A vehicle body frame and vehicle

Abstract

This application relates to the field of automotive manufacturing technology, providing a vehicle body frame and a vehicle. The vehicle body frame includes a frame beam body and a reinforcing tube structure. The frame beam body is a non-metallic structure, and a mounting cavity is formed on the inner side of the frame beam body facing the vehicle body. The reinforcing tube structure is located in the mounting cavity and connected to the frame beam body. The reinforcing tube structure includes an energy-absorbing area and a reinforcing area, with the energy-absorbing area located on the side of the reinforcing area facing the outside of the vehicle body. The strength of the energy-absorbing area is lower than that of the reinforcing area, and / or the stiffness of the energy-absorbing area is lower than that of the reinforcing area. This results in the energy-absorbing area having relatively lower mechanical properties compared to the reinforcing area, and the energy-absorbing area being more prone to deformation than the reinforcing area. During a collision, the energy-absorbing area absorbs the collision energy through deformation and then transfers the remaining energy to the reinforcing area. The reinforcing area itself has a stronger resistance to deformation than the energy-absorbing area, so the remaining energy is transferred to the reinforcing area, which is less prone to deformation, thereby helping to reduce the amount of collision intrusion.

Description

Technical Field

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

[0002] With the continuous development of automotive technology, the requirements for vehicle lightweighting are becoming increasingly stringent, and the vehicle body frame is an important part affecting the lightweighting process. Therefore, this application is hereby submitted. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a vehicle body frame and a vehicle that helps reduce the weight of the vehicle body frame and further improves its side impact resistance.

[0004] In a first aspect, embodiments of this application provide a vehicle frame, characterized in that it comprises:

[0005] The main body of the frame beam is a non-metallic structure, and an installation cavity is formed on the inner side of the main body of the frame beam facing the vehicle body;

[0006] A reinforcing tube structure is provided in the mounting cavity and connected to the main body of the frame beam. The reinforcing tube structure includes an energy-absorbing area and a reinforcing area, and the energy-absorbing area is located on the side of the reinforcing area facing the outside of the vehicle body.

[0007] The strength of the energy-absorbing region is lower than that of the reinforcing region, and / or the stiffness of the energy-absorbing region is lower than that of the reinforcing region.

[0008] In the above technical solution, the main body of the frame beam is a non-metallic structure. Compared with the traditional steel structure, the non-metallic structure helps to reduce the weight of the main body of the frame beam, thereby contributing to the lightweight design of the vehicle body. Strengthening the main body of the frame beam using reinforcing tubular structures helps to improve the overall collision protection performance of the vehicle body frame.

[0009] Furthermore, dividing the reinforcing tube structure into an energy-absorbing zone and a reinforcing zone, with the energy-absorbing zone having lower strength and / or lower stiffness than the reinforcing zone, results in the energy-absorbing zone having relatively lower mechanical properties compared to the reinforcing zone. The energy-absorbing zone is also more prone to deformation than the reinforcing zone. During a collision, the energy-absorbing zone absorbs the collision energy through deformation and then transfers the remaining energy to the reinforcing zone. The reinforcing zone itself has a stronger resistance to deformation than the energy-absorbing zone, so the remaining energy is transferred to the reinforcing zone, which is less prone to deformation. This helps to reduce the amount of collision intrusion, i.e., reduce the impact on the occupants and improve the vehicle's collision resistance performance.

[0010] In some embodiments, the reinforcing tube structure includes a tube body, wherein the wall thickness of the tube body of the energy-absorbing region is less than the wall thickness of the tube body of the reinforcing region.

[0011] In the above technical solution, it is helpful to make the mechanical properties of the energy-absorbing region lower than those of the reinforcing region.

[0012] In some embodiments, the wall thickness of the tube body of the energy-absorbing region is 3.5 mm to 4.5 mm, and / or the wall thickness of the tube body of the reinforcing region is 6 mm to 7 mm.

[0013] In the above technical solution, controlling the wall thickness of the tube body in the energy-absorbing region within the range of 3.5mm to 4.5mm helps to control the mechanical properties of the tube body in the energy-absorbing region within a reasonable range. Similarly, controlling the wall thickness of the tube body in the reinforcing region within the range of 6mm to 7mm helps to control the mechanical properties of the tube body in the reinforcing region within a reasonable range.

[0014] In some embodiments, the reinforced tube structure includes a tube body, at least one first reinforcing rib, and at least one second reinforcing rib. In a cross-section perpendicular to the extension direction of the tube body, the first reinforcing rib is located inside the tube body of the energy-absorbing region, and the second reinforcing rib is located inside the tube body of the reinforced region.

[0015] The thickness of the first reinforcing rib is less than the thickness of the second reinforcing rib; and / or, the number of the first reinforcing ribs is less than the number of the second reinforcing ribs.

[0016] In the above technical solution, the first reinforcing rib is used to strengthen the mechanical properties of the energy-absorbing region, and the second reinforcing rib is used to strengthen the mechanical properties of the strengthened region. By making the thickness of the first reinforcing rib less than the thickness of the second reinforcing rib, it helps to make the mechanical properties of the energy-absorbing region less than those of the strengthened region. By making the number of first reinforcing ribs less than the number of second reinforcing ribs, it helps to make the mechanical properties of the energy-absorbing region less than those of the strengthened region.

[0017] In some embodiments, the thickness of the first reinforcing rib is 4.5 mm to 5.5 mm; and / or, the thickness of the second reinforcing rib is 6.5 mm to 7.5 mm.

[0018] In the above technical solution, controlling the thickness of the first reinforcing rib within the range of 4.5mm to 5.5mm helps to keep the mechanical properties of the energy-absorbing zone within a reasonable range. Similarly, controlling the thickness of the second reinforcing rib within the range of 6.5mm to 7.5mm helps to keep the mechanical properties of the reinforced zone within a reasonable range.

