the joint assembly and the frame beam body and are in contact with both the frame beam body and the joint assembly. The strength and rigidity of the vehicle body frame and the lightness of the vehicle body frame are considered.

Description

Technical Field

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

[0002] With the widespread application of battery devices in vehicles, users are placing higher demands on vehicle body lightweighting. The vehicle body typically includes a frame, which plays a crucial role in improving the overall rigidity and strength of the vehicle. Therefore, balancing the rigidity requirements of the frame with lightweighting is one of the challenges the industry needs to address. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a vehicle that can achieve lightweighting of the vehicle body frame while meeting the rigidity requirements of the body frame.

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

[0005] The first aspect of this application provides a vehicle, the vehicle including a body frame, the body frame including: a frame beam body, at least partially made of fiber reinforced composite material, having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a joint assembly connected to the first side of the frame beam body; and a plurality of support members made of fiber reinforced composite material installed between the joint assembly and the frame beam body, and in contact with both the frame beam body and the joint assembly.

[0006] Because at least a portion of the main frame beam and the supporting components are made of fiber-reinforced composite materials, a lighter body frame can be achieved compared to traditional steel bodies. Since the supporting components are installed between the joint assembly and the main frame beam, and are in contact with both, they provide support to both the joint assembly and the main frame beam. This not only improves the local strength and stiffness of the joint assembly and the main frame beam, but also enhances their overall resistance to deformation. Specifically, when one of the joint assembly or the main frame beam bears a load, the supporting components can transfer the load to the other. The supporting components, joint assembly, and main frame beam share the load, increasing the overall structural stiffness and thus the stiffness of the body frame.

[0007] In some embodiments, the support member includes a first support segment, a second support segment, and a third support segment connected in sequence. Along the vertical direction of the vehicle body, the first support segment is closer to the upper side of the vehicle body than the third support segment. Along the front-rear direction of the vehicle body, the first support segment is closer to the front or rear side of the vehicle body than the third support segment.

[0008] Since the first, second, and third support sections of the support component are connected to form a stepped structure, it has better bending and torsional resistance. Therefore, it can not only improve the local strength and stiffness of the support position, but also improve the overall torsional and deformation resistance of the vehicle frame.

[0009] In some embodiments, the support member includes a first plate and at least one upright plate connected to the first plate. The first plate has a first plate surface and a second plate surface that are opposite each other in the direction inward and outward of the vehicle body. The first plate is in surface contact with the frame beam body or the joint assembly. The upright plate extends relative to the first plate in the vertical direction of the vehicle body. The first plate includes plate segments located in the first support section, the second support section and the third support section respectively, and the plate segments are connected in sequence. At least one plate segment forms an upright plate.

[0010] The support member includes a first plate, which allows the first plate to make surface contact with the frame beam body or joint assembly, increasing the contact area between the frame beam body or joint assembly and the support member, and increasing the effective lever arm to resist torque. This improves the torque resistance of the frame beam body and / or joint assembly, and enhances the rigidity of the vehicle frame. Furthermore, the addition of vertical plates connected to the first plate further improves the strength and rigidity of the first plate, and even the rigidity of the entire support member.

[0011] In some embodiments, at least one upright plate includes at least one side upright plate, the side upright plate having a first side upright plate surface and a second side upright plate surface opposite to each other in the left-right direction of the vehicle body, the side upright plate including each side upright plate segment located in the first support section, the second support section and the third support section respectively, and the side upright plate segments are connected in sequence.

[0012] Since the side panel has a first side panel surface and a second side panel surface that are opposite to each other in the left-right direction of the vehicle body, the side panel can extend roughly in the front-rear direction of the vehicle body. As a result, the side panel can improve the strength and rigidity of the first panel. Moreover, the intersecting structure formed by the first panel and the side panel can further improve the rigidity of the entire support member against the load in the vertical direction of the vehicle body, thereby improving the torsional resistance performance of the vehicle body frame and improving the rigidity of the vehicle body frame.

[0013] In some embodiments, at least one upright plate includes at least one reinforcing upright plate, the reinforcing upright plate having a first reinforcing upright plate surface and a second reinforcing upright plate surface opposite each other in the front-rear direction of the vehicle body.

[0014] Since the reinforcing plate has a first reinforcing plate surface and a second reinforcing plate surface that are opposite each other in the front-rear direction of the vehicle body, the reinforcing plate can extend generally in the left-right direction of the vehicle body. As a result, the reinforcing plate can improve the strength and rigidity of the first plate. Moreover, the structure in which the first plate intersects with the reinforcing plate can further improve the rigidity of the entire support member to the left-right load of the vehicle body, thereby improving the torsional resistance performance of the vehicle body frame and improving the rigidity of the vehicle body frame.

[0015] In some embodiments, at least one upright plate includes not only side upright plates but also at least one reinforcing upright plate. The reinforcing upright plate has a first reinforcing upright plate surface and a second reinforcing upright plate surface that are opposite each other in the front-rear direction of the vehicle body. The reinforcing upright plate is connected to both the first plate body and the at least one side upright plate.

[0016] Because the side panels have a first side panel surface and a second side panel surface that are opposite each other in the left-right direction of the vehicle body, meaning that the side panels can extend generally in the front-rear direction of the vehicle body, and the reinforcing panels have a first reinforcing panel surface and a second reinforcing panel surface that are opposite each other in the front-rear direction of the vehicle body, meaning that the reinforcing panels can extend generally in the left-right direction of the vehicle body, the side panels and the reinforcing panels can work together to further improve the strength and rigidity of the first panel. Moreover, the first panel, the side panels, and the reinforcing panels form an intersecting structure, which can further improve the rigidity of the entire support member against the vertical load and the left-right load of the vehicle body. Thus, the torsional resistance of the vehicle body frame can be further improved, and the rigidity of the vehicle body frame can be increased.

[0017] In some embodiments, there are two or more side panels, each side panel is spaced apart along the left and right direction of the vehicle body, and the reinforcing panel is connected to the first plate and each side panel.

[0018] Since there are two or more side panels, it can not only further improve the strength and stiffness of the first plate and even the supporting members, but also further increase the supporting force provided by the side panels to the joint assembly and / or the main frame beam. Since the reinforcing panels are connected to the first plate and each side panel, the load force between the reinforcing panels, the first plate and each side panel can be transferred to each other, so that the load force acting on the supporting members is more evenly distributed, improving the strength and stiffness of the supporting members and reducing the probability of deformation of the supporting members.

[0019] In some embodiments, the first plate body has a first plate surface facing the upper side of the vehicle body, and the first plate body includes a first end edge and a second end edge opposite to each other in the left-right direction of the vehicle body. At least one side plate includes a first side plate and a second side plate spaced apart in the left-right direction of the vehicle body. The first side plate is connected to the first end edge of the first plate body and extends towards the upper side of the vehicle body relative to the first plate surface. The second side plate is connected to the first plate surface and extends towards the upper side of the vehicle body relative to the first plate surface. The second side plate is located on the side closer to the first side plate relative to the second end edge. A portion of the reinforcing plate is located on the side closer to the second end edge relative to the second side plate.

[0020] Since the second side plate is located closer to the first side plate relative to the second end edge, and a portion of the reinforcing plate is located closer to the second end edge relative to the second side plate, the reinforcing plate can intersect with the second side plate, further improving the strength and rigidity of the support and reducing the probability of deformation of the support.

[0021] In some embodiments, the support member further includes a fourth support segment, and the fourth support segment, the first support segment, the second support segment, and the third support segment are connected in sequence. The first plate body includes plate segments located in the fourth support segment, the first support segment, the second support segment, and the third support segment, and the plate segments are connected in sequence. The plate segment located in the fourth support segment of the first plate body is located above the vehicle body relative to the plate segment located in the first support segment. One end of the side plate along the front-rear direction of the vehicle body is connected to the plate segment located in the fourth support segment of the first plate body.

[0022] Because the fourth support section is located above the vehicle body relative to the first support section, and one end of the side panel is connected to the fourth support section along the front-rear direction of the vehicle body, the strength and stiffness of the support member can be further improved, enhancing torsional resistance. When the fourth support section supports the joint assembly or the main frame beam, the supporting force along the front-rear direction of the vehicle body can be further increased. This allows the support member to further enhance the structural strength and stiffness of the joint assembly and the main frame beam, thereby improving the strength and stiffness of the vehicle body frame.

[0023] In some embodiments, the connector assembly includes at least one connector with a connecting portion. A support member is adhered to the connecting portion. The connecting portion includes a first connecting segment, a second connecting segment, and a third connecting segment connected in sequence. Along the vertical direction of the vehicle body, the first connecting segment is closer to the upper side of the vehicle body than the third connecting segment. Along the longitudinal direction of the vehicle body, the first connecting segment is closer to the front or rear side of the vehicle body than the third connecting segment. A first support segment abuts against the first connecting segment, a second support segment abuts against the second connecting segment, and a third support segment abuts against the third connecting segment.

[0024] Since the first support section abuts against the first connecting section, the second support section abuts against the second connecting section, and the third support section abuts against the third connecting section, the support components and the joints can reliably support each other. Moreover, the multi-section cooperative support structure has strong anti-torsional capacity for loads in the vertical direction of the vehicle body and loads in the horizontal direction of the vehicle body. Therefore, it improves the deformation resistance of the joints and the surrounding structures connected to them, thereby improving the strength and rigidity of the vehicle body frame.

[0025] In some embodiments, the connector assembly includes at least one connector, the connector having a connecting portion, the connecting portion including a first connecting segment, a second connecting segment, and a third connecting segment connected in sequence. Along the vertical direction of the vehicle body, the first connecting segment is closer to the upper side of the vehicle body than the third connecting segment. Along the longitudinal direction of the vehicle body, the first connecting segment is closer to the front or rear side of the vehicle body than the third connecting segment. The plate segment of the first plate located in the first support segment is in surface contact with the first connecting segment, the plate segment of the first plate located in the second support segment is in surface contact with the second connecting segment, and the plate segment of the first plate located in the third support segment is in surface contact with the third connecting segment.

[0026] Since the plate segment located in the first support section of the first plate body is in contact with the surface of the first connecting section, the plate segment located in the second support section of the first plate body is in contact with the surface of the second connecting section, and the plate segment located in the third support section of the first plate body is in contact with the surface of the third connecting section, the contact area between the support member and the connecting part can be increased. This not only helps to improve the strength and stiffness of the local structure, but also helps to improve the overall stiffness of the structure formed by the joint and the support member, and further improves the torsional resistance.

[0027] In some embodiments, the support member further includes a fourth support segment, the fourth support segment, the first support segment, the second support segment, and the third support segment are connected in sequence, the first plate includes plate segments respectively located in the fourth support segment, the first support segment, the second support segment, and the third support segment, and the plate segments are connected in sequence, the plate segment in the fourth support segment of the first plate is located above the vehicle body relative to the plate segment in the first support segment, the connecting part further includes a fourth connecting segment, the fourth connecting segment, the first connecting segment, the second connecting segment, and the third connecting segment are connected in sequence, the plate segment in the fourth support segment of the first plate is in surface contact with the fourth connecting segment, at least one upright plate includes at least one side upright plate, the side upright plate has a first side upright plate surface and a second side upright plate surface opposite to each other in the left-right direction of the vehicle body, one end of the side upright plate in the front-rear direction of the vehicle body is connected to the plate segment in the fourth support segment of the first plate.

[0028] Since the front or rear end of the side plate abuts against the fourth connecting section, the supporting force of the support member joint can be further increased, improving the torsional deformation resistance of the structure formed by the joint and the support member. Moreover, since the support member includes the first plate and at least one side plate, the bending and torsional resistance of the support member itself is also enhanced, further improving the rigidity and torsional resistance of the vehicle frame.

[0029] In some embodiments, the connecting part further includes a fifth connecting segment. The fifth connecting segment, the fourth connecting segment, the first connecting segment, the second connecting segment, and the third connecting segment are connected in sequence. Along the vertical direction of the vehicle body, the fifth connecting segment is closer to the upper side of the vehicle body than the first connecting segment. Along the front-rear direction of the vehicle body, the fifth connecting segment is closer to the front or rear side of the vehicle body than the first connecting segment. The fifth connecting segment abuts against the first side of the frame beam body.

[0030] This results in a structure in which a support member is sandwiched between the main frame beam and the connecting part. On the one hand, it can improve the reliability of the connection between the three, and on the other hand, it can improve the rigidity of the support structure formed by the three, which is conducive to improving the resistance to loads in the vertical direction and the horizontal direction of the vehicle body, thereby improving the strength and rigidity of the vehicle body frame.

[0031] In some embodiments, the frame beam body includes a first plate segment, a second plate segment, and a third plate segment connected in sequence. Along the vertical direction of the vehicle body, the first plate segment is closer to the upper side of the vehicle body than the third plate segment. Along the front-rear direction of the vehicle body, the first plate segment is closer to the front or rear side of the vehicle body than the third plate segment. The first support segment abuts against the first plate segment, the second support segment abuts against the second plate segment, and the third support segment abuts against the third plate segment.

