Vehicle

Abstract

The application discloses a vehicle, which comprises a vehicle body frame, the vehicle body frame comprising: a frame beam body, at least part of the frame beam body constituting a side outer plate and a roof cross beam of the vehicle; an inner plate connected to the inner side of the side outer plate along the inside-outside direction of the vehicle body; a first connecting head connected to the surface of the inner plate facing the side outer plate and connected to the roof cross beam; a first reinforcing column connected to the side of the inner plate facing the side outer plate, the first reinforcing column being located on the lower side of the first connecting head along the up-down direction of the vehicle body and having a space between the first reinforcing column and the first connecting head; wherein the inner plate is formed with a first protruding part protruding towards the side outer plate, the first protruding part is connected to the first connecting head and at least partially located between the first connecting head and the first reinforcing column, and the first protruding part is connected to the side outer plate. The vehicle provided by the application has high anti-impact performance and light weight.

Description

Technical Field

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

[0002] From the perspective of market development, people have placed higher demands on vehicle safety performance and lightweighting. In particular, the impact resistance of a vehicle is related to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. Therefore, how to further improve the impact resistance and reduce the weight of vehicles is a research topic that the industry needs to study. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a vehicle with high impact resistance and low weight.

[0004] This application is achieved through the following technical solution.

[0005] This application provides a vehicle including a vehicle body frame. The vehicle body frame includes: a frame beam body, at least a portion of which constitutes the vehicle's side outer panel and roof crossbeam; an inner panel connected to the inner side of the side outer panel along the vehicle's inward and outward directions; a first connector connected to the surface of the inner panel facing the side outer panel and connected to the roof crossbeam; and a first reinforcing post connected to the side of the inner panel facing the side outer panel, the first reinforcing post being located below the first connector along the vehicle's vertical direction and having a gap between it and the first connector; wherein the inner panel forms a first protrusion protruding toward the side outer panel, the first protrusion being connected to the first connector and at least a portion located between the first connector and the first reinforcing post, and the first protrusion being connected to the side outer panel.

[0006] The vehicle provided in this application embodiment has an inner panel with a first protrusion that connects to the outer side panel, creating a relatively large connection between the outer side panel and the inner panel, thereby improving the strength of the vehicle frame. Furthermore, a first reinforcing column is connected to the side of the inner panel facing the outer side panel, and at least a portion of the first protrusion is located between the first connector and the first reinforcing column. Therefore, the first protrusion can share the load to a certain extent, forming a high-strength load-bearing path with the first reinforcing column, the first protrusion, the first connector, and the roof crossbeam, thus improving the vehicle's impact resistance. Additionally, the high structural strength of the first protrusion of the inner panel eliminates the need for an aluminum connecting member between the first connector and the first reinforcing column, reducing the number of components and achieving weight reduction. Moreover, the connection between the inner panel and the outer side panel at the first protrusion effectively isolates the acoustic cavity between the outer side panel and the inner panel, improving the modal characteristics of the acoustic cavity and enhancing the overall NVH (Noise, Vibration, Harshness) performance of the vehicle.

[0007] In some embodiments, the first connector is connected to the surface of the outer side panel facing the inner panel.

[0008] Thus, by connecting the first connector to the surface of the outer side panel facing the inner panel, loads can be transferred more directly, reducing interference from the intermediate structure on the connection effect, thereby enhancing the overall stability of the vehicle frame and improving its load-bearing capacity. Furthermore, since the first connector connects to both the inner panel and the outer side panel, a tighter connection between them can be achieved, effectively improving the overall rigidity and connection reliability of the side sections of the vehicle frame, thereby enhancing the vehicle's impact resistance.

[0009] In some embodiments, the first connector is formed with a first groove recessed toward the outer side panel, and a portion of the first protrusion is filled in the first groove.

[0010] In this embodiment of the application, by using the interlocking connection between the first groove and the first protrusion, the contact area at the connection point can be increased, thereby improving the structural strength of the vehicle frame and thus improving the vehicle's impact resistance.

[0011] In some embodiments, the end face of the first protrusion facing the side outer panel includes a first part and a second part connected together. The first part is located above the second part in the vertical direction of the vehicle body. The first part is connected to the bottom wall of the first groove, and the second part is connected to the side outer panel.

[0012] The first part of the first protrusion is connected to the bottom wall of the first groove, and the second part of the first protrusion is connected to the outer side panel. This realizes that the inner panel is connected to both the first connector and the outer side panel, which improves the structural strength of the side part of the vehicle frame and thus improves the vehicle's impact resistance.

[0013] In some embodiments, the bottom wall of the first groove is formed with a second protrusion protruding toward the outer side panel, and the second protrusion is connected to the surface of the outer side panel facing the inner panel.

[0014] Thus, by providing a second protrusion on the bottom wall of the first groove and connecting the second protrusion to the outer side panel, a direct connection between the first connector and the outer side panel can be achieved without adding additional parts, thereby improving the rigidity and modal performance of the side portion of the vehicle frame. Furthermore, the connection between the second protrusion and the outer side panel effectively isolates the acoustic cavity between the outer and inner side panels, reducing the noise propagation path between them and improving the vehicle's NVH performance.

[0015] In some embodiments, the bottom wall of the first groove has a second groove formed on the side opposite to the second protrusion.

[0016] There is a complementary spatial relationship between the second groove and the second protrusion. The second protrusion protrudes outward to form an adhesive surface with the outer side panel; while the second groove recedes inward to provide additional structural support and stress dispersion path for the connection. The second groove can effectively reduce the risk of cracking caused by stress concentration in the connection area, while improving the structural stability of the side panel of the vehicle frame.

[0017] In some embodiments, the first protrusion is elongated and extends in a direction from the first connector toward the first reinforcing post.

[0018] The first protrusion extends from the first connector along the surface of the inner panel to the first reinforcing column. This arrangement serves two purposes: firstly, it allows the load transmitted from the first connector to be transferred along the first protrusion towards the first reinforcing column, creating a high-strength load-bearing path between the roof beam, the first connector, the first protrusion, and the first reinforcing column, thereby enhancing the strength of the vehicle frame. Secondly, it allows the first protrusion to be bonded to the outer side panel over a longer distance, effectively improving the structural strength of the side panel.

[0019] In some embodiments, from the end of the first protrusion connected to the first connector towards the end approaching the first reinforcing post, the size of the first protrusion gradually decreases in a direction perpendicular to both its extension direction and the inward and outward directions of the vehicle body; and / or, a portion of the surface of the first protrusion contacts and connects with the outer side panel, and from the portion of the first protrusion connected to the outer side panel towards the end approaching the first reinforcing post, the size of the first protrusion gradually decreases in the inward and outward directions of the vehicle body.

[0020] Thus, the wider upper end of the first protrusion allows for greater contact with the first groove covering its outer side, improving the connection strength and stability between the inner panel and the first connector, and enhancing the structural strength of the side portion of the vehicle frame. Furthermore, the width of the portion of the first protrusion outside the first groove gradually decreases, helping to reduce material usage without compromising structural strength. Additionally, the portion of the first protrusion below the second part gradually decreases in height from top to bottom, further contributing to material reduction without affecting structural strength, thus aiding in vehicle weight reduction.

[0021] In some embodiments, the inner plate has a third groove formed on the side opposite to the first protrusion, and at least one first reinforcing rib is provided in the third groove.

[0022] By incorporating a third groove, structural reinforcement can be achieved without increasing the thickness of the inner panel, while simultaneously reducing material usage, thus achieving weight reduction. At least one first reinforcing rib is installed within the third groove, improving the rigidity and bending resistance of the inner panel. Because the first reinforcing rib has high rigidity in the inward and outward directions of the vehicle body, it can effectively resist the deformation of the inner panel under external loads, thereby improving the overall vehicle rigidity. The combined effect of the third groove and the first reinforcing rib allows the inner panel to maintain its lightweight while possessing higher structural stability.

[0023] In some embodiments, a plurality of first reinforcing ribs are provided, and at least a portion of the plurality of first reinforcing ribs are arranged to intersect each other.

[0024] At least a portion of the multiple first stiffeners are arranged intersecting each other, indicating that in certain areas, the first stiffeners extending in different directions interweave to form a grid-like or cross-shaped structural layout. This intersecting arrangement effectively enhances the load-bearing capacity and deformation resistance of the inner plate in multiple directions, thereby reducing structural failure caused by localized stress concentration. The intersecting structure also helps to evenly distribute external forces, improving the strength and stiffness of the third groove in the inner plate.

[0025] In some embodiments, the thickness of the first reinforcing rib is greater than or equal to 1.4 mm and less than or equal to 5 mm; and / or, the dimension of the first reinforcing rib along the inward and outward directions of the vehicle body is greater than or equal to 2 mm and less than or equal to 200 mm.

[0026] By controlling the thickness of the first reinforcing rib between 1.4mm and 5mm, weight reduction can be achieved while meeting structural strength requirements. If the first reinforcing rib is too small along the vehicle body's inward and outward directions, it may not provide sufficient structural support or connection area, while if it is too large, it may lead to material waste, increased weight, and higher manufacturing costs. By limiting the size of the first reinforcing rib along the vehicle body's inward and outward directions to between 2mm and 200mm, the first reinforcing rib can fulfill its structural connection function without causing unnecessary resource consumption.

[0027] In some embodiments, the first reinforcing rib has a dimension greater than or equal to 2 mm and less than or equal to 80 mm in the inward and outward directions of the vehicle body.

[0028] Limiting the size of the first reinforcing rib in the inward and outward directions of the vehicle body to between 2mm and 80mm can balance structural strength and lightweight design.

[0029] In some embodiments, the first reinforcing rib comprises an integrally injection-molded rib of fiber-reinforced composite material, wherein the fiber-reinforced composite material comprises PP+GF40.

[0030] Thus, by setting the first reinforcing rib as an integral injection-molded rib of fiber-reinforced composite material and using PP+GF40 as the material, the structural strength and stiffness of the inner plate can be improved, meeting the strength requirements for the load to be transferred from the first connector to the first reinforcing column, thereby reducing the use of aluminum connecting components and achieving the goals of lightweighting and cost reduction.

[0031] In some embodiments, the inner panel comprises an integral molded plate of fiber-reinforced composite material, the fiber-reinforced composite material being PP+GF70.

[0032] In this way, by making the inner panel into a one-piece molded plate of fiber-reinforced composite material, the overall rigidity and strength of the side sections of the vehicle body frame are effectively improved, while the use of traditional aluminum connecting components is reduced, thereby reducing vehicle weight. In addition, the structure of the one-piece molded plate using fiber-reinforced composite material can better isolate the sound cavity, improve NVH performance, and enhance ride comfort.

