Frame structure, vehicle body, and vehicle

Abstract

A frame structure (100), a vehicle body (1000), and a vehicle. The frame structure (100) comprises a longitudinal structural assembly (10). The longitudinal structural assembly (10) comprises: longitudinal beam components (1), each longitudinal beam component (1) comprising a first longitudinal beam (101) and a second longitudinal beam (102) located on the lower side of the first longitudinal beam (101), and the first longitudinal beam (101) and the second longitudinal beam (102) extending in a first direction; and supporting members (2), each supporting member (2) being provided between the first longitudinal beam (101) and the second longitudinal beam (102), and at least one of the first longitudinal beam (101) and the second longitudinal beam (102) being connected to the supporting member (2) by means of a detachable structure. According to the structure, the overall dynamic stiffness of the frame structure (100) can be improved, a certain energy absorption effect is achieved, and the safety of the engine compartment structure can be effectively improved.

Description

Frame structure, body and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number: 202311128001.X and application date of September 1, 2023, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicle frame technology, and in particular to a vehicle frame structure, a vehicle body and a vehicle. Background Art

[0004] The vehicle frame, as the backbone of the vehicle, is a crucial component. When a collision occurs, the frame experiences significant impact and deformation. Severe frame deformation can impact the safety of vehicle door members. To ensure passenger safety, the frame must possess appropriate strength and rigidity while also providing excellent energy absorption. Therefore, improving the rigidity of the frame structure while maintaining effective energy absorption has become a pressing issue in current vehicle design.

[0005] Summary of the Invention

[0006] The embodiments of the present application provide a frame structure, a vehicle body, and a vehicle, which can effectively improve the overall strength and rigidity of the frame structure, and have a relatively good energy absorption effect, thereby improving the rigidity of the vehicle's front cabin structure.

[0007] In a first aspect, an embodiment of the present application provides a frame structure, comprising: a longitudinal structural component, the longitudinal structural component comprising: a longitudinal beam component, the longitudinal beam component comprising a first longitudinal beam and a second longitudinal beam located below the first longitudinal beam, the first longitudinal beam and the second longitudinal beam extending along a first direction; a support member, the support member being arranged between the first longitudinal beam and the second longitudinal beam, at least one of the first longitudinal beam and the second longitudinal beam being connected to the support member via a detachable structure.

[0008] In the above technical solution, since the longitudinal beam assembly includes a first longitudinal beam and a second longitudinal beam located below the first longitudinal beam, the longitudinal beam assembly forms a double longitudinal beam structure. When the vehicle frame structure is subjected to a collision, the first longitudinal beam and the second longitudinal beam can each bear the collision force, and the collision force can be dispersed between the first and second longitudinal beams, reducing the probability of damage to the longitudinal beam assembly, making the vehicle frame structure less susceptible to deformation, and providing the frame structure with improved collision performance. In addition, the first and second longitudinal beams are rigidly connected by a support member, and the first, second and third longitudinal beams and the support member form an I-shaped structure. When the first and second longitudinal beams tend to move away from each other in the vertical direction due to the collision force, the support member can restrain the first and second longitudinal beams, effectively preventing the first and second longitudinal beams from moving away from each other, thereby improving the stability and reliability of the longitudinal structure assembly. It can be seen that the above method can not only improve the strength and rigidity of the vehicle frame structure, but also enhance the overall dynamic rigidity of the frame structure. Secondly, at least one of the first longitudinal beam and the second longitudinal beam is connected to the support member through a detachable structure. When the collision force exerted on the first longitudinal beam and the second longitudinal beam reaches a certain value, the first longitudinal beam and / or the second longitudinal beam can be detached from the support member to unload the force, thereby bringing about a better energy absorption effect.

[0009] In some embodiments of the present application, the support member is fixedly connected to the second longitudinal beam, and the support member is connected to the first longitudinal beam via a detachable structure. In the above technical solution, the support member is fixedly connected to the second longitudinal beam and connected to the first longitudinal beam via a detachable structure. This method allows the support member to be connected and detached from the first longitudinal beam while also having relatively good connection reliability with the second longitudinal beam, thereby taking into account the connection strength among the support member, the second longitudinal beam and the first longitudinal beam, as well as the ability to disengage and absorb energy.

[0010] In some embodiments of the present application, the detachable structure includes a connecting portion and a detachable portion, the connecting portion is provided on the detachable portion, one of the connecting portion and the detachable portion is provided on the support member, and the other is provided on the corresponding first longitudinal beam and / or second longitudinal beam. In the above technical solution, when a detachable structure is provided between the support member and the first longitudinal beam, one of the connecting portion and the detachable portion may be provided on the first longitudinal beam, and the other is provided on the support member; when a detachable structure is provided between the support member and the second longitudinal beam, one of the connecting portion and the detachable portion may be provided on the second longitudinal beam, and the other is provided on the support member; when a detachable structure is provided between the support member and the first longitudinal beam and between the support member and the second longitudinal beam, one of the connecting portion and the detachable portion is provided on the support member, and the other is provided on the corresponding first longitudinal beam and second longitudinal beam.

[0011] In some embodiments of the present application, the detachable portion includes a mounting hole and a connecting slot, one end of the connecting slot communicating with the mounting hole, and the connecting portion extending through the mounting hole. In the above technical solution, when the support member is subjected to a significant force, the connecting portion can act within the mounting hole. Due to the presence of the connecting slot, the connecting portion can cause the mounting hole to deform, thereby allowing the connecting portion to detach from the mounting hole. This structure is relatively simple, facilitates processing, and helps reduce costs.

[0012] In some embodiments of the present application, the support member includes a first component and a second component, one of the first component and the first longitudinal beam is provided with a mounting hole and a connecting groove, and the other is provided with a connecting portion, and the second component is fixedly connected to the second longitudinal beam and is detachably connected to the first component by a fastener.

[0013] In the above technical solution, by configuring the support member to include a first component and a second component, the support member forms a split structural design, which can reduce the difficulty of manufacturing the support member and facilitate the installation of the support member on the first longitudinal beam and the second longitudinal beam. Moreover, compared with the support member being an integrated structure, during subsequent maintenance, one of the first component and the second component can be replaced, thereby effectively reducing maintenance costs and improving maintenance economy. Secondly, since the first component can be detached between the second component and the first longitudinal beam, it can unload force and absorb energy when subjected to large forces. On the one hand, it is convenient for maintenance and replacement. On the other hand, the first component can be removed or installed later when there is assembly interference with some parts, thereby reducing the occurrence of installation interference problems and facilitating the assembly of the entire vehicle.

[0014] In some embodiments of the present application, the first component is provided with a mounting hole and a connecting groove, with the end of the connecting groove, distal to the mounting hole, communicating with a side edge of the first component. In this technical solution, one end of the connecting groove communicates with the mounting hole, and the other end communicates with a side edge of the first component. This allows the connecting portion to more easily disengage from the mounting hole when the force acting on the support member reaches a certain value, thereby increasing the success rate of disengagement.

[0015] In some embodiments of the present application, a lower swing arm fixing portion is provided on the second longitudinal beam, and the orthographic projection of the lower swing arm fixing portion on the horizontal plane and the orthographic projection of the support member on the horizontal plane at least partially overlap.

