A vehicle

Abstract

The application discloses a vehicle. The vehicle comprises a vehicle body frame. The vehicle body frame comprises a frame beam body, a first reinforcing pipe and a second reinforcing pipe. The first reinforcing pipe extends along the front-rear direction of the vehicle body frame and is arranged on the side of the frame beam body facing the inner side of the vehicle body frame. The first reinforcing pipe comprises a first pipe body with a cavity formed inside and reinforcing ribs arranged in the cavity. The second reinforcing pipe extends along a direction intersecting both the front-rear direction of the vehicle body frame and the left-right direction of the vehicle body frame. In the up-down direction of the vehicle body frame, the first pipe body comprises at least a first section and a second section connected to each other, the number of reinforcing ribs in the first section is less than that in the second section, and the lower end of the second reinforcing pipe is connected to the first section. The vehicle has high structural strength and good resistance to deformation. Moreover, the second reinforcing pipe is less likely to break when the vehicle collides, which is beneficial to improve the anti-impact performance of the vehicle.

Description

Technical Field

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

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

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

[0004] To solve the above-mentioned technical problems, this application provides a vehicle with a body frame that has good resistance to deformation and high structural strength.

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

[0006] This application provides a vehicle, the vehicle including a body frame, the body frame including: a frame beam main body; a first reinforcing tube extending along the front-rear direction of the body frame and disposed on the side of the frame beam main body facing the inside of the body frame, the first reinforcing tube including a first tube body with a cavity formed inside and a reinforcing rib disposed in the cavity; and a second reinforcing tube extending along a direction intersecting both the front-rear direction and the left-right direction of the body frame; wherein, along the vertical direction of the body frame, the first tube body includes at least a first section and a second section connected to each other, the number of reinforcing ribs in the first section is less than the number of reinforcing ribs in the second section, and the lower end of the second reinforcing tube is connected to the first section.

[0007] On the one hand, the presence of reinforcing ribs within the first reinforcing tube enhances its structural strength and stiffness, thereby improving its resistance to deformation and enhancing the vehicle's impact resistance. On the other hand, since the second reinforcing tube connects to the first section of the first reinforcing tube, and the first section has fewer reinforcing ribs than the second section, the strength and stiffness of the first section are lower than those of the second section. This compensates for the problem of insufficient deformation release during rotation caused by excessive torsional stiffness of the first reinforcing tube. In the event of a collision, the first section can undergo crumple deformation, allowing the second reinforcing tube to rotate around it. This allows the impact force transmitted by the second reinforcing tube to be at least partially absorbed by the deformation of the first section, releasing a certain amount of deformation and dispersing the impact force. This reduces the likelihood of the second reinforcing tube breaking due to excessive bending deformation, improving the reliability of the vehicle frame. Furthermore, it reduces the elongation requirements for the second reinforcing tube, thus lowering manufacturing costs.

[0008] Furthermore, the second section has greater structural strength and stiffness, which ensures the structural strength and stiffness of the first reinforcing tube. In the event of a side collision, this reduces intrusion into the vehicle's frame, improving the vehicle's impact resistance.

[0009] In some embodiments, the reinforcing rib includes a first reinforcing rib, which extends along the vertical direction of the vehicle frame in a cross-section perpendicular to the extension direction of the first tube body, and the number of first reinforcing ribs in the first section is less than the number of first reinforcing ribs in the second section.

[0010] Therefore, along the vertical direction of the vehicle body frame, the first reinforcing rib is primarily a vertical reinforcing rib. The number of first reinforcing ribs in the first section is relatively small, thus reducing the bending strength and stiffness of the first section in the vertical direction, creating a controllable deformation weakening zone. In the event of a collision, due to the lower bending strength of the first section in the vertical direction, the rigid constraint force at the connection area between the second and first reinforcing tubes is reduced, allowing the first section to undergo crumple deformation. This enables the second reinforcing tube to rotate around the first reinforcing tube, absorbing some of the impact force transmitted by the second reinforcing tube, reducing the risk of breakage and maintaining the integrity of the passenger compartment. Furthermore, the number of first reinforcing ribs in the second section is relatively large, thereby increasing the bending and torsional stiffness of the second section. This allows the first reinforcing tube to form a local weakening zone while meeting the overall structural strength and stiffness requirements of the first reinforcing tube, improving the vehicle's impact resistance.

[0011] In some embodiments, a first cavity is formed in the first section, and a first reinforcing rib in the first section divides the first cavity into at least two independent first sub-cavities; along the inward and outward directions of the vehicle frame, the width of the first sub-cavity closest to the inner side of the vehicle frame is 70% to 85% of the width of the first cavity.

[0012] This allows the first sub-cavity closest to the inner side of the vehicle frame to become the primary cavity for deformation energy absorption, thus reducing the torsional stiffness of the first reinforcing tube. In the event of a collision, the side of the second reinforcing tube closest to the inner side of the vehicle frame can more easily compress and deform the first sub-cavity, reducing the likelihood of the second reinforcing tube breaking, lowering the requirement for its material elongation, and improving the vehicle's impact resistance. Furthermore, the first sub-cavity closer to the outer side of the vehicle frame ensures that the structural strength and stiffness of the first section are not excessively low, guaranteeing the basic structural strength and stiffness requirements of the first section, reducing the amount of intrusion towards the inner side of the vehicle frame during a side collision, and further improving the vehicle's safety performance.

[0013] In some embodiments, the thickness of the first reinforcing rib is in the range of 2 mm to 4 mm.

[0014] The thickness of the first reinforcing rib is controlled within a reasonable range, which can reduce the overall weight of the first reinforcing tube while meeting the strength and rigidity requirements. This is conducive to achieving the overall lightweighting of the vehicle body frame and, consequently, the overall lightweighting of the vehicle.

[0015] In some embodiments, the reinforcing rib further includes a second reinforcing rib, which extends along the inward and outward directions of the vehicle frame in a cross-section perpendicular to the extension direction of the first tube body, and at least a portion of the second reinforcing rib divides the first tube body into a first segment and a second segment.

[0016] Therefore, along the inner and outer directions of the vehicle body frame, the second reinforcing rib is mainly a transverse reinforcing rib. The second reinforcing rib can improve the side impact resistance and energy absorption efficiency of the first reinforcing tube. In the event of a side impact, the second reinforcing rib can effectively disperse and transmit the lateral impact force, reducing the possibility of local buckling deformation and cross-sectional imbalance of the first reinforcing tube, thereby reducing the amount and speed of intrusion into the vehicle body frame.

[0017] In some embodiments, the cross-section of the first tube body is closed, and the two ends of the second reinforcing rib are respectively connected to the inner wall of the first tube body.

[0018] The closed cross-section increases the moment of inertia of the first tube body, thereby improving the overall bending resistance and structural strength of the first reinforcing tube. This allows the first reinforcing tube to more effectively resist deformation under pressure, bending moment, or torque, thus improving the structural strength of the vehicle frame and enhancing the vehicle's impact resistance. Furthermore, the impact force acting on the first tube body can be transmitted through the tube wall to the internal second reinforcing rib, further enhancing the stiffness and strength of the first reinforcing tube.

[0019] In some embodiments, the thickness of the second reinforcing rib is in the range of 2.5 mm to 4 mm.

[0020] The thickness of the second reinforcing rib is controlled within a reasonable range, which can reduce the overall weight of the first reinforcing tube while meeting the strength and rigidity requirements of the first reinforcing tube. This is conducive to achieving the overall lightweighting of the vehicle body frame and, consequently, the overall lightweighting of the vehicle.

[0021] In some embodiments, the vehicle further includes a battery device, wherein a receiving space is formed on the side of the first reinforcing tube facing the inner side of the vehicle frame, and the battery device is received in the receiving space; the main body of the first tube further includes a third section, which is connected to the side of the second section opposite to the first section and close to the inner side of the vehicle frame along the vertical direction of the vehicle frame, and at least part of the battery device is connected to the third section; wherein, along the inner and outer directions of the vehicle frame, the width of the third section is smaller than the width of the first section and the width of the second section.

[0022] Because the third section is located closer to the inner side of the vehicle frame and its width is smaller than that of the first and second sections, in the event of a collision, the impact force will first act on the first and second sections, and only last on the third section. This minimizes the impact force on the third section, thereby reducing its destructive potential. Furthermore, since the battery unit is at least partially connected to the third section, the possibility of damage to the battery unit due to excessive intrusion is further reduced, improving the reliability and stability of the battery unit.

[0023] In some embodiments, the first reinforcing tube further includes a first mounting portion and a second mounting portion, which are arranged at intervals along the vertical direction of the vehicle frame; the first mounting portion is connected to the side of the second section facing the inside of the vehicle frame, the second mounting portion is connected to the side of the third section facing the inside of the vehicle frame, and the battery device is connected to the first mounting portion and the second mounting portion.

[0024] Therefore, the battery device can be connected to the first reinforcing tube through the first mounting part and the second mounting part, making the connection operation simple and convenient, and the connection stability is better.

[0025] In some embodiments, the upper end of the battery device is not higher than the upper end of the second section along the vertical direction of the vehicle frame.