[0033] In some embodiments, the wall thickness of the inner panel is greater than or equal to 1.4 mm and less than or equal to 5 mm.

[0034] In this embodiment, by limiting the wall thickness of the inner panel to be greater than or equal to 1.4 mm and less than or equal to 5 mm, the inner panel has both sufficient structural strength and is conducive to lightweighting, thereby improving the overall strength and NVH performance of the vehicle frame, and thus improving the driving stability and comfort of the vehicle.

[0035] In some embodiments, the side panel comprises an integral molded plate of fiber-reinforced composite material, including PP+GF70.

[0036] In this way, by making the side panel into a one-piece molded plate of fiber-reinforced composite material, the overall rigidity and strength of the side section of the vehicle frame are effectively improved, while the use of traditional aluminum connecting components is reduced, thereby reducing vehicle weight. In addition, the structure of the one-piece molded plate using fiber-reinforced composite material can better isolate the sound cavity, improve NVH performance, and enhance ride comfort.

[0037] In some embodiments, the wall thickness of the outer side panel is greater than or equal to 1.4 mm and less than or equal to 2 mm.

[0038] This design limits the wall thickness of the outer side panel to a range of 1.4 mm or greater and 2 mm or less, which satisfies the structural strength requirements while also facilitating weight reduction.

[0039] In some embodiments, the maximum dimension of the first protrusion in the inward and outward directions of the vehicle body is greater than or equal to 2 mm and less than or equal to 100 mm.

[0040] In this embodiment, by setting the first protrusion to have a dimension greater than or equal to 2mm and less than or equal to 100mm in the inward and outward directions of the vehicle body, the connection between the outer side panel and the inner side panel can have sufficient structural strength without causing unnecessary space waste, which is beneficial to the lightweighting and miniaturization of the vehicle. Moreover, it can also make the size of the cavity between the inner side panel and the outer side panel appropriate, thereby effectively improving the NVH performance of the vehicle.

[0041] In some embodiments, the maximum dimension of the first protrusion in the inward and outward directions of the vehicle body is greater than or equal to 40 mm and less than or equal to 80 mm.

[0042] In this embodiment, the maximum size of the first protrusion in the direction inward and outward of the vehicle body is set within the range of greater than or equal to 40 mm and less than or equal to 80 mm. This can effectively enhance the rigidity and strength of the inner panel and improve the support capacity of the first protrusion on the outer side panel, thereby improving the rigidity and strength distribution of the vehicle and enhancing the vehicle's impact resistance.

[0043] In some embodiments, the maximum dimension of the first protrusion in a direction perpendicular to both its extension direction and the inward and outward directions of the vehicle body is greater than or equal to 60 mm and less than or equal to 80 mm.

[0044] In this embodiment of the application, by setting the width of the widest part of the first protrusion to be greater than or equal to 60mm and less than or equal to 80mm, the connection strength between the inner panel and the outer side panel or the first connector can be effectively enhanced, thereby improving the rigidity and strength of the vehicle. Furthermore, while meeting the strength requirements, aluminum connecting components can be omitted, thereby reducing the overall vehicle weight and facilitating lightweighting.

[0045] In some embodiments, the inner panel surface facing the outer side panel is provided with at least one second reinforcing rib.

[0046] The addition of a second reinforcing rib enhances the structural strength and rigidity of the inner panel, improves the strength and rigidity of the side panels of the vehicle frame, and enhances the vehicle's collision resistance. Furthermore, the second reinforcing rib can also serve as a cavity partition structure, reducing the volume of the cavity formed between the outer and inner side panels, thereby improving vehicle performance.

[0047] In some embodiments, a plurality of second reinforcing ribs are provided, and at least a portion of the plurality of second reinforcing ribs are arranged to intersect each other.

[0048] At least a portion of the multiple second stiffeners are arranged intersecting each other, indicating that in certain areas, the second stiffeners extending in different directions interweave to form a grid-like or cross-shaped structural layout. This intersecting arrangement effectively enhances the load-bearing capacity and deformation resistance of the inner panel in multiple directions, thereby reducing structural failure caused by localized stress concentration. The intersecting structure also helps to evenly distribute external forces, improving the overall strength and stiffness of the inner panel.

[0049] In some embodiments, a plurality of second reinforcing ribs are formed with clearance grooves, and at least a portion of the first reinforcing column is filled within the clearance grooves.

[0050] In this embodiment, by forming clearance grooves in multiple second reinforcing ribs and embedding a portion of the first reinforcing post into the clearance grooves, the first reinforcing post can directly contact and be fixed with multiple second reinforcing ribs. This allows for a tight fit between the first reinforcing post and the second reinforcing ribs, thereby improving the connection strength between the first reinforcing post and the inner panel, and thus enhancing the rigidity and strength of the vehicle frame. It also simplifies the assembly process and reduces manufacturing costs.

[0051] In some embodiments, the vehicle frame further includes at least one mounting joint connected to the side of the inner panel facing the outer side panel and connected to the first reinforcing post.

[0052] In this embodiment, by setting an installation joint to connect the first reinforcing column and the inner panel, the connection between the first reinforcing column and the inner panel is made more stable and reliable, which can improve the stiffness and strength distribution of the side part of the vehicle frame, thereby improving the vehicle's collision resistance.

[0053] In some embodiments, the mounting connector includes a base plate and at least one reinforcing rib, the reinforcing rib being connected to the side of the base plate facing the outer side panel, and the surface of the base plate facing away from the outer side panel being connected to the inner panel.

[0054] In this embodiment of the application, by making the mounting joint include a base plate and at least one reinforcing rib, the structural strength and connection reliability of the mounting joint can be improved, thereby improving the connection strength between the first reinforcing column and the inner plate, and further improving the stiffness and strength of the side portion of the vehicle frame, thus improving the vehicle's collision resistance performance.

[0055] In some embodiments, a plurality of reinforcing ribs are provided, at least a portion of which forms a mounting groove with the substrate, and a portion of the first reinforcing post fills the mounting groove and is connected to the mounting groove.

[0056] Thus, at least a portion of the multiple reinforcing ribs forms a mounting groove with the substrate. This mounting groove connects to the first reinforcing post. The reinforcing ribs forming the mounting groove not only connect to the first reinforcing post but also enhance the strength and rigidity of the mounting joint, thereby improving the connection strength between the mounting joint and the first reinforcing post. Furthermore, by embedding a portion of the first reinforcing post into the mounting groove, the shear resistance and bending moment resistance of the connection area can be effectively improved. The combination of the mounting groove and the first reinforcing post not only improves the overall mechanical properties of the structure but also simplifies the assembly process.

[0057] In some embodiments, the mounting connector is a one-piece die-cast aluminum component.

[0058] By using one-piece die-cast aluminum parts as mounting joints, the load-bearing capacity and rigidity of the side sections of the vehicle frame can be effectively improved, while reducing the number of mechanical connections, thereby achieving cost reduction and efficiency improvement.

[0059] In some embodiments, the wall thickness of the substrate and / or reinforcing ribs is greater than or equal to 2.5 mm and less than or equal to 10 mm.

[0060] This configuration, by limiting the wall thickness of the base plate and / or reinforcing ribs to a range of 2.5 mm or greater and 10 mm or less, satisfies the strength requirements of the mounting joints while reducing structural redundancy caused by excessive increases in wall thickness. The base plate and reinforcing ribs work synergistically to improve the lightweight and high strength of the side sections of the vehicle frame.

[0061] In some embodiments, a portion of the side panel forms a sill beam of the vehicle, the sill beam having a fourth recessed groove facing outwards of the vehicle body, and the vehicle body frame also includes a second reinforcing post, a second connector, and a mounting joint, the second reinforcing post filling at least the fourth recessed groove, one end of the first reinforcing post being connected to the second reinforcing post via the second connector, and the other end being connected to the inner panel via the mounting joint.

[0062] The second reinforcing column is used to enhance the structural strength of the sill beam of the main frame beam. The lower end of the first reinforcing column is connected to the second reinforcing column through the second connector, and the upper end of the first reinforcing column is connected to the inner panel through the mounting joint. In this way, the second reinforcing column, the second connector, the first reinforcing column, the first protrusion, the first connector and the roof crossbeam form a load-bearing path with relatively high strength, thereby improving the vehicle's impact resistance.

[0063] In some embodiments, the first reinforcing column includes a first tube body with an internal cavity, the first tube body having a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the first tube body.

[0064] The first tube body has a cavity, which reduces the weight of the material. Furthermore, in the event of an impact, the cavity deforms to absorb the impact force, thus reducing its destructive potential. The polygonal cross-sectional shape improves the connection stability between the first tube body of the first reinforcing pillar and the outer and inner side panels, thereby contributing to the improvement of the structural strength and rigidity of the vehicle frame.

[0065] In some embodiments, the wall thickness of the first tube body is greater than or equal to 2 mm and less than or equal to 5 mm.

[0066] In this way, by setting the thickness of the tube wall of the first tube body within the range of greater than or equal to 2 mm and less than or equal to 5 mm, the strength of the first tube body can be greatly enhanced, and the thickness is not too large, which would affect the lightweight and miniaturization of the vehicle frame.

[0067] In some embodiments, the first reinforcing column further includes at least one first reinforcing rib disposed in the cavity of the first tube body.

[0068] The first tube body has a first reinforcing rib inside its cavity, which provides additional structural support for the first tube body, thereby enhancing the rigidity and strength of the first reinforcing column and further improving the collision resistance of the vehicle frame.

[0069] In some embodiments, in a cross-section perpendicular to the extending direction of the first tube body, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the first tube body.

[0070] Therefore, the impact force acting on the first reinforcing column can be transmitted through the tube wall of the first tube body to the first reinforcing rib inside, so that the first reinforcing rib can absorb part of the impact force, thereby helping to further improve the stiffness and strength of the first reinforcing column.

[0071] In some embodiments, the first reinforcing column is an integral aluminum extrusion structure.

[0072] Aluminum extruded tubes are aluminum tubing produced through an extrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high rigidity, reducing deformation under stress. Furthermore, aluminum's low density contributes to weight reduction compared to traditional steel vehicles. The first tube body and the first reinforcing rib are integrated into a single structure. This integrated structure enhances the overall structural strength and rigidity of the first reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0073] In some embodiments, the vehicle also includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0074] This design allows for the separation and decoupling of the body frame and chassis, enabling the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis, making it adaptable to various vehicle models.