[0019] In some embodiments, the pipe body includes a first pipe wall portion, a second pipe wall portion, and two third pipe wall portions. The first pipe wall portion and the second pipe wall portion are arranged opposite to each other along the left-right direction of the vehicle body, and the first pipe wall portion is located on the outside of the second pipe wall portion facing the vehicle body. The two third pipe wall portions are arranged opposite to each other along a first direction, and the two third pipe wall portions are respectively connected to the first pipe wall portion and the second pipe wall portion. The first direction intersects the left-right direction of the vehicle body.

[0020] One end of the first reinforcing rib is connected to the first pipe wall portion, and one end of the second reinforcing rib is connected to the second pipe wall portion.

[0021] In the above technical solution, the first pipe wall portion, the second pipe wall portion, and two third pipe wall portions enclose and form the pipe body. Since the first direction intersects with the left-right direction of the vehicle body, the cross-section of the pipe body is quadrilateral. The energy-absorbing zone includes the portion of the first pipe wall portion, the first reinforcing rib, and the portion of the third pipe wall portion extending from the first pipe wall portion to the dividing line. The reinforcing zone includes the portion of the second pipe wall portion, the second reinforcing rib, and the portion of the third pipe wall portion extending from the dividing line to the second pipe wall portion.

[0022] In some implementations, the first reinforcing rib and the second reinforcing rib are connected to each other.

[0023] In the above technical solution, the first reinforcing rib and the second reinforcing rib provide mutual support, and the first reinforcing rib is used to transfer the collision energy to the second reinforcing rib.

[0024] In some embodiments, the reinforcing tube structure includes a third reinforcing rib disposed within the tube body, with both ends of the third reinforcing rib respectively connected to the two third tube wall portions;

[0025] The two ends of the first reinforcing rib are respectively connected to the first pipe wall portion and the third reinforcing rib, and the two ends of the second reinforcing rib are respectively connected to the second pipe wall portion and the third reinforcing rib.

[0026] In the above technical solution, the third reinforcing rib, by connecting the two third tube wall portions, helps to improve the structural performance of the tube body along the first direction. Both the first and second reinforcing ribs are connected to the third reinforcing rib, meaning the third reinforcing rib is located at the boundary between the energy-absorbing zone and the reinforcing zone, which helps to strengthen the entire tube body, thereby improving the overall structural performance of the reinforced tube structure.

[0027] In some implementations, the thickness of the third reinforcing rib is 3.5 mm to 4.5 mm.

[0028] In the above technical solution, by controlling the thickness of the third reinforcing rib within the range of 3.5mm to 4.5mm, it is helpful to control the overall performance of the reinforced tube structure.

[0029] In some implementations, the reinforcing tube structure is an integral structure.

[0030] In the above technical solutions, the integrated structure helps to reduce the number of parts and the assembly between parts, which helps to reduce the weight of the reinforced tube structure. The integrated structure has no seams, which reduces stress concentration points, helps to improve the overall strength and rigidity of the reinforced tube structure, and helps to improve the collision resistance of the reinforced tube structure, thereby helping to improve the collision resistance of the vehicle body frame.

[0031] In some implementations, the reinforcing tube structure is an aluminum structure.

[0032] Among the above technical solutions, aluminum structures have better strength and are lighter in weight, which helps to achieve vehicle body lightweighting.

[0033] In some implementations, the ratio of the maximum dimension of the energy-absorbing zone along the left-right direction of the vehicle body to the maximum dimension of the reinforcing zone along the left-right direction of the vehicle body is 1 to 2.

[0034] In the above technical solution, the ratio of the energy-absorbing zone to the reinforcing zone is within a reasonable range. On the one hand, the energy-absorbing zone has enough volume for deformation and energy absorption, and on the other hand, the reinforcing zone has enough volume to resist deformation.

[0035] In some embodiments, in a cross-section perpendicular to the extension direction of the reinforcing tube structure, the maximum dimension of the reinforcing tube structure along the left-right direction of the vehicle body is 40mm to 60mm; and / or, the maximum dimension of the reinforcing tube structure along a first direction is 80mm to 100mm, wherein the first direction intersects the left-right direction of the vehicle body.

[0036] In the above technical solution, by controlling the maximum dimension of the reinforcing tube structure along the left-right direction of the vehicle body to within the range of 40mm to 60mm, the size of the reinforcing tube structure is kept within a reasonable range, facilitating its reinforcement of the main frame beams of different vehicle models and / or different parts of the vehicle body. Similarly, by controlling the maximum dimension of the reinforcing tube structure along the first direction of the vehicle body to within the range of 80mm to 100mm, the size of the reinforcing tube structure is kept within a reasonable range, again facilitating its reinforcement of the main frame beams of different vehicle models and / or different parts of the vehicle body.

[0037] In some implementations, the frame beam body is formed by molding a non-metallic sheet, which includes multiple layers of continuous fiber composite material.

[0038] In the aforementioned technical solution, the main frame beam is made of continuous fiber composite material. Continuous fiber composite material is lightweight, which helps reduce the weight of the vehicle body frame, thereby reducing fuel consumption and improving the vehicle's economic performance. Continuous fiber composite material also has high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, continuous fiber composite material does not suffer from rusting, and its manufacturing process is relatively environmentally friendly, helping to reduce carbon emissions. Moreover, using continuous fiber composite material to manufacture the main frame beam eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0039] In some implementations, at least a portion of the frame beam body constitutes the B-pillar and / or sill beam of the vehicle body.

[0040] In the aforementioned technical solution, the reinforcing tube structure within the mounting cavity of the B-pillar strengthens the B-pillar, while the inclusion of energy-absorbing and reinforcing zones helps improve the side impact resistance of the B-pillar. Similarly, the reinforcing tube structure within the mounting cavity of the sill beam strengthens the sill beam, and the inclusion of energy-absorbing and reinforcing zones also helps improve the side impact resistance of the sill beam. Since the B-pillar and sill beam experience greater impact than other parts during a side collision, improving the side impact resistance of the B-pillar and / or sill beam contributes to improving the overall side impact resistance of the vehicle.