[0026] Therefore, when the first section collapses and deforms under the squeezing action of the second reinforcing tube, it is less likely to cause compression to the battery device, thereby reducing the possibility of damage to the battery device and further improving the reliability and stability of the battery device.

[0027] In some embodiments, the first reinforcing tube is formed as a one-piece aluminum pultruded structure; and / or the second reinforcing tube is formed as a one-piece aluminum pultruded structure.

[0028] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high stiffness, reducing deformation under stress. Furthermore, aluminum's low density contributes to weight reduction compared to traditional steel vehicle frames. The first and / or second reinforcing tubes are integrated into a single structure. This integrated structure enhances the overall structural strength and stiffness of the first and / or second reinforcing tubes. Additionally, it eliminates the need for assembly of the first tube body with internal reinforcing ribs, as well as the second reinforcing tube with its internal ribs, via other components, thus reducing manufacturing costs.

[0029] In some embodiments, the wall thickness of the first tube body is in the range of 3 mm to 4 mm.

[0030] The wall thickness of the first tube body is within a suitable range, which can improve the structural strength and rigidity of the first reinforcing tube, and will not occupy too much space due to excessive wall thickness. This is conducive to the lightweighting of the vehicle frame, and thus to the lightweighting and miniaturization of the vehicle.

[0031] In some embodiments, the frame beam body has a groove; at least a portion of the frame beam body is configured as a sill beam, A-pillar, B-pillar and C-pillar of a vehicle, a first reinforcing tube is provided in the groove of the sill beam, and a second reinforcing tube is provided in the groove of at least one of the A-pillar, B-pillar and C-pillar.

[0032] Therefore, the first reinforcing tube can be applied to the door sill beam, and the second reinforcing tube can be applied to at least one of the A-pillar, B-pillar, and C-pillar. Both the first and second reinforcing tubes have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the first and second reinforcing tubes to the A-pillar, B-pillar, C-pillar, and door sill beam of the frame beam body can improve the structural strength and stiffness of the frame beam body, enhance its bending resistance and deformation resistance, thereby improving the vehicle's impact resistance.

[0033] In addition, since the first reinforcing tube has a locally weakened area (first section), in the event of a vehicle collision, the second reinforcing tubes of the A-pillar assembly, B-pillar assembly, and C-pillar assembly can rotate around the first reinforcing tube to a certain extent through the collapse deformation of the first section, thereby releasing the deformation amount and reducing the possibility of the second reinforcing tubes of the A-pillar assembly, B-pillar assembly, and C-pillar assembly breaking, further improving the vehicle's impact resistance performance.

[0034] In some embodiments, the vehicle further includes a connecting joint, to which a second reinforcing tube is connected, and the connecting joint is fixedly connected to a first reinforcing tube by fasteners.

[0035] Therefore, the second reinforcing tube is fixedly connected to the first reinforcing tube through a connecting joint and fasteners, which can improve the connection strength between the second reinforcing tube and the first reinforcing tube, thereby improving the side structural strength of the vehicle body frame and improving the vehicle's impact resistance.

[0036] In some embodiments, the vehicle frame further includes a third reinforcing tube, which extends along the front-rear direction of the vehicle frame and is embedded in the first section; in the same projection plane perpendicular to the inner and outer directions of the vehicle frame, the front end of the third reinforcing tube is connected to the rear end of the connecting joint of the second reinforcing tube in the groove of the A-pillar.

[0037] The sill beam assembly is one of the main longitudinal force transmission paths (along the front-rear direction of the vehicle body frame) in a vehicle. In a frontal collision, the impact force is largely transmitted through the front end of the sill beam assembly, along the assembly, to the rear of the body frame. Consequently, the front area of ​​the sill beam assembly experiences significant compressive, bending, and torsional loads, making it more prone to warping. Since the body frame also includes a third reinforcing tube, this tube further increases the bending and torsional strength of the first reinforcing tube, reduces the likelihood of warping at the front end, increases the tube's resistance to deformation, and improves the vehicle's impact resistance.

[0038] In some embodiments, the length of the third reinforcing tube is in the range of 300mm to 400mm along the front-rear direction of the vehicle frame.

[0039] The length of the third reinforcing tube is within a suitable range, which can improve the local bending strength and stiffness of the first reinforcing tube and reduce the possibility of warping deformation of the first reinforcing tube, while ensuring that the weight of the sill beam assembly is not too large, which is conducive to achieving lightweighting of the vehicle body frame.

[0040] In some embodiments, the third reinforcing tube includes a third tube body with a cavity inside and a third reinforcing rib disposed in the cavity. In a cross-section perpendicular to the extension direction of the third reinforcing tube, the third reinforcing rib extends along the vertical direction of the vehicle frame.

[0041] Therefore, the third reinforcing rib extends vertically in a general manner, which can further improve the torsional and bending deformation resistance of the third reinforcing tube, thereby reducing the possibility of warping deformation of the first reinforcing tube. This is conducive to improving the overall structural stability and reliability of the vehicle frame and improving the vehicle's impact resistance.

[0042] In some embodiments, the wall thickness of the third reinforcing tube is in the range of 2 mm to 3 mm; and / or the wall thickness of the third reinforcing rib is in the range of 3 mm to 4 mm.

[0043] Therefore, the wall thickness of the third reinforcing tube and the wall thickness of the third reinforcing rib are within a suitable range, which can reduce the overall weight of the third reinforcing tube while meeting the strength and rigidity requirements of the third reinforcing tube. This is conducive to achieving the overall lightweighting of the vehicle body frame and, consequently, the overall lightweighting of the vehicle.

[0044] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0045] Continuous fiber composites possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight properties contribute to weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Continuous fiber composites are also less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Moreover, using continuous fiber composites to construct the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for separate stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0046] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0047] Composite materials formed from continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0048] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of a frame beam.

[0049] Therefore, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using the molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing its mechanical properties and structural integrity.

[0050] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0051] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0052] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0053] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0054] In some embodiments, the continuous fiber comprises 60 to 80 parts by weight, the thermoplastic resin matrix comprises 20 to 40 parts by weight, and the sum of the parts by weight of the continuous fiber and the thermoplastic resin matrix comprises 100.

[0055] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fibers. It is also possible to avoid the situation where the composite material has insufficient strength due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main body of frame beams.

[0056] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0057] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, thereby enhancing the mechanical properties of composite materials.

[0058] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0059] Antioxidants can reduce the likelihood of composite materials degrading due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0060] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0061] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of the frame beam body caused by excessive absorption of water from the external environment during vehicle use.

[0062] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0063] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0064] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0065] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impacts to the internal structure of the frame beam, and help enhance the impact resistance of the frame beam.

[0066] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0067] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0068] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0069] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby keeping the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus maximizing the structural strength and stiffness of the frame beam.

[0070] In some embodiments, the thickness of the frame beam body is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0071] This ensures that the thickness of the main frame beam meets the stiffness and strength requirements of the vehicle body frame. Furthermore, the thickness of the single-layer continuous fiber composite material layer is within an appropriate range. On the one hand, this reduces the risk of insufficient structural strength and stiffness due to an excessively thin single-layer continuous fiber composite material layer; on the other hand, it mitigates the problem of an excessively thick main frame beam resulting from the multi-layer continuous fiber composite layup, thus reducing the risk of affecting the overall aesthetics of the vehicle body frame or interfering with the installation of other vehicle components.

[0072] In some embodiments, the vehicle also includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0073] Therefore, by detachably connecting the body frame and chassis, the body frame and chassis can be separated and decoupled, allowing the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis, making it adaptable to various vehicle models.

[0074] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery device whose housing forms the floor of the passenger compartment.

[0075] Therefore, by integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle and also makes more efficient use of the vehicle's interior space.

[0076] Utility Model Effect

[0077] The vehicle in this application embodiment has good resistance to deformation, high structural strength, and good reliability and stability. 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 Exploded structural diagrams of vehicles provided for some embodiments of this application;

[0080] Figure 2 Exploded structural diagrams of the vehicle frame provided for some embodiments of this application;

[0081] Figure 3 Partial exploded structural diagrams of the vehicle frame provided for some embodiments of this application;

[0082] Figure 4 A partial structural plan view of a vehicle frame (excluding the main frame beam) provided for some embodiments of this application;

[0083] Figure 5 A three-dimensional structural schematic diagram of the first reinforcing tube provided for some embodiments of this application;

[0084] Figure 6 for Figure 4 Sectional view at point AA;

[0085] Figure 7 for Figure 4 Sectional view at point BB;

[0086] Figure 8 for Figure 4 Sectional view at CC;

[0087] Figure 9 for Figure 4 Sectional view at point DD;

[0088] Figure 10 A three-dimensional structural schematic diagram of the third reinforcing tube provided for some embodiments of this application;

[0089] Figure 11 This is a schematic diagram of a layup method for a multilayer fiber composite material layer with continuous fiber composite material layers provided in some embodiments of this application.