[0032] Since the first support section abuts against the first plate section, the second support section abuts against the second plate section, and the third support section abuts against the third plate section, the support members and the main body of the frame beam can reliably support each other. Moreover, the multi-section cooperative support structure has strong anti-torsional capacity for loads in the vertical direction of the vehicle body and loads in the horizontal direction of the vehicle body. Therefore, it improves the deformation resistance of the main body of the frame beam and the surrounding structures connected to it, thereby improving the strength and rigidity of the vehicle body frame.

[0033] In some embodiments, the support member includes a first plate and at least one upright plate connected to the first plate. The first plate has a first plate surface and a second plate surface that are opposite each other in the vertical direction of the vehicle body. The upright plate extends relative to the first plate in the vertical direction of the vehicle body. The first plate includes plate segments located in the first support section, the second support section and the third support section respectively, and the plate segments are connected in sequence. At least one plate segment forms an upright plate, and at least one of the first plate segment, the second plate segment and the third plate segment abuts against the upright plate.

[0034] Since at least one of the first, second, and third plate segments abuts against the upright plate, the support member can support the main body of the frame beam, thereby increasing the local and even overall stiffness of the main body of the frame beam, and thus increasing the stiffness of the vehicle frame.

[0035] In some embodiments, at least one upright plate includes at least one side upright plate, the side upright plate having a first side upright plate surface and a second side upright plate surface opposite to each other in the left-right direction of the vehicle body, the side upright plate including each side upright plate segment located in the first support section, the second support section and the third support section respectively, the side upright plate segments being connected in sequence, and at least one of the first plate segment, the second plate segment and the third plate segment abutting against the side upright plate.

[0036] Since the side panel has a first side panel surface and a second side panel surface that are opposite each other in the left-right direction of the vehicle body, that is, the side panel can extend substantially in the front-rear direction of the vehicle body, and at least one of the first panel segment, the second panel segment and the third panel segment abuts against the side panel, the side panel can support the main body of the frame beam, and can improve the local and even overall stiffness of the main body of the frame beam, especially the stiffness in terms of loads in the vertical direction of the vehicle body, thereby improving the stiffness of the vehicle body frame.

[0037] In some embodiments, at least one upright plate further includes at least one reinforcing upright plate, the reinforcing upright plate having a first reinforcing upright plate surface and a second reinforcing upright plate surface opposite each other in the front-rear direction of the vehicle body, and at least one of the first plate segment, the second plate segment and the third plate segment abutting against the reinforcing upright plate.

[0038] Since the side panels have a first side panel surface and a second side panel surface that are opposite each other in the left-right direction of the vehicle body, meaning that the side panels can extend generally in the front-rear direction of the vehicle body, and the reinforcing panels have a first reinforcing panel surface and a second reinforcing panel surface that are opposite each other in the front-rear direction of the vehicle body, meaning that the reinforcing panels can extend generally in the left-right direction of the vehicle body, at least one of the first panel segment, the second panel segment and the third panel segment abuts against the side panels, and at least one of the first panel segment, the second panel segment and the third panel segment abuts against the reinforcing panels, the side panels and the reinforcing panels can jointly support the main body of the frame beam, thereby improving the local and even overall stiffness of the main body of the frame beam, especially the stiffness with respect to the vertical load and the left-right load of the vehicle body, and thus improving the stiffness of the vehicle body frame.

[0039] In some embodiments, the support member further includes a fourth support segment, wherein the fourth support segment, the first support segment, the second support segment, and the third support segment are connected in sequence, and the fourth support segment abuts against the first plate segment.

[0040] This can further increase the supporting force of the support components on the main body of the frame beam, improve the deformation resistance of the main body of the frame beam, and thus improve the strength and stiffness of the main body of the frame beam, and improve the strength and stiffness of the vehicle body frame.

[0041] In some embodiments, the frame beam body includes a reinforcing rib located on at least one of the first plate segment, the second plate segment, and the third plate segment. The reinforcing rib is located on a first side of the frame beam body, and the support member is bonded to the reinforcing rib.

[0042] Therefore, on the one hand, it can improve the connection strength between the support and the main frame beam, and on the other hand, the stiffeners and the support work together to further improve the overall stiffness of the structure.

[0043] In some embodiments, the support member is made of a first fiber-reinforced composite material.

[0044] Because the support components are made of fiber-reinforced composite materials, on the one hand, lightweight composite materials can replace steel to meet the lightweight requirements of the body frame and even the vehicle. On the other hand, fiber-reinforced composite materials allow the support components to be manufactured using molding and injection molding processes, which simplifies the manufacturing process of the body frame and even the vehicle, reduces the investment in manufacturing equipment and development costs, shortens the vehicle manufacturing cycle, and also helps to improve the integration of parts.

[0045] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced composite material, which includes a thermoplastic resin matrix and continuous fibers, the continuous fibers including glass fibers.

[0046] Glass fiber reinforced composites have low density and advantages such as high strength, good corrosion resistance and design flexibility. Therefore, they can further improve the strength and stiffness of the support frame, thereby improving the structural strength and stiffness of the vehicle body frame and enhancing the lightweighting of the vehicle body frame and even the vehicle itself.

[0047] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced polyamide 6 composite material, wherein the weight percentage of glass fiber is greater than or equal to 68 and less than or equal to 72, the weight percentage of polyamide 6 is greater than or equal to 28 and less than or equal to 32, and the sum of the weight percentages of glass fiber and polyamide 6 is 100.

[0048] Glass fiber reinforced polyamide 6 possesses high modulus, high rigidity, good creep resistance, and good dimensional stability. These properties are beneficial for improving the strength and stiffness of the support components, thereby enhancing the structural strength and stiffness of the vehicle body frame and preventing deformation even at high temperatures. By controlling the weight percentage of glass fiber in the first fiber-reinforced composite material within the aforementioned range, the strength, stiffness, and ease of processing of the support components can be further optimized.

[0049] In some embodiments, the frame beam body is made of a second fiber-reinforced composite material.

[0050] Because the main body of the frame beam is made of fiber-reinforced composite material, on the one hand, it can replace steel with lightweight composite material to meet the lightweight requirements of the body frame and even the vehicle. On the other hand, fiber-reinforced composite material allows the body frame to be manufactured by molding and injection molding processes, which simplifies the manufacturing process of the body frame and even the vehicle, reduces the investment in manufacturing equipment and development costs, shortens the vehicle manufacturing cycle, and also helps to improve the integration of parts.

[0051] In some embodiments, the second fiber-reinforced composite material includes a glass fiber-reinforced composite material, which includes a thermoplastic resin matrix and continuous fibers, the continuous fibers including glass fibers.

[0052] Glass fiber reinforced composites have low density and also have advantages such as high strength, good corrosion resistance and design flexibility. Therefore, they can further improve the structural strength and stiffness of the vehicle body frame and enhance the lightweighting of the vehicle body frame and even the vehicle itself.

[0053] In some embodiments, the second fiber-reinforced composite material includes a glass fiber-reinforced polypropylene composite material.

[0054] Glass fiber reinforced polypropylene composites have high modulus and high rigidity, which are beneficial to improving the strength and rigidity of the frame beam, thereby improving the structural strength and rigidity of the vehicle body frame and enhancing the lightweighting of the vehicle body frame and even the vehicle itself.

[0055] In some embodiments, the frame beam body includes a main body and reinforcing ribs connected to the main body. The main body is a molded part of glass fiber reinforced polypropylene composite material, and the reinforcing ribs are injection-molded ribs of glass fiber reinforced polypropylene composite material. In the main body, the weight percentage of glass fiber is greater than or equal to 68 and less than or equal to 72, the weight percentage of polypropylene is greater than or equal to 28 and less than or equal to 32, and the sum of the weight percentages of glass fiber and polypropylene is 100. In the reinforcing ribs, the weight percentage of glass fiber is greater than or equal to 38 and less than or equal to 42, the weight percentage of polypropylene is greater than or equal to 58 and less than or equal to 62, and the sum of the weight percentages of glass fiber and polypropylene is 100.

[0056] Therefore, by combining the molding part with a high glass fiber content and the injection rib with a low glass fiber content, it is possible to achieve both the simplification of the manufacturing process and the improvement of structural rigidity.

[0057] In some embodiments, the connector assembly includes at least one connector, which is a one-piece aluminum alloy component, and / or, the connector is a die-cast aluminum alloy component.

[0058] The use of aluminum alloy for the connector improves its corrosion resistance, reduces vehicle weight, and enhances the vehicle's lightweight design. The one-piece design reduces the number of parts, increasing structural rigidity and durability. The die-cast design improves vehicle production efficiency and shortens the production cycle.

[0059] In some embodiments, the aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

[0060] This can improve the mechanical properties of the vehicle, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0061] In some embodiments, the joint assembly includes two joints, with joints provided at both ends of the frame beam body along the left-right direction of the vehicle body, and a support member provided between each joint and the frame beam body.

[0062] Because each joint is equipped with a support member between itself and the main frame beam, the rigidity of the structure formed by the joint, the main frame beam, and the support member can be improved, thereby improving the rigidity of the vehicle body frame and the vehicle's rigidity.

[0063] In some embodiments, the vehicle frame includes a roof crossbeam member, which includes at least one of a front roof crossbeam member, a middle roof crossbeam member, and a rear roof crossbeam member, and the frame beam body is formed as a roof crossbeam member.

[0064] Since the main body of the frame beam is formed as a roof crossbeam component, the rigidity of the roof crossbeam component can be increased, thereby increasing the rigidity of the vehicle.

[0065] In some embodiments, the frame beam body is formed as a rear crossbeam member of the roof.

[0066] This can increase the rigidity of the rear crossbeam of the roof, thereby increasing the rigidity of the vehicle.

[0067] In some embodiments, the vehicle frame also includes a D-pillar assembly and a roof side beam assembly, with the rear roof crossbeam, D-pillar assembly, and roof side beam assembly connected by a joint.

[0068] This improves the overall rigidity of the vehicle body frame.

[0069] In some embodiments, the vehicle also includes a tailgate connected to a rear crossbeam member on the roof.

[0070] Because the rigidity of the rear crossbeam of the roof has been increased, even though the tailgate is installed on the rear crossbeam of the roof, it is not easy for insufficient rigidity to occur at the tailgate hinge mounting point or other locations.

[0071] In some embodiments, the vehicle further includes a battery assembly and a chassis, with the battery assembly mounted on the chassis.

[0072] Therefore, the vehicle possesses excellent strength, rigidity, and lightweight properties, while also improving the utilization of space under the vehicle, thus avoiding encroachment on passenger compartment and trunk space and providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury in a collision. Additionally, centralized battery mounting on the chassis facilitates maintenance and replacement, reducing the complexity of daily maintenance.

[0073] In some embodiments, the vehicle frame is detachably attached to the top of the chassis.

[0074] This simplifies the assembly process, improves vehicle production efficiency, and facilitates specialized collaboration. Attached Figure Description

[0075] 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:

[0076] Figure 1 Exploded view of the vehicle structure provided for some embodiments of this application;

[0077] Figure 2 An exploded view of the vehicle body provided for some embodiments of this application;

[0078] Figure 3 Schematic diagrams of the structure of an electric vehicle provided for some embodiments of this application;

[0079] Figure 4 Structural schematic diagrams of the vehicle frame provided for some embodiments of this application;

[0080] Figure 5 Exploded perspective view of the vehicle frame provided for some embodiments of this application;

[0081] Figure 6 A bottom view of the vehicle frame provided for some embodiments of this application;

[0082] Figure 7 for Figure 6 Enlarged schematic diagram of the AA cross section;

[0083] Figure 8 for Figure 6 Enlarged cross-sectional diagram of BB;

[0084] Figure 9 Perspective view of the support provided for some embodiments of this application;

[0085] Figure 10 Side view schematic diagram of the support member provided for some embodiments of this application;

[0086] Figure 11 for Figure 10 A bottom view of the support component shown;

[0087] Figure 12 A perspective view of a connector provided for some embodiments of this application;

[0088] Figure 13 A perspective view of the connector provided for some embodiments of this application.

[0089] Explanation of reference numerals in the attached figures

[0090] 1000. Vehicle; 100. Body; 200. Battery unit; 300. Motor; 400. Controller; 10. Body frame; 110. Body panels; 20. Passenger compartment; 30. Chassis; 31. Floor; 40. Wheel; 101. Body pillar assembly; 1011. A-pillar assembly; 1012. B-pillar assembly; 1013. C-pillar assembly; 1014. D-pillar assembly; 102. Roof crossbeam assembly; 1021. Front roof crossbeam assembly; 1022. Rear roof crossbeam assembly; 103. Side beam assembly; 104. Sill beam assembly; 111. Hood; 112. Side fender; 113. Side door; 114. Tailgate; 114L. Left hinge mounting part; 114R. Right hinge mounting part; 1. Frame beam body; 11. 1. Plate segment 1; 12. Second plate segment 2; 13. Third plate segment 3; 14. Reinforcing rib 4; 15. Main body 5; 2. Joint assembly 2; 201. Joint 2; 21. Connecting part 211. First connecting segment 212. Second connecting segment 213. Third connecting segment 214. Fourth connecting segment 215. Fifth connecting segment 22. Side beam connecting part 23. D-pillar connecting part 3; Support component 311. First support segment 312. Second support segment 313. Third support segment 314. Fourth support segment 315. Fifth support segment 32. First plate body 33. Vertical plate 331. Side vertical plate 3311. First side vertical plate 3312. Second side vertical plate 332. Reinforcing vertical plate 332. X. Front-rear direction of the vehicle body 4; Y. Left-right direction of the vehicle body 5; Z. Up-down direction of the vehicle body 6. Detailed Implementation

[0091] 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.

