Vehicle

Abstract

Provided is a vehicle, applicable to the technical field of automobile manufacturing, and comprising a vehicle body frame (20). The vehicle body frame (20) comprises a frame beam main body (21) and a reinforcing structure. The frame beam main body (21) comprises a continuous fiber composite material, and a cavity (21a) is formed in the frame beam main body (21); and the reinforcing structure is at least partially arranged in the cavity (21a) and is connected to the frame beam main body (21). The reinforcing structure comprises a first reinforcing assembly (22) and a second reinforcing assembly (23). The first reinforcing assembly (22) extends in a first direction, and the second reinforcing assembly (23) extends in a second direction. The second direction intersects the first direction. In a projection direction from the interior of the vehicle to the exterior of the vehicle, the projections of the first reinforcing assembly (22) and of the second reinforcing assembly (23) on a projection plane perpendicular to the projection direction intersect. The continuous fiber composite material has lightweight characteristics. The first reinforcing assembly (22) extends in the first direction, and the second reinforcing assembly (23) extends in the second direction. The reinforcing structure can improve the structural strength and structural rigidity of the vehicle body frame (20) from at least two different directions.

Description

A type of vehicle Technical Field

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

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

[0003] To address the aforementioned technical problems, this application provides a vehicle that helps achieve lightweight design of automobiles, improve vehicle manufacturing efficiency, and reduce vehicle manufacturing costs.

[0004] This application provides a vehicle, including a vehicle body frame;

[0005] The body frame includes:

[0006] The main body of the frame beam is composed of continuous fiber composite material and has a cavity.

[0007] The reinforced structure is at least partially located within the cavity and connected to the main frame beam.

[0008] The reinforcing structure includes a first reinforcing component and a second reinforcing component. The first reinforcing component extends along a first direction, and the second reinforcing component extends along a second direction. The second direction intersects the first direction, and along the projection direction from inside the vehicle to outside the vehicle, the projections of the first reinforcing component and the second reinforcing component intersect on a projection surface perpendicular to the projection direction.

[0009] In the aforementioned technical solution, by using continuous fiber composite material for the main body of the frame beam, the lightweight nature of the composite material helps reduce the weight of the vehicle body frame, thereby reducing fuel consumption and improving the vehicle's economic performance. Continuous fiber composite material also possesses high strength and stiffness, contributing to improved collision resistance of the vehicle body frame. The frame beam body has cavities, which serve as energy-absorbing zones, effectively absorbing and dispersing impact energy. Furthermore, the cavities provide installation space for reinforcing structures. This cavity design also contributes to the vehicle's lightweight design. The reinforcing structure is at least partially located within the cavities and connected to the main body of the frame beam; that is, the reinforcing structure strengthens the main body of the frame beam to reduce the probability of deformation or fracture during a collision, thereby improving the overall collision resistance of the vehicle body frame. Moreover, the first reinforcing component extends along the first direction, and the second reinforcing component extends along the second direction. The first and second directions intersect, meaning that the reinforcing structure can improve the structural strength and rigidity of the vehicle frame from at least two different directions. When the outer side of the main frame beam is subjected to a side collision, the first and second reinforcing components can disperse the collision stress over a wider area from two different directions, and can also absorb the collision energy from two different directions. This helps to effectively improve the structural stability and collision protection performance of the vehicle frame while saving structural components, thereby reducing the weight of the vehicle frame and facilitating lightweight vehicle design.

[0010] In some embodiments, the cavity of the frame beam body has an opening in the direction of the inside of the vehicle frame, so that the frame beam body forms an open slot, and the reinforcing structure is located at least partially within the open slot.

[0011] In the above technical solution, the open slot is open to the inside of the vehicle frame. On the one hand, the open slot can improve the bending and shear strength of the main frame beam, and on the other hand, it can effectively absorb and disperse impact energy as an energy absorption zone. The open slot can provide installation space for the reinforcement structure, thereby helping to increase the structural strength and structural stiffness of the main frame beam.

[0012] In some embodiments, the open slot includes a first open slot and a second open slot that are interconnected. The first open slot extends along a first direction, and the second open slot extends along a second direction. The first reinforcing component includes a first tube structure, and the second reinforcing component includes a second tube structure. The first tube structure is disposed in the first open slot, and the second tube structure is disposed in the second open slot. The first tube structure and the second tube structure are connected.