[0090] Explanation of reference numerals in the attached figures

[0091] 1. First reinforcing tube; 10. First cavity; 10a. First sub-cavity; 20. Second cavity; 20a. Second sub-cavity; 30. Third cavity; 1a. First section; 1b. Second section; 1c. Third section; 11. First tube body; 12. Reinforcing rib; 121. First reinforcing rib; 122. Second reinforcing rib; 13. First mounting part; 14. Second mounting part; 2. Second reinforcing tube; 3. Connecting joint; 4. Fastener; 5. 51. Third reinforcing tube; 52. Third reinforcing rib; 6. Mounting hole; 100. Chassis; 200. Body frame; 201. A-pillar assembly; 202. B-pillar assembly; 203. C-pillar assembly; 204. Upper side beam assembly; 205. Sill beam assembly; 206. Upper crossbeam assembly; 207. Bumper assembly; 208. Hood; 209. Door; 300. Frame beam body; 400. Accommodation space; 1000. Vehicle. 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 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] While pursuing convenient travel, people are also paying more attention to the safety performance of vehicles. The door sill beam assembly, as well as the A-pillar assembly, B-pillar assembly, C-pillar assembly, and other pillar components are one of the main skeletal structures of a vehicle and are also important components for bearing force and transmitting energy in the event of a collision.

[0102] In related technologies, vehicle sill beams typically have high overall torsional stiffness. When a vehicle collides, especially in a side collision, the sill beam is not easy to rotate. This results in a large rigid constraint between the column assembly connected to the sill beam and the sill beam, which is prone to stress concentration. Furthermore, the column assembly is prone to excessive bending deformation and breakage.

[0103] This application addresses the problems existing in the aforementioned related technologies by proposing a vehicle. The vehicle includes a body frame, which includes a frame beam body, a first reinforcing tube, and a second reinforcing tube. The first reinforcing tube extends along the longitudinal direction of the body frame and is located on the side of the frame beam body facing inwards towards the body frame. The first reinforcing tube includes a first tube body with an internal cavity and reinforcing ribs disposed within the cavity. The second reinforcing tube extends along a direction intersecting both the longitudinal and lateral directions of the body frame. Specifically, along the vertical direction of the body frame, the first tube body includes at least a first section and a second section connected to each other, the number of reinforcing ribs in the first section is less than the number of reinforcing ribs in the second section, and the lower end of the second reinforcing tube is connected to the first section.

[0104] On the one hand, the presence of reinforcing ribs within the first reinforcing tube enhances its structural strength and stiffness, thereby improving its resistance to deformation and enhancing the vehicle's impact resistance. On the other hand, since the second reinforcing tube connects to the first section of the first reinforcing tube, and the first section has fewer reinforcing ribs than the second section, the strength and stiffness of the first section are lower than those of the second section. This compensates for the problem of insufficient deformation release during rotation caused by excessive torsional stiffness of the first reinforcing tube. In the event of a collision, the first section can undergo crumple deformation, allowing the second reinforcing tube to rotate around it. This allows the impact force transmitted by the second reinforcing tube to be at least partially absorbed by the deformation of the first section, releasing a certain amount of deformation and dispersing the impact force. This reduces the likelihood of the second reinforcing tube breaking due to excessive bending deformation, improving the reliability of the vehicle frame. Furthermore, it reduces the elongation requirements for the second reinforcing tube, thus lowering manufacturing costs.

[0105] Furthermore, the second section has greater structural strength and stiffness, which ensures the structural strength and stiffness of the first reinforcing tube. In the event of a side collision, this reduces intrusion into the vehicle's frame, improving the vehicle's impact resistance.

[0106] In the following embodiments, the description is provided in conjunction with the accompanying drawings for ease of explanation.

[0107] Figure 1 An exploded structural diagram of a vehicle 1000 provided for some embodiments of this application.

[0108] 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.

[0109] For example, the body frame 200 and the chassis 100 are welded together.

[0110] In some embodiments of this application, the chassis 100 and the body frame 200 are detachably connected.

[0111] When the chassis 100 adopts a skateboard chassis that integrates the three electric systems, the body frame 200 can be connected to the skateboard chassis in a detachable manner. For example, the detachable connection can be achieved by using multiple circumferential bolts.

[0112] 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.

[0113] For example, the body frame 200 and the chassis 100 can be disassembled and connected by fastening with fasteners.

[0114] As another example, the vehicle frame 200 and the chassis 100 can be detachably connected by snap-fit.

[0115] As another example, the vehicle frame 200 and the chassis 100 can be detachably connected by locking.

[0116] The following explanations will use the combination of the vehicle frame and the skateboard chassis as an example.

[0117] In some embodiments of this application, the vehicle frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000, and the vehicle 1000 includes a battery device, the housing of which forms the floor of the passenger compartment.

[0118] The battery unit is used to power the vehicle. For example, the battery unit can serve as the vehicle's operating power source, meeting the power needs for starting, navigation, and driving. The battery unit can also serve as the vehicle's drive power source, replacing or partially replacing fuel or natural gas to provide propulsion.

[0119] By integrating the battery pack into the passenger compartment floor, additional brackets and connectors can be reduced, which helps to reduce the overall weight of the vehicle 1000 and allows for more efficient use of the vehicle 1000's interior space.

[0120] Figure 2 An exploded structural diagram of a vehicle 1000 (excluding chassis) provided for some embodiments of this application.

[0121] like Figure 2 As shown, vehicle 1000 typically includes a load-bearing structure and an exterior structure. The load-bearing structure includes structures such as A-pillar assembly 201, B-pillar assembly 202, C-pillar assembly 203, upper side beam assembly 204, sill beam assembly 205, upper crossbeam assembly 206, and bumper assembly 207. The exterior structure typically includes structures such as hood 208 and door 209.

[0122] Below, refer to Figures 3 to 11 Some embodiments of this application will be described in detail.

[0123] Figure 3 Partial exploded structural diagrams of the vehicle frame provided for some embodiments of this application; Figure 4 A partial structural plan view of a vehicle frame (excluding the main frame beam) provided for some embodiments of this application; Figure 5 A three-dimensional structural schematic diagram of the first reinforcing tube provided for some embodiments of this application; Figure 6 for Figure 4 Sectional view at point AA; Figure 7 for Figure 4 Sectional view at point BB; Figure 8 for Figure 4 Sectional view at CC; Figure 9 for Figure 4 Sectional view at point DD; Figure 10 A three-dimensional structural schematic diagram of the third reinforcing tube provided for some embodiments of this application; Figure 11 This is a schematic diagram of a layup method for a multilayer fiber composite material layer with continuous fiber composite material layers provided in some embodiments of this application.

[0124] In some embodiments of this application, for ease of explanation, the inward and outward directions, the forward and backward directions, and the up and down directions of the vehicle frame are defined. Sometimes, the inward and outward directions of the vehicle frame are referred to as the "width direction of the vehicle frame," the forward and backward directions of the vehicle frame are referred to as the "length direction of the vehicle frame," and the up and down directions of the vehicle frame are referred to as the "height direction of the vehicle frame." In the accompanying drawings, the direction of arrow ab is referred to as the "inward and outward directions of the vehicle frame," the direction of arrow cd is referred to as the "forward and backward directions of the vehicle frame," and the direction of arrow ef is referred to as the "up and down directions of the vehicle frame." Among these, arrow a points to the inner side of the vehicle frame, arrow b points to the outer side of the vehicle frame, arrow c points to the front side of the vehicle frame, arrow d points to the rear side of the vehicle frame, arrow e points to the upper side of the vehicle frame, and arrow f points to the lower side of the vehicle frame.

[0125] like Figures 3 to 6 As shown, this application provides a vehicle 1000. The vehicle 1000 includes a vehicle body frame 200, which includes a frame beam body 300, a first reinforcing tube 1, and a second reinforcing tube 2. The first reinforcing tube 1 extends along the longitudinal direction of the vehicle body frame 200 and is located on the side of the frame beam body 300 facing the inner side of the vehicle body frame 200. The first reinforcing tube 1 includes a first tube body 11 with an internal cavity and reinforcing ribs 12 disposed within the cavity. The second reinforcing tube 2 extends along a direction that intersects both the longitudinal direction and the lateral direction of the vehicle body frame 200. Along the vertical direction of the vehicle body frame 200, the first tube body 11 includes at least a first segment 1a and a second segment 1b connected to each other. The number of reinforcing ribs 12 in the first segment 1a is less than the number of reinforcing ribs 12 in the second segment 1b. The lower end of the second reinforcing tube 2 is connected to the first segment 1a.

[0126] In this embodiment, the frame beam body 300 includes a first reinforcing tube 1 and a second reinforcing tube 2. The first reinforcing tube 1 forms part of the sill beam assembly 205, and the second reinforcing tube 2 forms part of the column assembly.

[0127] Under normal operating conditions, the sill beam assembly 205 is typically located below the door 209 of the body frame 200 along the vertical direction of the vehicle frame 200. The sill beam assembly 205 serves to support and reinforce the entire body frame 200, and can effectively resist external impacts during a side collision of the vehicle 1000.