[0092] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application; the terms “comprising” and “having”, and any variations thereof, in the specification and the foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0093] In the description of the embodiments of this application, the technical terms "first," "second," "third," "fourth," "fifth," etc., 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] The embodiments of this application will now be described in detail.

[0100] With the widespread application of battery devices in vehicles, users are placing higher demands on vehicle body lightweighting. The vehicle body typically includes a frame, which plays a crucial role in improving the overall rigidity and strength of the vehicle. Therefore, balancing the rigidity requirements of the frame with lightweighting is one of the challenges the industry needs to address.

[0101] In related technologies, the vehicle body typically comprises a steel body frame, which includes frame beams and joints. For example, when the frame beam is a rear roof crossbeam, the rear roof crossbeam consists of a steel upper and lower rear crossbeam plate, which are welded together. A portion of the D-pillar joint is located between the upper and lower plates and connected by bolts. Furthermore, a support plate is provided between the lower rear crossbeam plate and the D-pillar joint. However, such a steel body structure is characterized by its heavy weight and complex manufacturing process, leaving room for improvement. To reduce the body weight, it is considered to make at least a portion of the body frame using fiber-reinforced composite materials. However, it is also necessary to consider how the composite material body can meet the stiffness requirements of the body frame.

[0102] To address the aforementioned technical challenges, this application provides a vehicle.

[0103] Below, in conjunction with Figures 1 to 3 The vehicles involved in the embodiments of this application will be described. Figure 1 Exploded view of the vehicle structure provided for some embodiments of this application; Figure 2 An exploded view of the vehicle body provided for some embodiments of this application; Figure 3 A schematic diagram of the structure of an electric vehicle provided for some embodiments of this application.

[0104] like Figure 1 As shown, the vehicle 1000 of this application embodiment includes a chassis 30 and a body 100 disposed on the chassis 30. The body 100 adopts at least part of the structure provided in this application embodiment.

[0105] The body 100 forms the exterior of the vehicle body and the passenger compartment 20, and protects the occupants located in the passenger compartment 20. The chassis 30 is located below the body 100 and carries the engine, battery pack, and other components. Wheels 40 are mounted on the chassis 30. Figure 1 The image shows a four-wheeled vehicle.

[0106] like Figure 2As shown, the vehicle body 100 includes a body frame 10 and a body panel 110. The body frame 10 forms the vehicle skeleton, providing support and protection. The body panel 110 is connected to the body frame 10, forming an enclosed interior space and exterior appearance. The body frame 10 is interconnected with the chassis 30. In some embodiments, the body frame 10 and the chassis 30 are welded together; in other embodiments, the body frame 10 and the chassis 30 are detachably connected by fasteners. Optionally, the fasteners may include at least one of bolts, studs, and screws. The number of fasteners can be multiple.

[0107] In some embodiments, the vehicle frame 10 and chassis 30 together enclose a passenger compartment 20 of the vehicle, and the vehicle includes a battery device 200 (see [link]). Figure 3 The battery pack housing forms at least part of the floor 31 of the passenger compartment 20. Integrating the battery pack into the chassis 30 reduces additional brackets and connectors, helps reduce the overall vehicle weight, and also reduces the space occupied by the battery pack in the vehicle's interior.

[0108] For example, the vehicle frame 10 is connected to the chassis 30 in a detachable manner, for instance, by using multiple bolts to achieve a detachable connection in the circumferential direction of both the chassis 30 and the vehicle frame 10. Additionally, the chassis 30 may incorporate an integrated motor system (including...) Figure 3 The motor 300 shown), battery system (including) Figure 3 The battery device 200 shown) and the electronic control system (including Figure 3 The controller 400 (also known as the "three-electric system") is mounted on a skateboard chassis. This structure allows for the separation and decoupling of the vehicle frame 10 and chassis 30, enabling the vehicle frame 10 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of chassis 30, making it adaptable to various vehicle models.

[0109] The vehicles involved in the embodiments of this application can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicles can also be front-wheel drive vehicles, rear-wheel drive vehicles, or four-wheel drive vehicles.

[0110] The following descriptions will use the combination of the vehicle frame 10 and the skateboard chassis as an example.

[0111] like Figure 1 and Figure 2As shown, the vehicle frame 10 involved in this application embodiment includes at least structural components such as vehicle pillar assembly 101, roof crossbeam assembly 102, side beam assembly 103, and sill beam assembly 104. The vehicle body panel 110 includes at least hood 111, side fenders 112, and side doors 113, and may also include tailgate 114, anti-collision beam (not shown in the figure), bumper (not shown in the figure), and roof (not shown in the figure). The vehicle pillar assembly 101 is a collective term for A-pillar assembly 1011, B-pillar assembly 1012, C-pillar assembly 1013, and D-pillar assembly 1014. Based on the context, it can be understood as a collection of A-pillar assembly 1011, B-pillar assembly 1012, C-pillar assembly 1013, and D-pillar assembly 1014, or at least any one of A-pillar assembly 1011, B-pillar assembly 1012, C-pillar assembly 1013, and D-pillar assembly 1014.

[0112] In some embodiments, the roof crossbeam member 102 is supported by the left and right side beam assemblies 103 along the left-right direction of the vehicle body. A roof panel may also cover the roof crossbeam member 102 (outside the vehicle body) to close the passenger compartment 20 from above. Part or all of the roof panel may be made of glass. Alternatively, a portion of the roof panel may be configured to be sliding to allow the sunroof to be opened or closed.

[0113] Along the longitudinal direction of the vehicle body, the roof crossbeam member 102 may include a front roof crossbeam member 1021 and a rear roof crossbeam member 1022. The front roof crossbeam member 1021 may be connected to the upper edge of the windshield, and the rear roof crossbeam member 1022 may be connected to the upper edge of the rear windshield. Optionally, some vehicle body frames may also include a middle roof crossbeam member (not shown) located along the longitudinal direction of the vehicle body between the front roof crossbeam member 1021 and the rear roof crossbeam member 1022.

[0114] The roof crossbeam component 102 is used to provide support and protection from the top of the vehicle and needs to meet the structural strength and stiffness requirements.

[0115] In some embodiments, the vehicle frame includes a connector (not shown) that can be used to connect the roof crossbeam member 102 to the side beam assembly 103, or to connect the roof crossbeam member 102 to the body pillar assembly 101, or to connect the roof crossbeam member 102, the side beam assembly 103 and the body pillar assembly 101 together.

[0116] In one specific embodiment, the vehicle frame includes a joint (not shown) that connects the rear roof crossbeam member 1022, the side beam assembly 103, and the D-pillar assembly 1014 together.

[0117] The fact that the vehicle body 100 at least partially adopts the structure provided in the embodiments of this application means that the structure provided in the embodiments of this application can be selectively applied to one or more parts of the vehicle body 100 according to the actual situation of the vehicle. For example, the structure provided in the embodiments of this application can be used in the above-mentioned roof crossbeam member 102. Optionally, it can be used in the front roof crossbeam member 1021 or the rear roof crossbeam member 1022.

[0118] In some embodiments, the use of fiber-reinforced composite materials to manufacture the frame beam body 1 of the vehicle body frame 10 means that most of the structure of the frame beam body 1 is made of fiber-reinforced composite materials.

[0119] Research has shown that a support member can be installed between the main body of the frame beam and the joint. The support member is in contact with both the main body of the frame beam and the joint. The support member supports and strengthens the joint and the main body of the frame beam, thereby improving the rigidity of the vehicle body frame.

[0120] Based on this design concept, this application provides a vehicle. The vehicle includes a body frame, which includes: a frame beam body, at least partially made of fiber-reinforced composite material, having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a joint assembly connected to the first side of the frame beam body; and a plurality of support members made of fiber-reinforced composite material, installed between the joint assembly and the frame beam body, and in contact with both the frame beam body and the joint assembly.

[0121] Because at least a portion of the main frame beam and the supporting components are made of fiber-reinforced composite materials, a lighter body frame can be achieved compared to traditional steel bodies. Since the supporting components are installed between the joint assembly and the main frame beam, and are in contact with both, they provide support to both the joint assembly and the main frame beam. This not only improves the local strength and stiffness of the joint assembly and the main frame beam, but also enhances their overall resistance to deformation. Specifically, when one of the joint assembly and the main frame beam bears a load, the supporting components can transfer the load to the other. The supporting components, joint assembly, and main frame beam share the load, increasing the overall structural stiffness and thus improving the stiffness of the body frame.

[0122] Below, refer to Figures 1 to 13 The vehicle body frame provided in some embodiments of this application will be described in detail.

[0123] This application provides a vehicle, such as Figure 1 , Figures 4 to 6As shown, the vehicle includes a body frame 10, which includes: a frame beam body 1, at least partially made of fiber-reinforced composite material, having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a joint assembly 2, connected to the first side of the frame beam body 1; and a plurality of support members 3 made of fiber-reinforced composite material, installed between the joint assembly 2 and the frame beam body 1, and in contact with both the frame beam body 1 and the joint assembly 2.

[0124] In some embodiments, such as Figure 1 and Figure 2 As shown, the frame beam body 1 includes two opposing sides, one facing the inside of the vehicle body and the other facing the outside of the vehicle body. For ease of description, one side of the frame beam body 1 is named "first side" and the other side is named "second side". Based on the installation orientation of the frame beam body 1 on the vehicle body, the first side faces the inside of the vehicle body and the second side faces the outside of the vehicle body.

[0125] In some embodiments, the inner side of the frame beam body 1 may also be covered with an interior panel, and the outer side of the body may also be covered with an exterior panel.

[0126] In some embodiments, such as Figure 5 and Figure 6 As shown, a reinforcing structure is provided on the first side of the main frame beam 1 to enhance its strength. The reinforcing structure can be a stiffener or a tubular reinforcing structure. Stiffener 14 is shown in the figure.

[0127] In some embodiments, the main body of the frame beam 1 and the reinforcing structure (e.g., the reinforcing rib 14) are connected as a single unit. Optionally, the main body of the molded frame beam 1 (also referred to as the molded part) and the injection-molded reinforcing structure (e.g., the reinforcing rib) are connected by bonding or other connection methods, or the main body of the frame beam 1 (also referred to as the molded part) and the reinforcing structure (e.g., the reinforcing rib) are integrally molded by injection molding. This further simplifies the manufacturing process of the vehicle body frame and further improves the integration of parts in the vehicle body frame. In addition, since injection molding can form more complex structures, it is advantageous to flexibly design the reinforcing structure.

[0128] In one specific embodiment, when the vehicle body frame is the rear roof crossbeam member 1022, such as Figure 1 As shown, for the rear crossbeam member 1022 of the roof, the direction of the vehicle body inside and outside refers to the vertical direction Z of the vehicle body. The inner side of the vehicle body is the lower side of the rear crossbeam member 1022 of the roof, and the outer side of the vehicle body is the upper side of the rear crossbeam member 1022 of the roof.

[0129] In some embodiments, the frame beam body 1 is made of fiber-reinforced composite material.

[0130] In some embodiments, the connector assembly 2 is installed on the first side of the frame beam body 1, that is, the connector assembly 2 is installed on the side of the frame beam body 1 facing the inside of the vehicle body.

[0131] like Figure 1 , Figure 4 and Figure 5 As shown, the connector assembly 2 is used to connect the frame beam body 1 to other parts in the vehicle body frame. For example, the connector assembly 2 can connect the rear roof crossbeam member 1022 to the D-pillar assembly; the connector assembly 2 can also connect the rear roof crossbeam member 1022 to the side beam assembly 103; the connector assembly 2 can also connect the rear roof crossbeam member 1022 to the D-pillar assembly 1014 and the side beam assembly 103.

[0132] like Figure 4 and Figure 5 As shown, the joint assembly 2 includes at least one joint 201, which can be located on one or both sides of the frame beam body 1. Additionally, an interior trim panel (not shown) may be further provided inside the joint assembly. The joint assembly 2, the frame beam body 1, and the interior trim panel (not shown) can be connected as a whole by adhesive or bolts.

[0133] In some embodiments, such as Figure 4 and Figure 5 As shown, the connector assembly 2 may include two connectors 201. The two connectors 201 are located at both ends of the frame beam body 1 along the left-right direction Y of the vehicle body and in the same projection plane along the up-down direction Z of the vehicle body. The projection of the connector 201 and the projection of the frame beam body 1 partially overlap, thereby facilitating the connection of the connector 201 to the frame beam body 1 with other vehicle body frame structures.

[0134] like Figures 5 to 8 As shown, the support member 3 is connected between the joint assembly 2 and the frame beam body 1. The support member 3 is in contact with the joint assembly 2 and the frame beam body 1. The support member 3 is used to provide support force for the joint assembly 2 and the frame beam body 1, thereby improving the rigidity of the joint assembly 2, the frame beam body 1, and the structure formed by their interconnection.