[0013] In the aforementioned technical solution, the tubular structure possesses high stiffness and bending strength, effectively resisting bending deformation under side impacts. Furthermore, it exhibits high shear strength, effectively reducing fracture caused by shear forces. The tubular structure also helps to evenly distribute stress, reducing localized stress concentration. Using the tubular structure as part of the reinforcing structure helps improve the overall structural stability of the vehicle frame. Specifically, the first tubular structure strengthens the structural strength and stiffness of the first open slot, while the second tubular structure strengthens the structural strength and stiffness of the second open slot. The first and second tubular structures are connected, thereby increasing the overall structural strength and stiffness of the open slots, and consequently increasing the structural strength and stiffness of the main frame beam. Simultaneously, the tubular structure facilitates lightweight design.

[0014] In some embodiments, the frame beam body includes side beams, columns, and sill beams, with the columns connecting the side beams and sill beams. The first reinforcing component includes a first tube structure disposed within the cavity of the column. The second reinforcing component includes a second tube structure disposed within the cavity of at least one of the side beams and sill beams. The first tube structure and the second tube structure are connected.

[0015] In the above technical solution, the extension direction of the column is the first direction, and the extension direction of the side beam and the sill beam is the second direction. The first pipe structure is disposed in the cavity of the column along the first direction to strengthen the column. The second pipe structure is disposed in the cavity of at least one of the side beam and the sill beam along the second direction to strengthen at least one of the side beam and the sill beam. Moreover, the first pipe structure and the second pipe structure are connected so that the junction of the first pipe structure and the second pipe structure can strengthen at least one of the junction of the column and the side beam and the junction of the column and the sill beam, thereby helping to further improve the structural strength and structural stiffness of the frame beam.

[0016] In some embodiments, the first tube structure and / or the second tube structure each include a tube body, the cross-sectional shape of which is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0017] In the above technical solution, the cross-sectional shape of the tube body is polygonal, which helps to increase the contact area between the tube body and the frame beam body, and facilitates better connection between the tube wall of the tube body and the cavity wall of the frame beam body, thereby helping to improve the structural strength and rigidity of the vehicle frame.

[0018] In some embodiments, the first tube structure and / or the second tube structure each include at least one reinforcing rib disposed within the tube body, and in a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

[0019] In the above technical solution, by setting reinforcing ribs inside the pipe body, the structural strength and structural stiffness of the first pipe structure and / or the second pipe structure are further improved.

[0020] In some embodiments, at least one reinforcing rib includes a first reinforcing rib and a second reinforcing rib, wherein the first reinforcing rib intersects with the second reinforcing rib.

[0021] In the above technical solution, the second and third reinforcing ribs strengthen the pipe body from two directions, which helps to improve the structural strength and rigidity of the pipe body.

[0022] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures.

[0023] In the above technical solution, the aluminum pultruded tube structure is an aluminum tube produced through the pultrusion process. It possesses high strength, can withstand significant mechanical loads, and exhibits high stiffness, reducing deformation under stress. Furthermore, aluminum has a lower density, which helps reduce the weight of the vehicle frame compared to traditional steel car bodies. The tube body and reinforcing ribs are integrated into a single structure. This integrated structure enhances the overall structural strength and stiffness of the first and / or second tube structures. Additionally, it eliminates the need for further assembly of the reinforcing ribs and tube body with other components, reducing the number of parts and manufacturing costs.

[0024] In some embodiments, the thickness of the pipe wall is 3mm to 6mm.

[0025] In the above technical solution, by controlling the thickness of the aluminum pultruded tube wall within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the aluminum pultruded tube wall is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while also ensuring that the aluminum pultruded tube wall is not too thick so that the performance is excessive.

[0026] In some embodiments, the first tube structure and / or the second tube structure each include a resin-filled structure, which fills the tube body.

[0027] In the above technical solution, the resin-filled structure is used to enhance the structural strength and rigidity of the pipe body.

[0028] In some implementations, the tube body is a thermoplastic pultruded composite material tube.

[0029] In the above technical solution, the thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second reinforcing component. Moreover, the composite material helps to improve the lightweight of the vehicle body frame.

[0030] In some embodiments, the thickness of the pipe wall of the pipe body is 6mm to 10mm.