[0128] In this embodiment, a portion of the frame beam body 300 constitutes the sill beam of the vehicle 1000. The sill beam and the first reinforcing tube 1 together constitute part of the sill beam assembly 205 (also referred to as the sill beam assembly) of the vehicle 1000. Those skilled in the art should understand that... Figures 3 to 5 The sill beam assembly 205 on one side of the body frame 200 is shown only schematically. There should be two sill beam assemblies 205, which are respectively located on opposite sides of the chassis 100 along the width direction of the body frame 200.

[0129] For example, the door sill beam assembly 205 may be in a straight line and extend along the front-rear direction of the vehicle frame 200.

[0130] As another example, the door sill beam assembly 205 may be curved and extend along the front-rear direction of the vehicle frame 200.

[0131] The column assembly is one of the core structures of the vehicle 1000. It extends in a direction that intersects both the front-rear direction and the left-right direction of the body frame 200. That is, it extends roughly along the vertical direction of the body frame 200. The extension direction of different columns in the column assembly will be different.

[0132] In this embodiment, the pillar assembly is a collective term for the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203 of the vehicle 1000. It can be understood as a collection of the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203, or as at least any one of the A-pillar assembly 201, B-pillar assembly 202, and C-pillar assembly 203. The pillar assembly typically connects the upper side beam assembly 204 and the sill beam assembly 205, serving to provide support, protection, and transfer collision loads.

[0133] In this embodiment, a portion of the frame beam main body 300 constitutes the A-pillar, B-pillar, and C-pillar of the vehicle 1000. The A-pillar and the second reinforcing tube 2 constitute part of the A-pillar assembly 201 (also referred to as the A-pillar assembly), the B-pillar and the second reinforcing tube 2 constitute part of the B-pillar assembly 202 (also referred to as the B-pillar assembly), and the C-pillar and the second reinforcing tube 2 constitute part of the C-pillar assembly 203 (also referred to as the C-pillar assembly). The A-pillar assembly 201 is typically located on both sides of the windshield, the B-pillar assembly 202 is typically located between the front and rear doors, and the C-pillar assembly 203 is typically located on both sides of the rear windshield.

[0134] Specifically, the frame beam body 300 can have multiple grooves, with the opening of each groove facing the inner side of the vehicle frame 200. The first reinforcing tube 1 and the second reinforcing tube 2 can be respectively disposed in each groove and connected to the frame beam body 300. The grooves serve two purposes: firstly, they strengthen the structure; secondly, they act as energy-absorbing zones, effectively absorbing and dispersing impact energy. Furthermore, the grooves provide installation space for the first reinforcing tube 1 and the second reinforcing tube 2.

[0135] For example, the first reinforcing tube 1 and the second reinforcing tube 2 can be bonded to the groove of the frame beam body 300 by means of structural adhesive.

[0136] In related technologies, the sill beam of vehicle 1000 typically has a large overall torsional stiffness. When vehicle 1000 is involved in a collision, especially a side collision, the sill beam is not easy to rotate. This results in a large rigid constraint between the column assembly connected to the sill beam and the sill beam, which is prone to stress concentration. Moreover, the column assembly is prone to excessive bending deformation and breakage.

[0137] like Figure 6 As shown in this embodiment, along the vertical direction of the vehicle frame 200, the first tube body 11 of the first reinforcing tube 1 includes at least a first segment 1a and a second segment 1b connected to each other. The lower end of the second reinforcing tube 2 is connected to the first segment 1a. The number of reinforcing ribs 12 in the first segment 1a is less than the number of reinforcing ribs 12 in the second segment 1b.

[0138] On the one hand, since the first reinforcing tube 1 is provided with reinforcing ribs 12, the structural strength and rigidity of the first reinforcing tube 1 can be improved, thereby improving the ability of the first reinforcing tube 1 to resist deformation, which is beneficial to improving the impact resistance of the vehicle 1000.

[0139] On the other hand, since the second reinforcing tube 2 is connected to the first section 1a of the first reinforcing tube 1, and the number of reinforcing ribs 12 in the first section 1a is less than the number of reinforcing ribs 12 in the second section 1b, the strength and stiffness of the first section 1a will be less than the structural strength and stiffness of the second section 1b. That is, the first tube body 11 forms a locally weakened area, and the second reinforcing tube is connected to the locally weakened area, thereby compensating for the problem that the torsional stiffness of the first reinforcing tube 1 is too large, resulting in insufficient deformation release of the second reinforcing tube 2 during rotation.

[0140] In the event of a collision involving vehicle 1000, the first segment 1a can undergo crumple deformation, allowing the second reinforcing tube 2 to rotate around the first reinforcing tube 1. This enables at least part of the impact force transmitted by the second reinforcing tube 2 to be absorbed by the deformation of the first segment 1a, releasing a certain amount of deformation and dispersing the impact force. Consequently, this reduces the likelihood of the second reinforcing tube 2 breaking due to excessive bending deformation, improving the reliability of the vehicle body frame 200. Furthermore, it reduces the elongation requirements for the material of the second reinforcing tube 2, which helps to lower manufacturing costs.

[0141] Furthermore, the second section 1b contains a larger number of reinforcing ribs 12, resulting in greater structural strength and rigidity, which ensures the structural strength and rigidity of the first reinforcing tube 1. In the event of a side collision with the vehicle 1000, this reduces the amount of intrusion into the interior of the vehicle frame 200, improving the vehicle 1000's impact resistance.

[0142] This application does not specifically limit the number of reinforcing ribs 12 in the first segment 1a and the second segment 1b, as long as the structural strength of the first segment 1a connected to the second reinforcing tube 2 is less than the structural strength of the second segment 1b. In some embodiments, the first segment 1a may not have reinforcing ribs 12.

[0143] In some embodiments of this application, the reinforcing rib 12 includes a first reinforcing rib 121. In a cross-section perpendicular to the extending direction of the first tube body 11, the first reinforcing rib 121 extends along the vertical direction of the vehicle frame 200. The number of first reinforcing ribs 121 in the first segment 1a is less than the number of first reinforcing ribs 121 in the second segment 1b.

[0144] Therefore, along the vertical direction of the vehicle frame 200, the first reinforcing rib 121 is mainly a vertical reinforcing rib 12. In the event of a collision involving the vehicle 1000, the second reinforcing tube 2 mainly transmits the vertical impact force to the first reinforcing tube 1. Because the number of vertical first reinforcing ribs 121 in the first section 1a is relatively small, the bending strength and stiffness of the first section 1a along the vertical direction of the vehicle frame 200 can be reduced, thus creating a controllable deformation weakening zone in the first section 1a.

[0145] In the event of a collision involving vehicle 1000, the first section 1a has a lower bending strength in the vertical direction, which reduces the rigid constraint force in the connection area between the second reinforcing tube 2 and the first reinforcing tube 1. The first section 1a can undergo collapse deformation, allowing the second reinforcing tube 2 to rotate around the first reinforcing tube 1 to absorb some of the impact force transmitted by the second reinforcing tube 2, reducing the risk of the second reinforcing tube 2 breaking and maintaining the integrity of the passenger compartment.

[0146] In addition, the second section 1b has a large number of first reinforcing ribs 121, which can improve the bending stiffness and torsional stiffness of the second section 1b. This allows the first reinforcing tube 1 to form a local weakening zone while meeting the overall structural strength and stiffness requirements of the first reinforcing tube 1, thereby improving the impact resistance of the vehicle 1000.

[0147] In some embodiments of this application, a first cavity 10 is formed within the first segment 1a. A first reinforcing rib 121 within the first segment 1a divides the first cavity 10 into at least two independent first sub-cavities 10a. Along the inward and outward directions of the vehicle frame 200, the width of the first sub-cavity 10a closest to the inner side of the vehicle frame 200 is 70% to 85% of the width of the first cavity 10.

[0148] Therefore, the cross-sectional area of ​​the first sub-cavity 10a closest to the inner side of the vehicle frame 200 is larger than the cross-sectional area of ​​the other first sub-cavities 10a, so that the first sub-cavity 10a closest to the inner side of the vehicle frame 200 becomes the main cavity for deformation energy absorption, thereby reducing the torsional stiffness of the first reinforcing tube 1.

[0149] In the event of a collision involving the vehicle 1000, the side of the second reinforcing tube 2 closest to the inner side of the body frame 200 can more easily press down on the first sub-cavity 10a to deform it, reducing the possibility of the second reinforcing tube 2 breaking, reducing the requirement for the material elongation rate of the second reinforcing tube 2, and improving the impact resistance of the vehicle 1000.

[0150] In addition, the first sub-cavity 10a near the outer side of the vehicle frame 200 can also ensure that the structural strength and stiffness of the first section 1a are not too low, guaranteeing the basic structural strength and stiffness requirements of the first section 1a, reducing the amount of intrusion of the vehicle 1000 toward the inner side of the vehicle frame 200 when a side collision occurs, and further improving the safety performance of the vehicle 1000.

[0151] In this embodiment, the number of first reinforcing ribs 121 in the first segment 1a is one, and one first reinforcing rib 121 divides the first cavity 10 into two independent first sub-cavities 10a. In some other embodiments, the number of first reinforcing ribs 121 in the first segment 1a may be more than two. This embodiment does not specifically limit the number of first reinforcing ribs 121 in the first segment 1a.