[0075] In some embodiments, the vehicle further includes a chassis, a body frame mounted on the chassis and together forming a passenger compartment, and a battery unit mounted on the chassis, the housing of the battery unit forming at least a portion of the floor of the passenger compartment.

[0076] By integrating the battery pack into the passenger compartment floor, additional brackets 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.

[0077] The beneficial effects of this disclosure include: providing a vehicle with high impact resistance and light weight. Attached Figure Description

[0078] 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:

[0079] Figure 1 An exploded perspective view of a vehicle according to one or more embodiments;

[0080] Figure 2 This is an exploded perspective view of a vehicle (excluding the chassis) according to one or more embodiments;

[0081] Figure 3 This is a three-dimensional structural schematic diagram of the side portion of a vehicle body frame according to one or more embodiments;

[0082] Figure 4 for Figure 3 Sectional view at point AA;

[0083] Figure 5 for Figure 3 A schematic diagram of the three-dimensional structure after the side panels are removed from the central structure;

[0084] Figure 6 for Figure 5 Enlarged view of point A in the middle;

[0085] Figure 7 for Figure 3 A three-dimensional exploded structural diagram of the medium structure;

[0086] Figure 8 for Figure 7 Enlarged view of point B in the middle;

[0087] Figure 9 for Figure 7 Enlarged view of point C in the middle;

[0088] Figure 10 for Figure 7 Enlarged view of point D in the middle;

[0089] Figure 11 This is a cross-sectional structural schematic diagram of a first reinforcing column according to one or more embodiments.

[0090] Explanation of reference numerals in the attached figures

[0091] 1000. Vehicle; 100. Chassis; 200. Body frame; 20. Main frame beam; 201. A-pillar; 202. B-pillar; 203. C-pillar; 204. Upper side beam; 205. Sill beam; 206. Roof crossbeam; 2061. Front roof crossbeam; 2062. Rear roof crossbeam; 207. Bumper; 208. Hood; 209. Door; 1. Outer side panel; 2. Inner panel; 21. First protrusion; 211. Part 1; 212; Part 2; 22; Third groove; 3; First connector; 31; First groove; 32; Second protrusion; 33; Second groove; 4; First reinforcing post; 41; First tube body; 42; First reinforcing rib; 51; First reinforcing rib; 52; Second reinforcing rib; 53; Clearance groove; 6; Mounting joint; 61; Base plate; 62; Reinforcing rib; 63; Mounting groove; 8; Second connector; 9; Water channel cover. Detailed Implementation

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] The following is a detailed description of this application.

[0101] A vehicle's impact resistance is related to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. The structural strength of the side panels of the vehicle's body frame is related to the vehicle's impact resistance.

[0102] The inventors of this application have noted that in related technologies, the side panel of the vehicle body frame includes an outer side panel, an inner side panel, and multiple aluminum structural components, such as sill beam joints, reinforcing tube beams, and aluminum connecting components that connect the reinforcing tube beams to the roof crossbeams, which together constitute the main load-bearing path of the side panel. In particular, there is usually a lack of direct structural connection between the inner side panel and the outer side panel, resulting in low stiffness for both the outer and inner side panels. Furthermore, the use of multiple aluminum structural components to reinforce the insufficient stiffness is detrimental to the lightweighting of the vehicle body frame.

[0103] To this end, the inventors of this application have designed a vehicle, which includes a vehicle body frame. The vehicle body frame includes a frame beam body, an inner panel, a first connector, and a first reinforcing column. At least a portion of the frame beam body constitutes the side outer panel and the roof crossbeam of the vehicle. The inner panel is connected to the inner side of the side outer panel along the inward and outward direction of the vehicle body. The first connector is connected to the surface of the inner panel facing the side outer panel and is also connected to the roof crossbeam. The first reinforcing column is connected to the side of the inner panel facing the side outer panel. The first reinforcing column is located on the lower side of the first connector along the vertical direction of the vehicle body and is spaced apart from the first connector. The inner panel forms a first protrusion protruding toward the side outer panel. The first protrusion is connected to the first connector and is at least partially located between the first connector and the first reinforcing column. The first protrusion is connected to the side outer panel.

[0104] The vehicle designed in this way features an inner panel with a first protrusion that connects to the outer side panel, creating a large-area connection between them and enhancing the strength of the vehicle frame. Furthermore, a first reinforcing post connects to the inner panel facing the outer side panel, and at least a portion of the first protrusion is located between the first connector and the first reinforcing post. Therefore, the first reinforcing post, the first protrusion, the first connector, and the roof crossbeam form a high-strength load-bearing path, further strengthening the vehicle frame and improving its impact resistance. Additionally, the high structural strength of the first protrusion on the inner panel eliminates the need for an aluminum connecting component between the first connector and the first reinforcing post, reducing the number of components and thus achieving weight reduction. Moreover, the connection between the inner panel and the outer side panel at the first protrusion effectively isolates the acoustic cavity between the outer side panel and the inner panel, improving the modal characteristics of the acoustic cavity and enhancing the overall NVH (Noise, Vibration, Harshness) performance of the vehicle.

[0105] In the following embodiments, for ease of explanation, the description is provided in conjunction with the accompanying drawings.

[0106] Figure 1 An exploded structural diagram of a vehicle 1000 provided for some embodiments of this application.

[0107] Vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc. This application's embodiments do not impose special limitations on the aforementioned vehicles. Figure 1 As shown, the vehicle 1000 includes a chassis 100 and a body frame 200 disposed above the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000.

[0108] For example, the body frame 200 and the chassis 100 are welded together.

[0109] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0110] When the chassis 100 adopts a skateboard chassis integrating the three-electric system, the body frame 200 can be connected to the skateboard chassis in a detachable manner. For example, the detachable connection can be achieved by using multiple circumferential bolts. The following description uses the cooperation between the body frame and the skateboard chassis as an example.

[0111] This configuration allows for the separation and decoupling of the body frame 200 and the chassis 100, enabling the body frame 200 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis 100, making it adaptable to various vehicle models.

[0112] In some embodiments of this application, the vehicle frame 200 and chassis 100 together enclose the passenger compartment of the vehicle 1000, the vehicle 1000 including a battery device, the housing of the battery device forming at least a portion of the floor of the passenger compartment.

[0113] By integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0114] Figure 2 An exploded perspective view of a vehicle 1000 (excluding chassis 100) provided for some embodiments of this application.

[0115] like Figure 2 As shown, vehicle 1000 typically includes a load-bearing structure and an exterior structure. The load-bearing structure includes structures such as A-pillar 201, B-pillar 202, C-pillar 203, upper side beam 204, sill beam 205, roof crossbeam 206, and bumper 207. The exterior structure typically includes structures such as hood 208 and door 209.

[0116] Below, refer to Figures 1 to 11 Some embodiments of this application will be described in detail.

[0117] Figure 3 This is a three-dimensional structural schematic diagram of the side portion of a vehicle body frame according to one or more embodiments; Figure 4 for Figure 3 Sectional view at point AA; Figure 5 for Figure 3 A schematic diagram of the three-dimensional structure after the side panels are removed from the central structure; Figure 6 for Figure 5 Enlarged view of point A in the middle; Figure 7 for Figure 3 A three-dimensional exploded structural diagram of the medium structure; Figure 8 for Figure 7 Enlarged view of point B in the middle; Figure 9 for Figure 7 Enlarged view of point C in the middle; Figure 10 for Figure 7 Enlarged view of point D in the middle; Figure 11 This is a cross-sectional structural schematic diagram of a first reinforcing column according to one or more embodiments.

[0118] In some embodiments of this application, for ease of explanation, the inward and outward directions of the vehicle body, the forward and backward directions of the vehicle body, and the up and down directions of the vehicle body are defined. In the accompanying drawings, the direction of arrow ab is referred to as the "inward and outward directions of the vehicle body", and the direction of arrow cd is referred to as the "up and down directions of the vehicle body". Among them, the direction pointed to by arrow a is the inner side of the vehicle body, the direction pointed to by arrow b is the outer side of the vehicle body, the direction pointed to by arrow c is the upper side of the vehicle body, and the direction pointed to by arrow d is the lower side of the vehicle body.

[0119] like Figures 1 to 5 As shown, this application provides a vehicle 1000, including a vehicle body frame 200. The vehicle body frame 200 includes a frame beam body 20, an inner panel 2, a first connector 3, and a first reinforcing column 4. At least a portion of the frame beam body 20 constitutes the side outer panel 1 and the roof crossbeam 206 of the vehicle 1000. The inner panel 2 is connected to the inner side of the side outer panel 1 along the inward and outward direction ab of the vehicle body. The first connector 3 is connected to the surface of the inner panel 2 facing the side outer panel 1 and is also connected to the roof crossbeam 206. The first reinforcing column 4 is connected to the side of the inner panel 2 facing the side outer panel 1. The first reinforcing column 4 is located on the lower side of the first connector 3 along the vertical direction cd of the vehicle body and is spaced apart from the first connector 3. The inner panel 2 forms a first protrusion 21 protruding toward the side outer panel 1. The first protrusion 21 is connected to the first connector 3 and is at least partially located between the first connector 3 and the first reinforcing column 4. The first protrusion 21 is connected to the side outer panel 1.

[0120] For example, the connection between the first protrusion 21 and the side outer panel 1 can be made by means including but not limited to bonding, fastener connection, etc. The bonding can be done with structural adhesive, and the fasteners include but are not limited to bolts, studs, screws and rivets.

[0121] For example, the connection between the first protrusion 21 and the first connector 3 can be made by means including but not limited to bonding, fastener connection, etc. The bonding can be done with structural adhesive, and the fasteners include but are not limited to bolts, studs, screws and rivets.

[0122] For example, a portion of the first connector 3 is connected to the first protrusion 21 of the inner plate 2, and the other portion of the first connector 3 is connected to the other portion of the inner plate 2 other than the first protrusion 21. The connection method includes, but is not limited to, bonding, fastener connection, etc. The bonding can be done with structural adhesive, and the fasteners include, but are not limited to, bolts, studs, screws and rivets.

[0123] For example, the connection between the first connector 3 and the roof crossbeam 206 can be made by means including but not limited to adhesive bonding and fastener connection. The adhesive bonding can be done with structural adhesive, and the fasteners include but are not limited to bolts, studs, screws and rivets.

[0124] For example, the connection methods between the first reinforcing column 4 and the inner plate 2 include, but are not limited to, bonding and fastener connection. The bonding can be done with structural adhesive, and the fasteners include, but are not limited to, bolts, studs, screws and rivets.