[0135] Optionally, the support member 3 and the connector assembly 2 can be in surface contact.

[0136] Optionally, the support member 3 can be in direct contact with or indirectly connected to the connector assembly 2. In one specific embodiment, the support member 3 is bonded to the connector assembly 2.

[0137] In some embodiments, the connector assembly 2 is provided with a reinforcing rib on the side opposite to the support member 3, which can enhance the strength and rigidity of the connector assembly 2.

[0138] The specific materials of connector assembly 2 are described in detail below.

[0139] Optionally, the support member 3 and the frame beam body 1 can be in surface contact. It should be noted that surface contact includes surface contact between the surface of one plate and the surface of another plate, and surface contact between the surface of one plate and the end face (edge ​​surface) of another plate.

[0140] Optionally, the support member 3 can be in direct contact with or indirectly connected to the frame beam body 1. In one specific embodiment, the support member 3 is bonded to the frame beam body 1.

[0141] In some embodiments, a reinforcing rib is provided on the first side of the frame beam body 1, and the support member 3 can be bonded to the reinforcing rib. Figure 5 In the specific embodiment shown, the support member 3 can be bonded to the reinforcing rib 14 along the Y-axis of the vehicle body. Optionally, the connecting support member 3 of the frame beam body 1 can have a reinforcing rib avoidance portion, the support member 3 is located in the reinforcing rib avoidance portion, the reinforcing rib avoidance portion is not provided with reinforcing ribs, and the support member 3 is connected to the reinforcing ribs around the reinforcing rib avoidance portion.

[0142] Optionally, the projection of the support member 3 along the left-right Y direction of the vehicle body can be a strip with a certain width along the up-down Z direction of the vehicle body, and the overall shape can be roughly "L" or "Z" shaped (e.g. Figure 5 (as shown in the image) etc.

[0143] In some embodiments, such as Figure 7 and Figure 8 As shown, the outer contour of the support member 3 near the outer side of the vehicle body (upper side of the vehicle body) is similar to the outer contour of the first side (lower side of the vehicle body) of the frame beam body 1, and the outer contour of the support member 3 near the inner side of the vehicle body (lower side of the vehicle body) is similar to the outer contour of the joint assembly 2 near the outer side of the vehicle body (upper side of the vehicle body). This helps to increase the contact area between the support member 3 and the frame beam body 1 and the joint assembly 2 respectively, and improve the rigidity of the structure formed by the support member 3 and the frame beam body 1 and the joint assembly 2.

[0144] In one specific embodiment, the support member 3 is assembled (e.g., bonded) to the frame beam body 1, and then the joint assembly 2 is assembled (e.g., bonded) to the support member 3 and the frame beam body 1. The joint assembly 2 and the frame beam body 1 can be connected by bonding and bolting.

[0145] The specific material of support component 3 will be described in detail below.

[0146] Because at least a portion of the main frame beam 1 and the support member 3 are made of fiber-reinforced composite materials, a lighter body frame can be achieved compared to a traditional steel body. Since the support member 3 is installed between the joint assembly 2 and the main frame beam 1, and is in contact with both the main frame beam 1 and the joint assembly 2, the support member 3 can provide support to both the joint assembly 2 and the main frame beam 1. This not only improves the local strength and stiffness of the joint assembly and the main frame beam, but also enhances the overall deformation resistance of the joint assembly 2 and the main frame beam 1. Specifically, when one of the joint assembly 2 and the main frame beam 1 bears a load, the support member 3 can transfer the load to the other. The support member 3, the joint assembly 2, and the main frame beam 1 share the load, increasing the overall structural stiffness and thus improving the stiffness of the body frame.

[0147] In some embodiments, such as Figures 7 to 11 As shown, the support member 3 includes a first support section 311, a second support section 312 and a third support section 313 connected in sequence. Along the vertical direction Z of the vehicle body, the first support section 311 is closer to the upper side of the vehicle body than the third support section 313. Along the front-rear direction X of the vehicle body, the first support section 311 is closer to the front or rear side of the vehicle body than the third support section 313.

[0148] In some specific embodiments, the first support segment 311, the second support segment 312 and the third support segment 313 are connected in sequence along the direction from the front side of the vehicle body to the rear side of the vehicle body, and along the vertical direction Z of the vehicle body, the first support segment 311 is closer to the upper side of the vehicle body than the third support segment 313.

[0149] Optionally, in some other specific embodiments, the first support segment 311, the second support segment 312 and the third support segment 313 are connected in sequence along the direction from the rear side of the vehicle body to the front side of the vehicle body, and along the vertical direction Z of the vehicle body, the first support segment 311 is closer to the upper side of the vehicle body than the third support segment 313.

[0150] For ease of explanation, such as Figure 9 As shown, the portion of support 3 within the dashed frame O1 is named "first support segment 311", the portion of support 3 within the dashed frame O2 is named "second support segment 312", and the portion of support 3 within the dashed frame O3 is named "third support segment 313". The positions of dashed frames O1, O2, and O3 can be changed as needed.

[0151] Optionally, the first support segment 311, the second support segment 312, and the third support segment 313 can be an integral structure or a separate structure. For example, the support component 3 can be integrally injection molded.

[0152] In one specific embodiment, the support member 3 is integrally injection molded using a mold, which makes it easy to manufacture, has a simple structure, and the material distribution is relatively uniform, reducing the risk of deformation or breakage caused by splicing. The support member 3 has high strength.

[0153] In some embodiments, such as Figure 5 and Figure 6 As shown, at least one of the first support segment 311, the second support segment 312, and the third support segment 313 is in contact with the frame beam body 1, and / or at least one of the first support segment 311, the second support segment 312, and the third support segment 313 is in contact with the joint assembly 2.

[0154] In a specific embodiment, such as Figure 7 and Figure 8 As shown, the first support section 311, the second support section 312 and the third support section 313 are all in contact with the frame beam body 1, and / or the first support section 311, the second support section 312 and the third support section 313 are all in contact with the joint assembly 2.

[0155] Since the support member 3 includes a first support section 311, a second support section 312 and a third support section 313 connected in sequence, the three support sections are connected to form a stepped structure, which has better bending and torsional resistance. Therefore, it can not only improve the local strength and stiffness of the support position of the support member, but also improve the overall torsional and deformation resistance of the vehicle frame.

[0156] In addition, along the front-rear direction X of the vehicle body, the shape of the support member 3 can match the shape of the gap between the joint assembly 2 and the frame beam body 1, increasing the contact area between the support member 3 and the frame beam body 1, as well as between the support member 3 and the joint assembly 2. Therefore, the support member 3 can more effectively provide support force to the joint assembly 2 and the frame beam body 1, so that the joint assembly 2, the frame beam body 1 and the support member 3 can jointly bear and share the load, which is beneficial to improving the rigidity of the structure, and further improving the rigidity of the vehicle body frame.

[0157] In some embodiments, such as Figures 9 to 11 As shown, the support member 3 includes a first plate 32 and at least one upright plate 33 connected to the first plate 32. The first plate 32 has a first plate surface and a second plate surface that are opposite each other in the vertical direction of the vehicle body. The first plate 32 is in contact with the frame beam body 1 or the joint assembly 2. The upright plate 33 extends relative to the first plate 32 in the vertical direction of the vehicle body. The first plate 32 includes plate segments located in the first support section 311, the second support section 312 and the third support section 313 respectively, and the plate segments are connected in sequence. At least one plate segment forms an upright plate 33.

[0158] In some embodiments, the support member 3 includes a first plate 32 and an upright plate 33 connected to each other. The number of upright plates 33 is at least one. The upright plate 33 extends relative to the first plate 32 in the direction inward and outward of the vehicle body. For the support member 3 connected to the rear crossbeam member of the roof, the upright plate 33 is formed in the vertical direction of the vehicle body, and is erected relative to the first plate 32.

[0159] In some embodiments, the first plate 32 has a first plate surface and a second plate surface that are opposite each other in the vertical direction of the vehicle body.

[0160] In some embodiments, the first plate 32 may be formed by connecting multiple plate segments, and each plate segment forming the first plate 32 may be located in the first support segment 311, the second support segment 312, or the third support segment 313. The first support segment 311, the second support segment 312, or the third support segment 313 includes at least one plate segment with a vertical plate 33 formed thereon.

[0161] Optionally, the first plate 32 and the vertical plate 33 can be set separately or as a whole.

[0162] Optionally, the upright plate 33 can be located on either side of the first plate 32 along the inward and outward directions of the vehicle body (e.g., Figure 10 (as shown on the upper or lower side); or along the inner and outer directions of the vehicle body, both sides of the first plate 32 are provided with upright plates 33.

[0163] Optionally, the number of uprights 33 can be one, two, three, four, five, six or more.

[0164] Optionally, the upright plate 33 (e.g., reinforcing upright plate 332) can extend along the left-right direction Y of the vehicle body, that is, the upright plate 33 can have a first reinforcing upright plate surface opposite to each other along the front-rear direction X of the vehicle body (e.g. Figure 8 The left side of the reinforcing plate 332 shown) and the second reinforcing plate surface (e.g. Figure 8 The right side of the reinforcing upright 332 shown); the upright 33 (e.g., side upright 331) can extend along the front-rear direction X of the vehicle body, that is, the upright 33 can have a first side upright surface opposite along the left-right direction Y of the vehicle body (e.g. Figure 8 The front side of the side panel 331 shown) and the second side panel surface (e.g. Figure 8 (The rear side of the side panel 331 shown).

[0165] Optionally, when there are multiple uprights 33, the multiple uprights 33 can be arranged to cross each other or to be roughly parallel; or some of the uprights 33 can be arranged to cross each other, while other uprights 33 can be arranged to be roughly parallel.

[0166] Optionally, the first plate 32 may contact one side of the frame beam body 1. The first plate 32 may also contact the other side of the joint assembly 2.

[0167] Optionally, the upright plate 33 may contact the frame beam body 1. The upright plate 33 may also contact the joint assembly 2. Alternatively, the upright plate 33 may contact both the frame beam body 1 and the joint assembly 2.

[0168] Optionally, when the upright plate 33 is located on the side of the first plate 32 facing the outer side of the vehicle body, the upright plate 33 can contact the frame beam body 1, and the side of the first plate 32 facing the inner side of the vehicle body can contact the joint assembly 2. Alternatively, when the upright plate 33 is located on the side of the first plate 32 facing the inner side of the vehicle body, the upright plate 33 can contact the joint assembly 2, and the side of the first plate 32 facing the outer side of the vehicle body can contact the frame beam body 1.

[0169] Optionally, the support component includes two first plates facing each other along the inward and outward directions of the vehicle body, with an upright plate located between the two first plates. The two first plates respectively contact the main body of the frame beam 1 and the joint assembly 2. From the perspective of simplifying the structure and reducing weight, it can be as follows: Figure 9 As shown, it includes a first plate.

[0170] The support member 3 includes a first plate 32, which allows the first plate 32 to contact the frame beam body 1 or the joint assembly 2, increasing the contact area between the frame beam body 1 or the joint assembly 2 and the support member 3, and increasing the effective lever arm to resist torque. This improves the torque resistance of the frame beam body 1 and / or the joint assembly 2, and enhances the rigidity of the vehicle frame. Furthermore, the addition of a vertical plate 33 to the first plate 32 further improves the strength and rigidity of the first plate 32, and even the rigidity of the entire support member 3.

[0171] In some embodiments, such as Figure 9 and Figure 10 As shown, at least one upright plate 33 includes at least one side upright plate 331. The side upright plate 331 has a first side upright plate surface and a second side upright plate surface that are opposite each other in the left-right direction Y of the vehicle body. The side upright plate 331 includes side upright plate segments located in the first support section 311, the second support section 312 and the third support section 313 respectively, and the side upright plate segments are connected in sequence.

[0172] In some embodiments, the side panel 331 extends away from the first panel 32 in the inward and outward directions of the vehicle body (in the vertical direction of the vehicle body for the support member connected to the top rear crossbeam member), and the side panel 331 extends in the forward and backward direction X of the vehicle body.

[0173] Optionally, along the inward and outward direction of the vehicle body (which can be the vertical direction of the vehicle body), the side panel 331 can be located on either side of the first panel 32 (e.g., Figure 9 The upper or lower side shown); or along the inward or outward direction of the vehicle body (which can be the vertical direction of the vehicle body), both sides of the first plate 32 (e.g. Figure 9 Both the upper and lower sides shown are provided with side panels 331.

[0174] Optionally, the number of side panels 331 can be one, two, three, four, five, six or more.

[0175] In one specific embodiment, there are two side panels 331, and the two side panels 331 are arranged opposite each other in the left-right direction Y of the vehicle body.

[0176] Optionally, the side plate 331 can be disposed at one or both ends of the first plate 32 along the left-right direction Y of the vehicle body, or the side plate 331 can be disposed at the general middle position of the first plate 32 along the left-right direction Y of the vehicle body.

[0177] Optionally, the side plate 331 may contact the frame beam body 1. The side plate 331 may contact the joint assembly 2. The side plate 331 may also contact both the frame beam body 1 and the joint assembly 2.