[0016] In the above technical solution, it can be understood that the distance between the support member and the lower control arm fixing portion is relatively close, that is, the lower control arm fixing portion and the support member are arranged in the vertical direction as much as possible. Since the support member can enhance the strength and rigidity of the second longitudinal beam, the lower control arm fixing portion is close to the support member, and the strength and rigidity of the surrounding area of ​​the lower control arm fixing portion on the second longitudinal beam are better, which is beneficial to improving the dynamic rigidity of the position where the lower control arm fixing portion is located.

[0017] In some embodiments of the present application, the longitudinal structural assembly further includes: a vibration-damping tower, which is located on the upper side of the first longitudinal beam and is connected to the first longitudinal beam, and the orthographic projection of the vibration-damping tower on the horizontal plane and the orthographic projection of the support member on the horizontal plane at least partially overlap.

[0018] In the above technical solution, the distance between the vibration-damping tower and the support member can be relatively close, that is, the vibration-damping tower and the support member are arranged in the vertical direction as much as possible. Since the support member can enhance the strength and rigidity of the first longitudinal beam, the vibration-damping tower is close to the support member, and the strength and rigidity of the surrounding area of ​​the vibration-damping tower on the first longitudinal beam are better. This is conducive to improving the dynamic rigidity of the position where the vibration-damping tower is located, so that the vibration-damping tower can be more reliably connected to the connection between the shock absorber and the vehicle body.

[0019] In some embodiments of the present application, the first component includes: a first plate portion; a second plate portion and a third plate portion, the second plate portion and the third plate portion are arranged at both ends of the first plate portion along the first direction; a fourth plate portion, the fourth plate portion is located on the upper side of the first plate portion, and connects the first plate portion, the second plate portion and the third plate portion, and the fourth plate portion is provided with a mounting hole and a weakening groove.

[0020] In the above technical solution, by configuring the first component to include a first plate portion, a second plate portion, a third plate portion, and a fourth plate portion, the first component can form a hollow frame structure. This arrangement not only provides the first component with relatively high strength and rigidity, but also reduces the material used, thereby lowering manufacturing costs. Furthermore, this frame structure also reduces the weight of the vehicle frame structure by making the first component relatively lightweight. Furthermore, it also saves effort during assembly, thereby facilitating assembly of the vehicle frame structure.

[0021] In some embodiments of the present application, a first avoidance surface is provided at one end of the second plate portion and the third plate portion away from the first plate portion, and the distance between the first avoidance surface and the first plate portion gradually decreases from the first longitudinal beam toward the second longitudinal beam.

[0022] In the above technical solution, by configuring the first avoidance surface to gradually decrease in distance from the first longitudinal beam toward the second longitudinal beam, the first component forms a frame structure that is narrow at the bottom and wide at the top. This allows for a relatively large space on the underside of the first component. When certain components are assembled from the outside to the inside of the vehicle frame structure, the probability of contact with the first component as they pass under the underside is reduced, thereby minimizing installation interference. The narrow-at-bottom and wide-at-top frame structure further reduces material requirements, thereby further reducing costs.

[0023] In some embodiments of the present application, the second component includes: a main body portion, which is connected to the first component via a fastener; and a flange portion, which is connected to the main body portion and fixedly connected to the second longitudinal beam.

[0024] In the above technical solution, the flange portion may refer to a component of a sheet-like structure, and the main body portion is connected to the second longitudinal beam through the flange portion, which can increase the contact area with the second longitudinal beam, so that the joining effect between the second component and the second longitudinal beam is better, thereby improving the connection reliability and stability of the second component and the second longitudinal beam, and reducing the probability of separation between the second component and the second longitudinal beam.

[0025] In some embodiments of the present application, the main body includes: a fifth plate portion, the fifth plate portion is connected to the first component via a fastener; and a sixth plate portion, the sixth plate portion is connected to the fifth plate portion.

[0026] In the above technical solution, the fifth and sixth plates can form a V-shaped or L-shaped structure. This structure provides the main body with improved strength and rigidity, as well as better impact and deformation resistance. Furthermore, by including the fifth and sixth plates in the main body, less material is required, which helps reduce weight and reduces effort when assembling the main body with the second longitudinal beam. Furthermore, the main body formed by the fifth and sixth plates is open on one side, creating a clearance space and reducing the possibility of assembly interference with certain components during vehicle assembly.

[0027] In some embodiments of the present application, a second avoidance surface is provided at one end of the fifth plate portion away from the sixth plate portion, and the distance between the second avoidance surface and the sixth plate portion gradually decreases in a direction from the first longitudinal beam toward the second longitudinal beam.

[0028] In some embodiments of the present application, there are two longitudinal structural components, and the two longitudinal structural components are spaced apart along the second direction.

[0029] In the above technical solution, since the longitudinal beam assembly in the longitudinal structural assembly constitutes a double longitudinal beam structure, and the first longitudinal beam and the second longitudinal beam are rigidly connected by the support member, the first longitudinal beam, the second longitudinal beam and the support member form an I-shaped structure, and the strength and rigidity of the longitudinal structural assembly are relatively good. On this basis, by setting the frame structure to include two longitudinal structural assemblies, the strength and rigidity of the vehicle connection structure at both ends in the second direction are relatively good, which is conducive to improving the overall strength and rigidity of the vehicle connection structure.

[0030] In some embodiments of the present application, there are two longitudinal structural components, and the two longitudinal structural components are arranged spaced apart along the second direction. The frame structure also includes: a first cross beam and a second cross beam, the first cross beam is connected to the two vibration damping towers, and the second cross beam is connected to the two second longitudinal beams.

[0031] In the above technical solution, the first crossbeam, the two vibration-damping towers, the second crossbeam, and the two second longitudinal beams can form a rectangular frame structure, which can improve the rigidity and strength of the lower part of the frame structure. When the frame structure collides and the collision force is transmitted to the second longitudinal beams, the collision force can be dispersed on the first crossbeam, the second crossbeam and the two second longitudinal beams, reducing the force on the second longitudinal beams and thereby reducing the probability of damage to the second longitudinal beams. Since the second longitudinal beams are the main load-bearing components in the frame structure, the reliability of the frame structure can be improved by reducing damage to the second longitudinal beams.

[0032] In some embodiments of the present application, the first beam has a central axis parallel to the second direction, and an extension line of a projection line of the central axis on the horizontal plane passes through the orthographic projection of the support member on the horizontal plane.

[0033] In the above technical solution, it can be understood that the distance between the first crossbeam and the support member is relatively close, that is, the first crossbeam, the support member, the second crossbeam and the two vibration-damping towers are arranged in the vertical direction as much as possible, so that the first crossbeam, the two vibration-damping towers, the second crossbeam and the two second longitudinal beams form a rectangular frame structure, which is a vertically placed frame structure, which can improve the strength and rigidity of the rear side of the frame structure.

[0034] In some embodiments of the present application, an orthographic projection of the vibration-damping tower on the horizontal plane and an orthographic projection of the second beam on the horizontal plane at least partially overlap.

[0035] In the above technical solution, the distances between the vibration-damping towers, the second crossbeam, and the support members are relatively close. On the one hand, the first crossbeam, the support members, the second crossbeam, and the two vibration-damping towers are arranged as vertically as possible. This creates a vertically arranged rectangular frame structure formed by the first crossbeam, the two vibration-damping towers, the second crossbeam, and the two second longitudinal beams, thereby enhancing the strength and rigidity of the rear side of the vehicle frame structure. Furthermore, the proximity of the second crossbeam to the support members enhances the supporting effect of the support members.