[0125] Structural adhesives include, but are not limited to, epoxy-based structural adhesives, silicone structural adhesives, and polyurethane structural adhesives.

[0126] It should be noted that the first protrusion 21 may be connected to the first reinforcing post 4, or it may not be connected to the first reinforcing post 4, see [link / reference]. Figure 6 As shown, there is a certain distance between the first protrusion 21 and the first reinforcing column 4.

[0127] It should be noted that the roof crossbeam 206 includes at least one of the front roof crossbeam 2061, the middle roof crossbeam, and the rear roof crossbeam 2062.

[0128] The vehicle 1000 provided in this embodiment has an inner panel 2 with a first protrusion 21, which is connected to the outer side panel 1, creating a relatively large connection between the outer side panel 1 and the inner panel 2, thereby improving the strength of the vehicle frame 200. Furthermore, a first reinforcing column 4 is connected to the side of the inner panel 2 facing the outer side panel 1, and at least a portion of the first protrusion 21 is located between the first connector 3 and the first reinforcing column 4. Therefore, the first protrusion 21 can share the load to a certain extent, thus forming a high-strength load-bearing path with the first reinforcing column 4, the first protrusion 21, the first connector 3, and the roof beam 206, thereby improving the impact resistance of the vehicle 1000. Moreover, the high structural strength of the first protrusion 21 of the inner panel 2 eliminates the need for an aluminum connecting member between the first connector 3 and the first reinforcing column 4, thereby reducing the number of parts and achieving weight reduction. In addition, the inner panel 2 is connected to the outer side panel 1 at the first protrusion 21. The first protrusion 21 effectively isolates the acoustic cavity between the outer side panel 1 and the inner panel 2, improves the modality of the acoustic cavity, and improves the NVH (Noise, Vibration, Harshness) performance of the whole vehicle.

[0129] In some embodiments, such as Figure 4 As shown, the first connector 3 is connected to the surface of the outer side panel 1 facing the inner panel 2.

[0130] For example, the connection methods between the first connector 3 and the side panel 1 include, but are not limited to, bonding and fastener connection. The bonding can be done with structural adhesive, and the fasteners include, but are not limited to, bolts, studs, screws and rivets.

[0131] Thus, by connecting the first connector 3 to the surface of the outer side panel 1 facing the inner panel 2, the load can be transferred more directly, reducing the interference of the intermediate structure on the connection effect, thereby enhancing the overall stability of the vehicle frame 200 and improving its load-bearing capacity. Moreover, since the first connector 3 connects to both the inner panel 2 and the outer side panel 1, a tighter connection between the inner panel 2 and the outer side panel 1 can be achieved, effectively improving the overall rigidity and connection reliability of the side portion of the vehicle frame 200, thereby improving the impact resistance of the vehicle 1000.

[0132] In some embodiments, such as Figure 4 and Figure 6 As shown, the first connector 3 has a first groove 31 recessed toward the side outer plate 1, and part of the first protrusion 21 is filled in the first groove 31.

[0133] For example, the portion of the first protrusion 21 that fills the first groove 31 is connected to the inner wall of the first groove 31 by means of, but not limited to, adhesive, fasteners, etc. The adhesive can be structural adhesive, and the fasteners include, but are not limited to, bolts, studs, screws and rivets.

[0134] The first groove 31 refers to a recessed structure formed in the first connector 3, facing the outer side panel 1, used to accommodate a portion of the first protrusion 21, thereby achieving a mating connection between the first connector 3 and the inner panel 2. The first groove 31 provides a larger contact area, improves connection strength, and enhances the rigidity and stability of the side portion of the vehicle frame 200. The first groove 31 can be rectangular, trapezoidal, or other suitable shapes for mating, designed according to actual assembly requirements, without excessive restrictions here.

[0135] The first protrusion 21 is a raised structure provided on the inner plate 2, used to partially embed into the first groove 31 to form a fitting connection. By partially filling the first groove 31, the first protrusion 21 makes the connection more stable, reduces the use of mechanical connectors, and facilitates weight reduction and cost reduction.

[0136] In this embodiment of the application, by using the interlocking connection between the first groove 31 and the first protrusion 21, the contact area at the connection can be increased, thereby improving the structural strength of the vehicle frame 200 and thus improving the impact resistance of the vehicle 1000.

[0137] In some embodiments, such as Figure 4 and Figure 6 As shown, the end face of the first protrusion 21 facing the side outer panel 1 includes a first part 211 and a second part 212 connected together. The first part 211 is located on the upper side of the second part 212 along the vertical direction cd of the vehicle body. The first part 211 is connected to the bottom wall of the first groove 31, and the second part 212 is connected to the side outer panel 1.

[0138] The first part 211 and the second part 212 are two regions distributed along the vertical direction cd of the end face of the first protrusion 21 on the vehicle body, with the first part 211 located at the top and the second part 212 located at the bottom. It can be understood that the whole formed by connecting the first part 211 and the second part 212 can be the entire end face of the first protrusion 21, or it can be a part of the end face of the first protrusion 21.

[0139] It is understandable that the first part 211 is connected to the surface of the outer side panel 1 opposite to the bottom wall of the first groove 31, that is, the bottom wall of the first groove 31 is located between the first part 211 and the outer side panel 1, hence there is a gap between the first part 211 and the outer side panel 1. The second part 212 is connected to the outer side panel 1. The second part 212 and the outer side panel 1 can directly abut against each other or indirectly. When the second part 212 and the outer side panel 1 directly abut against each other, the second part 212 protrudes more than the first part 211.

[0140] For example, the first portion 211 of the first protrusion 21 directly contacts and connects to the bottom wall of the first groove 31. The second portion 212 of the first protrusion 21 directly contacts and connects to the outer side panel 1.

[0141] For example, the connection between the first portion 211 of the first protrusion 21 and the bottom wall of the first groove 31 includes, but is not limited to, bonding, fastener connection, etc. The bonding can be done with structural adhesive, and the fasteners include, but are not limited to, bolts, studs, screws and rivets.

[0142] For example, the connection between the second part 212 of the first protrusion 21 and the outer side panel 1 includes, but is not limited to, bonding, fastener connection, etc. The bonding can be done with structural adhesive, and the fasteners include, but are not limited to, bolts, studs, screws and rivets.

[0143] The first part 211 of the first protrusion 21 is connected to the bottom wall of the first groove 31, and the second part 212 of the first protrusion 21 is connected to the outer side panel 1, so that the inner panel 2 is connected to both the first connector 3 and the outer side panel 1, thereby improving the structural strength of the side part of the vehicle frame 200 and thus improving the impact resistance of the vehicle 1000.

[0144] In some embodiments, such as Figure 4 and Figure 6 As shown, the bottom wall of the first groove 31 has a second protrusion 32 that protrudes toward the outer side panel 1, and the second protrusion 32 is connected to the surface of the outer side panel 1 facing the inner panel 2.

[0145] For example, the connection between the second protrusion 32 and the outer side panel 1 can be made by means including but not limited to bonding, fastener connection, etc. The bonding can be done with structural adhesive, and the fasteners include but are not limited to bolts, studs, screws and rivets.

[0146] Thus, by providing a second protrusion 32 on the bottom wall of the first groove 31 and connecting the second protrusion 32 to the outer side panel 1, a direct connection between the first connector 3 and the outer side panel 1 can be achieved without adding additional parts, thereby improving the rigidity and modal performance of the side portion of the vehicle frame 200. Furthermore, the connection between the second protrusion 32 and the outer side panel 1 effectively isolates the acoustic cavity between the outer side panel 1 and the inner panel 2, reducing the noise propagation path between the outer side panel 1 and the inner panel 2, and improving the NVH performance of the vehicle 1000.

[0147] In some embodiments, such as Figure 4 As shown, the bottom wall of the first groove 31 has a second groove 33 formed on the side opposite to the second protrusion 32.

[0148] There is a complementary spatial relationship between the second groove 33 and the second protrusion 32. The second protrusion 32 protrudes outward to form a connection surface with the side panel 1; while the second groove 33 recedes inward to provide additional structural support and stress dispersion path for the connection. The second groove 33 can effectively reduce the risk of cracking caused by stress concentration in the connection area, while improving the structural stability of the side portion of the vehicle frame 200.

[0149] Furthermore, during the bonding process between the first connector 3 and the first protrusion 21, the second groove 33 guides the adhesive to fill the edges and corners of the bonding interface, increasing the flow path and distribution range of the adhesive, thereby improving the bonding quality. Therefore, the second groove 33 can enhance sealing and structural integrity. In addition, the second groove 33 can further improve the rigidity of the first connector 3, and the second groove 33 can reduce the impact of external impacts on the bonding area.

[0150] In some embodiments, such as Figure 6 As shown, the first protrusion 21 is elongated and extends in the direction from the first connector 3 toward the first reinforcing post 4.

[0151] The term "elongated" refers to a shape in which the first protrusion 21 is significantly larger than other dimensions in one dimension (such as length), distinguishing it from circles, squares, or other geometric shapes.

[0152] For example, the upper part of the first protrusion 21 is embedded in the first groove 31 of the first connector 3, and the rest is located outside the first groove 31 and extends along the arc toward the first reinforcing post 4.

[0153] The first protrusion 21 extends from the first connector 3 along the surface of the inner panel 2 towards the first reinforcing column 4. This arrangement allows the load transmitted from the first connector 3 to be transferred along the first protrusion 21 towards the first reinforcing column 4, forming a high-strength load-bearing path with the roof beam 206, the first connector 3, the first protrusion 21, and the first reinforcing column 4, thus further enhancing the strength of the vehicle frame 200. Furthermore, it allows the first protrusion 21 to connect with the outer side panel 1 over a longer range, effectively improving the structural strength of the side panel.

[0154] In some embodiments, such as Figure 6 As shown, from the end of the first protrusion 21 connected to the first connector 3 towards the end approaching the first reinforcing post 4, the size of the first protrusion 21 gradually decreases in the direction perpendicular to its extension direction and the inward and outward directions of the vehicle body (ab); and / or, a portion of the surface of the first protrusion 21 contacts and connects with the outer side panel 1, and from the portion of the first protrusion 21 connected to the outer side panel 1 towards the end approaching the first reinforcing post 4, the size of the first protrusion 21 gradually decreases in the inward and outward directions of the vehicle body.