[0041] In some implementations, the main body of the frame beam at least partially constitutes the B-pillar of the vehicle body. The vehicle body frame also includes an upper connector and a lower connector. The reinforcing tube structure within the mounting cavity of the B-pillar is connected to the upper side beam of the vehicle body via the upper connector and to the sill beam of the vehicle body via the lower connector.

[0042] In the above technical solution, the upper connector further strengthens the junction between the B-pillar and the upper side beam, while the lower connector further strengthens the junction between the B-pillar and the sill beam. Simultaneously, it facilitates the transfer of external forces acting on the upper side beam to the reinforcing tube structure within the B-pillar's mounting cavity via the upper connector, or vice versa. Similarly, it facilitates the transfer of external forces acting on the sill beam to the reinforcing tube structure within the B-pillar's mounting cavity via the lower connector, or vice versa. This helps the upper side beam, B-pillar, and sill beam to effectively transfer external forces, allowing them to share energy and improving their collision avoidance performance, thereby enhancing the collision avoidance performance of the vehicle frame.

[0043] In some implementations, at least a portion of the frame beam body forms the B-pillar of the vehicle body, and the vehicle body frame further includes at least one metal connection structure for at least one of a door hinge, a door latch, and a door opening limiter.

[0044] The metal connection structure is connected to the reinforcing tube structure inside the mounting cavity of the B-pillar.

[0045] In the aforementioned technical solution, the door hinges, door latches, and door opening limiters are all used for opening and closing the doors. During vehicle use, the doors need to be frequently opened and closed, the door hinges and door opening limiters also need to rotate frequently, and the door latches need to be frequently used to lock the doors. This means the metal connection structure needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure good fatigue performance, allowing it to maintain structural integrity during multiple cycles. The reinforcing tube structure connected to the B-pillar mounting cavity of the metal connection structure also provides good support for the metal connection structure.

[0046] In some embodiments, the connection between the metal connection structure and the reinforcing tube structure within the mounting cavity of the B-pillar is achieved by at least one of welding or threaded connection. This ensures the connection between the metal connection structure and the reinforcing tube structure.

[0047] In some implementations, at least a portion of the frame beam body forms the B-pillar of the vehicle body, and the vehicle body frame also includes an inner panel, which is a non-metallic structure, and the reinforcing tube structure disposed in the mounting cavity of the inner panel within the B-pillar faces the inside of the vehicle body.

[0048] In the above technical solution, the inner panel is located on the inner side of the reinforcing area facing the vehicle body to strengthen the reinforcing area of ​​the reinforcing tube structure, which helps to improve the mechanical properties of the reinforcing area and thus further enhance the reinforcing area's resistance to deformation.

[0049] Secondly, embodiments of this application also provide a vehicle, including a chassis and a body frame as described in any embodiment of this application, wherein the body frame is disposed on the chassis. By employing the body frame of the aforementioned embodiments, it is helpful to achieve lightweight vehicle design, and also to improve the vehicle's collision resistance performance.

[0050] In some implementations, the vehicle frame is detachably connected to the chassis;

[0051] And / or, the vehicle body frame and the chassis together enclose to form the passenger compartment of the vehicle, the vehicle including a battery, the casing of the battery forming the floor of the passenger compartment.

[0052] In the above technical solutions, the vehicle frame can be detachably connected to the chassis, improving the chassis's integration and making it compatible with various vehicle models. By integrating the battery into the passenger compartment floor, additional supports and connectors can be reduced, helping to reduce the overall vehicle weight and making more efficient use of the vehicle's interior space.

[0053] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0054] Figure 1 A schematic diagram of the structure of the frame beam body that at least partially constitutes the B-pillar of the vehicle body, provided in the embodiments of this application, from a first perspective (from outside to inside);

[0055] Figure 2 for Figure 1 The diagram shown is a structural schematic from a second perspective (from the inside out).

[0056] Figure 3 for Figure 1 A schematic diagram of the exploded structure shown;

[0057] Figure 4 for Figure 3 The diagram shows a cross-sectional view of the reinforcing tube structure at position AA.

[0058] Explanation of reference numerals in the attached figures

[0059] 10. Frame beam main body; 11. B-column; 10a. Mounting cavity; 20. Reinforcing tube structure; 20a. Energy absorption zone; 20b. Reinforcing zone; 21. Tube main body; 211. First tube wall; 212. Second tube wall; 213. Third tube wall; 22. First reinforcing rib; 23. Second reinforcing rib; 24. Third reinforcing rib; 30. Upper joint; 40. Lower joint; 50. Inner plate; 60. Metal connection structure. Detailed Implementation

[0060] 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.

[0061] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion.

[0062] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] The following is a detailed description of this application.

[0069] With the continuous development of automotive technology, traditional steel-made car bodies have also revealed some drawbacks, such as excessive weight, susceptibility to rust, and high carbon emissions during production. The manufacturing process of steel car bodies requires stamping, welding, and painting, all of which involve significant investment in stamping, welding, and painting workshops, hindering cost reduction in automobile manufacturing. Furthermore, the weight of steel car bodies makes lightweight design of the entire vehicle less effective.

[0070] In view of this, in order to overcome at least some of the defects of steel car bodies, embodiments of this application provide a car body frame.

[0071] Specifically, the vehicle body frame includes a frame beam body and a reinforcing tube structure. The frame beam body is a non-metallic structure, and a mounting cavity is formed on the inner side of the frame beam body facing the vehicle body. The reinforcing tube structure is located in the mounting cavity and connected to the frame beam body. The reinforcing tube structure includes an energy-absorbing zone and a reinforcing zone, with the energy-absorbing zone located on the side of the reinforcing zone facing the outer side of the vehicle body. The strength of the energy-absorbing zone is lower than the strength of the reinforcing zone, and / or, the stiffness of the energy-absorbing zone is lower than the stiffness of the reinforcing zone.