[0178] In one specific embodiment, each side upright plate segment located in the first support segment 311, the second support segment 312, and the third support segment 313 is in contact with the frame beam body 1. Further, each side upright plate segment located in the first support segment 311, the second support segment 312, and the third support segment 313 is connected sequentially. When the side upright plate 331 is located at both ends of the first plate body 32 along the left-right direction Y of the vehicle body, each side upright plate segment located on the same side along the left-right direction Y of the vehicle body can be connected sequentially.

[0179] Since the side panel 331 has a first side panel surface and a second side panel surface that are opposite each other in the left-right direction Y of the vehicle body, that is, the side panel 331 can extend substantially in the front-rear direction X of the vehicle body, the side panel 331 can improve the strength and rigidity of the first plate 32. Moreover, the intersecting structure formed by the first plate 32 and the side panel 331 can further improve the rigidity of the entire support member 3 against the vertical load of the vehicle body, thereby improving the torsional resistance performance of the vehicle body frame and improving the rigidity of the vehicle body frame.

[0180] In some embodiments, such as Figure 9 and Figure 10 As shown, at least one upright plate 33 includes at least one reinforcing upright plate 332, the reinforcing upright plate 332 having a first reinforcing upright plate surface and a second reinforcing upright plate surface opposite each other in the front-rear direction X of the vehicle body.

[0181] In some embodiments, the reinforcing plate 332 extends away from the first plate 32 in the direction inward and outward of the vehicle body (in the vertical direction of the vehicle body for the support member connected to the top rear crossbeam member), and the reinforcing plate 332 extends in the left-right direction Y of the vehicle body.

[0182] Optionally, along the inward and outward directions of the vehicle body, the reinforcing upright 332 can be located on either side of the first plate 32 (e.g., Figure 9 (as shown on the upper or lower side); or along the inward or outward direction of the vehicle body, on both sides of the first plate 32 (e.g., the upper or lower side); Figure 9 Both the upper and lower sides shown are equipped with reinforcing uprights 332.

[0183] Optionally, the number of reinforcing uprights 332 can be one, two, three, four, five, six or more.

[0184] In a specific embodiment, such as Figure 8 As shown, there are multiple reinforcing uprights 332, which are generally parallel and spaced apart along the front-rear direction X of the vehicle body. Optionally, the spacing can be the same or different.

[0185] Optionally, the reinforcing plate 332 can be disposed at one or both ends of the first plate 32 along the front-rear direction X of the vehicle body, or the reinforcing plate 332 can be disposed at approximately the middle position of the first plate 32 along the front-rear direction X of the vehicle body.

[0186] Optionally, the reinforcing plate 332 may abut against the frame beam body 1. The reinforcing plate 332 may abut against the joint assembly 2. The reinforcing plate 332 may also abut against both the frame beam body 1 and the joint assembly 2.

[0187] In one specific embodiment, each of the reinforced vertical plate segments located in the first support segment 311, the second support segment 312, and the third support segment 313 abuts against the frame beam body 1.

[0188] Since the reinforcing plate 332 has a first reinforcing plate surface and a second reinforcing plate surface that are opposite each other in the left-right direction Y of the vehicle body, that is, the reinforcing plate 332 can extend substantially in the left-right direction Y of the vehicle body, the reinforcing plate 332 can improve the strength and rigidity of the first plate 32. Moreover, the structure in which the first plate 32 intersects with the reinforcing plate 332 can further improve the rigidity of the entire support member to the left-right load of the vehicle body, thereby improving the torsional resistance performance of the vehicle body frame and improving the rigidity of the vehicle body frame.

[0189] In some embodiments, such as Figure 9 As shown, at least one upright plate 33 includes not only a side upright plate 331, but also at least one reinforcing upright plate 332. The reinforcing upright plate 332 has a first reinforcing upright plate surface and a second reinforcing upright plate surface that are opposite each other in the front-rear direction X of the vehicle body. The reinforcing upright plate 332 is connected to the first plate body 32 and at least one side upright plate 331.

[0190] The reinforcing plate 332 is connected to the first plate 32, and the reinforcing plate 332 is connected to at least one side plate 331.

[0191] Optionally, the reinforcing upright plate 332 can be connected to one side upright plate 331 or to multiple side upright plates 331.

[0192] Optionally, either end of the upright plate 332 along the left-right direction Y of the vehicle body can be reinforced (e.g., Figure 9 The front or rear end shown is connected to the first or second side panel surface of the side panel 331; alternatively, the two side panels 331 can be located on both sides of the reinforcing panel 332 along the left-right direction Y of the vehicle body (e.g., Figure 8 (as shown on the front or rear side), the two ends of the reinforcing plate 332 along the left-right direction Y of the vehicle body (e.g., the front or rear side). Figure 8 The front and rear ends shown are respectively connected to the two side panels 331.

[0193] Optionally, the reinforcing uprights 332 and the side uprights 331 can also be cross-connected.

[0194] Since the side panel 331 has a first side panel surface and a second side panel surface that are opposite each other in the left-right direction Y of the vehicle body, that is, the side panel can extend substantially in the front-rear direction of the vehicle body, and the reinforcing panel 332 has a first reinforcing panel surface and a second reinforcing panel surface that are opposite each other in the front-rear direction X of the vehicle body, that is, the reinforcing panel 332 can extend substantially in the left-right direction Y of the vehicle body, the side panel 331 and the reinforcing panel 332 can work together to further improve the strength and rigidity of the first panel 32. Moreover, the first panel 32, the side panel 331 and the reinforcing panel 332 form an intersecting structure, which can further improve the rigidity of the entire support member 3 against the vertical load of the vehicle body and the left-right load of the vehicle body. Thus, the torsional resistance performance of the vehicle body frame can be further improved, and the rigidity of the vehicle body frame can be improved.

[0195] It should be noted that the reinforcing upright plate 332 may not be connected to the side upright plate 331.

[0196] In some embodiments, there are two or more side panels 331, each side panel 331 is arranged at intervals along the left-right direction Y of the vehicle body, and the reinforcing panel 332 is connected to the first panel 32 and each side panel 331.

[0197] Optionally, the number of side panels 331 can be two, three, four, or five, etc.

[0198] In one specific embodiment, there are two side panels 331. One side panel 331 is located at one end of the first panel 32 along the left-right direction Y of the vehicle body, and the other side panel 331 is located at a position closer to the aforementioned end than the other end of the first panel 32 along the left-right direction Y of the vehicle body, for example, at a position approximately in the middle.

[0199] In some embodiments, there are multiple reinforcing uprights 332, and each reinforcing upright 332 is connected to the first plate 32 and each side upright 331.

[0200] Since there are two or more side uprights 331, it can not only further improve the strength and rigidity of the first plate 32 and even the support member 3, but also further increase the supporting force provided by the side uprights 331 to the joint assembly 2 and / or the frame beam body 1. Since the reinforcing uprights 332 are connected to the first plate 32 and each side upright 331, the load force between the reinforcing uprights 332, the first plate 32 and each side upright 331 can be mutually transferred, so the load force acting on the support member 3 is more evenly distributed, improving the strength and rigidity of the support member 3 and reducing the probability of deformation of the support member 3.

[0201] In some embodiments, such as Figure 9 As shown, the first surface of the first plate 32 faces the outer side of the vehicle body (e.g., Figure 9 (as shown above), and the first plate 32 includes a first end edge and a second end edge opposite to each other in the left-right direction Y of the vehicle body, and at least one side plate 331 includes a first side plate 3311 and a second side plate 3312 spaced apart in the left-right direction Y of the vehicle body, the first side plate 3311 is connected to the first end edge of the first plate 32 and extends toward the upper side of the vehicle body relative to the first plate surface, the second side plate 3312 is connected to the first plate surface and extends toward the upper side of the vehicle body relative to the first plate surface, the second side plate 3312 is located on the side closer to the first side plate 3311 relative to the second end edge, and a portion of the reinforcing plate 332 is located on the side closer to the second end edge relative to the second side plate 3312.

[0202] In some embodiments, for the support member supporting the top rear crossbeam member, the first side plate 3311 and the second side plate 3312 are located on the side of the first plate 32 facing the upper side of the vehicle body. Along the vertical direction of the vehicle body, the first side plate 3311 and the second side plate 3312 are both located between the frame beam body 1 and the first plate 32. Along the left-right direction Y of the vehicle body, the first side plate 3311 is located at one end of the first plate 32, and the second side plate 3312 is located between the other end of the first plate 32 and the first side plate 3311.

[0203] In some embodiments, the first side plate 3311 and the reinforcing plate 332 are in a "T" shape.

[0204] In some embodiments, the second side plate 3312 and the reinforcing plate 332 form a cross shape.

[0205] Since the second side plate 3312 is located on the side closer to the first side plate 3311 relative to the second end edge, and a part of the reinforcing plate 332 is located on the side closer to the second end edge relative to the second side plate 3312, the reinforcing plate 332 can intersect with the second side plate 3312, thereby further improving the strength and rigidity of the support member 3 and reducing the probability of deformation of the support member 3.

[0206] In some embodiments, such as Figures 9 to 11 As shown, the support member 3 also includes a fourth support section 314. The fourth support section 314, the first support section 311, the second support section 312, and the third support section 313 are connected in sequence. The first plate 32 includes plate sections located in the fourth support section 314, the first support section 311, the second support section 312, and the third support section 313, and the plate sections are connected in sequence. The plate section located in the fourth support section 314 is located above the vehicle body relative to the plate section located in the first support section 311. One end of the side plate 331 along the front-rear direction of the vehicle body is connected to the plate section located in the fourth support section 314.

[0207] For ease of explanation, such as Figure 9 As shown, the part of the support member 3 within the dashed box O4 is named "fourth support segment 314". The position of the dashed box O4 can be changed as needed.

[0208] In some embodiments, the fourth support segment 314, the first support segment 311, the second support segment 312, and the third support segment 313 are sequentially connected along the direction from the front side of the vehicle body to the rear side of the vehicle body. The first plate 32 includes plate segments located at the fourth support segment 314, the first support segment 311, the second support segment 312, and the third support segment 313, respectively. The plate segments of the first plate 32 are connected. The plate segments located at the first support segment 311 and the third support segment 313 can extend substantially along the front-rear direction X of the vehicle body. The plate segment located at the second support segment 312 can extend substantially along the vertical direction Z of the vehicle body and can have a certain inclination relative to the vertical direction Z of the vehicle body. The plate segment located at the fourth support segment 314 can extend substantially along the vertical direction Z of the vehicle body and can have a certain inclination relative to the vertical direction Z of the vehicle body. Optionally, the fourth support segment 314, the first support segment 311, the second support segment 312, and the third support segment 313 can be sequentially connected along the direction from the rear side of the vehicle body to the front side of the vehicle body.

[0209] Furthermore, the side support plate 331 includes side support plate segments located in the fourth support section 314, the first support section 311, the second support section 312, and the third support section 313, respectively, and the side support plate segments are connected in sequence.

[0210] Along the vertical direction Z of the vehicle body, the lower ends of each side upright plate segment located in the first support section 311, the second support section 312, or the third support section 313 are connected to the first plate 32, and the side upright plate segments are connected along the longitudinal direction X of the vehicle body. One end of the side upright plate segment located in the first support section 311 is connected to the side upright plate segment located in the second support section 312, and the other end is connected to the side upright plate segment located in the fourth support section 314. The other end of the side upright plate segment located in the fourth support section 314 is connected to the plate segment located in the fourth support section 314. Figure 9 , Figure 10 In the specific example shown, the plate segment located in the fourth support segment 314 extends obliquely towards the front and upper part of the vehicle body, the front end of the side plate segment located in the fourth support segment 314 also extends obliquely towards the front and upper part of the vehicle body, and the end edge of the entire front end is connected to the plate segment located in the fourth support segment 314.

[0211] In some embodiments, such as Figure 10 As shown, the support member 3 may further include a fifth support section 315, which may also be provided with a side upright plate 331 and a reinforcing upright plate 332. The plate segment located in the fifth support section 315 may be formed to extend upward from the rear end of the third support section 313 and then further rearward; in the fifth support section 315, along the vertical direction Z of the vehicle body, the upper ends of the side upright plate 331 and the reinforcing upright plate 332 are connected to the first plate 32.

[0212] For ease of explanation, such as Figure 9 As shown, the part of the support member 3 within the dashed box O5 is named "Fifth Support Segment 315". The position of the dashed box O5 can be changed as needed.

[0213] In some embodiments, the first plate 32 located in the fifth support section 315 is in contact with the frame beam body 1, and the vertical plate 33 located in the fifth support section 315 is in contact with the joint assembly 2.

[0214] Since the plate segment of the fourth support segment 314 is located above the vehicle body relative to the plate segment of the first support segment 311, and one end of the side plate 331 is connected to the plate segment of the fourth support segment 314 along the front-rear direction of the vehicle body, the strength and stiffness of the support member 3 can be further improved, and the torsional resistance can be enhanced. When the fourth support segment 314 is supported on the joint assembly 2 or the frame beam body 1, the supporting force along the front-rear direction of the vehicle body can be further improved. As a result, the support member 3 can further improve the structural strength and structural stiffness of the joint assembly 2 and the frame beam body 1, thereby improving the strength and stiffness of the vehicle body frame.