[0152] For example, along the inner and outer directions of the vehicle frame 200, the width of the first sub-cavity 10a closest to the inner side of the vehicle frame 200 is 70%, 72%, 74%, 75%, 76%, 78%, 80%, 82%, 84%, or 85% of the width of the first cavity 10.

[0153] In some embodiments of this application, the thickness of the first reinforcing rib 121 is in the range of 2 mm to 4 mm.

[0154] For example, the thickness of the first reinforcing rib 121 can be 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, or 4mm, etc.

[0155] The thickness of the first reinforcing rib 121 is controlled within a reasonable range, which can reduce the overall weight of the first reinforcing tube 1 while meeting the strength and rigidity requirements of the first reinforcing tube 1. This is conducive to achieving the overall lightweighting of the vehicle frame 200, and thus to achieving the overall lightweighting of the vehicle 1000.

[0156] like Figure 6 As shown, there are multiple first reinforcing ribs 121 in the second segment 1b, and the thickness of the multiple first reinforcing ribs 121 can be the same or different.

[0157] Those skilled in the art should understand that, although the embodiments of this application refer to the plurality of reinforcing ribs 12 extending along the vertical direction of the vehicle frame 200 as a plurality of first reinforcing ribs 121, in actual manufacturing, some of the plurality of first reinforcing ribs 121 can be an integral structure. Figure 6Taking the multiple first reinforcing ribs 121 on the left side as an example, one first reinforcing rib 121 in the first segment 1a and two first reinforcing ribs 121 in the second segment 1b can be integrally formed structural components. Since the closer the material is to the neutral layer, the lower its resistance to bending deformation, or in other words, the lower the bending stress that a unit volume of material can withstand, the material thickness at both ends of the neutral layer can usually be increased, while the thickness of the neutral layer itself can be decreased. This improves the overall bending resistance of the integral structural component composed of multiple first reinforcing ribs 121, maximizing the bending resistance benefit of the integral structural component composed of multiple first reinforcing ribs 121.

[0158] For example, still in Figure 6 Taking the multiple first reinforcing ribs 121 on the left side as an example, the wall thickness of the first reinforcing rib 121 located in the first section 1a and the lowermost first reinforcing rib 121 located in the second section 1b can be in the range of 3mm to 4mm, while the wall thickness of the uppermost first reinforcing rib 121 located in the second section 1b can be in the range of 2mm to 3mm. This is beneficial for improving the bending resistance of the integrated structure composed of these three first reinforcing ribs 121, enhancing the ability of the first reinforcing tube 1 to resist bending deformation, and improving the impact resistance of the vehicle 1000.

[0159] In some embodiments of this application, the reinforcing rib 12 further includes a second reinforcing rib 122. In a cross-section perpendicular to the extending direction of the first tube body 11, the second reinforcing rib 122 extends along the inward and outward directions of the vehicle frame 200, and at least a portion of the second reinforcing rib 122 divides the first tube body 11 into a first segment 1a and a second segment 1b.

[0160] Therefore, along the inner and outer directions of the vehicle frame 200, the second reinforcing rib 122 is mainly a transverse reinforcing rib 12. The transversely extending second reinforcing rib 122 can improve the side impact resistance and energy absorption efficiency of the first reinforcing tube 1. In the event of a side impact of the vehicle 1000, the second reinforcing rib 122 can effectively disperse and transmit the transverse impact force, reduce the possibility of local buckling deformation and cross-sectional imbalance of the first reinforcing tube 1, thereby reducing the amount and speed of intrusion into the interior of the vehicle frame 200 and improving the impact resistance performance of the vehicle 1000.

[0161] like Figure 6As shown, the first reinforcing tube 1 contains multiple second reinforcing ribs 122, which are intersected with the multiple first reinforcing ribs 121. This creates a relatively stable force transmission path, allowing the impact force on the first reinforcing tube 1 to be transmitted to each reinforcing rib 12, thereby dispersing the load, reducing the destructive force of the impact, and improving the stiffness and strength of the first reinforcing tube 1. Furthermore, the intersecting reinforcing ribs 12 minimize stress concentration in individual ribs 12, ensuring that each rib 12 is evenly distributed with the force. The multiple reinforcing ribs 12 reinforce the first reinforcing tube 1 from different directions, further improving the structural strength and stiffness of the first reinforcing tube 1, thus enhancing the impact resistance of the vehicle 1000.

[0162] For example, such as Figure 6 As shown, a second cavity 20 is formed within the second segment 1b. The first reinforcing rib 121 and the second reinforcing rib 122 within the second segment 1b can divide the second segment 1b into multiple second sub-cavities 20a. In this embodiment, the number of second sub-cavities 20a is six. In some other embodiments, the number of second sub-cavities 20a may be fewer or more. Multiple second sub-cavities 20a can improve the strength and stiffness of the second segment 1b. When the vehicle 1000 collides, the multiple second sub-cavities 20a can sequentially collapse and deform, thereby absorbing impact energy and reducing the intrusion of the second segment 1b towards the inside of the vehicle body. Furthermore, multiple second sub-cavities 20a can also improve the upward bending stiffness of the second segment 1b, thereby improving the second segment 1b's resistance to deformation and further improving the impact resistance performance of the vehicle 1000.

[0163] The embodiments of this application do not specifically limit the number of the second reinforcing ribs 122, but can set them according to the actual situation.

[0164] In some embodiments of this application, the cross-section of the first tube body 11 is closed. The two ends of the second reinforcing rib 122 are respectively connected to the inner wall of the first tube body 11.

[0165] The closed cross section can increase the moment of inertia of the first tube body 11, thereby improving the overall bending resistance and structural strength of the first reinforcing tube 1. This allows the first reinforcing tube 1 to resist deformation more effectively when subjected to pressure, bending moment or torque, which is beneficial to improving the structural strength of the body frame 200 and improving the impact resistance of the vehicle 1000.

[0166] In addition, the impact force acting on the first tube body 11 can be transmitted through the tube wall to the second reinforcing rib 122 inside, which is conducive to further improving the rigidity and strength of the first reinforcing tube 1.

[0167] In some embodiments of this application, the thickness of the second reinforcing rib 122 is in the range of 2.5 mm to 4 mm.

[0168] The thickness of the second reinforcing rib 122 is controlled within a reasonable range, which can reduce the overall weight of the first reinforcing tube 1 while meeting the strength and rigidity requirements of the first reinforcing tube 1. This is conducive to achieving the overall lightweighting of the vehicle frame 200, and further conducive to achieving the overall lightweighting of the vehicle 1000.

[0169] For example, the thickness of the second reinforcing rib 122 can be 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 or 4mm, etc.

[0170] In some embodiments of this application, such as Figure 6 and Figure 8 As shown, the vehicle 1000 also includes a battery device. A receiving space 400 is formed on the side of the first reinforcing tube 1 facing inwards towards the vehicle frame 200, and the battery device is housed within the receiving space 400. The first tube body 11 also includes a third section 1c. Along the vertical direction of the vehicle frame 200, the third section 1c is connected to the side of the second section 1b facing away from the first section 1a and close to the inwards of the vehicle frame 200. At least a portion of the battery device is connected to the third section 1c. Along the inward and outward directions of the vehicle frame 200, the width of the third section 1c is smaller than the width of the first section 1a and the width of the second section 1b.

[0171] In this embodiment, the vehicle 1000 includes a new energy vehicle. The body frame 200 includes a housing space 400 for accommodating a battery device, the housing space 400 being typically enclosed by a first reinforcing tube 1 of the sill beam assembly 205, a seat crossbeam, and a chassis 100. In this embodiment, the battery device is at least partially connected to the third segment 1c.

[0172] Because the third segment 1c is located on the side closer to the inner side of the vehicle frame 200, and the width of the third segment 1c is smaller than the width of the first segment 1a and the second segment 1b, in the event of a collision involving the vehicle 1000, the impact force will first act on the first segment 1a and the second segment 1b, and only last on the third segment 1c. This minimizes the impact force on the third segment 1c, thereby reducing the destructive potential of the impact force. Consequently, the battery device, at least partially connected to the third segment 1c, is less likely to be damaged due to excessive intrusion, which improves the reliability and stability of the battery device.

[0173] In this embodiment, the third segment 1c includes only one third cavity 30. In some other embodiments, the third segment 1c may also have a first reinforcing rib 121 and a second reinforcing rib 122, thereby dividing the third cavity 30 into multiple third sub-cavities. This embodiment does not specifically limit the number of cavities in the third segment 1c.

[0174] In some embodiments of this application, such as Figure 6 , Figure 8 and Figure 9 As shown, the first reinforcing tube 1 also includes a first mounting portion 13 and a second mounting portion 14. The first mounting portion 13 and the second mounting portion 14 are arranged at intervals along the vertical direction of the vehicle frame 200. The first mounting portion 13 is connected to the side of the second section 1b facing the inside of the vehicle frame 200, and the second mounting portion 14 is connected to the side of the third section 1c facing the inside of the vehicle frame 200. The battery device is connected to the first mounting portion 13 and the second mounting portion 14.