[0072] The vehicle body frame provided in this application embodiment has a non-metallic frame beam structure. Compared to traditional steel structures, the non-metallic structure helps to reduce the weight of the frame beam, thereby contributing to lightweight vehicle body design. Strengthening the frame beam using reinforcing tubular structures helps improve the overall collision protection performance of the vehicle body frame.

[0073] Furthermore, dividing the reinforcing tube structure into an energy-absorbing zone and a reinforcing zone, with the energy-absorbing zone having lower strength and / or lower stiffness than the reinforcing zone, results in the energy-absorbing zone having relatively lower mechanical properties compared to the reinforcing zone. The energy-absorbing zone is also more prone to deformation than the reinforcing zone. During a collision, the energy-absorbing zone absorbs the collision energy through deformation and then transfers the remaining energy to the reinforcing zone. The reinforcing zone itself has a stronger resistance to deformation than the energy-absorbing zone, so the remaining energy is transferred to the reinforcing zone, which is less prone to deformation. This helps to reduce the amount of collision intrusion, i.e., reduce the impact on the occupants and improve the vehicle's collision resistance performance.

[0074] This application also provides a vehicle, which includes a chassis and a body frame provided in any embodiment of this application, the body frame being mounted on the chassis. The chassis provides support for the body frame.

[0075] Specifically, please refer to Figure 1 , Figure 2 and Figure 3 This application provides a vehicle body frame, which includes a frame beam body 10 and a reinforcing tube structure 20. The frame beam body 10 is a non-metallic structure, and a mounting cavity 10a is formed on the inner side of the frame beam body 10 facing the vehicle body. The reinforcing tube structure 20 is disposed in the mounting cavity 10a and connected to the frame beam body 10. Please refer to... Figure 4 The reinforcing tube structure 20 includes an energy-absorbing region 20a and a reinforcing region 20b, with the energy-absorbing region 20a located on the side of the reinforcing region 20b facing outwards from the vehicle body. The strength of the energy-absorbing region 20a is lower than the strength of the reinforcing region 20b, and / or, the stiffness of the energy-absorbing region 20a is lower than the stiffness of the reinforcing region 20b.

[0076] The vehicle body frame provided in this application embodiment has a non-metallic frame beam body 10. Compared with traditional steel structures, the non-metallic structure helps to reduce the weight of the frame beam body 10, thereby contributing to the lightweight design of the vehicle body. The frame beam body 10 is reinforced using a reinforcing tube structure 20, which helps to improve the overall collision protection performance of the vehicle body frame.

[0077] Furthermore, the reinforcing tube structure 20 is divided into an energy-absorbing zone 20a and a reinforcing zone 20b. The strength of the energy-absorbing zone 20a is lower than that of the reinforcing zone 20b, and / or the stiffness of the energy-absorbing zone 20a is lower than that of the reinforcing zone 20b. This results in the mechanical properties of the energy-absorbing zone 20a being relatively lower than those of the reinforcing zone 20b. The energy-absorbing zone 20a is also more prone to deformation than the reinforcing zone 20b. During a collision, the energy-absorbing zone 20a absorbs the collision energy through deformation and then transfers the remaining energy to the reinforcing zone 20b. The reinforcing zone 20b itself has a stronger resistance to deformation than the energy-absorbing zone 20a. Therefore, the remaining energy is transferred to the reinforcing zone 20b, which is less prone to deformation. This helps to reduce the amount of collision intrusion, that is, to reduce the impact on the occupants of the vehicle and improve the vehicle's anti-collision performance.

[0078] In some embodiments, the frame beam body 10 is formed by molding non-metallic sheet metal, which includes multiple layers of continuous fiber composite material. That is, the frame beam body 10 is made of continuous fiber composite material, which has lightweight properties, helping to reduce the weight of the vehicle body frame and thus reducing fuel consumption, thereby improving the vehicle's economic performance. Continuous fiber composite material has high strength and stiffness, helping to improve the collision resistance of the vehicle body frame. Moreover, continuous fiber composite material does not have the problem of easy rusting, and the manufacturing process is relatively environmentally friendly, helping to reduce carbon emissions. Furthermore, the process of using continuous fiber composite material to manufacture the frame beam body 10 eliminates the need for stamping, welding, and painting processes, helping to improve manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus helping to reduce vehicle manufacturing costs. Molding can more accurately ensure the shape and dimensional accuracy of the frame beam body, ensuring the mechanical properties and structural integrity of the frame beam body as much as possible.

[0079] For example, the continuous fiber composite layer of the frame beam body 10 includes 30-80 parts by weight of glass fiber and 20-70 parts by weight of polypropylene. By controlling the content of glass fiber and polypropylene within a reasonable range, it is possible to avoid the leakage of continuous fibers and insufficient elongation at break caused by excessive glass fiber content and insufficient polypropylene content. It is also possible to avoid the situation where the composite material has insufficient strength, insufficient elongation at break, or excessive water absorption caused by excessive glass fiber content and excessive polypropylene content. In this way, the content of glass fiber and polypropylene is achieved to a relatively balanced state, making the performance of the composite material sheet suitable for manufacturing side panel outer panels. Moreover, polypropylene has good flowability and gloss, making it suitable for manufacturing exterior parts, so that the frame beam body 10 has good appearance performance facing the outer side of the vehicle body.

[0080] In some embodiments, the reinforcing tube structure 20 is a one-piece structure. A one-piece structure helps reduce the number of parts and the assembly between them, contributing to weight reduction of the reinforcing tube structure 20. The absence of seams in a one-piece structure reduces stress concentration points, improving the overall strength and stiffness of the reinforcing tube structure 20 and its collision resistance, thereby enhancing the collision resistance of the vehicle frame.

[0081] It is understandable that the method of integral molding of the reinforcing tube structure 20 is not limited; for example, it can be extrusion molding.

[0082] In some embodiments, the reinforcing tube structure 20 is an aluminum structure, such as an aluminum alloy. Aluminum structures have good strength and are lightweight, which helps to achieve vehicle body weight reduction.