[0036] In some embodiments of the present application, the frame structure further includes: a third cross beam, the third cross beam connects the two second longitudinal beams, and the third cross beam is spaced apart from the second cross beams along the first direction.

[0037] In the above technical solution, the third crossbeam, the second crossbeam and the two second longitudinal beams constitute a rectangular frame structure, which can improve the rigidity and strength of the lower part of the frame structure. When the frame structure collides and the collision force is transmitted to the second longitudinal beams, the collision force can be dispersed on the third crossbeam, the second crossbeam and the two second longitudinal beams, reducing the force on the second longitudinal beams and thereby reducing the probability of damage to the second longitudinal beams. Since the second longitudinal beams are the main load-bearing components in the frame structure, the reliability of the frame structure can be improved by reducing damage to the second longitudinal beams.

[0038] In some embodiments of the present application, EDU rear suspension fixing portions are provided on the second crossbeam and the third crossbeam.

[0039] In the above technical solution, since the EDU rear suspension is generally connected to the front subframe, it can be seen that the second crossbeam and the third crossbeam can integrate the functions of the front subframe. Compared with the related art that requires an independent front subframe to be connected to the frame, the second crossbeam and the third crossbeam integrate some of the functions of the front subframe, which can reduce the number of parts. Moreover, since the second crossbeam and the third crossbeam are directly connected to the second longitudinal beam, the vertical height of the frame can be reduced, which is conducive to reducing the volume of the frame structure, reducing the weight of the frame structure, and thus reducing costs.

[0040] In a second aspect, an embodiment of the present application further provides a vehicle body comprising the aforementioned frame structure.

[0041] In the above technical solution, since the longitudinal beam assembly in the frame structure constitutes a double longitudinal beam structure, and the first longitudinal beam, the second longitudinal beam and the support member form an I-shaped structure, the stability and reliability of the frame structure are better, and the overall dynamic stiffness can be improved. When the body adopts this frame structure, the stiffness and strength of the front suspension structure of the body are improved, and it has a certain energy absorption effect.

[0042] In a third aspect, an embodiment of the present application further provides a vehicle, comprising the frame structure or body as described above.

[0043] In the above technical solution, the dual-longitudinal beam structure of the longitudinal beam assemblies within the vehicle body and frame structure reduces deformation and enhances collision performance. Furthermore, the I-shaped structure formed by the first and second longitudinal beams and the support members enhances the stability and reliability of the longitudinal structural assembly. This approach improves both the strength and rigidity of the frame structure and its overall dynamic stiffness, while also providing a certain degree of energy absorption. Vehicles employing this frame structure or vehicle body can effectively enhance the safety of the front cabin structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0045] FIG1 is a schematic structural diagram of a frame structure provided by some embodiments of the present application;

[0046] FIG2 is a schematic structural diagram of a support member provided in some embodiments of the present application;

[0047] FIG3 is an assembly diagram of a second component and a second longitudinal beam provided in some embodiments of the present application;

[0048] FIG4 is an assembly diagram of a first component and a first longitudinal beam provided in some embodiments of the present application;

[0049] FIG5 is a schematic diagram of a three-dimensional structure of a support member provided in some embodiments of the present application;

[0050] FIG6 is a schematic diagram of the three-dimensional structure of a vehicle body provided in some embodiments of the present application.

[0051] Icons: 1000, vehicle body; 100, vehicle frame structure; 10, longitudinal structural assembly; 1, longitudinal beam assembly; 101, first longitudinal beam; 102, second longitudinal beam; 1021, lower arm fixing portion; 2, support member; 21, first component; 211, first plate portion; 212, second plate portion; 213, third plate portion; 214, fourth plate portion; 21a, mounting hole; 21b, connecting groove; 21c, first avoidance surface; 21d, first hole; 21e, side edge; 22, second component; 22a, second hole; 221, Main body; 2211, fifth plate; 2212, sixth plate; 221a, second avoidance surface; 222, flange; 3, connection; 4, fastener; 5, vibration damping tower; 5a, third hole; 6, first cross beam; 7, second cross beam; 8, third cross beam; 300, vehicle body frame; X, second direction; Y, first direction; Z, third direction. DETAILED DESCRIPTION

[0052] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0053] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0054] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0055] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "attached" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0056] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0057] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0058] The term "plurality" used in this application refers to two or more (including two).

[0059] The vehicle frame, as the backbone of the vehicle, is a crucial component. When a collision occurs, the frame experiences significant impact and deformation. Severe frame deformation can impact the safety of vehicle door members. To ensure the safety of passengers, the frame must possess adequate strength and rigidity. Therefore, further improving the rigidity of the frame structure has become a pressing issue in current vehicle design.

[0060] In a typical vehicle frame structure, the main components are longitudinal beams and transverse beams. The longitudinal beams enhance the overall strength and rigidity of the vehicle frame, supporting the impact forces during a collision. However, in most vehicle frame structures, the longitudinal beams are typically arranged on both sides of the vehicle body, with each side being a separate longitudinal beam. Therefore, the strength and rigidity of the frame structure depend on the strength and rigidity of each longitudinal beam. This structure, however, limits the overall strength and rigidity of the frame, resulting in poor performance.

[0061] Based on the above considerations, and to address the issue of insufficient strength and rigidity of a vehicle frame structure, the inventors have designed a vehicle frame structure comprising a longitudinal structural assembly, the longitudinal structural assembly comprising a longitudinal beam assembly and a support member. The longitudinal beam assembly comprises a first longitudinal beam and a second longitudinal beam positioned below the first longitudinal beam, the first and second longitudinal beams extending in a first direction. The support member is disposed between the first and second longitudinal beams, with at least one of the first and second longitudinal beams being connected to the support member via a detachable structure.

[0062] In the aforementioned vehicle frame structure, the longitudinal structural assembly is disposed along the longitudinal direction of the frame structure, which may refer to the length of the vehicle body, and provides longitudinal support. Because the longitudinal beam assembly includes a first longitudinal beam and a second longitudinal beam located below the first longitudinal beam, the longitudinal beam assembly forms a dual-longitudinal beam structure. When the frame structure is impacted, the first and second longitudinal beams can each bear the impact force, distributing the impact force between the first and second longitudinal beams. This reduces the likelihood of damage to the longitudinal beam assembly, making the frame structure less susceptible to deformation and providing improved collision performance. Furthermore, the first and second longitudinal beams are rigidly connected by a support member, forming an I-shaped structure with the support member. This provides excellent stability and reliability for the longitudinal structural assembly, enhancing both the strength and rigidity of the frame structure and the overall dynamic stiffness of the frame structure. Furthermore, at least one of the first and second longitudinal beams is connected to the support member via a detachable structure. When the impact force exerted on the first and second longitudinal beams reaches a certain value, the first and / or second longitudinal beams can detach from the support member to relieve the force, thereby achieving improved energy absorption.