[0175] Therefore, the battery device can be connected to the first reinforcing tube 1 through the first mounting part 13 and the second mounting part 14, making the connection operation simple and convenient, and the connection stability better.

[0176] For example, the battery device can be connected to the first mounting portion 13 and the second mounting portion 14 using blind rivets. Blind rivets are suitable for single-sided riveting, making the connection between the battery device and the first reinforcing tube 1 more convenient and providing better stability. Of course, those skilled in the art should understand that in some other embodiments, the battery device can also be connected to the first reinforcing tube 1 by any other suitable means.

[0177] For example, the cross-section of the first mounting portion 13 is generally triangular, and the hypotenuse of the triangle forms the mounting surface of the first mounting portion 13. The cross-section of the second mounting portion 14 is generally trapezoidal, and the upper side of the trapezoid forms the mounting surface of the second mounting portion 14. In this way, when the battery device is connected to the first mounting portion 13 and the second mounting portion 14 by blind rivets, the two blind rivets can be installed in different mounting directions, making it less likely for them to interfere with each other. This also reduces the space occupied by the blind rivets within the accommodating space 400, which is beneficial for improving space utilization.

[0178] Of course, those skilled in the art should understand that in some other embodiments, the interface between the first mounting portion 13 and the second mounting portion 14 may also be any other suitable shape.

[0179] In some embodiments, the vehicle frame 200 may further include at least one force transmission member. Along the inward and outward directions of the vehicle frame 200, the force transmission member is located between the first reinforcing tube 1 and the battery device. The force transmission member can further absorb the energy generated by the collision. In the event of a collision involving the vehicle 1000, any energy not fully absorbed by the first reinforcing tube 1 can be further absorbed by the force transmission member, thereby minimizing the transmission of impact force to the battery device and reducing the likelihood of damage to the battery device.

[0180] For example, the force transmission component can be a casting.

[0181] In some embodiments of this application, the upper end of the battery device is not higher than the upper end of the second segment 1b along the vertical direction of the vehicle frame 200.

[0182] Therefore, when the battery device is housed within the housing space 400, the upper end of the battery device is either flush with or lower than the upper end of the second segment 1b. This way, when the first segment 1a undergoes collapse deformation under the compression of the second reinforcing tube 2, it is less likely to cause compression to the battery device, thereby reducing the possibility of damage to the battery device and further improving its reliability and stability.

[0183] In some embodiments of this application, the first reinforcing tube 1 is formed as an integral aluminum pultruded structure, and / or the second reinforcing tube 2 is formed as an integral aluminum pultruded structure.

[0184] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, can withstand large mechanical loads, and have high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density, which helps reduce the weight of the body frame compared to traditional steel frames.

[0185] The first reinforcing tube 1 and / or the second reinforcing tube 2 form an integral structure. On the one hand, the integral structure helps to improve the overall structural strength and rigidity of the first reinforcing tube 1 and / or the second reinforcing tube 2. On the other hand, it eliminates the need for the first tube body 11 to be assembled with the first reinforcing rib 121 and the second reinforcing rib 122 inside, and the second reinforcing tube 2 to be assembled with the reinforcing rib inside, which helps to reduce manufacturing and assembly costs.

[0186] In addition, using aluminum alloy to prepare the first reinforcing tube 1 and / or the second reinforcing tube 2 can provide sufficient corrosion resistance, reducing the need for additional corrosion-resistant coatings after using steel alloys, which helps to save costs.

[0187] For example, the first reinforcing tube 1 and / or the second reinforcing tube 2 may be an integral aluminum pultruded structure made of 6082-T6 aluminum alloy.

[0188] Of course, those skilled in the art will understand that in some other embodiments, the first reinforcing tube 1 and / or the second reinforcing tube 2 may also be made of any other suitable material and manufactured using any other suitable process. The materials of the first reinforcing tube 1 and the second reinforcing tube 2 may be the same or different.

[0189] In some embodiments of this application, the wall thickness of the first tube body 11 is in the range of 3 mm to 4 mm.

[0190] The wall thickness of the first tube body 11 is within a suitable range, which can improve the structural strength and structural rigidity of the first reinforcing tube 1, and will not occupy too much space due to excessive wall thickness. This is conducive to the lightweighting of the vehicle frame 200, and thus to the lightweighting and miniaturization of the vehicle 1000.

[0191] For example, the wall thickness of the first tube body 11 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm or 4mm, etc.

[0192] In some embodiments of this application, the frame beam body 300 is formed with a groove. At least a portion of the frame beam body 300 is configured as a sill beam, A-pillar, B-pillar and C-pillar of the vehicle 1000. A first reinforcing tube 1 is provided in the groove of the sill beam, and a second reinforcing tube 2 is provided in the groove of at least one of the A-pillar, B-pillar and C-pillar.

[0193] Therefore, the first reinforcing tube 1 can be applied to the sill beam, and the second reinforcing tube 2 can be applied to at least one of the A-pillar, B-pillar, and C-pillar. The first reinforcing tube 1 and the second reinforcing tube 2 have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the first reinforcing tube 1 and the second reinforcing tube 2 to the A-pillar, B-pillar, C-pillar, and sill beam of the frame beam body 300 can improve the structural strength and stiffness of the frame beam body 300, enhance its bending resistance and deformation resistance, thereby improving the impact resistance of the vehicle 1000.

[0194] In addition, since the first reinforcing tube 1 has a locally weakened area (first section 1a), in the event of a collision involving the vehicle 1000, the second reinforcing tube 2 of the A-pillar assembly 201, the second reinforcing tube 2 of the B-pillar assembly 202, and the second reinforcing tube 2 of the C-pillar assembly 203 can rotate around the first reinforcing tube 1 through the collapse deformation of the first section 1a, thereby releasing the amount of deformation, reducing the possibility of the second reinforcing tube 2 of the A-pillar assembly 201, the second reinforcing tube 2 of the B-pillar assembly 202, and the second reinforcing tube 2 of the C-pillar assembly 203 breaking, and further improving the impact resistance performance of the vehicle 1000.

[0195] In some embodiments of this application, such as Figure 3 , Figure 4 and Figures 7 to 9 As shown, the vehicle 1000 also includes a connecting joint 3. The second reinforcing tube 2 is connected to the connecting joint 3, and the connecting joint 3 is fixedly connected to the first reinforcing tube 1 by fasteners 4.

[0196] Therefore, the second reinforcing tube 2 is fixedly connected to the first reinforcing tube 1 through the connecting joint 3 and the fastener 4, which can improve the connection strength between the second reinforcing tube 2 and the first reinforcing tube 1, thereby improving the side structure strength of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0197] For example, the lower end of the second reinforcing tube 2 can be inserted into the connecting joint 3. By using the insertion connection method, at least a portion of the second reinforcing tube 2 will be inserted into the insertion groove of the connecting joint 3, so that the inserted portion will cooperate with the circumferential wall and the bottom wall of the groove, thereby increasing the contact area between the second reinforcing tube 2 and the connecting structure, thereby improving the connection reliability between them and achieving a more reliable connection.

[0198] As another example, both the connecting joint 3 and the first reinforcing tube 1 have mounting holes 6. The fastener 4 can pass through the mounting holes 6 of both to secure the connecting structure to the first reinforcing tube 1, thereby securing the second reinforcing tube 2 to the first reinforcing tube 1. Thus, the first reinforcing tube 1 and the connecting joint 3 can be detachably connected by the fastener 4, which can make disassembly easier while ensuring connection strength, thus facilitating subsequent installation and maintenance.

[0199] For example, fastener 4 includes, but is not limited to, bolts, studs, screws, etc.

[0200] Of course, those skilled in the art should understand that in some other embodiments, the first reinforcing tube 1 and the connecting joint 3 can also be connected by any other suitable connection method.

[0201] In some embodiments of this application, such as Figure 5 and Figure 10 As shown, the vehicle frame 200 also includes a third reinforcing tube 5. The third reinforcing tube 5 extends along the front-rear direction of the vehicle frame 200 and is embedded in the first section 1a. In the same projection plane perpendicular to the inward and outward directions of the vehicle frame 200, the front end of the third reinforcing tube 5 is connected to the rear end of the connecting joint 3 of the second reinforcing tube 2 in the groove of the A-pillar.

[0202] The sill beam assembly 205 is one of the main longitudinal force transmission paths (along the longitudinal direction of the vehicle frame 200) for the vehicle 1000. When the vehicle 1000 is involved in a frontal collision, the impact force is generally transmitted through the front end of the sill beam assembly 205, and then rearward along the sill beam assembly 205 to the rear of the vehicle frame 200. Therefore, the front area of ​​the sill beam assembly 205 will bear significant compressive, bending, and torsional loads, making it more prone to warping.

[0203] Since the vehicle frame 200 also includes a third reinforcing tube 5, the third reinforcing tube 5 can further increase the bending and torsional strength of the first reinforcing tube 1, reduce the possibility of warping at the front end of the first reinforcing tube 1, increase the ability of the first reinforcing tube 1 to resist deformation, and improve the impact resistance of the vehicle 1000.