[0031] In the above technical solution, by controlling the thickness of the wall of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0032] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0033] In the above technical solution, polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the first tube structure and / or the second tube structure, thereby improving the tensile strength of the first reinforcing component and / or the second reinforcing component.

[0034] In some embodiments, the vehicle frame further includes a connector comprising a first connector and a second connector connected to each other, the second connector being disposed within a cavity of at least one of the side beam and the sill beam, a second tubular structure being connected to the second connector, and the first connector extending into one end of the cavity of the pillar and being connected to the end of the first tubular structure.

[0035] In the above technical solution, the connection between the first pipe structure and the second pipe structure is achieved through an adapter.

[0036] In some embodiments, the second connection has an opening groove that extends along the extension direction of the side beam or sill beam, and the second pipe structure passes through the opening groove and is connected to the groove wall.

[0037] In the above technical solution, the second tube structure is connected to the adapter by connecting to the wall of the opening groove. The opening groove facilitates the insertion of the second tube structure.

[0038] In some embodiments, the first connecting portion has a plug-in cavity, one end of the first tube structure is inserted into the plug-in cavity and connected to the cavity wall.

[0039] In the above technical solution, by inserting one end of the first tube structure into the insertion cavity, the stability of the connection between the first tube structure and the first connecting part is increased.

[0040] In some embodiments, the column is a B-column, with both ends of the B-column connected to the side beam and the sill beam. There are at least two adapters, one of which is an upper connector and the other is a lower connector. A first pipe structure is located in the cavity of the B-column, and there are at least two second pipe structures, one of which is located in the cavity of the side beam and the other in the cavity of the sill beam. The upper connector is used to connect one end of the first pipe structure to the second pipe structure in the cavity of the side beam, and the lower connector is used to connect one end of the second pipe structure to the second pipe structure in the cavity of the sill beam.

[0041] In the above technical solution, the first tube structure and at least two second tube structures are used to reinforce the pillar, side beam, and sill beam, respectively, to improve the collision protection performance of the pillar, side beam, and sill beam. Simultaneously, upper and lower connectors are used to reinforce the junctions between the pillar and side beam, and between the pillar and sill beam, respectively. This facilitates the transfer of external forces on the side beam to the first tube structure within the B-pillar cavity via the upper connector, or vice versa. Similarly, it facilitates the transfer of external forces on the sill beam to the first tube structure within the B-pillar cavity via the lower connector, or vice versa. This helps the side beam, B-pillar, and sill beam to share energy, further improving their collision protection performance and thus enhancing the overall collision protection performance of the vehicle frame.

[0042] In some embodiments, both the upper and lower connectors are provided with a third reinforcing rib, and both abut against the first pipe structure.

[0043] In the above technical solution, the third reinforcing rib can enhance the structural strength and rigidity of the upper and lower joints. Moreover, the third reinforcing ribs in the upper and lower joints respectively abut against the two ends of the first pipe structure, which helps to make the first pipe structure more stably connected to the upper and lower joints, thus helping to improve the stability of the vehicle frame.

[0044] In some implementations, a fourth reinforcing rib is provided outside the upper and lower joints, which is used to connect with the main body of the frame beam.

[0045] In the above technical solution, by setting a fourth reinforcing rib on the outside of the upper joint and the outside of the lower joint, the structural strength and rigidity of the upper and lower joints are improved. The fourth reinforcing rib is connected to the main frame beam, thereby helping to improve the structural strength and rigidity of the vehicle frame along the internal and external directions of the vehicle frame.

[0046] In some embodiments, the fourth reinforcing rib of at least one of the upper and lower connectors extends in the same direction as the first pipe structure.

[0047] In the above technical solution, the extension direction of the first tube structure in the cavity of the B-pillar is along the vertical direction of the vehicle frame, that is, the extension direction of the fourth reinforcing rib is along the vertical direction of the vehicle frame, so that the fourth reinforcing rib can transmit external forces in the vertical direction.

[0048] In some embodiments, the reinforcing structure includes an injection-molded structure that is injection-molded into a cavity, a first tube structure that is connected to the injection-molded structure in the cavity of the column, and a second tube structure that is connected to the injection-molded structure in the cavity of at least one of the side beam and the sill beam.