[0063] The vehicle frame structure disclosed in the embodiments of this application can be used, but is not limited to, for fuel-powered vehicles and new energy vehicles, including but not limited to vans, trucks, sedans, and SUVs. Vehicles employing this frame structure can improve the structural strength and rigidity of the vehicle body, thereby enhancing vehicle safety.

[0064] According to some embodiments of the present application, referring to FIG. 1 , FIG. 1 illustrates a vehicle frame structure 100 provided in some embodiments of the present application, comprising a longitudinal structural assembly 10, comprising a longitudinal beam assembly 1 and a support member 2. The longitudinal beam assembly 1 comprises a first longitudinal beam 101 and a second longitudinal beam 102 positioned below the first longitudinal beam 101. The first longitudinal beam 101 and the second longitudinal beam 102 extend along a first direction Y. The support member 2 is disposed between the first longitudinal beam 101 and the second longitudinal beam 102, with at least one of the first longitudinal beam 101 and the second longitudinal beam 102 being connected to the support member 2 via a detachable structure.

[0065] The first direction Y may refer to the longitudinal direction of the vehicle body 1000, that is, the length direction of the vehicle body 1000. In other words, the longitudinal structural assembly 10 is disposed along the longitudinal direction of the vehicle frame structure 100 to provide longitudinal support.

[0066] The first longitudinal beam 101 and the second longitudinal beam 102 may be, but are not limited to, tubular components, plate components, or columnar components.

[0067] The support member 2 may refer to a component that plays a supporting role between the first longitudinal beam 101 and the second longitudinal beam 102. The support member 2 may be, but is not limited to, a tubular component, a plate component, or a columnar component.

[0068] At least one of the first longitudinal beam 101 and the second longitudinal beam 102 is connected to the support member 2 through a detachable structure. It can be understood that the first longitudinal beam 101 is connected to the support member 2 through a detachable structure, or the second longitudinal beam 102 is connected to the support member 2 through a detachable structure; or the first longitudinal beam 101 is connected to the support member 2 through a detachable structure, and the second longitudinal beam 102 is connected to the support member 2 through a detachable structure.

[0069] In the above technical solution, when the frame structure 100 is subjected to a large collision force, the first longitudinal beam 101 and the second longitudinal beam 102 tend to be relatively displaced from each other, and the force acting on the first longitudinal beam 101 and the second longitudinal beam 102 may far exceed the limits of their own strength and stiffness. Therefore, the first longitudinal beam 101 and the second longitudinal beam 102 tend to be deformed more. At this time, under the action of the detachable structure, when the collision force exceeds a certain value, the support member 2 is separated from at least one of the first longitudinal beam 101 and the second longitudinal beam 102. At this time, the support member 2 can release the restraint on the first longitudinal beam 101 and the second longitudinal beam 102, so that the first longitudinal beam 101 and the second longitudinal beam 102 can unload the force through rapid displacement, thereby achieving an energy absorption effect.

[0070] In the above technical solution, since the longitudinal beam assembly 1 includes the first longitudinal beam 101 and the second longitudinal beam 102 located on the lower side of the first longitudinal beam 101, the longitudinal beam assembly 1 constitutes a double longitudinal beam structure. When the frame structure 100 is hit by a collision, the first longitudinal beam 101 and the second longitudinal beam 102 can respectively withstand the collision force, and the collision force can be dispersed on the first longitudinal beam 101 and the second longitudinal beam 102, thereby reducing the damage probability of the longitudinal beam assembly 1, making the frame structure 100 less likely to deform, and the frame structure 100 has better collision performance. Furthermore, the first longitudinal beam 101 and the second longitudinal beam 102 are rigidly connected by the support member 2, forming an I-shaped structure with the first longitudinal beam 101, the second longitudinal beam 102, and the support member 2. When the first longitudinal beam 101 and the second longitudinal beam 102 are subjected to a collision force and tend to move away from each other in the vertical direction, the support member 2 can restrain the first longitudinal beam 101 and the second longitudinal beam 102, effectively preventing the first longitudinal beam 101 and the second longitudinal beam 102 from moving away from each other, thereby improving the stability and reliability of the longitudinal structural assembly 10. It can be seen that the above-mentioned method can not only improve the strength and rigidity of the vehicle frame structure 100, but also enhance the overall dynamic rigidity of the vehicle frame structure 100. Secondly, at least one of the first longitudinal beam 101 and the second longitudinal beam 102 is connected to the support member 2 via a detachable structure. When the collision force applied to the first longitudinal beam 101 and the second longitudinal beam 102 reaches a certain value, the first longitudinal beam 101 and / or the second longitudinal beam 102 can detach from the support member 2 to relieve the force, thereby achieving a relatively good energy absorption effect.

[0071] In some embodiments of the present application, the support member 2 is fixedly connected to the second longitudinal beam 102, and the support member 2 is connected to the first longitudinal beam 101 via a detachable structure. In the above technical solution, the support member 2 is fixedly connected to the second longitudinal beam 102 and connected to the first longitudinal beam 101 via a detachable structure. This approach allows the support member 2 to be connected to and detached from the first longitudinal beam 101 while also having relatively good connection reliability with the second longitudinal beam 102, thereby taking into account the connection strength among the support member 2, the second longitudinal beam 102, and the first longitudinal beam 101, as well as the ability to disengage and absorb energy.

[0072] In some embodiments of the present application, the detachable structure includes a connecting portion 3 and a detachable portion, the connecting portion 3 is arranged on the detachable portion, one of the connecting portion 3 and the detachable portion is arranged on the support member 2, and the other is arranged on the corresponding first longitudinal beam 101 and / or second longitudinal beam 102.

[0073] In the above technical solution, when a detachable structure is provided between the support member 2 and the first longitudinal beam 101, one of the connecting portion 3 and the detachable portion may be provided on the first longitudinal beam 101, and the other may be provided on the support member 2; when a detachable structure is provided between the support member 2 and the second longitudinal beam 102, one of the connecting portion 3 and the detachable portion may be provided on the second longitudinal beam 102, and the other may be provided on the support member 2; when a detachable structure is provided both between the support member 2 and the first longitudinal beam 101 and between the support member 2 and the second longitudinal beam 102, one of the connecting portion 3 and the detachable portion may be provided on the support member 2, and the other may be provided on the corresponding first longitudinal beam 101 and second longitudinal beam 102.

[0074] In some embodiments of the present application, the detachable portion includes a mounting hole 21a and a connecting groove 21b, one end of the connecting groove 21b is connected to the mounting hole 21a, and the connecting portion 3 is inserted into the mounting hole 21a.

[0075] It can be understood that the connection part 3 may include but is not limited to bolts, rivets or connecting columns.

[0076] In the above technical solution, when the support member 2 is subjected to a large force, the connecting portion 3 can act in the mounting hole 21a. Due to the existence of the connecting groove 21b, the connecting portion 3 can drive the mounting hole 21a to deform, so that the connecting portion 3 can detach from the mounting hole 21a to complete the detachment. This structure is relatively simple, convenient to process, and conducive to reducing costs.

[0077] In some embodiments of the present application, as shown in Figure 1, the support member 2 includes a first component 21 and a second component 22, one of the first component 21 and the first longitudinal beam 101 is provided with a mounting hole 21a and a connecting groove 21b, and the other is provided with a connecting portion 3 connecting portion 3, the second component 22 is fixedly connected to the second longitudinal beam 102, and is detachably connected to the first component 21 through a fastener 4.