[0083] For example, the material of the reinforcing tube structure 20 can be 6-series aluminum, such as 6082 aluminum alloy in T6 condition. Specifically, 6082 aluminum alloy in T4 condition is extruded, bent, and then aged to T6 condition. This makes the reinforcing tube structure 20 easier to form and also ensures that the mechanical properties of the reinforcing tube structure 20 meet the requirements.

[0084] In some embodiments, the reinforcing tube structure 20 includes a tube body 21, and the wall thickness t1 of the tube body 21 in the energy-absorbing region 20a is less than the wall thickness t2 of the tube body 21 in the reinforcing region 20b. That is, t1 < t2. This helps to make the mechanical properties of the energy-absorbing region 20a lower than those of the reinforcing region 20b.

[0085] For example, the wall thickness t1 of the tube body 21 of the energy-absorbing region 20a is 3.5 mm (millimeters) to 4.5 mm. That is, 3.5 mm ≤ t1 ≤ 4.5 mm. For example, t1 can be 3.5 mm, 4.0 mm, 4.5 mm, etc. This helps to control the mechanical properties of the tube body 21 of the energy-absorbing region 20a within a reasonable range.

[0086] For example, the wall thickness t2 of the tube body 21 in the reinforcing region 20b is 6mm to 7mm. That is, 6mm ≤ t2 ≤ 7mm. For example, t2 can be 6mm, 6.5mm, 7mm, etc. This helps to control the mechanical properties of the tube body 21 in the reinforcing region 20b within a reasonable range.

[0087] It should be noted that, in the cross-section perpendicular to the tube body 21, the straight line formed by the critical point where the wall thickness of the tube body 21 begins to change is the boundary line between the energy absorption region 20a and the reinforcing region 20b, as shown below. Figure 4 As shown, the dashed line L indicates the boundary between the energy absorption region 20a and the reinforcement region 20b.

[0088] In an embodiment where the reinforcing tube structure 20 is an integral structure, from the outside of the vehicle body towards the inside, the wall thickness of the tube body 21 gradually changes from the critical point to the wall thickness of the main structure of the energy absorption region 20a, and this gradual change in wall thickness forms a first transition zone. In this embodiment, the first transition zone is part of the reinforcing region 20b.

[0089] It should be noted that the wall thickness of the tube body 21 in the reinforced zone 20b refers to the wall thickness of the tube body 21 in the reinforced zone 20b excluding the first transition zone.

[0090] In some embodiments, such as Figure 4As shown, the reinforced tube structure 20 includes a tube body 21, at least one first reinforcing rib 22, and at least one second reinforcing rib 23. In a cross-section perpendicular to the extension direction of the tube body 21, the first reinforcing rib 22 is located within the tube body 21 of the energy absorption region 20a, and the second reinforcing rib 23 is located within the tube body 21 of the reinforced region 20b.

[0091] The thickness t3 of the first reinforcing rib 22 is less than the thickness t4 of the second reinforcing rib 23, i.e., t3 < t4; and / or, the number of the first reinforcing ribs 22 is less than the number of the second reinforcing ribs 23.

[0092] In this embodiment, the first reinforcing rib 22 is used to strengthen the mechanical properties of the energy-absorbing region 20a, and the second reinforcing rib 23 is used to strengthen the mechanical properties of the reinforced region 20b. By making the thickness of the first reinforcing rib 22 less than the thickness of the second reinforcing rib 23, it helps to make the mechanical properties of the energy-absorbing region 20a less than those of the reinforced region 20b. Similarly, by making the number of first reinforcing ribs 22 less than the number of second reinforcing ribs 23, it helps to make the mechanical properties of the energy-absorbing region 20a less than those of the reinforced region 20b.

[0093] It is understandable that, in the cross-section perpendicular to the extension direction of the tube body 21, the extension direction of the first reinforcing rib 22 is not limited, as long as it can strengthen the tube body 21 of the energy-absorbing region 20a. The extension direction of the second reinforcing rib 23 is not limited, as long as it can strengthen the tube body 21 of the reinforcing region 20b.

[0094] For example, the thickness t3 of the first reinforcing rib 22 is 4.5mm to 5.5mm. That is, 4.5mm < t3 < 5.5mm. For example, t3 can be 4.5mm, 5.0mm, 5.5mm, etc. In this way, by controlling the thickness of the first reinforcing rib 22 within this range, it helps to control the mechanical properties of the energy-absorbing region 20a within a reasonable range.

[0095] For example, the thickness t4 of the second reinforcing rib 23 is 6.5mm to 7.5mm, that is, 6.5mm < t4 < 7.5mm. For example, t4 can be 6.5mm, 7.0mm, 7.5mm, etc. In this way, by controlling the thickness of the second reinforcing rib 23 within this range, it helps to control the mechanical properties of the reinforcing region 20b within a reasonable range.

[0096] In some embodiments, please refer to... Figure 4The pipe body 21 includes a first pipe wall portion 211, a second pipe wall portion 212, and two third pipe wall portions 213. The first pipe wall portion 211 and the second pipe wall portion 212 are arranged opposite to each other along the left and right direction of the vehicle body, and the first pipe wall portion 211 is located on the outside of the second pipe wall portion 212 facing the vehicle body. The two third pipe wall portions 213 are arranged opposite to each other along a first direction, and the two third pipe wall portions 213 are respectively connected to the first pipe wall portion 211 and the second pipe wall portion 212. The first direction intersects with the left and right direction of the vehicle body.

[0097] One end of the first reinforcing rib 22 is connected to the first pipe wall portion 211, and one end of the second reinforcing rib 23 is connected to the second pipe wall portion 212.

[0098] In this embodiment, the first pipe wall portion 211, the second pipe wall portion 212, and the two third pipe wall portions 213 enclose and form the pipe body 21. Since the first direction intersects with the left and right directions of the vehicle body, the cross-section of the pipe body 21 is quadrilateral.

[0099] It is understandable that the shape of the quadrilateral is not limited; for example, it can be a parallelogram, a trapezoid, etc.