[0215] Alternatively, the support member 3 may not include either or both of the fourth support segment 314 and the fifth support segment 315.

[0216] The structure of connector assembly 2 will be described below.

[0217] In some embodiments, such as Figures 4 to 8 As shown, the connector assembly 2 includes at least one connector 201. The connector 201 has a connecting portion 21. The connecting portion 21 includes a first connecting segment 211, a second connecting segment 212, and a third connecting segment 213 connected in sequence. Along the vertical direction of the vehicle body, the first connecting segment 211 is closer to the upper side of the vehicle body than the third connecting segment 213. Along the longitudinal direction X of the vehicle body, the first connecting segment 211 is closer to the front or rear side of the vehicle body than the third connecting segment 213. The first support segment 311 abuts against the first connecting segment 211, the second support segment 312 abuts against the second connecting segment 212, and the third support segment 313 abuts against the third connecting segment 213.

[0218] Optionally, the number of joints 201 can be one, with a support member 3 between the joint 201 and the frame beam body 1. The number of support members 3 can be one or more. Alternatively, the number of joints 201 can be two, with a support member 3 between each joint 201 and the frame beam body 1. The number of support members 3 can be two, or more.

[0219] like Figure 4 As shown, the connector 201 has a connecting part 21, which is used to contact and connect with the support member 3.

[0220] In some embodiments, each connecting segment forming the connecting portion 21 is generally plate-shaped, although each connecting segment forming the connecting portion 21 may also be of other shapes.

[0221] Figure 12 A perspective view of a connector provided for some embodiments of this application; Figure 13 A perspective view of the connector provided for some embodiments of this application.

[0222] In some embodiments, such as Figure 12 and Figure 13 As shown, in the direction from the front side of the vehicle body to the rear side, the first connecting segment 211, the second connecting segment 212, and the third connecting segment 213 are connected in sequence, and in the vertical direction of the vehicle body, the first connecting segment 211 is closer to the upper part of the vehicle body than the third connecting segment 213.

[0223] Optionally, the first connecting segment 211, the second connecting segment 212, and the third connecting segment 213 can be connected sequentially along the direction from the rear side of the vehicle body to the front side of the vehicle body, and along the vertical direction of the vehicle body, the first connecting segment 211 is closer to the upper side of the vehicle body than the third connecting segment 213.

[0224] Optionally, the first connecting section 211, the second connecting section 212, and the third connecting section 213 can be an integral structure or a separate structure. For example, the connector 201 can be integrally cast.

[0225] Optionally, such as Figure 7 and Figure 8 As shown, the first support segment 311 abuts against the first connecting segment 211, the second support segment 312 abuts against the second connecting segment 212, and the third support segment 313 abuts against the third connecting segment 213.

[0226] Since the first support section 311 abuts against the first connecting section 211, the second support section 312 abuts against the second connecting section 212, and the third support section 313 abuts against the third connecting section 213, the support member 3 and the joint 201 can reliably support each other. Moreover, the multi-segment cooperative support structure has strong anti-torsional capacity for loads in the vertical direction of the vehicle body and loads in the horizontal direction of the vehicle body. Therefore, it improves the deformation resistance of the joint 201 and the surrounding structures connected to it, thereby improving the strength and rigidity of the vehicle body frame.

[0227] In some embodiments, such as Figures 9 to 11 As shown, the support member 3 includes a first plate 32, which has a first plate surface and a second plate surface facing each other in the direction of the vehicle body's interior and exterior. The first plate 32 includes plate segments located in the first support section 311, the second support section 312, and the third support section 313, respectively, and the plate segments are connected sequentially. Figure 7 and Figure 8 As shown, the first plate 32 is in contact with the first connecting section 211 at the plate section of the first support section 311; the first plate 32 is in contact with the second connecting section 212 at the plate section of the second support section 312; and the first plate 32 is in contact with the third connecting section 213 at the plate section of the third support section 313.

[0228] Since the first plate 32 is in contact with the first connecting section 211 of the first support section 311, the first plate 32 is in contact with the second connecting section 212 of the second support section 312, and the first plate 32 is in contact with the third connecting section 213 of the third support section 313, the contact area between the support member 3 and the connecting part 21 can be increased. This not only helps to improve the strength and rigidity of the local structure, but also helps to improve the rigidity of the overall structure formed by the joint 201 and the support member 3, and further improves the torsional resistance.

[0229] In some embodiments, such as Figure 8 and Figure 9As shown, the support member 3 also includes a fourth support segment 314. The fourth support segment 314, the first support segment 311, the second support segment 312, and the third support segment 313 are connected in sequence. The first plate 32 includes plate segments located in the fourth support segment 314, the first support segment 311, the second support segment 312, and the third support segment 313, and the plate segments are connected in sequence. The plate segment located in the fourth support segment 314 is located above the vehicle body relative to the plate segment located in the first support segment 311. The support member 3 also includes at least one upright plate 33 connected to the first plate 32. The at least one upright plate 33 includes at least one side upright plate 331. The side upright plate 331 has a first side upright plate surface and a second side upright plate surface that are opposite each other in the left-right direction Y of the vehicle body. In the up-down direction Z of the vehicle body, the upper end of the side upright plate 331 is connected to the plate segment of the first plate 32 located in the fourth support segment 314. One end of the side upright plate 331 in the front-rear direction of the vehicle body (e.g., the front end) is connected to the plate segment of the first plate located in the fourth support segment 314. The connecting part also includes a fourth connecting section 214. The fourth connecting section 214, the first connecting section 211, the second connecting section 212, and the third connecting section 213 are connected in sequence. The plate section of the first plate located in the fourth support section 314 is in contact with the fourth connecting section 214. Specifically, they abut against each other along the front-rear direction X of the vehicle body.

[0230] Furthermore, at least one upright plate 33 also includes a reinforcing upright plate 332, the structure of which is as described above and will not be repeated here.

[0231] Since the front or rear end of the side plate 331 abuts against the fourth connecting section 214, the supporting force of the support member 3 to the joint 201 can be further increased, improving the torsional deformation resistance of the structure formed by the joint 201 and the support member 3. Furthermore, since the support member 3 includes the first plate 32 and at least one side plate 331, the bending and torsional resistance of the support member 3 itself is also enhanced, further improving the stiffness and torsional resistance of the vehicle frame. In addition, the support member 3 further includes a reinforcing plate 332, thus further improving the stiffness of the support member 3 and the stiffness of the vehicle frame.

[0232] In some embodiments, such as Figure 11 and Figure 12 As shown, Figure 5 and Figure 6 As shown, the connecting part 21 also includes a fifth connecting section 215. The fifth connecting section 215, the fourth connecting section 214, the first connecting section 211, the second connecting section 212, and the third connecting section 213 are connected in sequence. Along the vertical direction Z of the vehicle body, the fifth connecting section 215 is closer to the upper side of the vehicle body than the first connecting section 211. Along the longitudinal direction X of the vehicle body, the fifth connecting section 215 is closer to the front or rear side of the vehicle body than the first connecting section 211. The fifth connecting section 215 abuts against the first side of the frame beam body 1.

[0233] In some embodiments, such as Figure 12 and Figure 13 As shown, in the direction from the front of the vehicle body to the rear of the vehicle body, the fifth connecting segment 215, the fourth connecting segment 214, the first connecting segment 211, the second connecting segment 212, and the third connecting segment 213 are connected in sequence. In the vertical direction of the vehicle body, the fifth connecting segment 215 is closer to the upper part of the vehicle body than the first connecting segment 211.

[0234] Optionally, the fifth connecting segment 215, the fourth connecting segment 214, the first connecting segment 211, the second connecting segment 212, and the third connecting segment 213 are connected in sequence along the direction from the rear of the vehicle body to the front of the vehicle body. Along the vertical direction of the vehicle body, the fifth connecting segment 215 is closer to the upper part of the vehicle body than the first connecting segment 211.

[0235] In some embodiments, such as Figure 7 and Figure 8 As shown, the fifth connecting segment 215 of the connecting part 21 abuts against the frame beam body 1, and further, the fifth connecting segment 215 of the connecting part 21 contacts the surface of the frame beam body 1.

[0236] In some embodiments, such as Figure 12 and Figure 13 As shown, along the vertical direction Z of the vehicle body, at least one of the fifth connecting segment 215, the fourth connecting segment 214, the first connecting segment 211, the second connecting segment 212, and the third connecting segment 213 has a reinforcing rib on the side facing the lower side of the vehicle body.

[0237] This results in a structure in which a support member 3 is sandwiched between the main frame beam 1 and the connecting part 21. On the one hand, it can improve the reliability of the connection between the three, and on the other hand, it can improve the rigidity of the support structure formed by the three. This is beneficial to improving the resistance to loads in the vertical direction of the vehicle body and the horizontal direction of the vehicle body, thereby improving the strength and rigidity of the vehicle body frame.

[0238] The structure of the main frame beam 1 is described below.

[0239] In some embodiments, such as Figure 7 and Figure 8 As shown, the frame beam body 1 includes a first plate segment 11, a second plate segment 12 and a third plate segment 13 connected in sequence. Along the vertical direction Z of the vehicle body, the first plate segment 11 is closer to the upper side of the vehicle body than the third plate segment 13. Along the front-rear direction X of the vehicle body, the first plate segment 11 is closer to the front or rear side of the vehicle body than the third plate segment 13. The first support segment 311 abuts against the first plate segment 11, the second support segment 312 abuts against the second plate segment 12, and the third support segment 313 abuts against the third plate segment 13.

[0240] In some embodiments, the first plate segment 11, the second plate segment 12 and the third plate segment 13 are connected in sequence along the direction from the front side of the vehicle body to the rear side of the vehicle body, and along the vertical direction of the vehicle body, the first plate segment 11 is closer to the upper side of the vehicle body than the third plate segment 13.

[0241] Optionally, the first plate segment 11, the second plate segment 12 and the third plate segment 13 are connected in sequence along the direction from the rear side of the vehicle body to the front side of the vehicle body, and along the vertical direction of the vehicle body, the first plate segment 11 is closer to the upper side of the vehicle body than the third plate segment 13.

[0242] Optionally, the first plate segment 11, the second plate segment 12, and the third plate segment 13 can be an integral structure or a separate structure.

[0243] Furthermore, the first support segment 311 abuts against the first plate segment 11, the second support segment 312 abuts against the second plate segment 12, and the third support segment 313 abuts against the third plate segment 13.

[0244] In some embodiments, the frame beam body 1 may be a structure with stiffeners, for example, at least any one of the first plate segment 11, the second plate segment 12 and the third plate segment 13 is provided with stiffeners on the side facing the inside of the vehicle body along the inward and outward directions of the vehicle body (the vertical direction of the vehicle body for the roof beam member).

[0245] Since the first support section abuts against the first plate section, the second support section abuts against the second plate section, and the third support section abuts against the third plate section, the support members and the main body of the frame beam can reliably support each other. Moreover, the multi-section cooperative support structure has strong anti-torsional capacity for loads in the vertical direction of the vehicle body and loads in the horizontal direction of the vehicle body. Therefore, it improves the deformation resistance of the main body of the frame beam and the surrounding structures connected to it, thereby improving the strength and rigidity of the vehicle body frame.

[0246] In some embodiments, such as Figure 7 and Figure 8 As shown, the support member 3 includes a first plate 32 and at least one upright plate 33 connected to the first plate 32. The first plate 32 has a first plate surface and a second plate surface that are opposite each other in the vertical direction of the vehicle body. The upright plate 33 extends relative to the first plate 32 in the vertical direction of the vehicle body. The first plate 32 includes plate segments located in the first support segment 311, the second support segment 312 and the third support segment 313 respectively, and the plate segments are connected in sequence. At least one plate segment forms the upright plate 33. At least one of the first plate segment 11, the second plate segment 12 and the third plate segment 13 abuts against the upright plate 33.

[0247] like Figure 7 , Figure 8As shown, in a specific embodiment, the upright plate 33 located in the first support section 311 abuts against the first plate section 11, the upright plate 33 located in the second support section 312 abuts against the second plate section 12, and the upright plate 33 located in the third support section 313 abuts against the third plate section 13.

[0248] Since the upright plate 33 located in the first support section 311 abuts against the first plate section 11, the upright plate 33 located in the second support section 312 abuts against the second plate section 12, and the upright plate 33 located in the third support section 313 abuts against the third plate section 13, the support member can support the main body of the frame beam, improve the local and even overall stiffness of the main body of the frame beam, and thus improve the stiffness of the vehicle frame.

[0249] In some embodiments, such as Figure 8 and Figure 9 As shown, at least one upright plate 33 includes at least one side upright plate 331. The side upright plate 331 has a first side upright plate surface and a second side upright plate surface that are opposite each other in the left-right direction Y of the vehicle body. The side upright plate 331 includes side upright plate segments located in the first support section 311, the second support section 312 and the third support section 313 respectively. The side upright plate segments are connected in sequence. At least one of the first plate segment 11, the second plate segment 12 and the third plate segment 13 abuts against the side upright plate 331.

[0250] In a specific embodiment, the side plate segment located in the first support segment 311 may abut against the first plate segment 11, the side plate segment located in the second support segment 312 may abut against the second plate segment 12, and the side plate segment located in the third support segment 313 may abut against the third plate segment 13.