[0078] The first component 21 and the second component 22 may be, but are not limited to, tubular components, plate components, and columnar components.

[0079] Fasteners 4 may be, but are not limited to, bolts and rivets. Referring to Figures 3 and 4 , first component 21 may be provided with a first hole 21d, and second component 22 may be provided with a second hole 22a. Fasteners 4 may be inserted through first hole 21d and second hole 22a, thereby securing first component 21 and second component 22. Optionally, the number of first hole 21d, second hole 22a, and fasteners 4 may be, but are not limited to, one, two, three, or the like.

[0080] It can be understood that by configuring the support member 2 to include a first component 21 and a second component 22, rather than a single component, the support member 2 is configured to have a split structure. In this way, on the one hand, the volume of the first component 21 and the second component 22 can be made relatively small, and they can be assembled into the support member 2 after assembly, which is conducive to reducing the difficulty of manufacturing the support member 2 and facilitating the installation of the support member 2. On the other hand, when one of the first component 21 and the second component 22 is damaged, only the damaged component can be replaced and the undamaged component can be retained. Moreover, since the first component 21 is detachable from the second component 22 and the first longitudinal beam 101, on the one hand, it can unload force and absorb energy when subjected to large forces. On the other hand, during later maintenance, the first component 21 is easy to repair or replace. It can be seen that the support member 2 using the above structure is conducive to reducing maintenance costs.

[0081] Secondly, during the assembly of the entire vehicle, some parts need to pass through the frame structure 100 during assembly. These parts may include but are not limited to the steering mechanism and the electric drive unit (EDU). For example, when assembling the steering mechanism and the electric drive unit (EDU), they need to be assembled from the outside to the inside of the frame structure 100. Since the second component 22 is fixedly connected to the second longitudinal beam 102, and the first component 21 is detachable from the second component 22 and the first longitudinal beam 101, when some parts need to pass through the frame structure 100 during assembly, some parts can be assembled first, and then the first component 21 can be connected to the first longitudinal beam 101 through the connecting portion 3, and then connected to the second component 22 through the fastener 4. This can reduce the interference of the support member 2 with other parts during the assembly of the entire vehicle.

[0082] In the above technical solution, by configuring the support member 2 to include a first component 21 and a second component 22, the support member 2 forms a split structural design, which can reduce the difficulty of manufacturing the support member 2 and facilitate the installation of the support member 2 on the first longitudinal beam 101 and the second longitudinal beam 102. Moreover, compared with the support member 2 being an integrated structure, during subsequent maintenance, one of the first component 21 and the second component 22 can be replaced, thereby effectively reducing maintenance costs and improving maintenance economy. Secondly, since the first component 21 is detachable between the second component 22 and the first longitudinal beam 101, on the one hand, it is convenient for maintenance and replacement, and on the other hand, the first component 21 can be removed or installed later when there is assembly interference with some parts, thereby reducing the occurrence of installation interference problems and facilitating the assembly of the entire vehicle.

[0083] In some embodiments of the present application, as shown in Figures 2 and 5 , a mounting hole 21a and a connecting groove 21b are provided on the first component 21. The end of the connecting groove 21b, which is farther away from the mounting hole 21a, is connected to a side edge 21e of the first component 21. In this technical solution, one end of the connecting groove 21b is connected to the mounting hole 21a, and the other end is connected to the side edge 21e of the first component 21. This allows the connecting portion to be easily separated from the mounting hole 21a when the force applied to the support member 2 reaches a certain value, thereby improving the success rate of separation.

[0084] The mounting hole 21a of the connecting portion 3 can be, but is not limited to, a round hole or a square hole. The mounting hole 21a can be mounted on the connecting portion 3, thereby securing the first component 21 to the first longitudinal beam 101. The connecting groove 21b can weaken the area of ​​the first component 21 where the mounting hole 21a is located. Specifically, the connecting groove 21b can be a narrow slit or notch connecting the mounting hole 21a and the connecting groove 21b.

[0085] In the above technical solution, when the frame structure 100 is subjected to a large collision force, the first longitudinal beam 101 and the second longitudinal beam 102 tend to be relatively displaced from each other. The force acting on the first longitudinal beam 101 and the second longitudinal beam 102 may far exceed the limits of their own strength and rigidity. Therefore, the first longitudinal beam 101 and the second longitudinal beam 102 tend to be deformed more. At this time, since a connecting groove 21b is provided between the side edge 21e of the first component 21 and the mounting hole 21a, when the collision force exceeds a certain value, the connecting portion 3 can act on the connecting groove 21b. This makes the area near the connecting groove 21b on the first component 21 prone to deformation and cracking, so that the connecting part 3 can be separated from the mounting hole 21a. At this time, the support member 2 can release the restraint on the first longitudinal beam 101 and the second longitudinal beam 102, so that the first longitudinal beam 101 and the second longitudinal beam 102 can unload the force through rapid displacement, thereby achieving an energy absorption effect, reducing the probability of the first longitudinal beam 101 and the second longitudinal beam 102 being seriously damaged, and reducing the collision force transmitted from the first longitudinal beam 101 and the second longitudinal beam 102 to the passenger compartment, thereby improving the safety of the passenger compartment.

[0086] For example, under certain working conditions, the collision force applied to the frame structure 100 may be greater than 30 KN. Under the action of the 30 KN collision force, the connecting portion 3 may act on the connecting groove 21 b to cause the first component 21 to crack, thereby causing the connecting portion 3 to detach from the mounting hole 21 a.

[0087] In some embodiments of the present application, as shown in FIG1 , a lower swing arm fixing portion 1021 is provided on the second longitudinal beam 102 , and the orthographic projection of the lower swing arm fixing portion 1021 on the horizontal plane and the orthographic projection of the support member 2 on the horizontal plane at least partially overlap.

[0088] The lower arm fixing portion 1021 can be used to connect the lower arm. The lower arm fixing portion 1021 can be, but is not limited to, a fixing hole or a mounting bracket.

[0089] The orthographic projection of the lower swing arm fixing portion 1021 on the horizontal plane and the orthographic projection of the support member 2 on the horizontal plane at least partially overlap. It can be understood that on the horizontal plane, the orthographic projection of the lower swing arm fixing portion 1021 and the orthographic projection of the support member 2 can be partially overlapped or completely overlapped.

[0090] In the above technical solution, it can be understood that the distance between the support member 2 and the lower swing arm fixing portion 1021 is relatively close, that is, the lower swing arm fixing portion 1021 and the support member 2 are arranged in the vertical direction as much as possible. Since the support member 2 can enhance the strength and rigidity of the second longitudinal beam 102, the lower swing arm fixing portion 1021 is close to the support member 2, and the strength and rigidity of the surrounding area of ​​the lower swing arm fixing portion 1021 on the second longitudinal beam 102 are better, which is beneficial to improving the dynamic rigidity of the position where the lower swing arm fixing portion 1021 is located.

[0091] In some embodiments of the present application, as shown in Figure 1, the longitudinal structural assembly 10 further includes a vibration-damping tower 5, which is located on the upper side of the first longitudinal beam 101 and is connected to the first longitudinal beam 101. The orthographic projection of the vibration-damping tower 5 on the horizontal plane and the orthographic projection of the support member 2 on the horizontal plane at least partially overlap.