[0204] The shape of the third reinforcing tube 5 is adapted to the shape of the first section 1a of the first reinforcing tube 1, so that it can be well embedded in the first cavity 10, specifically, in the first sub-cavity 10a closest to the inner side of the vehicle frame 200.

[0205] For example, the third reinforcing tube 5 can be embedded in the first reinforcing tube 1 with an interference fit. This allows the third reinforcing tube 5 to be stably fixed in the first reinforcing tube 1, and its position in the first reinforcing tube 1 is not easily changed due to shaking or impact of the vehicle 1000. This can better reinforce the areas of the first reinforcing tube 1 that are prone to warping and deformation, thereby improving the first reinforcing tube 1's ability to resist deformation and improving the vehicle 1000's impact resistance.

[0206] For example, the third reinforcing tube 5 can be made of 6082 aluminum alloy, 6081 aluminum alloy, or carbon fiber. These materials have high structural strength, strong resistance to bending deformation, and are lightweight.

[0207] Of course, in some other embodiments, the third reinforcing tube 5 may also be made of any other suitable material. This application does not specifically limit the material and forming method of the third reinforcing tube 5.

[0208] In some embodiments of this application, the length of the third reinforcing tube 5 is in the range of 300mm to 400mm along the front-rear direction of the vehicle frame 200.

[0209] The length of the third reinforcing tube 5 is within a suitable range, which can improve the local bending strength and stiffness of the first reinforcing tube 1 and reduce the possibility of warping deformation of the first reinforcing tube 1, while ensuring that the weight of the sill beam assembly 205 is not too large, which is conducive to achieving the lightweighting of the vehicle body frame 200.

[0210] For example, the length of the third reinforcing tube 5 can be 300mm, 305mm, 310mm, 315mm, 320mm, 325mm, 330mm, 335mm, 340mm, 345mm, 350mm, 355mm, 360mm, 365mm, 370mm, 375mm, 380mm, 385mm, 390mm, 395mm or 400mm, etc.

[0211] In some embodiments of this application, such as Figure 10 As shown, the third reinforcing tube 5 includes a third tube body 51 with an internal cavity and a third reinforcing rib 52 disposed within the cavity. In a cross-section perpendicular to the extending direction of the third reinforcing tube 5, the third reinforcing rib 52 extends along the vertical direction of the vehicle frame 200.

[0212] Therefore, the third reinforcing rib 52 extends vertically along the vertical direction of the vehicle frame 200, thereby further improving the torsional and bending deformation resistance of the third reinforcing tube 5, reducing the possibility of warping deformation of the first reinforcing tube 1, which is conducive to improving the overall structural stability and reliability of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0213] In some embodiments of this application, the wall thickness of the third reinforcing tube 5 is in the range of 2 mm to 3 mm, and / or the wall thickness of the third reinforcing rib 52 is in the range of 3 mm to 4 mm.

[0214] Therefore, the wall thickness of the third reinforcing tube 5 and the wall thickness of the third reinforcing rib 52 are within a suitable range, which can reduce the overall weight of the third reinforcing tube 5 while satisfying the strength and rigidity of the third reinforcing tube 5, thereby helping to achieve the overall lightweighting of the vehicle frame 200, and further helping to achieve the overall lightweighting of the vehicle 1000.

[0215] For example, the wall thickness of the third reinforcing tube 5 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm or 3mm, etc.

[0216] For example, the wall thickness of the third reinforcing rib 52 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm or 4mm, etc.

[0217] In some embodiments of this application, the frame beam body 300 comprises a continuous fiber composite material.

[0218] The inclusion of continuous fiber composite material in the frame beam body 300 means that at least a portion of the frame beam body 300 is made of continuous fiber composite material. On the one hand, continuous fiber composite material has high strength and stiffness, which helps to improve the collision resistance of the vehicle body frame 200. On the other hand, fiber composite material has lightweight properties, which helps to reduce the weight of the vehicle body frame 200, thereby helping to reduce the fuel consumption of the vehicle 1000 and improve the economic performance of the vehicle 1000.

[0219] Moreover, continuous fiber composite materials are less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Using continuous fiber composite materials to manufacture the main frame beam 300 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus reducing the manufacturing cost of vehicle 1000.

[0220] In some embodiments of this application, the frame beam body 300 includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0221] Composite materials formed from continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam 300. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0222] In some embodiments of this application, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the frame beam body 300.

[0223] Thus, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and the continuous fiber composite board is then molded to form a frame beam body 300 with cavities.

[0224] Using molding technology can more accurately guarantee the shape and dimensional accuracy of the frame beam body 300, so as to ensure the mechanical properties and structural integrity of the frame beam body 300 as much as possible.

[0225] For example, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0226] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0227] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0228] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0229] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer fiber composite material layer, enabling the fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0230] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0231] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0232] Therefore, the composite material formed by using continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 300.

[0233] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0234] In some embodiments of this application, the continuous fiber has a weight percentage of 60 to 80, the thermoplastic resin matrix has a weight percentage of 20 to 40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0235] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fibers. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for manufacturing the main body of the frame beam 300.

[0236] In some embodiments, the continuous fiber composite layer comprises 68 to 75 parts by weight of continuous fibers and 25 to 32 parts by weight of a thermoplastic resin matrix. This further limits the content of continuous fibers and the thermoplastic resin matrix, achieving a more balanced state between the two.

[0237] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0238] For example, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0239] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0240] For example, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0241] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0242] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0243] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0244] For example, the lubricant includes white oil.

[0245] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0246] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0247] In some embodiments of this application, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0248] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body 300 is kept low, thereby reducing the deformation of the frame beam body 300 caused by excessive absorption of water from the external environment during the use of the vehicle 1000.

[0249] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the continuous fiber composite layer.

[0250] In some embodiments of this application, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0251] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0252] In some embodiments of this application, such as Figure 11 As shown, in the outermost two continuous fiber composite material layers of the frame beam body 300 along any side of the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0253] The non-0° and non-90° laying method can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impact to the internal structure of the frame beam body 300, and help enhance the impact resistance of the frame beam body 300.

[0254] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the frame beam body 300 includes the B-pillar, the extension direction of the B-pillar is along the vertical direction of the body frame 200, that is, the height direction of the body frame 200 is the direction in which the continuous fiber laying angle is 0°.

[0255] The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0256] In some embodiments of this application, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0257] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0258] In some embodiments of this application, the sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

[0259] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus maximizing the structural strength and stiffness of the main frame beam 300.

[0260] In some embodiments of this application, the thickness of the frame beam body 300 is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0261] The thickness of the frame beam body 300 is within a reasonable range, which ensures that the thickness of the frame beam body 300 meets the rigidity and strength requirements of the vehicle body frame 200. It also reduces the aesthetic impact of the vehicle body frame 200 or interference with the installation of other parts of the vehicle 1000 caused by excessive thickness of the frame beam body 300.

[0262] For example, the thickness of the frame beam body 300 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc.

[0263] By keeping the thickness of the single-layer continuous fiber composite material layer within the range of 0.2mm to 0.3mm, on the one hand, the risk of insufficient structural strength and rigidity of the single-layer continuous fiber composite material layer due to excessively low thickness is reduced; on the other hand, it is to reduce the problem of excessive thickness of the frame beam main body 300 due to excessively high thickness of the continuous fiber composite material layer during the laying of multiple continuous fiber composite layers. This reduces the risk of problems such as interference with the overall aesthetic performance of the vehicle frame 200 or the installation of other components of the vehicle 1000.

[0264] For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

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

[0266] As a concrete example, the aluminum alloy composite hybrid body structure mainly comprises two types of composite material parts and aluminum alloy material parts. The composite materials primarily include the upper body system skin, namely the side outer panels (frame beam main body 300), drainage channels, C-pillar inner panels, A-pillar upper side beam inner panels, B-pillar inner panels, front roof crossbeams, rear roof crossbeams, rear bulkhead crossbeams, charging port brackets, installation structures for interior trim, wiring harnesses, safety components, etc., and the aluminum alloy frame that enhances body strength and withstands collisions. These parts are joined together using methods such as screwing, welding, and gluing to form a complete upper body system (body frame 200). The aluminum alloy frame includes an integrated door sill (first reinforcing tube 1), a roof top beam, A-pillar reinforcing tubes (second reinforcing tube 2 of A-pillar assembly 201), A-pillar upper connector, A-pillar lower connector (connecting connector 3), B-pillar reinforcing tubes (second reinforcing tube 2 of B-pillar assembly 202), B-pillar upper connector, B-pillar lower connector (connecting connector 3), C-pillar reinforcing tubes (second reinforcing tube 2 of C-pillar assembly 203), C-pillar upper connector, C-pillar lower connector (connecting connector 3), and a rear connector for the top beam. The roof top beam, A-pillar reinforcing tubes, B-pillar reinforcing tubes, and C-pillar reinforcing tubes are connected and installed on the integrated door sill through their respective connectors, forming a complete load-bearing frame structure that bears the loads experienced by the vehicle under conditions such as stiffness, strength, and collision.