[0251] Since the side panel 331 has a first side panel surface and a second side panel surface that are opposite each other in the left-right direction Y of the vehicle body, that is, the side panel 331 can extend substantially in the front-rear direction X of the vehicle body, and at least one of the first panel segment 11, the second panel segment 12 and the third panel segment 13 abuts against the side panel 331, the side panel 331 can support the frame beam body 1, and can improve the local and even overall stiffness of the frame beam body 1, especially the stiffness for the load in the vertical direction of the vehicle body, thereby improving the stiffness of the vehicle body frame.

[0252] It should be noted that some or all of the side panels 331 may not abut against the frame beam body 1. In the case that none of the side panels 331 abut against the frame beam body 1, the reinforcing panel 332 may abut against the frame beam body 1.

[0253] In some embodiments, such as Figure 5 and Figure 6As shown, at least one upright plate 33 further includes at least one reinforcing upright plate 332, the reinforcing upright plate 332 having a first reinforcing upright plate surface and a second reinforcing upright plate surface opposite each other in the front-rear direction X of the vehicle body, and at least one of the first plate segment 11, the second plate segment 12 and the third plate segment 13 abuts against the reinforcing upright plate.

[0254] In a specific embodiment, the reinforcing plate 332 located in the first support section 311 may abut against the first plate section 11, the reinforcing plate 332 located in the second support section 312 may abut against the second plate section 12, and the reinforcing plate 332 located in the third support section 313 may abut against the third plate section 13.

[0255] In some embodiments, the second support section 312 may not have a reinforcing plate 332.

[0256] Since the side panel 331 has a first side panel surface and a second side panel surface that are opposite each other in the left-right direction of the vehicle body, that is, the side panel 331 can extend substantially in the front-rear direction of the vehicle body, and the reinforcing panel 332 has a first reinforcing panel surface and a second reinforcing panel surface that are opposite each other in the front-rear direction X of the vehicle body, that is, the reinforcing panel 332 can extend substantially in the left-right direction Y of the vehicle body, at least one of the first panel segment 11, the second panel segment 12 and the third panel segment 13 abuts against the side panel 331, and at least one of the first panel segment 11, the second panel segment 12 and the third panel segment 13 abuts against the reinforcing panel 332, the side panel 331 and the reinforcing panel 332 can jointly support the frame beam body 1, which can improve the local and even overall stiffness of the frame beam body 1, especially the stiffness with respect to the loads in the vertical direction of the vehicle body and the loads in the left-right direction of the vehicle body, and thus improve the stiffness of the vehicle body frame.

[0257] It should be explained here that the reinforced vertical plates 332 may not abut against the main frame beam 1, either partially or entirely. If none of the reinforced vertical plates 332 abut against the main frame beam 1, then the side vertical plates 331 may abut against the main frame beam 1.

[0258] In some embodiments, the support member 3 further includes a fourth support segment 314, the fourth support segment 314, the first support segment 311, the second support segment 312, and the third support segment 313 are connected in sequence, and the fourth support segment 314 abuts against the first plate segment 11.

[0259] This can further increase the supporting force of the support member 3 on the frame beam body 1, improve the deformation resistance of the frame beam body 1, and thus improve the strength and stiffness of the frame beam body 1, and improve the strength and stiffness of the vehicle frame.

[0260] In some embodiments, the material of the support member 3 includes a first fiber-reinforced composite material.

[0261] Since the support component 3 is made of fiber-reinforced composite material, on the one hand, it can replace steel with lightweight composite material to meet the lightweight requirements of the body frame and even the vehicle. On the other hand, the fiber-reinforced composite material allows the support component 3 to be manufactured by molding and injection molding processes, which simplifies the manufacturing process of the body frame and even the vehicle, reduces the investment in manufacturing equipment and development costs, shortens the vehicle manufacturing cycle, and also helps to improve the integration of parts.

[0262] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced composite material, which includes a thermoplastic resin matrix and continuous fibers, the continuous fibers including glass fibers.

[0263] In some embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix, or any one or more combinations of PA6, PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0264] Here, fiber-reinforced composite materials are primarily continuous fiber-reinforced composite materials. In some embodiments, the continuous fibers include one or more combinations of organic fibers and inorganic fibers. 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 in combination with thermoplastic resins helps to improve the strength of single-layer continuous fiber composite material layers.

[0265] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0266] For example, in some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0267] Glass fiber reinforced composites have low density and advantages such as high strength, good corrosion resistance and design flexibility. Therefore, they can further improve the strength and stiffness of the support frame, thereby improving the structural strength and stiffness of the vehicle body frame and enhancing the lightweighting of the vehicle body frame and even the vehicle itself.

[0268] In some embodiments, the glass fiber reinforced composite material includes glass fiber reinforced polyamide 6 composite material.

[0269] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced polyamide 6 composite material, wherein the weight percentage of glass fiber is greater than or equal to 68 and less than or equal to 72, the weight percentage of polyamide 6 is greater than or equal to 28 and less than or equal to 32, and the sum of the weight percentages of glass fiber and polyamide 6 is 100.

[0270] Glass fiber reinforced polyamide 6 possesses high modulus, high rigidity, good creep resistance, and good dimensional stability. These properties are beneficial for improving the strength and stiffness of the support components, thereby enhancing the structural strength and stiffness of the vehicle body frame and preventing deformation even at high temperatures. By controlling the weight percentage of glass fiber in the first fiber-reinforced composite material within the aforementioned range, the strength, stiffness, and ease of processing of the support components can be further optimized.

[0271] In some embodiments, the frame beam body 1 is made of a second fiber-reinforced composite material.

[0272] The glass fiber content in the first fiber reinforced composite material and the second fiber reinforced composite material can be the same or different.

[0273] In this embodiment, since the frame beam body 1 is made of fiber-reinforced composite material, on the one hand, it can replace steel with lightweight composite material to meet the lightweight requirements of the body frame and even the vehicle. On the other hand, fiber-reinforced composite material allows the body frame to be prepared by molding and injection molding processes, which simplifies the manufacturing process of the body frame and even the vehicle, reduces the investment in manufacturing equipment and development costs, shortens the vehicle manufacturing cycle, and also helps to improve the integration of parts.

[0274] In some embodiments, the second fiber-reinforced composite material includes a glass fiber-reinforced composite material, which includes a thermoplastic resin matrix and continuous fibers, the continuous fibers including glass fibers.

[0275] Glass fiber reinforced composites have low density and also have advantages such as high strength, good corrosion resistance and design flexibility. Therefore, they can further improve the structural strength and stiffness of the vehicle body frame and enhance the lightweighting of the vehicle body frame and even the vehicle itself.

[0276] In some embodiments, the second fiber-reinforced composite material includes a glass fiber-reinforced polypropylene composite material.

[0277] Glass fiber reinforced polypropylene composites can be made with polypropylene (PP) as the matrix resin and glass fiber used to reinforce the resin matrix.

[0278] The weight percentage of glass fiber can range from 30 to 80. Generally, a lower weight percentage of glass fiber results in better flowability of the composite material, which is beneficial for injection molding. A higher weight percentage of glass fiber reduces the flowability of the composite material, but it can enhance the mechanical properties of polypropylene, improve the strength and rigidity of the material, and also improve the thermal stability and dimensional stability of the material.

[0279] In some embodiments, the frame beam body 1 includes a main body 15 and a reinforcing rib 14 connected to the main body. The main body 15 is a glass fiber reinforced polypropylene composite molding part, and the reinforcing rib is a glass fiber reinforced polypropylene composite injection molding rib. In the main body 15, the weight percentage of glass fiber is greater than or equal to 68 and less than or equal to 72, the weight percentage of polypropylene is greater than or equal to 28 and less than or equal to 32, and the sum of the weight percentages of glass fiber and polypropylene is 100. In the reinforcing rib 14, the weight percentage of glass fiber is greater than or equal to 38 and less than or equal to 42, the weight percentage of polypropylene is greater than or equal to 58 and less than or equal to 62, and the sum of the weight percentages of glass fiber and polypropylene is 100.

[0280] Therefore, by combining the molding part with a high glass fiber content and the injection rib with a low glass fiber content, it is possible to achieve both the simplification of the manufacturing process and the improvement of structural rigidity.

[0281] In some embodiments, connector 201 is a one-piece aluminum alloy component, and / or connector 201 is a die-cast aluminum alloy component.

[0282] In some embodiments, the connector 201 can be a one-piece piece made of aluminum alloy, or a one-piece piece formed by die casting, or of course, other suitable manufacturing methods.

[0283] The use of aluminum alloy for connector 201 improves its corrosion resistance, reduces vehicle weight, and enhances the vehicle's lightweight design. As a single piece, connector 201 reduces the number of components, increasing structural rigidity and durability. Furthermore, its die-cast form improves vehicle production efficiency and shortens the production cycle.

[0284] In some embodiments, the aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

[0285] This can improve the mechanical properties of the vehicle, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0286] In some embodiments, such as Figure 1 and Figure 7 As shown, the joint assembly 2 includes two joints 201. Both ends of the frame beam body 1 along the left-right direction Y are provided with joints 201, and each joint 201 is provided with a support member 3 between it and the frame beam body 1.

[0287] Since each joint 201 is provided with a support member 3 between it and the frame beam body 1, the rigidity of the structure formed by each joint 201, the frame beam body 1 and the support member 3 can be improved, thereby improving the rigidity of the vehicle body frame and thus improving the rigidity of the vehicle.

[0288] In some embodiments, such as Figure 1 and Figure 7 As shown, the vehicle body frame 10 includes a roof crossbeam member 102, which includes at least one of a front roof crossbeam member 1021, a middle roof crossbeam member (not shown), and a rear roof crossbeam member 1022. The frame beam body 1 is formed as a roof crossbeam member.

[0289] Since the main frame beam 1 is formed as a roof crossbeam component, the rigidity of the roof crossbeam component can be increased, thereby increasing the rigidity of the vehicle.

[0290] In some embodiments, the frame beam body 1 is formed as a rear crossbeam member of the roof.

[0291] This can increase the rigidity of the rear crossbeam of the roof, thereby increasing the rigidity of the vehicle.

[0292] In some embodiments, the vehicle frame 10 further includes a vehicle pillar assembly 101 and a side beam assembly 103, the vehicle pillar assembly 101 including a D-pillar assembly and the side beam assembly including a roof side beam assembly.

[0293] In some embodiments, such as Figure 6 As shown, the connector 201 includes a connecting part 21, a side beam connecting part 22, and a D-pillar connecting part 23. Along the left-right direction Y of the vehicle body, both the side beam connecting part 22 and the D-pillar connecting part 23 are closer to the outer side of the vehicle body than the connecting part 21. Along the front-rear direction X of the vehicle body, the side beam connecting part 22 is closer to the front side of the vehicle body than the D-pillar connecting part 23.

[0294] The edge beam connection part 22 connects to the edge beam assembly 103, and the D-column connection part 23 connects to the D-column assembly 1014.

[0295] Since the connector 201 includes a connecting part 21, a side beam connecting part 22 and a D-pillar connecting part 23, the connector 201 can connect the rear crossbeam member of the roof, the side beam assembly and the D-pillar assembly to form a vehicle body frame.

[0296] In some embodiments, the vehicle also includes a tailgate 114, which is connected to the rear crossbeam member 1022 on the roof.

[0297] like Figure 4 As shown, the hinges of the tailgate 114 can be installed in the left hinge mounting part 114L and the right hinge mounting part 114R respectively.

[0298] Because the rigidity of the rear crossbeam member 1022 of the roof has been increased, even if the tailgate 114 is installed on the rear crossbeam member of the roof, it is not easy for insufficient rigidity to occur at the tailgate hinge installation part or other locations.

[0299] In some embodiments, a roof panel may be further covered on the roof crossbeam member 102, and optionally, the roof panel may include a sunroof glass.

[0300] Therefore, the structure of this application embodiment can be applied to various roof designs.

[0301] In some embodiments, the vehicle further includes a battery assembly and a chassis 30, with the battery assembly mounted on the chassis 30.

[0302] Therefore, the vehicle possesses excellent strength, rigidity, and lightweight properties, while also improving the utilization of space under the vehicle, thus avoiding encroachment on passenger compartment and trunk space and providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury in a collision. Additionally, centralized battery mounting on the chassis facilitates maintenance and replacement, reducing the complexity of daily maintenance.

[0303] In some embodiments, the vehicle frame is detachably attached to the top of the chassis 30.

[0304] Traditional steel roof rear crossbeams typically consist of a frame beam and interior trim panels. Traditional steel roof rear crossbeams have low lightweighting, with an overall weight of approximately 12.39 kg. In addition, traditional steel structures involve multiple processes such as stamping, welding, and painting, resulting in long equipment development cycles, high costs, and low component integration.

[0305] The following is a specific example from an embodiment of this application.