[0049] The injection-molded structure includes a first rib and a second rib. The first rib extends along a first direction, and the second rib extends along a second direction. The first rib and the first tube structure constitute at least a part of the first reinforcing component. At least one reinforcing rib is the second rib, and the second rib and the second tube structure constitute at least a part of the second reinforcing component.

[0050] In the above technical solution, the reinforcing structure has both injection molding structure and tubular structure to strengthen the main body of the frame beam, and can strengthen the main body of the frame beam from at least the first direction and the second direction, thereby improving the anti-collision performance of the main body of the frame beam.

[0051] In some embodiments, the first tubular structure is bonded to the injection-molded structure within the cavity of the column; and / or, the second tubular structure is bonded to the injection-molded structure within the cavity of at least one of the side beam and the sill beam.

[0052] In the above technical solution, bonding is used to connect the first tube structure and / or the second tube structure to the injection-molded structure. Furthermore, the bonding operation is convenient.

[0053] In some embodiments, the injection-molded structure is connected to the bottom and side walls of the cavity, and the injection-molded structure is formed with clearance grooves for installing a first tube structure or a second tube structure.

[0054] In the above technical solution, the first pipe structure or the second pipe structure is installed using the clearance groove formed by the injection molding structure, so that the first pipe structure and the injection molding structure will not protrude excessively from the cavity of the column, and the second pipe structure and the injection molding structure will not protrude excessively from the cavity of the side beam and / or the space of the sill beam.

[0055] In some embodiments, the injection-molded structure has an interior trim mounting structure, which includes at least one interior trim panel mounting structure for mounting an interior trim panel. The interior trim panel is used to cover at least the cavity of the frame beam body from the inside of the vehicle body. The interior trim panel mounting structure is disposed on the injection-molded structure connected to the sidewall of the cavity.

[0056] In the above technical solution, the injection-molded structure connected to the side wall of the cavity can provide a mounting position for the interior panel. The interior panel is used to cover the cavity, thereby avoiding direct exposure of the reinforcing structure and interior mounting structure inside the cavity to the driver / passenger's view as much as possible, which helps to improve the aesthetics of the vehicle frame.

[0057] In some embodiments, the first tube structure and / or the second tube structure have an interior mounting structure, the frame beam body at least partially forms the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, the at least one seat belt accessory mounting structure being formed in the first tube structure and / or the second tube structure of the B-pillar and / or C-pillar;

[0058] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0059] In the above technical solution, seat belt accessories need to be installed on the B-pillar and / or C-pillar of the vehicle. The first tube structure and / or the second tube structure provide a seat belt accessory mounting structure for installing the seat belt accessories, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the first tube structure and / or the second tube structure help to improve the strength and rigidity of the seat belt accessory mounting structure, reducing the probability of seat belt failure due to failure of the seat belt accessory mounting structure.

[0060] In some embodiments, the frame beam body at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure for connecting at least one of the door hinge, door lock, and door opening limiter.

[0061] The metal connection structure is welded to the first tube structure and / or second tube structure of the A-pillar and / or B-pillar.

[0062] In the above technical solution, the door hinges, door locks, and door opening limiters are all used for opening and closing the door. In practical applications, the door needs to be opened and closed frequently, the door hinges and door opening limiters also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure good fatigue performance, allowing the metal connection structure to maintain its structural integrity during multiple cycles. Welding helps to improve the stability of the connection between the metal connection structure and the first tube structure and / or the second tube structure, and helps to make the metal connection structure securely installed.

[0063] In some embodiments, the reinforcing structure includes an injection-molded structure disposed within the cavity and connected to the cavity wall.

[0064] The main frame beam includes side beams, columns and sill beams. The columns connect the side beams and sill beams. The side beams, columns and sill beams are all provided with injection-molded structures. The injection-molded structures include first stiffeners and second stiffeners. The first stiffeners constitute at least a part of the first reinforcing component and the second stiffeners constitute at least a part of the second reinforcing component.

[0065] In the injection-molded structure located within the cavity of the side beam, the second direction is the extension direction of the side beam; in the injection-molded structure located within the cavity of the sill beam, the second direction is the extension direction of the sill beam; and in the injection-molded structure located within the cavity of the column, the first direction is the extension direction of the column.