[0092] The vibration-damping tower 5 may be a key component connecting the shock absorber and the vehicle body. It is used to transmit collision forces and the torsional forces of the vehicle body when the left and right wheels are subjected to uneven forces, thereby ensuring vehicle stability and safety. As can be seen, the vibration-damping tower 5 may be provided with a connecting structure connecting the shock absorber and the vehicle body. Specifically, the connecting structure may be the third hole 5a. In the horizontal plane, the orthographic projection of the vibration-damping tower 5 and the orthographic projection of the support member 2 may partially or completely overlap.

[0093] In the above technical solution, the distance between the vibration-damping tower 5 and the support member 2 can be relatively close, that is, the vibration-damping tower 5 and the support member 2 are arranged in the vertical direction as much as possible. Since the support member 2 can enhance the strength and rigidity of the first longitudinal beam 101, the vibration-damping tower 5 is close to the support member 2, and the strength and rigidity of the surrounding area of ​​the vibration-damping tower 5 on the first longitudinal beam 101 are better. This is conducive to improving the dynamic rigidity of the position where the vibration-damping tower 5 is located, so that the vibration-damping tower 5 can be connected to the connection between the shock absorber and the vehicle body more reliably.

[0094] In some embodiments of the present application, as shown in Figure 2, the first component 21 includes a first plate portion 211, a second plate portion 212, a third plate portion 213 and a fourth plate portion 214, and the second plate portion 212 and the third plate portion 213 are arranged at both ends of the first plate portion 211 along the first direction; the fourth plate portion 214 is located on the upper side of the first plate portion 211 and connects the first plate portion 211, the second plate portion 212 and the third plate portion 213, and the fourth plate portion 214 is provided with a mounting hole 21a and a connecting groove 21b.

[0095] In the above technical solution, by configuring the first component 21 to include a first plate portion 211, a second plate portion 212, a third plate portion 213, and a fourth plate portion 214, the first component 21 can form a hollow frame structure. This approach not only provides the first component 21 with relatively high strength and rigidity, but also reduces material requirements, thereby lowering manufacturing costs. Furthermore, this frame structure also makes the first component 21 relatively lightweight, thereby reducing the weight of the vehicle frame structure 100 and saving labor during assembly, thereby facilitating assembly of the vehicle frame structure 100.

[0096] In some embodiments of the present application, as shown in Figure 2, the second plate portion 212 and the third plate portion 213 are provided with a first avoidance surface 21c at one end away from the first plate portion 211, and the distance between the first avoidance surface 21c and the first plate portion 211 gradually decreases in the direction from the first longitudinal beam 101 toward the second longitudinal beam 102.

[0097] With reference to the foregoing, when the entire vehicle is assembled, some parts need to pass through the frame structure 100. One end of the frame structure formed by the first plate portion 211, the second plate portion 212, the third plate portion 213 and the fourth plate portion 214 is open. With reference to Figure 1, the direction from the first longitudinal beam 101 toward the second longitudinal beam 102 can refer to the third direction Z. The distance between the first avoidance surface 21c and the first plate portion 211 can refer to the dimension along the second direction Y, and can also be understood as the width dimension of the second plate portion 212 and the third plate portion 213. That is to say, the width of the second plate portion 212 and the third plate portion 213 is narrow at the bottom and wide at the top. Therefore, the lower part of the first component 21 can form a larger avoidance space, which is convenient for avoiding some parts when assembling the entire vehicle.

[0098] Optionally, the first avoidance surface 21c may be, but is not limited to, an inclined surface and an arc surface.

[0099] In the above technical solution, by configuring the first avoidance surface 21c to gradually decrease in distance from the first longitudinal beam 101 toward the second longitudinal beam 102, the first component 21 forms a frame structure that is narrow at the bottom and wide at the top. This leaves a relatively large space on the underside of the first component 21. When certain components are assembled from the outside to the inside of the vehicle frame structure 100, the probability of contact with the first component 21 as they pass under it is reduced, thereby minimizing installation interference. Furthermore, the narrow-at-bottom and wide-at-top frame structure of the first component 21 further reduces material requirements, thereby further reducing costs.

[0100] In some embodiments of the present application, as shown in Figures 2, 3 and 5, the second component 22 includes a main body 221 and a flange portion 222. The main body 221 is connected to the first component 21 through a fastener 4; the flange portion 222 is connected to the main body 221, and the flange portion 222 is fixedly connected to the second longitudinal beam 102.

[0101] In the above technical solution, the flange portion 222 may refer to a component of a sheet-like structure, and the main body 221 is connected to the second longitudinal beam 102 through the flange portion 222, which can increase the contact area with the second longitudinal beam 102, so that the joining effect between the second component 22 and the second longitudinal beam 102 is better, thereby improving the connection reliability and stability of the second component 22 and the second longitudinal beam 102, and reducing the probability of separation between the second component 22 and the second longitudinal beam 102.

[0102] In some embodiments of the present application, as shown in FIG. 2 , the main body 221 includes a fifth plate portion 2211 and a sixth plate portion 2212 . The fifth plate portion 2211 is connected to the first component 21 via a fastener 4 ; the sixth plate portion 2212 is connected to the fifth plate portion 2211 .

[0103] In the above technical solution, the fifth plate portion 2211 and the sixth plate portion 2212 can form a V-shaped structure or an L-shaped structure. The main body portion 221 adopting this structure has better strength and rigidity, and better impact resistance and deformation resistance. Secondly, by providing the main body portion 221 with the fifth plate portion 2211 and the sixth plate portion 2212, less material is required, which is conducive to weight reduction and saves more effort when assembling the main body portion 221 with the second longitudinal beam 102. Secondly, one side of the main body portion 221 formed by the fifth plate portion 2211 and the sixth plate portion 2212 is open, which can form an avoidance space, reducing the occurrence of assembly interference with some parts during vehicle assembly.

[0104] In some embodiments of the present application, as shown in Figure 2, a second avoidance surface 221a is provided at one end of the fifth plate portion 2211 away from the sixth plate portion 2212, and the distance between the second avoidance surface 221a and the sixth plate portion 2212 gradually decreases in the direction from the first longitudinal beam 101 toward the second longitudinal beam 102.

[0105] Referring to Figure 1, the direction from the first longitudinal beam 101 toward the second longitudinal beam 102 can refer to the third direction Z, and the distance between the second avoidance surface 221a and the sixth plate portion 2212 can refer to the dimension along the first direction X, which can also be understood as the width dimension of the fifth plate portion 2211. That is, the width of the fifth plate portion 2211 is narrow at the top and wide at the bottom, so the upper part of the fifth plate portion 2211 can form a larger avoidance space, which is convenient for avoiding some parts during the assembly of the whole vehicle.

[0106] Optionally, the second avoiding surface 221 a may be, but is not limited to, an inclined surface and an arc surface.

[0107] In the above technical solution, by gradually increasing the distance between the second avoidance surface 221a and the sixth plate portion 2212 from the first longitudinal beam 101 toward the second longitudinal beam 102, the fifth plate portion 2211 forms a frame structure that is narrow at the bottom and wide at the top. This leaves a relatively large space on the upper side of the fifth plate portion 2211. When certain components are assembled from the outside to the inside of the vehicle frame structure 100, the probability of contact with the fifth plate portion 2211 as they pass over the upper side is reduced, thereby reducing the occurrence of assembly interference. Furthermore, the narrow at the bottom and wide at the top frame structure of the fifth plate portion 2211 further reduces material requirements, thereby further reducing costs.