[0155] For ease of understanding, the direction in which the first protrusion 21 extends from the first connector 3 to the first reinforcing post 4 is called the length direction, the protrusion direction of the first protrusion 21 is called the height direction, and the direction perpendicular to both the length direction and the height direction is called the width direction.

[0156] For example, such as Figure 6 As shown, the surface of the first protrusion 21 that connects with the outer side panel 1 is the second part 212, and the portion of the first protrusion 21 located below the second part 212 gradually decreases in height from top to bottom.

[0157] For example, such as Figure 6 As shown, the width of the first protrusion 21 gradually decreases from top to bottom.

[0158] Thus, the upper part of the first protrusion 21 has a relatively large width, allowing for a larger contact area with the first groove 31 covering its outer side. This improves the connection strength and stability between the inner panel 2 and the first connector 3, and enhances the structural strength of the side portion of the vehicle frame 200. Furthermore, the width of the portion of the first protrusion 21 outside the first groove 31 gradually decreases, helping to reduce material usage without compromising structural strength. Additionally, the portion of the first protrusion 21 below the second part 212 gradually decreases in height from top to bottom, further contributing to weight reduction in the vehicle 1000 without affecting structural strength.

[0159] In some embodiments, such as Figure 4As shown, the inner plate 2 has a third groove 22 formed on the side opposite to the first protrusion 21, and at least one first reinforcing rib 51 is provided in the third groove 22.

[0160] Optionally, there may be one or more first reinforcing ribs 51. When there are multiple first reinforcing ribs 51, the multiple first reinforcing ribs 51 may be arranged in a generally parallel manner or in an intersecting manner. The distance between adjacent first reinforcing ribs 51 may be equal or unequal.

[0161] For example, the inner panel 2 is formed by molding process. During the molding process of the inner panel 2, the first protrusion 21 and the third groove 22 are simultaneously formed.

[0162] For example, an inner plate 2 having a first protrusion 21 and a third groove 22 is formed by compression molding using a compression molding process, and a first reinforcing rib 51 disposed in the third groove 22 is formed by injection molding.

[0163] The third groove 22 refers to an inwardly recessed structure on the inner panel 2 located opposite the first protrusion 21. By providing the third groove 22, the structural strength can be enhanced without increasing the thickness of the inner panel 2, while reducing the amount of material used, thus facilitating weight reduction. At least one first reinforcing rib 51 is provided within the third groove 22, improving the rigidity and bending resistance of the inner panel 2. Since the first reinforcing rib 51 has high rigidity in the inward and outward directions ab of the vehicle body, it can effectively resist the deformation of the inner panel 2 under external loads, thereby improving the rigidity of the vehicle 1000. The third groove 22 and the first reinforcing rib 51 work together to enable the inner panel 2 to maintain its lightweight while possessing higher structural stability.

[0164] In some embodiments, such as Figure 4 As shown, there are multiple first reinforcing ribs 51, and at least a portion of the multiple first reinforcing ribs 51 are arranged to intersect each other.

[0165] At least a portion of the multiple first reinforcing ribs 51 are arranged intersecting each other, indicating that in certain areas, the first reinforcing ribs 51 extending in different directions intersect each other, forming a grid-like or cross-shaped structural layout. This intersecting arrangement effectively enhances the load-bearing capacity and deformation resistance of the inner plate 2 in multiple directions, thereby reducing structural failure caused by localized stress concentration. The intersecting structure also helps to evenly distribute external forces, improving the strength and stiffness of the third groove 22 in the inner plate 2.

[0166] In some embodiments, such as Figure 4 As shown, the thickness of the first reinforcing rib 51 is greater than or equal to 1.4 mm and less than or equal to 5 mm; and / or, the dimension of the first reinforcing rib 51 along the inward and outward directions of the vehicle body is greater than or equal to 2 mm and less than or equal to 200 mm.

[0167] For example, the thickness of the first reinforcing rib 51 can be, but is not limited to, 1.4mm, 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5mm.

[0168] For example, the dimensions of the first reinforcing rib 51 along the inward and outward directions of the vehicle body can be, but are not limited to, 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 20mm, 30mm, 40mm, 50mm, 60mm, 70mm, 80mm, 90mm, 100mm, 110mm, 120mm, 130mm, 140mm, 150mm, 160mm, 170mm, 180mm, 190mm, and 200mm.

[0169] If the first reinforcing rib 51 is too thin, it may result in insufficient structural rigidity, failing to effectively support the inner panel 2; while if it is too thick, it will increase material costs and may affect assembly space. By controlling the thickness of the first reinforcing rib 51 between 1.4mm and 5mm, it is possible to further reduce weight while meeting structural strength requirements. If the dimensions of the first reinforcing rib 51 along the inward and outward directions of the vehicle body are too small, it may not provide sufficient structural support or connection area, while if the dimensions are too large, it may lead to material waste, increased weight, and increased manufacturing costs. By limiting the dimensions of the first reinforcing rib 51 along the inward and outward directions ab of the vehicle body to between 2mm and 200mm, the first reinforcing rib 51 can meet the structural connection function without causing unnecessary resource consumption.

[0170] In some embodiments, such as Figure 4 As shown, the first reinforcing rib 51 has a dimension of greater than or equal to 2 mm and less than or equal to 80 mm in the inward and outward directions ab of the vehicle body.

[0171] For example, the dimensions of the first reinforcing rib 51 along the inward and outward directions of the vehicle body can be, but are not limited to, 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 20mm, 30mm, 40mm, 50mm, 60mm, 70mm, 71mm, 72mm, 73mm, 74mm, 75mm, 76mm, 77mm, 78mm, 79mm, and 80mm.

[0172] By limiting the dimensions of the first reinforcing rib 51 in the inward and outward directions of the vehicle body to between 2mm and 80mm, both structural strength and lightweighting can be achieved.

[0173] In some embodiments, the first reinforcing rib 51 comprises an integral injection-molded rib of fiber-reinforced composite material, wherein the fiber-reinforced composite material comprises PP+GF40.

[0174] For example, the first reinforcing rib 51 is made of PP+GF40, which is a composite material formed by adding 40% glass fiber (GF) to polypropylene (PP). The fiber-reinforced composite material PP+GF40 has high specific strength and stiffness, while also possessing good impact resistance and dimensional stability. Furthermore, PP+GF40 has a low density, which is beneficial for reducing the weight of the first reinforcing rib 51, thus contributing to the lightweighting of the vehicle 1000.

[0175] One-piece injection-molded ribs refer to reinforcing rib structures that are integrally formed within the third groove 22 of the inner plate 2 during the injection molding process. Compared with traditional segmented welding or assembly methods, using one-piece injection-molded ribs can reduce the number of parts and assembly steps, and can improve the rigidity of the structure and the reliability of the connection.

[0176] Thus, by setting the first reinforcing rib 51 as an integral injection-molded rib of fiber-reinforced composite material and using PP+GF40 as the material, the structural strength and stiffness of the inner plate 2 can be improved, meeting the strength requirements for the load to be transferred from the first connector 3 to the first reinforcing column 4, thereby reducing the use of aluminum connecting components, which is beneficial for weight reduction and cost reduction.

[0177] In some embodiments, the inner panel 2 comprises an integral molded plate of fiber-reinforced composite material, the fiber-reinforced composite material comprising PP+GF70.

[0178] For example, the inner panel 2 is made of PP+GF70, which is a composite material made by adding 70% glass fiber to a polypropylene (PP) resin matrix. PP+GF70 has excellent mechanical and processing properties. Compared with traditional metal materials, PP+GF70 has a lower density and higher strength.

[0179] An integrally molded plate is a composite material sheet formed by pressing with a mold, characterized by its compact structure, high dimensional accuracy, and good surface quality. In the embodiments of this application, the inner plate 2 adopts the form of an integrally molded plate, which improves the rigidity and sealing performance of the inner plate 2.

[0180] Thus, by making the inner panel 2 into a one-piece molded plate of fiber-reinforced composite material, the overall rigidity and strength of the side section of the vehicle body frame 200 are effectively improved, while the use of traditional aluminum connecting components is reduced, thereby reducing the vehicle's weight by 1000. In addition, the structure of the one-piece molded plate using fiber-reinforced composite material can better isolate the sound cavity, improve NVH performance, and enhance ride comfort.

[0181] In some embodiments, the wall thickness of the inner plate 2 is greater than or equal to 1.4 mm and less than or equal to 5 mm.

[0182] For example, the wall thickness of the inner panel 2 can be, but is not limited to, 1.4mm, 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, and 5mm.

[0183] In this embodiment of the application, by limiting the wall thickness of the inner panel 2 to be greater than or equal to 1.4 mm and less than or equal to 5 mm, the inner panel 2 has both sufficient structural strength and is conducive to lightweighting, thereby improving the overall strength and NVH performance of the vehicle frame 200, and thus improving the driving stability and comfort of the vehicle 1000.

[0184] In some embodiments, the side panel 1 comprises an integral molded plate of fiber-reinforced composite material, the fiber-reinforced composite material comprising PP+GF70.

[0185] For example, the outer side panel 1 is made of PP+GF70, which is a composite material made by adding 70% glass fiber to a polypropylene (PP) resin matrix. PP+GF70 has excellent mechanical and processing properties. Compared with traditional metal materials, PP+GF70 has a lower density and higher strength.

[0186] An integrally molded plate is a composite material sheet formed by pressing with a mold, characterized by its compact structure, high dimensional accuracy, and good surface quality. In the embodiments of this application, the side panel 1 adopts the form of an integrally molded plate, which improves the rigidity and sealing performance of the side panel 1.

[0187] Thus, by making the side panel 1 into a one-piece molded plate of fiber-reinforced composite material, the overall rigidity and strength of the side section of the vehicle frame 200 are effectively improved, while the use of traditional aluminum connecting components is reduced, thereby reducing the weight of the vehicle 1000. In addition, the structure of the one-piece molded plate using fiber-reinforced composite material can better isolate the sound cavity, improve NVH performance, and enhance ride comfort.

[0188] In some embodiments, the wall thickness of the outer side panel 1 is greater than or equal to 1.4 mm and less than or equal to 2 mm.

[0189] For example, the wall thickness of the side panel 1 can be, but is not limited to, 1.4mm, 1.45mm, 1.5mm, 1.55mm, 1.6mm, 1.65mm, 1.7mm, 1.75mm, 1.8mm, 1.85mm, 1.9mm, 1.95mm, or 2mm.

[0190] This design limits the wall thickness of the outer side panel 1 to a range of greater than or equal to 1.4 mm and less than or equal to 2 mm, which satisfies the structural strength requirements and facilitates weight reduction.