[0100] It is understandable that the specific direction of the first direction differs at different parts of the vehicle frame. For example, when the main frame beam 10 at least partially constitutes the B-pillar 11 of the vehicle body, the first direction is the longitudinal direction of the vehicle body, i.e. Figure 1 , Figure 2 and Figure 4 The direction indicated by z2. For example, when the main frame beam 10 at least partially constitutes the sill beam of the vehicle body, the first direction is the vertical direction of the vehicle body.

[0101] In this embodiment, the energy-absorbing region 20a includes a first tube wall portion 211, a first reinforcing rib 22, and a third tube wall portion 213 extending from the first tube wall portion 211 to the boundary line L. The reinforcing region 20b includes a second tube wall portion 212, a second reinforcing rib 23, and a third tube wall portion 213 extending from the boundary line L to the second tube wall portion 212.

[0102] In some embodiments, the first reinforcing rib 22 and the second reinforcing rib 23 are interconnected. That is, the first reinforcing rib 22 and the second reinforcing rib 23 provide mutual support, and the first reinforcing rib 22 is used to transfer collision energy to the second reinforcing rib 23.

[0103] In this embodiment, the number of first reinforcing ribs 22 is the same as the number of second reinforcing ribs 23.

[0104] In an embodiment where the reinforcing tube structure 20 is an integral structure, the thickness of the first reinforcing rib 22 gradually transitions from the dividing line to the thickness of the main structure of the second reinforcing rib 23, that is, there is a second transition zone at the connection between the second reinforcing rib 23 and the first reinforcing rib 22.

[0105] It should be noted that the thickness of the second reinforcing rib 23 refers to the thickness of the structure excluding the second transition zone.

[0106] In some embodiments, the reinforcing tube structure 20 includes a third reinforcing rib 24 disposed within the tube body 21, with both ends of the third reinforcing rib 24 respectively connected to two third tube wall portions 213;

[0107] The two ends of the first reinforcing rib 22 are respectively connected to the first pipe wall portion 211 and the third reinforcing rib 24, and the two ends of the second reinforcing rib 23 are respectively connected to the second pipe wall portion 212 and the third reinforcing rib 24.

[0108] In this embodiment, the third reinforcing rib 24, by connecting the two third pipe wall portions 213, helps to improve the structural performance of the pipe body 21 along the first direction.

[0109] The first reinforcing rib 22 and the second reinforcing rib 23 are both connected to the third reinforcing rib 24. That is, the third reinforcing rib 24 is located at the junction of the energy absorption zone 20a and the reinforcing zone 20b, which helps to strengthen the entire tube body 21 and thus improve the overall structural performance of the reinforced tube structure 20.

[0110] In this embodiment, the number of first reinforcing ribs 22 may be the same as or different from the number of second reinforcing ribs 23, and no limitation is made here.

[0111] For example, the thickness t5 of the third reinforcing rib 24 is 3.5mm to 4.5mm. That is, 3.5mm ≤ t5 ≤ 4.5mm. For example, t5 can be 3.5mm, 4.0mm, 4.5mm, etc. By controlling the thickness of the third reinforcing rib 24 within this range, it is helpful to control the overall performance of the reinforcing tube structure 20.

[0112] In some embodiments, the ratio of the maximum dimension d1 of the energy-absorbing region 20a along the left-right direction of the vehicle body to the maximum dimension d2 of the reinforcing region 20b along the left-right direction of the vehicle body is 1 to 2. That is, 1 ≤ d1 / d2 ≤ 2, for example, d1 / d2 can be 1, 1.5, 2, etc. By controlling the ratio of d1 / d2 within this range, the ratio of the energy-absorbing region 20a to the reinforcing region 20b is kept within a reasonable range. On the one hand, this ensures that the energy-absorbing region 20a has sufficient volume for deformation energy absorption, and on the other hand, it ensures that the reinforcing region 20b has sufficient volume to resist deformation.

[0113] In the embodiment where the cross-section of the tube body 21 is quadrilateral, the maximum dimension d1 of the energy absorption zone 20a along the left-right direction of the vehicle body is the dimension from the first tube wall portion 211 to the dividing line L, and the maximum dimension d2 of the reinforcement zone 20b along the left-right direction of the vehicle body is the dimension from the dividing line L to the second tube wall portion 212.

[0114] like Figure 4 As shown, the left and right directions of the vehicle body are indicated by z1.

[0115] In some embodiments, in a cross-section perpendicular to the extending direction of the reinforcing tube structure 20, the maximum dimension d3 of the reinforcing tube structure 20 along the left-right direction of the vehicle body is 40mm to 60mm. That is, 40mm ≤ d3 ≤ 60mm, for example, d3 can be 40mm, 45mm, 50mm, 52mm, 60mm, etc. By controlling the maximum dimension of the reinforcing tube structure 20 along the left-right direction of the vehicle body within this range, the size of the reinforcing tube structure 20 is kept within a reasonable range, making it easier for the reinforcing tube structure 20 to reinforce the frame beam body 10 of different vehicle models and / or different parts of the vehicle body.

[0116] In some embodiments, in a cross-section perpendicular to the extending direction of the reinforcing tube structure 20, the dimension d4 of the reinforcing tube structure 20 along the first direction is 80mm to 100mm, where the first direction intersects the left-right direction of the vehicle body. That is, 80mm ≤ d4 ≤ 100mm. For example, d3 can be 80mm, 85mm, 90mm, 92mm, 100mm, etc. By controlling the maximum dimension of the reinforcing tube structure 20 along the first direction of the vehicle body within this range, the size of the reinforcing tube structure 20 is kept within a reasonable range, making it convenient for the reinforcing tube structure 20 to reinforce the frame beam body 10 of different vehicle models and / or different parts of the vehicle body.