[0108] In some embodiments of the present application, there are two longitudinal structural components 10 , and the two longitudinal structural components 10 are spaced apart along the second direction Y.

[0109] The second direction Y may refer to the length direction of the vehicle body 1000 , and may also refer to the left and right sides of the vehicle body 1000 . That is, the vehicle frame structure 100 includes two longitudinal structural components 10 , and the two longitudinal structural components 10 are located at both ends of the vehicle frame structure 100 in the second direction Y.

[0110] In the above technical solution, since the longitudinal beam assembly 1 in the longitudinal structure assembly 10 constitutes a double longitudinal beam structure, and the first longitudinal beam 101 and the second longitudinal beam 102 are rigidly connected by the support member 2, the first longitudinal beam 101, the second longitudinal beam 102 and the support member 2 form an I-shaped structure, and the strength and rigidity of the longitudinal structure assembly 10 are relatively good. On this basis, by configuring the frame structure 100 to include two longitudinal structure assemblies 10, the strength and rigidity of the frame structure 100 at both ends of the second direction Y are relatively good, which is conducive to improving the overall strength and rigidity of the frame structure 100.

[0111] In some embodiments of the present application, as shown in Figure 1, there are two longitudinal structural components 10, and the two longitudinal structural components 10 are arranged spaced apart along the second direction. The frame structure 100 also includes a first cross beam 6 and a second cross beam 7. The first cross beam 6 is connected to the two vibration damping towers 5, and the second cross beam 7 is connected to the two second longitudinal beams 102.

[0112] The first cross beam 6 and the second cross beam 7 may be, but are not limited to, tubular components, plate components, and column components. The connection methods among the first cross beam 6, the second cross beam 7, the second longitudinal beam 102, and the vibration reduction tower 5 may include, but are not limited to, welding, bolting, and riveting.

[0113] The first crossbeam 6 rigidly connects the two vibration-damping towers 5, improving the stability and reliability of the connection between the vibration-damping towers 5 and the first longitudinal beam 101. When one of the two vibration-damping towers 5 is impacted, the first crossbeam 6 transmits the impact force to the other vibration-damping tower 5, thereby dispersing the impact force. This helps reduce the force on each vibration-damping tower 5 and mitigates deformation of each vibration-damping tower 5, thereby reducing the chance of damage to the vibration-damping tower 5 and lowering maintenance costs.

[0114] In the above technical solution, the first crossbeam 6, the two vibration-damping towers 5, the second crossbeam 7, and the two second longitudinal beams 102 can form a rectangular frame structure, which can improve the rigidity and strength of the lower portion of the frame structure 100. When the frame structure 100 collides and the collision force is transmitted to the second longitudinal beams 102, the collision force can be dispersed on the first crossbeam 6, the second crossbeam 7, and the two second longitudinal beams 102, reducing the force on the second longitudinal beams 102 and thereby reducing the probability of damage to the second longitudinal beams 102. Since the second longitudinal beams 102 are the main load-bearing components in the frame structure 100, the reliability of the frame structure 100 can be improved by reducing damage to the second longitudinal beams 102.

[0115] In some embodiments of the present application, the first crossbeam 6 has a central axis parallel to the second direction, and an extension line of a projection line of the central axis on the horizontal plane passes through the orthographic projection of the support member 2 on the horizontal plane.

[0116] In the above technical solution, it can be understood that the distance between the first crossbeam 6 and the support member 2 is relatively close, that is, the first crossbeam 6, the support member 2, the second crossbeam 7 and the two vibration-damping towers 5 are arranged in the vertical direction as much as possible, so that the first crossbeam 6, the two vibration-damping towers 5, the second crossbeam 7, and the two second longitudinal beams 102 form a rectangular frame structure as a vertically placed frame structure, which can improve the strength and rigidity of the rear side of the frame structure 100.

[0117] In some embodiments of the present application, the orthographic projection of the vibration-damping tower 5 on the horizontal plane and the orthographic projection of the second crossbeam 7 on the horizontal plane at least partially overlap.

[0118] It can be understood that, on a horizontal plane, the orthographic projection of the vibration-damping tower 5 and the orthographic projection of the second crossbeam 7 can partially or completely overlap. In the above technical solution, it can be understood that the distance between the vibration-damping tower 5, the second crossbeam 7, and the support member 2 is relatively close. On the one hand, the first crossbeam 6, the support member 2, the second crossbeam 7, and the two vibration-damping towers 5 are arranged as vertically as possible. This allows the first crossbeam 6, the two vibration-damping towers 5, the second crossbeam 7, and the two second longitudinal beams 102 to form a vertically arranged rectangular frame structure, which can improve the strength and rigidity of the rear side of the vehicle frame structure 100. On the other hand, the proximity of the second crossbeam 7 to the support member 2 can enhance the support effect of the support member 2.

[0119] In some embodiments of the present application, as shown in FIG. 1 , the frame structure 100 further includes a third cross beam 8 , which connects the two second longitudinal beams 102 , and the third cross beam 8 is spaced apart from the second cross beam 7 along the first direction.

[0120] The third cross beam 8 may be, but is not limited to, a tubular component, a plate component, or a columnar component. The connection between the third cross beam 8 and the second longitudinal beam 102 may be, but is not limited to, welding, bolting, and hot riveting.

[0121] In the above technical solution, the third crossbeam 8, the second crossbeam 7 and the two second longitudinal beams 102 form a rectangular frame structure, which can improve the rigidity and strength of the lower part of the frame structure 100. When the frame structure 100 collides and the collision force is transmitted to the second longitudinal beams 102, the collision force can be dispersed on the third crossbeam 8, the second crossbeam 7 and the two second longitudinal beams 102, reducing the force on the second longitudinal beams 102 and thereby reducing the probability of damage to the second longitudinal beams 102. Since the second longitudinal beams 102 are the main load-bearing components in the frame structure 100, the reliability of the frame structure 100 can be improved by reducing damage to the second longitudinal beams 102.

[0122] In some embodiments of the present application, an EDU rear suspension fixing portion (not shown) is provided on the second crossbeam 7 and the third crossbeam 8 .

[0123] The EDU rear suspension fixing portion may refer to a structure for mounting the EDU rear suspension. For example, the EDU rear suspension fixing portion may include, but is not limited to, a mounting hole and a connecting bolt. When the EDU rear suspension fixing portion is a mounting hole, a bolt on the EDU rear suspension may be installed in the mounting hole, thereby securing the EDU rear suspension to the second crossbeam 7 and the third crossbeam 8. When the EDU rear suspension fixing portion is a bolt, the bolt may directly engage with a hole on the EDU rear suspension.

[0124] In the above technical solution, since the EDU rear suspension is generally connected to the front subframe, it can be seen that the second crossbeam 7 and the third crossbeam 8 can integrate the functions of the front subframe. Compared with the related art in which an independent front subframe needs to be connected to the frame, the second crossbeam 7 and the third crossbeam 8 integrate some of the functions of the front subframe, which can reduce the number of parts. Moreover, since the second crossbeam 7 and the third crossbeam 8 are directly connected to the second longitudinal beam 102, the vertical height of the frame can be reduced, which is conducive to reducing the volume of the frame structure 100, reducing the weight of the frame structure 100, and thus reducing costs.