[0191] For example, the side panel 1 is made of PP+GF70, and the wall thickness of the side panel 1 is greater than or equal to 1.4 mm and less than or equal to 2 mm. In this way, by limiting the wall thickness of the side panel 1 to between 1.4 mm and 2 mm, the performance advantages of thermoplastic composite materials can be fully utilized, and the weight can be further reduced while meeting the structural strength requirements, and NVH performance can be improved at the same time.

[0192] In some embodiments, the maximum dimension of the first protrusion 21 in the inward / outward direction ab of the vehicle body is greater than or equal to 2 mm and less than or equal to 100 mm.

[0193] It is understandable that the height of the highest point of the first protrusion 21 is greater than or equal to 2mm and less than or equal to 100mm.

[0194] For example, the maximum dimension of the first protrusion 21 in the direction inward and outward of the vehicle body can be, but is not limited to, 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 20mm, 30mm, 40mm, 50mm, 60mm, 70mm, 80mm, 90mm, or 100mm.

[0195] In this embodiment, by setting the first protrusion 21 to have a dimension greater than or equal to 2mm and less than or equal to 100mm in the inward and outward directions of the vehicle body, the connection between the outer side panel 1 and the inner panel 2 can have sufficient structural strength without causing unnecessary space waste, which is beneficial to the lightweighting and miniaturization of the vehicle 1000. Moreover, it can also make the size of the cavity between the inner panel 2 and the outer side panel 1 suitable, thereby effectively improving the NVH performance of the vehicle 1000.

[0196] In some embodiments, the maximum dimension of the first protrusion 21 in the inward / outward direction ab is greater than or equal to 40 mm and less than or equal to 80 mm.

[0197] It is understandable that the height of the highest point of the first protrusion 21 is greater than or equal to 40mm and less than or equal to 80mm.

[0198] For example, the dimensions of the first protrusion 21 in the direction inward and outward of the vehicle body can be, but are not limited to, 40mm, 41mm, 42mm, 43mm, 44mm, 45mm, 46mm, 47mm, 48mm, 49mm, 50mm, 51mm, 52mm, 53mm, 54mm, 55mm, 56mm, 57mm, 58mm, 59mm, 60mm, 61mm, 62mm, 63mm, 64mm, 65mm, 66mm, 67mm, 68mm, 69mm, 70mm, 71mm, 72mm, 73mm, 74mm, 75mm, 76mm, 77mm, 78mm, 79mm, and 80mm.

[0199] In this embodiment of the application, the maximum size of the first protrusion 21 in the direction of the vehicle body is set to be greater than or equal to 40 mm and less than or equal to 80 mm. This can effectively enhance the rigidity and strength of the inner panel 2 and improve the support capacity of the first protrusion 21 to the outer side panel 1, thereby improving the rigidity and strength distribution of the vehicle 1000 and enhancing the impact resistance performance of the vehicle 1000.

[0200] In some embodiments, the maximum dimension of the first protrusion 21 in a direction perpendicular to both its extension direction and the inward / outward direction ab of the vehicle body is greater than or equal to 60 mm and less than or equal to 80 mm.

[0201] It is understandable that the width of the widest part of the first protrusion 21 is greater than or equal to 60 mm and less than or equal to 80 mm.

[0202] For example, the maximum dimension of the first protrusion 21 in a direction perpendicular to both its extension direction and the inward / outward direction ab of the vehicle body can be, but is not limited to, 60mm, 61mm, 62mm, 63mm, 64mm, 65mm, 66mm, 67mm, 68mm, 69mm, 70mm, 71mm, 72mm, 73mm, 74mm, 75mm, 76mm, 77mm, 78mm, 79mm, or 80mm.

[0203] In this embodiment of the application, by setting the width of the widest part of the first protrusion 21 to be greater than or equal to 60 mm and less than or equal to 80 mm, the connection strength between the inner panel 2 and the outer side panel 1 or the first connector 3 can be effectively enhanced, thereby improving the rigidity and strength of the vehicle 1000. Furthermore, while meeting the strength requirements, aluminum connecting components can be omitted, thereby reducing the overall vehicle weight and facilitating lightweighting.

[0204] In some embodiments, such as Figure 4 As shown, the inner panel 2 has at least one second reinforcing rib 52 on the surface facing the outer side panel 1.

[0205] For example, in the surface of the inner panel 2 facing the outer side panel 1, a second reinforcing rib 52 is provided around the area of ​​the first protrusion 21.

[0206] Optionally, there may be one or more second reinforcing ribs 52. When there are multiple second reinforcing ribs 52, they may be arranged in a generally parallel manner or in a cross manner. The distance between adjacent second reinforcing ribs 52 may be equal or unequal.

[0207] For example, an inner plate 2 having a first protrusion 21 and a third groove 22 is formed by compression molding using a compression molding process, and a first reinforcing rib 51 disposed in the third groove 22 and a second reinforcing rib 52 disposed on the side of the inner plate 2 facing the side panel 1 are formed by injection molding.

[0208] The second reinforcing rib 52 can improve the structural strength and rigidity of the inner panel 2, enhance the strength and rigidity of the side panel of the vehicle frame 200, and improve the collision resistance of the vehicle 1000. Moreover, the second reinforcing rib 52 can also serve as a sound cavity partition structure, reducing the cavity volume formed between the outer side panel 1 and the inner panel 2, thereby improving the performance of the vehicle 1000.

[0209] In some embodiments, such as Figure 4 As shown, there are multiple second reinforcing ribs 52, and at least a portion of the multiple second reinforcing ribs 52 are arranged to intersect each other.

[0210] At least a portion of the multiple second stiffeners 52 are arranged intersecting each other, indicating that in certain areas, the second stiffeners 52 extending in different directions intersect each other, forming a grid-like or cross-shaped structural layout. This intersecting arrangement effectively enhances the load-bearing capacity and deformation resistance of the inner plate 2 in multiple directions, thereby reducing structural failure caused by localized stress concentration. The intersecting structure helps to evenly distribute external forces, improving the overall strength and stiffness of the inner plate 2.

[0211] In some embodiments, such as Figure 9 As shown, multiple second reinforcing ribs 52 form clearance grooves 53, and at least a portion of the first reinforcing column 4 is filled in the clearance grooves 53.

[0212] For example, the second reinforcing rib 52 is connected to the first reinforcing column 4 by adhesive bonding.

[0213] For example, such as Figure 9 As shown, several second reinforcing ribs 52 are formed with notches, and the several notches are arranged along the extension direction of the first reinforcing column 4 to form a relief groove 53 that can accommodate a part of the first reinforcing column 4.

[0214] In this embodiment, by forming clearance grooves 53 in multiple second reinforcing ribs 52 and filling part of the clearance grooves 53 with the first reinforcing column 4, the first reinforcing column 4 can directly contact and fix with multiple second reinforcing ribs 52, and a tight fit can be made between the first reinforcing column 4 and the second reinforcing ribs 52, thereby improving the connection strength between the first reinforcing column 4 and the inner panel 2, thereby improving the rigidity and strength of the body frame 200, while also simplifying the assembly process and reducing manufacturing costs.

[0215] In some embodiments, such as Figure 7 and Figure 10 As shown, the vehicle frame 200 also includes at least one mounting joint 6, which is connected to the side of the inner panel 2 facing the side outer panel 1 and is connected to the first reinforcing column 4.

[0216] Mounting connector 6 refers to a structural component located on the side of the inner panel 2 facing the outer side panel 1, used to fix the first reinforcing column 4 to the inner panel 2. There can be one or more mounting connectors 6, arranged according to actual structural requirements. For example, mounting connector 6 can be made of die-cast aluminum.

[0217] For example, the mounting joint 6 is connected to the inner plate 2 by riveting and adhesive, which improves the reliability of the structure and enhances the sealing and vibration resistance of the connection interface. For example, the mounting joint 6 is connected to the first reinforcing column 4 by threaded connection, welding or other fixing methods, so that the first reinforcing column 4 can effectively transfer the load and enhance the rigidity and strength of the local structure.

[0218] In this embodiment, by setting the mounting joint 6 to connect the first reinforcing column 4 and the inner plate 2, the connection between the first reinforcing column 4 and the inner plate 2 is made more stable and reliable, which can improve the stiffness and strength distribution of the side part of the vehicle frame 200, thereby improving the collision resistance of the vehicle 1000.

[0219] In some embodiments, such as Figure 10 As shown, the mounting connector 6 includes a base plate 61 and at least one reinforcing rib 62. The reinforcing rib 62 is connected to the side of the base plate 61 facing the outer side panel 1, and the surface of the base plate 61 facing away from the outer side panel 1 is connected to the inner panel 2.

[0220] The base plate 61 is the basic structural component of the mounting joint 6, used to fix the mounting joint 6 to the inner plate 2. The base plate 61 can be a flat plate structure or an uneven curved plate structure. The base plate 61 has a certain rigidity and strength, and can withstand the load from the first reinforcing column 4. The material of the base plate 61 can be metal or high-strength composite material, and the specific choice depends on the overall structure's lightweight requirements and mechanical performance requirements.

[0221] At least one reinforcing rib 62 is a structural reinforcement component disposed on one side of the base plate 61. The function of the reinforcing rib 62 is to improve the overall rigidity and strength of the mounting joint 6. The number, height, and distribution of the reinforcing ribs 62 can be determined according to the actual stress conditions.

[0222] For example, the substrate 61 and the inner plate 2 are connected by means of riveting, bonding or welding.

[0223] In this embodiment of the application, by making the mounting joint 6 include a base plate 61 and at least one reinforcing rib 62, the structural strength and connection reliability of the mounting joint 6 can be improved, thereby improving the connection strength between the first reinforcing column 4 and the inner plate 2, and further improving the stiffness and strength of the side portion of the vehicle frame 200, and improving the collision resistance performance of the vehicle 1000.

[0224] In some embodiments, such as Figure 10 As shown, there are multiple reinforcing ribs 62, and at least a portion of the multiple reinforcing ribs 62 forms a mounting groove 63 with the substrate 61. A portion of the first reinforcing post 4 fills the mounting groove 63 and is connected to the mounting groove 63.

[0225] For example, a portion of the plurality of reinforcing ribs 62 forms a mounting groove 63 with the base plate 61. The mounting groove 63 is used to connect with the first reinforcing post 4, and the remaining portions of the plurality of reinforcing ribs 62 are only used to strengthen the strength and rigidity of the mounting joint 6. For example, the dimension of the reinforcing rib 62 forming the mounting groove 63 in the direction inward and outward of the vehicle body is larger than the dimension of the remaining reinforcing ribs 62 in the direction inward and outward of the vehicle body.