[0066] In the above technical solution, the first reinforcing component includes a first stiffener extending along a first direction, and the second reinforcing component includes a second stiffener extending along a second direction, thereby enabling the reinforcing structure to strengthen the structural strength and stiffness of the frame beam body from at least the first and second directions. That is, during a collision, external forces can be transmitted at least along the first and second directions, meaning the injection-molded structure can absorb and disperse impact energy from at least the first and second directions. For columns, the injection-molded structure can absorb and disperse impact energy from at least the column's extension direction and the direction intersecting with it. For edge beams, the injection-molded structure can absorb and disperse impact energy from at least the edge beam's extension direction and the direction intersecting with it. For sill beams, the injection-molded structure can absorb and disperse impact energy from at least the sill beam's extension direction and the direction intersecting with it.

[0067] In some embodiments, at least one first rib and at least one second rib are arranged in an intersecting manner; or, multiple first ribs and multiple second ribs are connected end to end in a ring.

[0068] In the above technical solution, the first rib and the second rib are arranged in a cross pattern, or the first rib and the second rib are connected to form a ring. Both can avoid stress concentration in a single rib as much as possible, so that the injection-molded structure can evenly distribute the force, thereby helping to improve the overall structural strength and structural stiffness of the vehicle frame.

[0069] In some implementations, the injection-molded structure has an interior trim mounting structure for mounting the vehicle body interior trim.

[0070] In the above technical solution, the interior mounting structure is part of the injection-molded structure. This eliminates the need for separate components with interior mounting functions, reduces component assembly, and contributes to weight reduction of the vehicle body frame and improved manufacturing efficiency. Furthermore, the interior mounting structure is formed within the injection-molded structure, which helps improve its structural strength, thereby reducing the likelihood of interior failure due to failure of the interior mounting structure.

[0071] In some embodiments, the frame beam body constitutes at least the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, the at least one seat belt accessory mounting structure being an injection-molded structure formed within the cavity of the B-pillar and / or C-pillar;

[0072] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0073] In the above technical solution, the seat belt accessory mounting structure of the B-pillar and / or C-pillar is formed in the first and / or second ribs of the injection-molded structure. In other words, the first and / or second ribs can provide mounting positions for the seat belt accessories.

[0074] In some embodiments, the vehicle frame includes a seatbelt accessory reinforcement plate that surrounds the seatbelt accessory mounting structure and is connected to the main frame beam.

[0075] In the above technical solution, the seat belt accessory mounting structure is locally reinforced by a seat belt accessory reinforcement plate to improve the structural strength and rigidity of the seat belt accessory mounting structure, thereby helping to improve the safety performance of the vehicle frame.

[0076] In some implementations, the seatbelt attachment reinforcement plate is bonded to the main frame beam.

[0077] In the above technical solution, adhesive bonding is used to fix the seat belt accessory reinforcement plate. Moreover, the adhesive bonding operation is convenient.

[0078] In some implementations, the seatbelt accessory reinforcement plate and the main frame beam are made of the same material.

[0079] In the above technical solution, both the seatbelt accessory reinforcement plate and the frame beam body are made of continuous fiber composite material. On the one hand, this allows the seatbelt accessory reinforcement plate and the frame beam body to be made of the same material, which helps reduce the types of raw materials used; on the other hand, using the same material facilitates the connection between the seatbelt accessory reinforcement plate and the frame beam body. Furthermore, continuous fiber composite material contributes to the lightweighting of the vehicle body frame.

[0080] In some embodiments, the frame beam body at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure disposed at the A-pillar and / or B-pillar.

[0081] At least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter;

[0082] The metal connection structure is attached to the inner surface of the frame beam body of the A-column and / or B-column, and the injection-molded structure is injected onto the inner surface of the frame beam body that constitutes the A-column and / or B-column and the surface of the metal connection structure, thereby fixing the metal connection structure.

[0083] In the above technical solution, the metal connection structure is fixed between the inner surface of the frame beam body and the injection-molded structure by the metal insert injection molding process. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure. On the other hand, the metal insert injection molding process helps to improve the structural strength and structural stiffness of the vehicle frame.

[0084] In some embodiments, the thickness of the root of the first stiffener and / or the second stiffener is 80% to 120% of the thickness of the frame beam body.