[0125] Secondly, as shown in FIG6 , an embodiment of the present application further provides a vehicle body 1000 comprising the aforementioned frame structure 100. Vehicle body 1000 may be a monocoque vehicle. Vehicle body 1000 may further include a vehicle frame 300, with frame structure 100 connected to the front side of vehicle frame 300. The remaining configuration and operation of monocoque vehicle body 1000 are well known to those skilled in the art and will not be further described here.

[0126] In the above technical solution, since the longitudinal beam assembly 1 in the frame structure 100 constitutes a double longitudinal beam structure, and the first longitudinal beam 101, the second longitudinal beam 102 and the support member 2 form an I-shaped structure, the frame structure 100 has better stability and reliability, and can improve the overall dynamic stiffness. The vehicle body 1000 adopts this frame structure 100, and the stiffness and strength of the front suspension structure of the vehicle body 1000 are improved.

[0127] In a third aspect, an embodiment of the present application further provides a vehicle, comprising the aforementioned frame structure 100 or vehicle body 1000 .

[0128] In the above technical solution, the dual-longitudinal beam structure formed by the vehicle body 1000 and the longitudinal beam assembly 1 in the frame structure 100 makes the frame structure 100 less susceptible to deformation and thus provides improved collision performance. Furthermore, the I-shaped structure formed by the first longitudinal beam 101, the second longitudinal beam 102, and the support member 2 enhances the stability and reliability of the longitudinal structural assembly 10. This approach improves both the strength and rigidity of the frame structure 100 and its overall dynamic stiffness. Vehicles employing the above-described frame structure 100 or vehicle body 1000 can effectively enhance the safety of the front cabin structure.

[0129] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0130] The above are merely preferred embodiments of the present application and are not intended to limit the present application. Those skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A vehicle frame structure, wherein: include: A longitudinal structural component, the longitudinal structural component comprising: A longitudinal beam assembly, the longitudinal beam assembly comprising a first longitudinal beam and a second longitudinal beam located below the first longitudinal beam, the first longitudinal beam and the second longitudinal beam extending along a first direction; A support member is provided between the first longitudinal beam and the second longitudinal beam, and at least one of the first longitudinal beam and the second longitudinal beam is connected to the support member through a detachable structure.

2. The vehicle frame structure according to claim 1, wherein: The support member is fixedly connected to the second longitudinal beam, and the support member is connected to the first longitudinal beam via the detachable structure.

3. The frame structure according to claim 1 or 2, wherein: The detachable structure includes a connecting portion and a detachable portion, wherein the connecting portion is arranged on the detachable portion, one of the connecting portion and the detachable portion is arranged on the supporting member, and the other is arranged on the corresponding first longitudinal beam and / or the second longitudinal beam.

4. The vehicle frame structure according to claim 3, wherein: The detachable portion comprises a mounting hole and a connecting groove, one end of the connecting groove is connected to the mounting hole, and the connecting portion is penetrated through the mounting hole.

5. The vehicle frame structure according to claim 4, wherein: The support member includes a first component and a second component, one of the first component and the first longitudinal beam is provided with the mounting hole and the connecting groove, and the other is provided with the connecting portion, and the second component is fixedly connected to the second longitudinal beam and is detachably connected to the first component via a fastener.

6. The vehicle frame structure according to claim 5, wherein: The first component is provided with the mounting hole and the connecting groove, and the other end of the connecting groove away from the mounting hole is connected to the side edge of the first component.

7. The vehicle frame structure according to any one of claims 1 to 6, wherein: The second longitudinal beam is provided with a lower swing arm fixing portion, and the orthographic projection of the lower swing arm fixing portion on the horizontal plane and the orthographic projection of the support member on the horizontal plane at least partially overlap.

8. The vehicle frame structure according to any one of claims 1 to 7, wherein: The longitudinal structural assembly further includes: a vibration-damping tower, which is located on the upper side of the first longitudinal beam and connected to the first longitudinal beam, and the orthographic projection of the vibration-damping tower on the horizontal plane and the orthographic projection of the support member on the horizontal plane at least partially overlap.

9. The vehicle frame structure according to claim 5 or 6, wherein: The first component comprises: first plate portion; a second plate portion and a third plate portion, wherein the second plate portion and the third plate portion are arranged at two ends of the first plate portion along the first direction; The fourth plate portion is located on the upper side of the first plate portion and connects the first plate portion, the second plate portion and the third plate portion, and the fourth plate portion is provided with the mounting hole and the connecting groove.

10. The vehicle frame structure according to claim 9, wherein: A first avoidance surface is provided at one end of the second plate portion and the third plate portion away from the first plate portion, and a distance between the first avoidance surface and the first plate portion gradually decreases in a direction from the first longitudinal beam toward the second longitudinal beam.

11. The vehicle frame structure according to claim 5 or 6, wherein: The second component comprises: a main body portion, the main body portion being connected to the first component via the fastener; A flange portion, wherein the flange portion is connected to the main body portion, and the flange portion is fixedly connected to the second longitudinal beam.

12. The vehicle frame structure according to claim 11, wherein: The main body comprises: a fifth plate portion, the fifth plate portion being connected to the first component via the fastener; The sixth plate portion is connected to the fifth plate portion.

13. The vehicle frame structure according to claim 12, wherein: A second avoidance surface is provided at one end of the fifth plate portion away from the sixth plate portion, and a distance between the second avoidance surface and the sixth plate portion gradually decreases in a direction from the first longitudinal beam toward the second longitudinal beam.

14. The vehicle frame structure according to any one of claims 1 to 13, wherein: There are two longitudinal structural components, and the two longitudinal structural components are spaced apart along the second direction.

15. The vehicle frame structure according to claim 8, wherein: There are two longitudinal structural components, which are spaced apart along the second direction. The frame structure also includes: a first cross beam and a second cross beam, wherein the first cross beam is connected to the two vibration damping towers, and the second cross beam is connected to the two second longitudinal beams.

16. The vehicle frame structure according to claim 15, wherein: The first crossbeam has a central axis parallel to the second direction, and an extension line of a projection line of the central axis on a horizontal plane passes through the orthographic projection of the support member on the horizontal plane.

17. The vehicle frame structure according to claim 15 or 16, wherein: The orthographic projection of the vibration-damping tower on the horizontal plane and the orthographic projection of the second cross beam on the horizontal plane at least partially overlap.

18. The vehicle frame structure according to any one of claims 15 to 17, wherein: The frame structure further includes: a third cross beam, the third cross beam connects the two second longitudinal beams, and the third cross beam is spaced apart from the second cross beams along the first direction.

19. The vehicle frame structure according to claim 18, wherein: The second cross beam and the third cross beam are provided with EDU rear suspension fixing parts.

20. A vehicle body, wherein: The vehicle frame comprises the frame structure as claimed in any one of claims 1 to 19.

21. A vehicle, wherein: It comprises the frame structure as claimed in any one of claims 1 to 19, or the vehicle body as claimed in claim 20.

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