[0226] For example, all of the plurality of reinforcing ribs 62 form a mounting groove 63 with the substrate 61, and the mounting groove 63 is used to connect with the first reinforcing post 4.

[0227] For example, the connection methods between the first reinforcing post 4 and the mounting groove 63 include, but are not limited to, adhesive bonding, threaded connection, etc.

[0228] For example, at least a portion of the plurality of reinforcing ribs 62 may be arranged in a generally parallel manner or may be arranged in a cross manner to form a grid structure, wherein the distance between adjacent first reinforcing ribs 51 may be equal or unequal.

[0229] Thus, at least a portion of the multiple reinforcing ribs 62 forms a mounting groove 63 with the substrate 61. The mounting groove 63 is used to connect with the first reinforcing post 4. The reinforcing ribs 62 forming the mounting groove 63 not only connect the first reinforcing post 4 but also enhance the strength and rigidity of the mounting joint 6, thereby improving the connection strength between the mounting joint 6 and the first reinforcing post 4. In addition, by filling a portion of the first reinforcing post 4 into the mounting groove 63, the shear resistance and bending moment resistance of the connection part can be effectively improved. The combination of the mounting groove 63 and the first reinforcing post 4 not only improves the mechanical properties of the overall structure but also simplifies the assembly process.

[0230] In some embodiments, the mounting connector 6 is a one-piece die-cast aluminum component.

[0231] One-piece aluminum die casting refers to structural components formed through the die casting process of aluminum.

[0232] By using an integrated die-cast aluminum component as the mounting joint 6, the load-bearing capacity and rigidity of the side section of the vehicle frame 200 can be effectively improved, while reducing the number of mechanical connections, thereby achieving the effect of cost reduction and efficiency improvement.

[0233] In some embodiments, the wall thickness of the substrate 61 and / or the reinforcing rib 62 is greater than or equal to 2.5 mm and less than or equal to 10 mm.

[0234] For example, the wall thickness of the substrate 61 can be, but is not limited to, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, and 10mm. The wall thickness of the reinforcing rib 62 can be, but is not limited to, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, and 10mm.

[0235] This configuration, by limiting the wall thickness of the base plate 61 and / or the reinforcing rib 62 to a range of greater than or equal to 2.5 mm and less than or equal to 10 mm, satisfies the strength requirements of the mounting joint 6 while reducing structural redundancy caused by excessive increases in wall thickness. The base plate 61 and the reinforcing rib 62 work synergistically to improve the lightweight and high strength of the side portion of the vehicle body frame 200.

[0236] In some embodiments, such as Figure 7 As shown, part of the side outer panel 1 constitutes the sill beam 205 of the vehicle 1000. The body frame 200 also includes a second connector 8 and a mounting joint 6. One end of the first reinforcing column 4 is connected to the sill beam 205 through the second connector 8, and the other end is connected to the inner panel 2 through the mounting joint 6.

[0237] The lower end of the first reinforcing column 4 is connected to the sill beam 205 via the second connector 8, and the upper end of the first reinforcing column 4 is connected to the inner panel 2 via the mounting joint 6. In this way, the sill beam 205, the second connector 8, the first reinforcing column 4, the first protrusion 21, the first connector 3 and the roof crossbeam 206 form a load-bearing path with relatively high strength, thereby improving the impact resistance of the vehicle 1000.

[0238] In some embodiments, such as Figure 7 As shown, part of the side outer panel 1 constitutes the sill beam 205 of the vehicle 1000. The sill beam 205 forms a fourth groove (not shown in the figure) that is recessed towards the outside of the vehicle body. The vehicle body frame 200 also includes a second reinforcing post (not shown in the figure), a second connector 8 and a mounting joint 6. The second reinforcing post at least fills the fourth groove. One end of the first reinforcing post 4 is connected to the second reinforcing post through the second connector 8, and the other end is connected to the inner panel 2 through the mounting joint 6.

[0239] The fourth groove can improve the structural strength of the frame beam body 20 and also serve as an energy absorption zone, thereby effectively absorbing and dispersing impact energy. On the other hand, the fourth groove can provide installation space for the second reinforcing column, and due to the increased contact area between the fourth groove and the second reinforcing column, the connection strength between the second reinforcing column and the frame beam body 20 is improved, further enhancing the structural strength of the vehicle frame 200 and its ability to resist deformation.

[0240] For example, the second reinforcing column is an integral aluminum extrusion structure, which includes a second tube body and at least one second reinforcing rib connected to the inner cavity of the second tube body. In a cross-section perpendicular to the extension direction of the second tube body, the opposite ends of the second reinforcing rib are respectively connected to the inner wall of the second tube body.

[0241] For example, the second connector 8 is a one-piece die-cast aluminum part with a wall thickness greater than or equal to 2.5 mm and less than or equal to 10 mm.

[0242] The second reinforcing column is used to enhance the structural strength of the sill beam 205 of the frame beam body 20. The lower end of the first reinforcing column 4 is connected to the second reinforcing column through the second connector 8, and the upper end of the first reinforcing column 4 is connected to the inner plate 2 through the mounting joint 6. In this way, the second reinforcing column, the second connector 8, the first reinforcing column 4, the first protrusion, the first connector 3, and the roof crossbeam 206 form a load-bearing path with relatively high strength, thereby improving the impact resistance of the vehicle 1000.

[0243] In some embodiments, such as Figure 10 and Figure 11 As shown, the first reinforcing column 4 includes a first tube body 41 with an internal cavity. The cross-sectional shape of the first tube body 41 is polygonal, wherein the cross-section is perpendicular to the extension direction of the first tube body 41.

[0244] The first tube body 41 has a cavity inside, which reduces the weight of the material. Moreover, in the event of an impact to the vehicle 1000, the cavity of the first tube body 41 deforms to absorb the impact force generated during the collision, thereby reducing the destructive power of the impact. The polygonal cross-sectional shape can improve the connection stability between the first tube body 41 of the first reinforcing column 4 and the outer side panel 1 and inner panel 2, thereby helping to improve the structural strength and rigidity of the vehicle body frame 200.

[0245] For example, the polygon of the cross-section of the first tube body 41 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0246] In some embodiments, such as Figure 10 and Figure 11 As shown, the wall thickness of the first tube body 41 is greater than or equal to 2 mm and less than or equal to 5 mm.

[0247] For example, the wall thickness of the first tube body 41 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, and 5mm.

[0248] Thus, by setting the thickness of the tube wall of the first tube body 41 within the range of greater than or equal to 2 mm and less than or equal to 5 mm, the strength of the first tube body 41 can be greatly enhanced, and the thickness is not too large, which would affect the lightweight and miniaturization of the vehicle frame 200.

[0249] It should be noted that reinforcing ribs may not be provided inside the first tube body 41 of the first reinforcing column 4.

[0250] In some embodiments, such as Figure 10 and Figure 11 As shown, the first reinforcing column 4 also includes at least one first reinforcing rib 42 disposed in the cavity of the first tube body 41.

[0251] It is understood that the number of the first reinforcing ribs 42 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle 1000.

[0252] The cavity of the first tube body 41 is provided with a first reinforcing rib 42, which can provide additional structural support for the first tube body 41, thereby enhancing the rigidity and strength of the first reinforcing column 4 and further improving the collision resistance of the vehicle frame 200.

[0253] For example, such as Figure 10 As shown, a first reinforcing rib 42 is provided in the cavity of the first tube body 41.

[0254] For example, such as Figure 11 As shown, the cavity of the first tube body 41 is provided with two or more first reinforcing ribs 42, at least some of the two or more first reinforcing ribs 42 are arranged to cross each other, and / or at least some of the two or more first reinforcing ribs 42 are arranged to be parallel to each other.

[0255] In some embodiments, such as Figure 10 and Figure 11 As shown, in a cross-section perpendicular to the extending direction of the first tube body 41, the opposite ends of the first reinforcing rib 42 are respectively connected to the inner wall of the first tube body 41.

[0256] Therefore, the impact force acting on the first reinforcing column 4 can be transmitted through the pipe wall of the first tube body 41 to the first reinforcing rib 42 inside, so that the first reinforcing rib 42 can absorb part of the impact force, thereby helping to further improve the stiffness and strength of the first reinforcing column 4.

[0257] In some embodiments, the first reinforcing column 4 is an integral aluminum extrusion structure.

[0258] It is understood that the first tube body 41 and at least one first reinforcing rib 42 located within the first tube body 41 form an integral aluminum extrusion structure.

[0259] Aluminum extruded tubes are aluminum tubes produced through an extrusion process. They possess high strength, can withstand significant mechanical loads, and have high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density compared to traditional steel tubes, contributing to weight reduction. The first tube body 41 and the first reinforcing rib 42 are an integrated structure. This integrated structure enhances the overall structural strength and rigidity of the first reinforcing column 4, and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0260] For example, the cross-section of the one-piece aluminum extrusion structure is the same at any location along its extension direction.

[0261] In some embodiments of this application, the first reinforcing column 4 is made of aluminum alloy.

[0262] Aluminum alloy has a lower density, which helps reduce the weight of the body frame compared to the traditional steel frame. Furthermore, aluminum alloy has excellent corrosion resistance, eliminating the need for an anti-corrosion coating after using steel alloy, thus saving costs.

[0263] For example, the lower part of the first reinforcing pillar 4 is located inside the C-pillar 203, and the upper part extends and bends around the rear wheel of the vehicle 1000. One end of the first connector 3 is connected to the rear crossbeam 2062 of the roof, and the other end is connected to the inner panel 2. The upper end of the first protrusion 21 of the inner panel 2 is connected to the first connector 3, and the lower end of the first protrusion 21 extends in a downward and forward arc direction to a position with a set distance from the upper end of the first reinforcing pillar 4. The set distance can be determined according to the strength requirements. In scenarios with higher strength requirements, the set distance is set to be smaller. Of course, it is understood that the lower end of the first protrusion 21 can also be connected to the upper end of the first reinforcing pillar 4.

[0264] In some embodiments, such as Figure 4 and Figure 7 As shown, a water channel cover plate 9 is connected to the inner plate 2 near the first connector 3. The water channel cover plate 9 is connected to both the outer side panel 1 and the first connector 3. The water channel cover plate 9 is bonded to the first connector 3, the outer side panel 1, and the inner plate 2 or connected by fasteners. The water channel cover plate 9 is formed by a molding process, and the molding material is PP+GF70 with a wall thickness greater than or equal to 1.4 mm and less than or equal to 2 mm.