[0085] In the above technical solution, the first and second stiffeners can provide sufficient reinforcement, thereby improving the strength and rigidity of the vehicle frame. Since the main body of the frame beam is made of continuous fiber composite material, which has high modulus, even if the root thickness of the first and second stiffeners is large, it helps to reduce or even avoid shrinkage defects at the roots of the first and second stiffeners on the outer surface of the main body of the frame beam.

[0086] In some embodiments, the thickness of the root of the first stiffener and / or the second stiffener is 2.5 mm to 3.5 mm, and the thickness of the main body of the frame beam is 2.5 mm to 3.5 mm.

[0087] In the above technical solution, by setting the thickness of the frame beam body and the first and second stiffeners within this range, the frame beam body and the injection-molded structure can meet the strength and stiffness requirements of the vehicle frame.

[0088] In some embodiments, the injection-molded structure comprises 35 to 70 parts by weight of a thermoplastic resin matrix and 30 to 65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100.

[0089] In the above technical solution, the composite material formed by combining long glass fibers and a thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin. This helps to improve the elastic modulus, tensile strength, and elongation at break of the first reinforcing component. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding. By controlling the content of thermoplastic resin matrix and long glass fibers within a reasonable range, it is possible to minimize the leakage of long glass fibers and insufficient elongation at break caused by excessively high long glass fiber content and excessively low thermoplastic resin matrix content. Conversely, it is also possible to minimize the composite material's strength, insufficient elongation at break, or excessive water absorption caused by excessively low long glass fiber content and excessively high thermoplastic resin matrix content. This achieves a relatively balanced state between the content of long glass fibers and thermoplastic resin matrix, making the composite material suitable for manufacturing injection-molded structures to reinforce the main frame beam.

[0090] In some embodiments, the injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

[0091] In the above technical solutions, using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0092] In some embodiments, the injection-molded structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure includes 0.1 to 0.4 parts by weight of an antioxidant.

[0093] In the above technical solution, the compatibilizer can improve the interfacial adhesion between the long glass fibers and the thermoplastic resin matrix, thereby enhancing the mechanical properties of the composite material. The antioxidant can reduce the likelihood of degradation due to high-temperature oxidation during processing, extending the service life of the composite material. By adding compatibilizers and antioxidants to the long glass fibers and thermoplastic resin matrix, the mechanical properties and service life of the first reinforcing component can be improved.

[0094] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix connecting the continuous fibers.

[0095] In the above technical solution, the composite material formed by continuous fiber 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.

[0096] 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 the frame beam.

[0097] In the above technical solution, the multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using a molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing the mechanical properties and structural integrity of the main body.

[0098] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0099] In the above technical solution, by controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0100] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0101] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

[0102] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0103] In the above technical solutions, 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 helps to improve the strength of single-layer continuous fiber composite layers.

[0104] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0105] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0106] In some embodiments, 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.

[0107] In the above technical solution, by controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation of continuous fiber leakage and insufficient elongation at break caused by excessive continuous fiber content and excessive resin matrix content. It is also possible to avoid the situation of insufficient composite material strength, insufficient elongation at break or excessive water absorption caused by excessively low continuous fiber content and excessively high resin matrix content. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of composite material is suitable for making frame beam body.

[0108] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0109] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0110] In some embodiments, 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.

[0111] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial adhesion between continuous fibers and thermoplastic resin matrix and improve the mechanical properties of composite materials.

[0112] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0113] In the above technical solutions, antioxidants can reduce the possibility of composite materials degrading due to high-temperature oxidation during processing, thereby extending the service life of the composite materials. In some embodiments, the antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0114] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylene bis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants. In some embodiments, the water absorption rate of each continuous fiber composite material layer is no higher than 0.3%.

[0115] In the above technical solution, 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 in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0116] In some implementations, 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.

[0117] In the above technical solution, the laying angle of continuous fibers has a significant impact on the performance of composite materials, and the laying direction of continuous fibers affects the stress distribution inside the composite material. Different laying angles of continuous fibers in two adjacent continuous fiber composite material layers help to optimize the performance of composite materials in different directions.

[0118] 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°.

[0119] In the above technical solution, the non-0° and non-90° ply layup provides strength in multiple directions, and the placement of at least one of the outermost two layers effectively absorbs and disperses energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam structure.