[0117] In some embodiments, at least a portion of the frame beam body 10 constitutes the B-pillar 11 and / or sill beam of the vehicle body. Specifically, the reinforcing tube structure 20 located within the mounting cavity 10a of the B-pillar 11 strengthens the B-pillar 11, while the energy-absorbing area 20a and the reinforcing area 20b contribute to improving the side impact resistance of the B-pillar 11. Similarly, the reinforcing tube structure 20 located within the mounting cavity 10a of the sill beam strengthens the sill beam, and the energy-absorbing area 20a and the reinforcing area 20b contribute to improving the side impact resistance of the sill beam. Since the B-pillar 11 and sill beam experience greater impact than other parts during a side collision, improving the side impact resistance of the B-pillar 11 and / or sill beam helps to improve the overall side impact resistance of the vehicle.

[0118] In some embodiments, the frame beam body 10 at least partially constitutes the B-pillar 11 of the vehicle body. The vehicle body frame also includes an upper connector 30 and a lower connector 40. The reinforcing tube structure 20 within the mounting cavity 10a of the B-pillar 11 is connected to the upper side beam of the vehicle body via the upper connector 30 and to the sill beam of the vehicle body via the lower connector 40. Thus, the upper connector 30 can further reinforce the junction between the B-pillar 11 and the upper side beam, and the lower connector 40 can further reinforce the junction between the B-pillar 11 and the sill beam. Simultaneously, it facilitates the transmission of external forces on the upper side beam through the upper connector 30 to the reinforcing tube structure 20 in the mounting cavity 10a of the B-pillar 11, or the transmission of external forces on the reinforcing tube structure 20 in the mounting cavity 10a of the B-pillar 11 to the upper side beam through the upper connector 30. It also facilitates the transmission of external forces on the sill beam through the lower connector 40 to the reinforcing tube structure 20 in the mounting cavity 10a of the B-pillar 11, or the transmission of external forces on the sill beam through the lower connector 40 to the sill beam. This helps the upper side beam, B-pillar 11, and sill beam to transfer external forces, allowing them to share energy and improve their collision resistance, thereby enhancing the collision resistance of the vehicle frame.

[0119] In some embodiments, at least a portion of the frame beam body 10 constitutes the B-pillar 11 of the vehicle body, and the vehicle body frame also includes at least one metal connection structure 60, which is used for at least one of a door hinge, a door latch, and a door opening limiter.

[0120] The metal connection structure 60 is connected to the reinforcing tube structure 20 inside the mounting cavity 10a of the B-pillar 11.

[0121] In this embodiment, the door hinges, door latches, and door opening limiters are all used for opening and closing the door. During vehicle use, the door needs to be opened and closed frequently, the door hinges and door opening limiters also need to rotate frequently, and the door latches need to be used frequently to lock the door. That is, the metal connection structure 60 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 60 good fatigue performance, allowing it to maintain structural integrity during multiple cycles. The metal connection structure 60 is connected to the reinforcing tube structure 20 within the mounting cavity 10a of the B-pillar 11, so that the reinforcing tube structure 20 can also provide good support for the metal connection structure 60.

[0122] In some embodiments, the connection between the metal connection structure 60 and the reinforcing tube structure 20 within the B-pillar 11 is achieved by at least one of welding or threaded connection. This ensures the connection between the metal connection structure 60 and the reinforcing tube structure 20.

[0123] In some embodiments, at least a portion of the frame beam body 10 constitutes the B-pillar 11 of the vehicle body. The vehicle body frame also includes an inner panel 50, which is a non-metallic structure. The reinforcing tube structure 20 of the inner panel 50 is located within the mounting cavity 10a of the B-pillar 11 and faces inward toward the vehicle body. That is, the inner panel 50 is located on the reinforcing area 20b facing inward toward the vehicle body to reinforce the reinforcing area 20b of the reinforcing tube structure 20, which helps to improve the mechanical properties of the reinforcing area 20b, thereby further improving the resistance of the reinforcing area 20b to deformation.

[0124] For example, the inner panel 50 is molded from a non-metallic sheet, which includes multiple layers of continuous fiber composite material. The continuous fiber composite material layers of the inner panel 50 include 30-80 parts by weight of glass fiber and 20-70 parts by weight of thermoplastic resin matrix. Glass fiber has high strength and high modulus, and it is relatively inexpensive, which helps reduce manufacturing costs. By controlling the content of glass fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations where the glass fiber content is too high or the thermoplastic resin matrix content is too low, resulting in glass fiber leakage and insufficient elongation at break. It is also possible to avoid situations where the composite material has insufficient strength, insufficient elongation at break, or excessive water absorption due to excessively low glass fiber content or excessively high thermoplastic resin matrix content. This achieves a relatively balanced state between the glass fiber content and the thermoplastic resin matrix content, making the composite material suitable for manufacturing the inner panel 50.

[0125] In some embodiments, the thermoplastic resin matrix may include at least one of polyamide and polypropylene. Polyamide and polypropylene have high strength, are easy to mold, and have good processability and recyclability.

[0126] In some embodiments, the inner plate 50 is connected to the frame beam body 10.

[0127] The connection method between the inner plate 50 and the frame beam body 10 is not limited; for example, it can be at least one of adhesive bonding or riveting.

[0128] This application also provides a vehicle, which includes a chassis and a body frame provided in any embodiment of this application, the body frame being mounted on the chassis. Using the body frame of the aforementioned embodiments helps to achieve a lightweight vehicle body design.

[0129] In some embodiments, the vehicle body frame and chassis are welded together.

[0130] In other embodiments, the vehicle frame can be detachably connected to the chassis, in which case the chassis is a skateboard chassis integrating the three-electric system. This configuration achieves decoupling between the vehicle frame and the chassis, allowing the vehicle frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis, making it adaptable to various vehicle models.

[0131] For example, the body frame and chassis are detachably connected by fasteners.

[0132] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0133] In some embodiments, the number of fasteners is multiple.

[0134] For example, the body frame and chassis can be detachably connected by using multiple bolts in the circumferential direction of the chassis and the body frame.

[0135] In some embodiments, the vehicle body frame and chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0136] In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine the different embodiments or examples described in this application, as well as the features of the different embodiments or examples.