[0265] The following describes specific examples of some embodiments of this application with reference to the accompanying drawings.

[0266] As a specific example, a vehicle 1000 is provided, which includes a chassis 100 and a body frame 200 disposed above the chassis 100. The rear side structure of the body frame 200 includes an outer side panel 1, an inner side panel (inner panel 2), a drainage channel cover 9, a reinforcing tube beam (first reinforcing column 4), a reinforcing beam joint (mounting joint 6), and an aluminum joint (first connector 3), etc. The outer side panel 1 is formed by a molding process, and the molding material is PP+GF70 with a material thickness from 1.4mm to 2mm. The inner side panel is made of composite material and is formed by a molding injection process. The molding material is PP+GF70 with a material thickness from 1.4mm to 5mm. The height of the molding structural rib (first protrusion 21) can be from 2mm to 100mm (preferably 80mm). The injection molding rib (first reinforcing rib 51) is made of PP+GF40 with a material thickness from 1.4mm to 5mm, and the height of the injection molding rib can be from 2mm to 200mm. The drainage channel cover 9 is formed by molding, using PP+GF70 as the molding material, with a thickness ranging from 1.4mm to 2mm. The reinforcing tube beam (first reinforcing column 4) is made using extruded aluminum, with a material thickness of 2mm-5mm and a cross-sectional size ranging from 30mm*30mm to 100mm*100mm, and a cross-sectional shape that can be either square or rectangular. The aluminum connector (first connector 3) and the rear sill aluminum connector (second connector 8) are both made using die-cast aluminum, with a material thickness ranging from 2.5mm to 10mm. The reinforcing beam connector (installation connector 6) is also made using die-cast aluminum, with a material thickness ranging from 2.5mm to 10mm. The reinforcing beam connector covers the composite side panel 2 and the reinforcing tube beam, ensuring connection rigidity and continuous path. It is connected to the side panel via riveting and adhesive bonding.

[0267] The inner side panel has a molded structural rib (first protrusion 21), which is a rib protruding outwards. Injection-molded ribs (first reinforcing ribs 51) are arranged and filled within the structural rib (within the third groove 22). The height of the molded structural rib is 40mm to 80mm. The molded structural rib can be bonded to the outer side panel 1. The width of the molded structural rib is 60mm to 80mm, and the height of the injection-molded rib is 2mm to 80mm. The lower end of the reinforcing tube beam connects to the rear sill aluminum connector, and the upper end connects to the inner side panel via a reinforcing beam connector. The upper end of the molded structural rib of the inner side panel connects to the aluminum connector, and the lower end is close to the upper end of the reinforcing tube beam.

[0268] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of the specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle, characterized in that, Includes a vehicle body frame, the vehicle body frame comprising: The main body of the frame beam, at least a portion of which constitutes the side panel and roof crossbeam of the vehicle, The inner panel is connected to the inner side of the outer side panel along the inward and outward direction of the vehicle body; The first connector is connected to the surface of the inner panel facing the outer side panel and to the roof crossbeam; The first reinforcing post is connected to the side of the inner panel facing the outer side panel. The first reinforcing post is located on the lower side of the first connector along the vertical direction of the vehicle body, and there is a gap between the first reinforcing post and the first connector. The inner panel has a first protrusion that protrudes toward the outer side panel. The first protrusion is connected to the first connector and is at least partially located between the first connector and the first reinforcing post. The first protrusion is connected to the outer side panel.

2. The vehicle according to claim 1, characterized in that, The first connector is connected to the surface of the outer side panel facing the inner panel.

3. The vehicle according to claim 1 or 2, characterized in that, The first connector has a first groove recessed toward the outer side panel, and a portion of the first protrusion fills the first groove.

4. The vehicle according to claim 3, characterized in that, The end face of the first protrusion facing the outer side panel includes a first part and a second part connected together. The first part is located above the second part in the vertical direction of the vehicle body. The first part is connected to the bottom wall of the first groove, and the second part is connected to the outer side panel.

5. The vehicle according to claim 3 or 4, characterized in that, The bottom wall of the first groove has a second protrusion that protrudes toward the outer side panel, and the second protrusion is connected to the surface of the outer side panel facing the inner panel.

6. The vehicle according to claim 5, characterized in that, The bottom wall of the first groove has a second groove formed on the side opposite to the second protrusion.

7. The vehicle according to any one of claims 1 to 6, characterized in that, The first protrusion is elongated and extends in the direction from the first connector toward the first reinforcing post.

8. The vehicle according to claim 7, characterized in that, From the end of the first protrusion that connects to the first connector towards the end that approaches the first reinforcing post, the size of the first protrusion gradually decreases in a direction perpendicular to both its extension direction and the direction in which the vehicle body is inside and outside. And / or, a portion of the surface of the first protrusion contacts and connects with the outer side panel, and the size of the first protrusion gradually decreases in the inward and outward directions of the vehicle body from the portion of the first protrusion connecting to the outer side panel toward the end approaching the first reinforcing post.

9. The vehicle according to any one of claims 1 to 8, characterized in that, The inner plate has a third groove formed on the side opposite to the first protrusion, and at least one first reinforcing rib is provided in the third groove.

10. The vehicle according to claim 9, characterized in that, The first reinforcing rib is provided in multiple ways, and at least a portion of the multiple first reinforcing ribs are arranged to intersect each other.

11. The vehicle according to claim 9 or 10, characterized in that, The thickness of the first reinforcing rib is greater than or equal to 1.4 mm and less than or equal to 5 mm; and / or The first reinforcing rib has a dimension greater than or equal to 2 mm and less than or equal to 200 mm along the inner and outer directions of the vehicle body.

12. The vehicle according to claim 9 or 10, characterized in that, The first reinforcing rib has a dimension greater than or equal to 2 mm and less than or equal to 80 mm in the inward and outward directions of the vehicle body.

13. The vehicle according to any one of claims 9 to 12, characterized in that, The first reinforcing rib is an integrally injection-molded rib of fiber-reinforced composite material, wherein the fiber-reinforced composite material includes PP+GF40.

14. The vehicle according to any one of claims 1 to 12, characterized in that, The inner plate comprises an integral molded plate of fiber-reinforced composite material, wherein the fiber-reinforced composite material comprises PP+GF70.

15. The vehicle according to any one of claims 1 to 14, characterized in that, The inner plate has a wall thickness greater than or equal to 1.4 mm and less than or equal to 5 mm.

16. The vehicle according to any one of claims 1 to 12, characterized in that, The side panel comprises an integral molded plate of fiber-reinforced composite material, wherein the fiber-reinforced composite material comprises PP+GF70.

17. The vehicle according to any one of claims 1 to 16, characterized in that, The wall thickness of the outer side panel is greater than or equal to 1.4 mm and less than or equal to 2 mm.

18. The vehicle according to any one of claims 1 to 17, characterized in that, The maximum dimension of the first protrusion in the direction in which it extends inward or outward of the vehicle body is greater than or equal to 2 mm and less than or equal to 100 mm.

19. The vehicle according to any one of claims 1 to 17, characterized in that, The maximum dimension of the first protrusion in the direction inward or outward of the vehicle body is greater than or equal to 40 mm and less than or equal to 80 mm.

20. The vehicle according to claim 7 or 8, characterized in that, The maximum dimension of the first protrusion in a direction perpendicular to both its extension direction and the direction in which it extends into and out of the vehicle body is greater than or equal to 60 mm and less than or equal to 80 mm.

21. The vehicle according to any one of claims 1 to 20, characterized in that, The inner panel has at least one second reinforcing rib on the surface facing the outer side panel.

22. The vehicle according to claim 21, characterized in that, The second reinforcing rib is provided in multiple forms, and at least a portion of the multiple second reinforcing ribs are arranged to intersect each other.

23. The vehicle according to claim 22, characterized in that, Multiple second reinforcing ribs are formed with clearance grooves, and at least a portion of the first reinforcing column is filled in the clearance grooves.

24. The vehicle according to any one of claims 1 to 23, characterized in that, The vehicle frame also includes at least one mounting joint, which is connected to the side of the inner panel facing the outer side panel and is connected to the first reinforcing column.

25. The vehicle according to claim 24, characterized in that, The mounting joint includes a base plate and at least one reinforcing rib. The reinforcing rib is connected to the side of the base plate facing the outer side panel, and the surface of the base plate facing away from the outer side panel is connected to the inner panel.

26. The vehicle according to claim 25, characterized in that, The reinforcing ribs are provided in multiple forms, and at least a portion of the multiple reinforcing ribs forms a mounting groove with the substrate. A portion of the first reinforcing post fills the mounting groove and is connected to the mounting groove.

27. The vehicle according to claim 25 or 26, characterized in that, The mounting connector is a one-piece die-cast aluminum component.

28. The vehicle according to any one of claims 25 to 27, characterized in that, The wall thickness of the substrate and / or the reinforcing rib is greater than or equal to 2.5 mm and less than or equal to 10 mm.

29. The vehicle according to any one of claims 1 to 28, characterized in that, The outer side panel partially forms the sill beam of the vehicle. The vehicle frame also includes a second connector and a mounting joint. One end of the first reinforcing column is connected to the sill beam through the second connector, and the other end is connected to the inner panel through the mounting joint.

30. The vehicle according to any one of claims 1 to 29, characterized in that, The first reinforcing column includes a first tube body with an internal cavity, the first tube body having a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extending direction of the first tube body.

31. The vehicle according to claim 30, characterized in that, The thickness of the wall of the first tube body is greater than or equal to 2 mm and less than or equal to 5 mm.

32. The vehicle according to claim 30 or 31, characterized in that, The first reinforcing column further includes at least one first reinforcing rib disposed in the cavity of the first tube body.

33. The vehicle according to claim 32, characterized in that, In a cross-section perpendicular to the extension direction of the first tube body, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the first tube body.

34. The vehicle according to any one of claims 30 to 33, characterized in that, The first reinforcing column is an integral aluminum extrusion structure.

35. The vehicle according to any one of claims 1 to 34, characterized in that, The vehicle also includes a chassis, with the body frame located above the chassis and detachably connected to the chassis.

36. The vehicle according to any one of claims 1 to 35, characterized in that, The vehicle also includes a chassis, the body frame is mounted on the chassis and together form a passenger compartment, and the vehicle also includes a battery unit mounted on the chassis, the housing of the battery unit forming at least a portion of the floor of the passenger compartment.

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