[0120] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0121] In the above technical solution, when the layup angle of continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite material.

[0122] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0123] In the above technical solution, the non-0° and non-90° layup is within a reasonable proportion range, so as to ensure that the multi-directional strength, shear strength and fatigue resistance of the composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the frame beam as much as possible.

[0124] In some embodiments, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm.

[0125] In the above technical solution, by limiting the range of the thickness of the single-layer continuous fiber composite material layer, on the one hand, it is to avoid the single-layer continuous fiber composite material layer being too thin, which would result in insufficient structural strength and structural stiffness of the single-layer continuous fiber composite material layer; on the other hand, it is to avoid the continuous fiber composite material layer being too thick, which would result in the frame beam being too thick when laying multiple layers of continuous fiber composite material.

[0126] In some implementations, the thickness of the main frame beam is not less than 1.2mm to 5mm.

[0127] In the above technical solution, by limiting the maximum thickness of the main body of the frame beam, it is possible to avoid the main body of the frame beam being too thick, which would affect the aesthetic performance of the vehicle body frame or interfere with the installation of other vehicle components.

[0128] In some embodiments, the vehicle includes a chassis, a body frame, and a chassis that together enclose a passenger compartment of the vehicle, and the vehicle includes a battery, the casing of which forms the floor of the passenger compartment.

[0129] In the above technical solution, the body frame and chassis are detachably connected, achieving separation and decoupling between the two. This allows the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis, making it adaptable to various vehicle models.

[0130] In some implementations, the vehicle includes a chassis, with a body frame located above the chassis and detachably connected to it.

[0131] In the above technical solutions, by integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and makes more efficient use of the vehicle's interior space.

[0132] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0133] Figure 1 is a structural schematic diagram of the vehicle provided in an embodiment of this application;

[0134] Figure 2 is a structural schematic diagram of the vehicle (excluding the chassis) provided in an embodiment of this application;

[0135] Figure 3 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this application at a first angle;

[0136] Figure 4 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this application at a second angle;

[0137] Figure 5 is a schematic diagram of the structure shown in Figure 4, omitting the first and second tube structures.

[0138] Figure 6 is an enlarged structural schematic diagram of part P of the structure shown in Figure 5;

[0139] Figure 7 is an enlarged structural schematic diagram of part Q of the structure shown in Figure 5;

[0140] Figure 8 is a schematic diagram of the first tube structure and the second tube structure provided in the embodiments of this application;

[0141] Figure 9 is a schematic diagram of the upper and lower connectors provided in an embodiment of this application;

[0142] Figure 10 is a schematic diagram of the cross-sectional structure at the EE position of the structure shown in Figure 4;

[0143] Figure 11 is a cross-sectional view of the interior panel installed at the FF position of the vehicle frame shown in Figure 4, according to an embodiment of this application.

[0144] Figure 12 is a cross-sectional view of the seat belt height adjuster installed at position GG of the vehicle frame shown in Figure 4, according to an embodiment of this application.

[0145] Figure 13 is a cross-sectional view of the seat belt retractor provided in the embodiment of this application installed at position HH of the vehicle frame shown in Figure 4;

[0146] Figure 14 is a cross-sectional view of the door hinge installed at position II of the vehicle frame shown in Figure 4 according to an embodiment of this application.

[0147] Figure 15 is a structural schematic diagram of the second type of vehicle frame provided in the embodiment of this application;

[0148] Figure 16 is an enlarged structural schematic diagram of part R shown in Figure 15;

[0149] Figure 17 is an enlarged structural schematic diagram of part S shown in Figure 15;

[0150] Figure 18 is a schematic diagram of the exploded structure of the structure shown in Figure 15;

[0151] Figure 19 is a cross-sectional view of the seat belt height adjuster installed at position AA of the vehicle frame shown in Figure 15 according to an embodiment of this application.

[0152] Figure 20 is a cross-sectional view of the seat belt retractor provided in the embodiment of this application installed at position BB of the vehicle frame shown in Figure 15;

[0153] Figure 21 is a cross-sectional view of the door hinge installed at position CC of the vehicle frame shown in Figure 15 according to an embodiment of this application;

[0154] Figure 22 is a cross-sectional view of the interior panel installed at position DD of the vehicle frame shown in Figure 5 according to an embodiment of this application;

[0155] Figure 23 shows one laying method of the multilayer continuous fiber composite material layer of the fiber composite board provided in the embodiment of this application. Detailed Implementation

[0156] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0157] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this application will not be described separately.