[0137] The above description is merely a preferred embodiment of this application and is not intended to limit the application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle body frame characterized by, include: The main body of the frame beam is a non-metallic structure, and an installation cavity is formed on the inner side of the main body of the frame beam facing the vehicle body; A reinforcing tube structure is provided in the mounting cavity and connected to the main body of the frame beam. The reinforcing tube structure includes an energy-absorbing area and a reinforcing area, and the energy-absorbing area is located on the side of the reinforcing area facing the outside of the vehicle body. The strength of the energy-absorbing region is lower than that of the reinforcing region, and / or the stiffness of the energy-absorbing region is lower than that of the reinforcing region.

2. The body frame of claim 1, wherein The reinforced tube structure includes a tube body, and the wall thickness of the tube body in the energy-absorbing region is less than the wall thickness of the tube body in the reinforced region.

3. The body frame of claim 2, wherein, The wall thickness of the tube body in the energy-absorbing zone is 3.5 mm to 4.5 mm, and / or the wall thickness of the tube body in the reinforcing zone is 6 mm to 7 mm.

4. The body frame of claim 1, wherein, The reinforced tube structure includes a tube body, at least one first reinforcing rib, and at least one second reinforcing rib. In a cross-section perpendicular to the extension direction of the tube body, the first reinforcing rib is located inside the tube body of the energy-absorbing region, and the second reinforcing rib is located inside the tube body of the reinforced region. The thickness of the first reinforcing rib is less than the thickness of the second reinforcing rib; and / or, the number of the first reinforcing ribs is less than the number of the second reinforcing ribs.

5. The body frame of claim 4, wherein, The thickness of the first reinforcing rib is 4.5mm to 5.5mm; and / or the thickness of the second reinforcing rib is 6.5mm to 7.5mm.

6. The body frame of claim 4, wherein, The main body of the pipe includes a first pipe wall portion, a second pipe wall portion, and two third pipe wall portions. The first pipe wall portion and the second pipe wall portion are arranged opposite each other along the left-right direction of the vehicle body, and the first pipe wall portion is located on the outside of the second pipe wall portion facing the vehicle body. The two third pipe wall portions are arranged opposite each other along a first direction, and the two third pipe wall portions are respectively connected to the first pipe wall portion and the second pipe wall portion. The first direction intersects with the left-right direction of the vehicle body. One end of the first reinforcing rib is connected to the first pipe wall portion, and one end of the second reinforcing rib is connected to the second pipe wall portion.

7. The body frame of claim 6, wherein The first reinforcing rib and the second reinforcing rib are connected to each other.

8. The body frame of claim 6, wherein, The reinforced tube structure includes a third reinforcing rib disposed within the tube body, with both ends of the third reinforcing rib connected to the two third tube wall portions respectively; The two ends of the first reinforcing rib are respectively connected to the first pipe wall portion and the third reinforcing rib, and the two ends of the second reinforcing rib are respectively connected to the second pipe wall portion and the third reinforcing rib.

9. The body frame of claim 8, wherein, The thickness of the third reinforcing rib is 3.5mm to 4.5mm.

10. The body frame according to any one of claims 1 to 9, characterized in that The reinforcing tube structure is an integral structure.

11. The body frame according to any one of claims 1 to 9, characterized in that The reinforcing tube structure is made of aluminum.

12. The vehicle frame according to any one of claims 1 to 9, characterized in that, The ratio of the maximum dimension of the energy-absorbing zone along the left-right direction of the vehicle body to the maximum dimension of the reinforcing zone along the left-right direction of the vehicle body is 1 to 2.

13. The body frame according to any one of claims 1 to 9, characterized in that In a cross-section perpendicular to the extending direction of the reinforcing tube structure, the maximum dimension of the reinforcing tube structure along the left-right direction of the vehicle body is 40mm to 60mm; and / or, the maximum dimension of the reinforcing tube structure along a first direction is 80mm to 100mm, wherein the first direction intersects the left-right direction of the vehicle body.

14. The body frame according to any one of claims 1 to 9, characterized in that The main body of the frame beam is formed by molding non-metallic sheet material, which includes multiple layers of continuous fiber composite material.

15. The body frame according to any one of claims 1 to 9, characterized in that At least a portion of the main body of the frame beam constitutes the B-pillar and / or sill beam of the vehicle body.

16. The body frame of claim 15, wherein, The main body of the frame beam at least partially constitutes the B-pillar of the vehicle body. The vehicle body frame also includes an upper connector and a lower connector. The reinforcing tube structure in the mounting cavity of the B-pillar is used to connect with the upper side beam of the vehicle body through the upper connector and to connect with the sill beam of the vehicle body through the lower connector.

17. The body frame of claim 15, wherein, At least a portion of the main body of the frame beam constitutes the B-pillar of the vehicle body, and the vehicle body frame further includes at least one metal connection structure, which is used for at least one of the following: door hinge, door latch, and door opening limiter. The metal connection structure is connected to the reinforcing tube structure inside the mounting cavity of the B-pillar.

18. The body frame of claim 17, wherein, The connection between the metal connection structure and the reinforcing tube structure inside the mounting cavity of the B-pillar is achieved by at least one of welding or threaded connection.

19. The vehicle frame according to claim 15, characterized in that, At least a portion of the main body of the frame beam constitutes the B-pillar of the vehicle body. The vehicle body frame also includes an inner panel, which is a non-metallic structure. The reinforcing tube structure of the inner panel located in the mounting cavity of the B-pillar faces the inside of the vehicle body.

20. A vehicle characterized by comprising: It includes a chassis and a body frame as described in any one of claims 1 to 19, wherein the body frame is disposed on the chassis.

21. The vehicle of claim 20, wherein, The vehicle frame is detachably connected to the chassis; And / or, the vehicle body frame and the chassis together enclose to form the passenger compartment of the vehicle, the vehicle including a battery, the casing of the battery forming the floor of the passenger compartment.

Images