[0306] The vehicle body frame includes a rear roof crossbeam component 1022, which serves as the main frame beam, and a joint 201. The rear roof crossbeam component 1022 is a compression-molded part of glass fiber reinforced polypropylene composite material. The rear roof crossbeam component 1022 includes a main body and reinforcing ribs. The main body is a compression-molded part (glass fiber content is 70%), and the reinforcing ribs are injection-molded parts (glass fiber content is 40%). The joint is made of AlSi heat-treated with T7. 10 MnMg alloy. Support component 3 is a glass fiber reinforced polyamide 6 composite material, wherein the glass fiber content is 70%. Support component 3 can be molded or injection molded.

[0307] During the connection process, the support member 3 is bonded to the rear crossbeam member 1022 of the roof, and then the support member 3 is bonded to the joint 201. The rear crossbeam member 1022 of the roof and the joint are connected by adhesive and / or bolts, and are bonded to the joint.

[0308] For the same vehicle model, this structure reduces weight. Therefore, it reduces the manufacturing complexity of the body frame, improves its lightweight design, shortens the high-cost cycle of manufacturing equipment investment, and utilizes the performance and processing characteristics of composite materials. While meeting the performance and functional requirements of the body frame, it also improves its lightweight design, shortens the vehicle development cycle, and reduces development costs.

[0309] Simulation analysis was performed on the rear crossbeam component of the roof in the above specific example. The simulation results show that the body mode, stiffness and local mounting point stiffness can meet the requirements of the body frame, and the weight can be significantly reduced compared with the traditional steel body.

[0310] 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 at least some or all of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of this application.

Claims

1. A vehicle characterized by comprising: The vehicle includes a body frame, the body frame comprising: The frame beam body is at least partially made of fiber-reinforced composite material and has a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; A connector assembly is connected to the first side of the main frame beam. Multiple support members made of fiber-reinforced composite materials are installed between the joint assembly and the frame beam body, and are in contact with both the frame beam body and the joint assembly.

2. The vehicle according to claim 1, characterized in that, The support component includes a first support section, a second support section, and a third support section connected in sequence. Along the vertical direction of the vehicle body, the first support segment is closer to the upper part of the vehicle body than the third support segment. Along the front-rear direction of the vehicle body, the first support segment is closer to the front or rear side of the vehicle body than the third support segment.

3. The vehicle according to claim 2, characterized in that, The support member includes a first plate and at least one vertical plate connected to the first plate. The first plate has a first surface and a second surface opposite each other along the vertical direction of the vehicle body. The first plate is in surface contact with the frame beam body or the joint assembly. The vertical plate extends relative to the first plate along the vertical direction of the vehicle body. The first plate body includes plate segments located in the first support section, the second support section and the third support section respectively, and the plate segments are connected in sequence, and at least one of the plate segments forms the upright plate.

4. The vehicle according to claim 3, characterized in that, The at least one upright panel includes at least one side upright panel, the side upright panel having a first side upright panel surface and a second side upright panel surface that are opposite each other in the left-right direction of the vehicle body. The side panels include side panel segments located in the first support section, the second support section, and the third support section, respectively, and the side panel segments are connected in sequence.

5. The vehicle according to claim 3, characterized in that, The at least one upright plate includes at least one reinforcing upright plate, the reinforcing upright plate having a first reinforcing upright plate surface and a second reinforcing upright plate surface that are opposite each other in the front-rear direction of the vehicle body.

6. The vehicle according to claim 4, characterized in that, The at least one upright plate further includes at least one reinforcing upright plate, the reinforcing upright plate having a first reinforcing upright plate surface and a second reinforcing upright plate surface opposite each other in the front-rear direction of the vehicle body. The reinforcing upright is connected to the first plate and at least one of the side uprights.

7. The vehicle according to claim 6, characterized in that, The number of side panels is two or more, and the side panels are spaced apart along the left and right direction of the vehicle body. The reinforcing upright plate is connected to the first plate and each of the side upright plates.

8. The vehicle according to claim 7, characterized in that, The first surface of the first plate faces the upper side of the vehicle body, and the first plate includes a first end edge and a second end edge that are opposite to each other in the left-right direction of the vehicle body. The at least one side panel includes a first side panel and a second side panel spaced apart along the left-right direction of the vehicle body. The first side panel is connected to a first end edge of the first panel and extends towards the upper side of the vehicle body relative to the first panel surface. The second side panel is connected to the first panel surface and extends towards the upper side of the vehicle body relative to the first panel surface. The second side panel is located on the side closer to the first side panel relative to the second end edge. A portion of the reinforcing upright is located on the side closer to the second end edge relative to the second side upright.

9. The vehicle according to any one of claims 4, 6 to 8, characterized in that, The support component further includes a fourth support segment, which, along with the first, second, and third support segments, is sequentially connected. The first plate body comprises plate segments located in the fourth, first, second, and third support segments, and these plate segments are sequentially connected. The plate segment of the first plate located in the fourth support section is located above the vehicle body relative to the plate segment of the first support section, and one end of the side plate along the front-rear direction of the vehicle body is connected to the plate segment of the first plate located in the fourth support section.

10. The vehicle according to any one of claims 2 to 8, characterized in that, The connector assembly includes at least one connector having a connecting portion, to which the support member is adhered. The connecting portion includes a first connecting segment, a second connecting segment, and a third connecting segment connected in sequence. Along the vertical direction of the vehicle body, the first connecting segment is closer to the upper side of the vehicle body than the third connecting segment. Along the longitudinal direction of the vehicle body, the first connecting segment is closer to the front or rear side of the vehicle body than the third connecting segment. The first support segment abuts against the first connecting segment. The second support segment abuts against the second connecting segment. The third support section abuts against the third connecting section.

11. The vehicle according to any one of claims 3 to 8, characterized in that, The connector assembly includes at least one connector, the connector having a connecting portion, the connecting portion including a first connecting segment, a second connecting segment, and a third connecting segment connected in sequence. Along the vertical direction of the vehicle body, the first connecting segment is closer to the upper side of the vehicle body than the third connecting segment. Along the longitudinal direction of the vehicle body, the first connecting segment is closer to the front or rear side of the vehicle body than the third connecting segment. The plate segment located in the first support section of the first plate body is in contact with the surface of the first connecting section. The plate segment of the first plate located in the second support section is in contact with the surface of the second connecting section. The plate segment located in the third support section of the first plate body is in contact with the surface of the third connecting section.

12. The vehicle according to claim 11, characterized in that, The support member further includes a fourth support segment, which, along with the first, second, and third support segments, is sequentially connected. The first plate body comprises plate segments located in the fourth, first, second, and third support segments, respectively, and these plate segments are sequentially connected. The plate segment located in the fourth support segment of the first plate body is positioned above the vehicle body relative to the plate segment located in the first support segment. The connecting portion further includes a fourth connecting segment, which, along with the first connecting segment, the second connecting segment, and the third connecting segment, are connected in sequence. The plate segment of the first plate located in the fourth supporting segment is in contact with the surface of the fourth connecting segment. The at least one upright plate includes at least one side upright plate, the side upright plate having a first side upright plate surface and a second side upright plate surface opposite each other in the left-right direction of the vehicle body, and one end of the side upright plate in the front-rear direction of the vehicle body is connected to the plate segment of the first plate body located in the fourth support segment.

13. The vehicle according to claim 12, characterized in that, The connecting part further includes a fifth connecting segment. The fifth connecting segment, the fourth connecting segment, the first connecting segment, the second connecting segment, and the third connecting segment are connected in sequence. Along the vertical direction of the vehicle body, the fifth connecting segment is closer to the upper side of the vehicle body than the first connecting segment. Along the front-rear direction of the vehicle body, the fifth connecting segment is closer to the front or rear side of the vehicle body than the first connecting segment. The fifth connecting segment abuts against the first side of the frame beam body.

14. The vehicle according to any one of claims 2 to 13, characterized in that, The main frame beam comprises a first plate segment, a second plate segment, and a third plate segment connected in sequence. Along the vertical direction of the vehicle body, the first plate segment is closer to the upper side of the vehicle body than the third plate segment. Along the longitudinal direction of the vehicle body, the first plate segment is closer to the front or rear side of the vehicle body than the third plate segment. The first support segment abuts against the first plate segment. The second support segment abuts against the second plate segment. The third support segment abuts against the third plate segment.

15. The vehicle according to claim 14, characterized in that, The support member includes a first plate and at least one upright plate connected to the first plate. The first plate has a first plate surface and a second plate surface that are opposite each other in the vertical direction of the vehicle body. The upright plate extends relative to the first plate in the vertical direction of the vehicle body. The first plate includes plate segments located in a first support section, a second support section, and a third support section, and the plate segments are connected in sequence. At least one of the plate segments forms the upright plate. At least one of the first plate segment, the second plate segment, and the third plate segment abuts against the upright plate.

16. The vehicle according to claim 15, characterized in that, The at least one upright panel includes at least one side upright panel, the side upright panel having a first side upright panel surface and a second side upright panel surface that are opposite each other in the left-right direction of the vehicle body. The side panels include side panel segments located in the first support section, the second support section, and the third support section, respectively, and the side panel segments are connected in sequence. At least one of the first plate segment, the second plate segment, and the third plate segment abuts against the side plate.

17. The vehicle according to claim 16, characterized in that, The at least one upright plate further includes at least one reinforcing upright plate, the reinforcing upright plate having a first reinforcing upright plate surface and a second reinforcing upright plate surface opposite each other in the front-rear direction of the vehicle body. At least one of the first plate segment, the second plate segment, and the third plate segment abuts against the reinforcing upright plate.

18. The vehicle according to any one of claims 14 to 17, characterized in that, The support member further includes a fourth support section, which is connected in sequence with the first support section, the second support section, and the third support section, and the fourth support section abuts against the first plate section.

19. The vehicle according to any one of claims 14 to 18, characterized in that, The frame beam body includes a reinforcing rib located in at least one of the first plate segment, the second plate segment, and the third plate segment. The reinforcing rib is located on the first side of the frame beam body, and the support member is bonded to the reinforcing rib.

20. The vehicle according to any one of claims 1 to 19, characterized in that, The material of the support includes a first fiber-reinforced composite material.

21. The vehicle according to claim 20, characterized in that, The first fiber-reinforced composite material includes a glass fiber-reinforced composite material, which includes a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers include glass fibers.

22. The vehicle according to claim 21, characterized in that, The first fiber-reinforced composite material includes a glass fiber reinforced polyamide 6 composite material, wherein the weight percentage of glass fiber is greater than or equal to 68 and less than or equal to 72, the weight percentage of polyamide 6 is greater than or equal to 28 and less than or equal to 32, and the sum of the weight percentages of glass fiber and polyamide 6 is 100.

23. The vehicle according to any one of claims 1 to 22, characterized in that, The main body of the frame beam is made of a second fiber reinforced composite material.

24. The vehicle according to claim 23, characterized in that, The second fiber-reinforced composite material includes a glass fiber-reinforced composite material, which includes a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers include glass fibers.

25. The vehicle according to claim 23 or 24, characterized in that, The second fiber-reinforced composite material includes glass fiber reinforced polypropylene composite material.

26. The vehicle according to claim 25, characterized in that, The frame beam body includes a main body and reinforcing ribs connected to the main body. The main body is a molded part of glass fiber reinforced polypropylene composite material, and the reinforcing ribs are injection-molded ribs of glass fiber reinforced polypropylene composite material. In the main body, the weight percentage of glass fiber is greater than or equal to 68 and less than or equal to 72, the weight percentage of polypropylene is greater than or equal to 28 and less than or equal to 32, and the sum of the weight percentages of glass fiber and polypropylene is 100. In the reinforcing rib, the weight percentage of glass fiber is greater than or equal to 38 and less than or equal to 42, the weight percentage of polypropylene is greater than or equal to 58 and less than or equal to 62, and the sum of the weight percentages of glass fiber and polypropylene is 100.

27. The vehicle according to any one of claims 1 to 26, characterized in that, The connector assembly includes at least one connector, which is a one-piece aluminum alloy component, and / or, the connector is a die-cast aluminum alloy component.

28. The vehicle according to claim 27, characterized in that, The aluminum alloy material includes AlSi 10 MnMg alloy.

29. The vehicle according to any one of claims 1 to 28, characterized in that, The joint assembly includes two joints. Both ends of the frame beam body along the left and right directions of the vehicle body are provided with joints, and the support member is provided between each joint and the frame beam body.

30. The vehicle according to any one of claims 1 to 29, characterized in that, The vehicle body frame includes roof crossbeam members, which include at least one of a front roof crossbeam member, a middle roof crossbeam member, and a rear roof crossbeam member. The main body of the frame beam is formed as the roof crossbeam component.

31. The vehicle according to claim 30, characterized in that, The main body of the frame beam is formed as the rear crossbeam component of the vehicle roof.

32. The vehicle according to claim 31, characterized in that, The vehicle frame also includes a D-pillar assembly and a roof side beam assembly, and the rear roof crossbeam, the D-pillar assembly, and the roof side beam assembly are connected by the joint assembly.

33. The vehicle according to claim 32, characterized in that, The vehicle also includes a tailgate, which is connected to the rear crossbeam member of the roof.

34. The vehicle according to any one of claims 1 to 33, characterized in that, The vehicle also includes a battery pack and a chassis, with the battery pack mounted on the chassis.

35. The vehicle according to claim 34, characterized in that, The vehicle frame is detachably connected to the top of the chassis.

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