[0267] The one-piece door sill is a multi-cavity aluminum structure manufactured by extrusion molding, extending along the length of the vehicle 1000 (the longitudinal direction of the body frame 200) and having a closed design in its circumference. Matching mounting interfaces and mounting bolt holes (mounting holes 6) are machined at the A-pillar and B-pillar joints. In small offset collisions, reinforcement components (third reinforcing tube 5) are embedded in areas where the one-piece door sill is prone to warping.

[0268] The cross-section of the integrated door sill is divided into three parts: upper, middle, and lower. The upper part (first section 1a) is divided into two cavities. The cavity closer to the inside of the vehicle is the cavity that deforms upon a side impact, accounting for 70% to 85% of the lateral width of the upper part. This cavity has a large span and low stiffness. When the car is involved in a side impact, the side of the B-pillar lower joint closer to the inside of the vehicle can be easily pressed down and deformed, allowing the B-pillar lower joint to rotate around the integrated door sill. This compensates for the problem that the integrated door sill has excessive torsional stiffness, which prevents it from rotating and releases insufficient deformation. This reduces the requirement for the elongation rate of the B-pillar material, effectively reducing the possibility of B-pillar breakage and improving the collision safety of the vehicle body structure.

[0269] The central section of the integrated door sill (second section 1b) is divided into six grids, thereby increasing the lateral crush stiffness of the integrated door sill. This enhances the crush energy absorption capacity of the integrated door sill in the event of a side pole impact, reducing the risk of thermal runaway and fire due to excessive compression of the battery pack (battery assembly). Furthermore, dividing the central section into six grids increases the stiffness of the door sill's upward bending, reducing the intrusion of the integrated door sill and A-pillar into the passenger compartment during a small offset frontal collision, thus protecting occupant safety.

[0270] The lower part of the integrated door sill (third section 1c) is closest to the battery pack, and only one cavity is retained in this area on the side closest to the battery pack. In the event of a side pole impact, the force is only compressed into this cavity in the later stages of the collision. Most of the impact force is transferred by the upper and middle parts of the integrated door sill, effectively reducing the lateral compression force on the battery pack and protecting its safety.

[0271] The integrated door sill is connected to the A-pillar lower connector, B-pillar lower connector and C-pillar lower connector by sleeves and bolts passing through the integrated door sill. The A-pillar, B-pillar and C-pillar are respectively installed on the A-pillar lower connector, B-pillar lower connector and C-pillar lower connector by sleeves and bolts passing through the A-pillar, B-pillar and C-pillar respectively.

[0272] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle, characterized in that, include: The vehicle body frame includes: Frame beam main body; A first reinforcing tube extends along the longitudinal direction of the vehicle frame and is disposed on the side of the frame beam body facing the inner side of the vehicle frame. The first reinforcing tube includes a first tube body with an internal cavity and a reinforcing rib disposed within the cavity; and The second reinforcing tube extends in a direction that intersects both the front-rear direction and the left-right direction of the vehicle frame. Along the vertical direction of the vehicle frame, the first tube body includes at least a first section and a second section connected to each other. The number of reinforcing ribs in the first section is less than the number of reinforcing ribs in the second section. The lower end of the second reinforcing tube is connected to the first section.

2. The vehicle according to claim 1, characterized in that, The reinforcing rib includes a first reinforcing rib. In a cross-section perpendicular to the extension direction of the first tube body, the first reinforcing rib extends along the vertical direction of the vehicle frame. The number of the first reinforcing ribs in the first section is less than the number of the first reinforcing ribs in the second section.

3. The vehicle according to claim 2, characterized in that, A first cavity is formed within the first segment, and the first reinforcing rib within the first segment divides the first cavity into at least two independent first sub-cavities. Along the inward and outward directions of the vehicle frame, the width of the first sub-cavity closest to the inner side of the vehicle frame is 70% to 85% of the width of the first cavity.

4. The vehicle according to claim 2, characterized in that, The thickness of the first reinforcing rib is in the range of 2mm to 4mm.

5. The vehicle according to claim 1, characterized in that, The reinforcing rib also includes a second reinforcing rib. In a cross-section perpendicular to the extension direction of the first tube body, the second reinforcing rib extends along the inward and outward directions of the vehicle frame. At least a portion of the second reinforcing rib divides the first tube body into the first segment and the second segment.

6. The vehicle according to claim 5, characterized in that, The cross-section of the first tube body is closed, and the two ends of the second reinforcing rib are respectively connected to the inner wall of the first tube body.

7. The vehicle according to claim 5, characterized in that, The thickness of the second reinforcing rib is in the range of 2.5 mm to 4 mm.

8. The vehicle according to any one of claims 1 to 7, characterized in that, The vehicle also includes a battery device, and the first reinforcing tube has a receiving space on the side facing the inside of the body frame, and the battery device is received in the receiving space. The first tube body also includes a third section along the vertical direction of the vehicle frame. The third section is connected to the second section on the side opposite to the first section and close to the inner side of the vehicle frame. At least part of the battery device is connected to the third section. Wherein, along the inner and outer directions of the vehicle frame, the width of the third segment is less than the width of the first segment and the width of the second segment.

9. The vehicle according to claim 8, characterized in that, The first reinforcing tube further includes a first mounting portion and a second mounting portion, which are arranged at intervals along the vertical direction of the vehicle frame. The first mounting portion is connected to the side of the second section facing the inside of the vehicle frame, the second mounting portion is connected to the side of the third section facing the inside of the vehicle frame, and the battery device is connected to the first mounting portion and the second mounting portion.

10. The vehicle according to claim 8, characterized in that, Along the vertical direction of the vehicle frame, the upper end of the battery device is not higher than the upper end of the second section.

11. The vehicle according to any one of claims 1 to 7, characterized in that, The first reinforcing tube is formed as a one-piece aluminum pultruded structure; and / or The second reinforcing tube is formed as an integral aluminum pultruded structure.

12. The vehicle according to any one of claims 1 to 7, characterized in that, The wall thickness of the first tube body is in the range of 3mm to 4mm.

13. The vehicle according to any one of claims 1 to 7, characterized in that, The main body of the frame beam has a groove; At least a portion of the main body of the frame beam constitutes the vehicle's sill beam, A-pillar, B-pillar, and C-pillar. The groove of the sill beam is provided with the first reinforcing tube, and the groove of at least one of the A-pillar, B-pillar, and C-pillar is provided with the second reinforcing tube.

14. The vehicle according to claim 13, characterized in that, The vehicle also includes a connecting joint, to which the second reinforcing tube is connected, and the connecting joint is fixedly connected to the first reinforcing tube by fasteners.

15. The vehicle according to claim 14, characterized in that, The vehicle frame also includes a third reinforcing tube, which extends along the front-rear direction of the vehicle frame and is embedded in the first section. In the same projection plane perpendicular to the inner and outer directions of the vehicle body frame, the front end of the third reinforcing tube is connected to the rear end of the connecting joint of the second reinforcing tube in the groove of the A-pillar.

16. The vehicle according to claim 15, characterized in that, Along the front-rear direction of the vehicle frame, the length of the third reinforcing tube is in the range of 300mm to 400mm.

17. The vehicle according to claim 15, characterized in that, The third reinforcing tube includes a third tube body with an internal cavity and a third reinforcing rib disposed in the cavity. In a cross-section perpendicular to the extension direction of the third reinforcing tube, the third reinforcing rib extends along the vertical direction of the vehicle frame.

18. The vehicle according to claim 17, characterized in that, The wall thickness of the third reinforcing tube is in the range of 2mm to 3mm; and / or The wall thickness of the third reinforcing rib is in the range of 3mm to 4mm.

19. The vehicle according to any one of claims 1 to 7, characterized in that, The main body of the frame beam is composed of continuous fiber composite material.

20. The vehicle according to claim 19, characterized in that, The main body of the frame beam includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

21. The vehicle according to claim 20, characterized in that, The multi-layered continuous fiber composite material is combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the main body of the frame beam.

22. The vehicle according to claim 20, characterized in that, The continuous fiber includes one of organic fiber and inorganic fiber.

23. The vehicle according to claim 22, characterized in that, The inorganic fiber includes any one of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one of aromatic polyamide fiber or ultra-high molecular weight polyethylene fiber.

24. The vehicle according to claim 20, characterized in that, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

25. The vehicle according to claim 20, characterized in that, The continuous fibers in each layer of the continuous fiber composite material are laid in a single direction, and the laying angle of the continuous fibers in adjacent layers of the continuous fiber composite material is different.

26. The vehicle according to claim 25, characterized in that, In the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

27. The vehicle according to claim 26, characterized in that, The continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 25° to 75°.

28. The vehicle according to claim 27, characterized in that, The sum of the number of continuous fiber composite material layers in which the continuous fiber layup angle is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

29. The vehicle according to claim 20, characterized in that, The thickness of the main frame beam is in the range of 1.2mm to 5mm; and / or The thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

30. The vehicle according to any one of claims 1 to 7, characterized in that, The vehicle also includes: The chassis, wherein the vehicle frame is located above the chassis and is detachably connected to the chassis.

31. The vehicle according to claim 30, characterized in that, The vehicle body frame and the chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery device, the housing of which forms the floor of the passenger compartment.

Images