[0158] In the following description, the terms "first," "second," etc., are used merely to distinguish different objects and do not indicate that the objects have the sameness or relationship. It should be understood that the directional descriptions "above," "below," "outside," and "inside" refer to the orientation under normal use conditions, while "left" and "right" refer to the left and right directions shown in the corresponding diagrams, which may or may not be the left and right directions under normal use conditions.

[0159] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "At least two" means two or more.

[0160] With the continuous development of automotive technology, traditional steel body frames have also revealed some drawbacks, such as excessive weight, susceptibility to rust, and high carbon emissions during production. The manufacturing process of steel bodies requires stamping, welding, and painting, all of which involve significant investment in stamping, welding, and painting workshops, hindering cost reduction in automobile manufacturing. Furthermore, the weight of steel bodies makes lightweight design of the entire vehicle less effective.

[0161] In view of this, in order to overcome at least some of the defects of steel bodies, embodiments of this application provide a vehicle.

[0162] Please refer to Figures 1 and 2. This application provides a vehicle, which includes a chassis 30 and a body frame 20 mounted on the chassis 30.

[0163] In some embodiments, the vehicle frame 20 and the chassis 30 are welded together.

[0164] In other embodiments, the vehicle frame 20 can be detachably connected to the chassis 30, in which case the chassis 30 adopts a skateboard chassis integrating the three-electric system. The three-electric system refers to the battery system, motor system, and electronic control system. This configuration achieves decoupling between the vehicle frame 20 and the chassis 30, allowing the vehicle frame 20 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0165] For example, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0166] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0167] In some embodiments, the number of fasteners is multiple.

[0168] For example, the body frame 20 and the chassis 30 can be detachably connected by using multiple bolts in the circumferential direction of the chassis 30 and the circumferential direction of the body frame 20.

[0169] The following descriptions will use the combination of the vehicle frame 20 and the skateboard chassis as an example.

[0170] Because the skateboard chassis integrates the vehicle's three-electric system (battery, motor, and electronic control), it achieves multi-functional and modular integration, significantly reducing vehicle weight. However, the existing steel body restricts further weight reduction. Therefore, this application proposes replacing at least part of the steel body with a composite material body to further reduce vehicle weight, improve reliability, and lower costs.

[0171] In some embodiments, the vehicle frame 20 and chassis 30 together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0172] Please refer again to Figures 1 and 2, and also to Figures 3 and 4. In the embodiments provided in this application, for ease of explanation of the vehicle frame 20, each position of the entire vehicle frame 20 is viewed from the outside to the inside. The vehicle frame 20 includes a frame beam body 21 and a reinforcing structure. The frame beam body 21 is made of continuous fiber composite material and has a cavity 21a. The reinforcing structure is at least partially disposed within the cavity 21a and connected to the frame beam body 21. The reinforcing structure includes a first reinforcing component 22 and a second reinforcing component 23. The first reinforcing component 22 extends along a first direction, and the second reinforcing component 23 extends along a second direction. The second direction intersects the first direction, and along the projection direction from inside the vehicle to outside the vehicle, the first reinforcing component 22 and the second reinforcing component 23 intersect on a projection plane perpendicular to the projection direction.

[0173] The frame beam body 21 includes continuous fiber composite material, meaning that the frame beam body 21 is at least partially made of continuous fiber composite material.

[0174] By using continuous fiber composite material for the main frame beam 21, the lightweight nature of the composite material helps reduce the weight of the vehicle body frame 20, thereby reducing fuel consumption and improving the vehicle's economic performance. Continuous fiber composite material also possesses high strength and stiffness, which helps improve the collision resistance of the vehicle body frame 20. Furthermore, continuous fiber composite material does not suffer from rusting and its manufacturing process is more environmentally friendly, contributing to reduced carbon emissions. Moreover, the use of continuous fiber composite material in the manufacture of the main frame beam 21 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for additional stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0175] The frame beam 21 has a cavity 21a. The cavity 21a serves as an energy absorption zone, effectively absorbing and dispersing impact energy. On the other hand, the cavity 21a provides installation space for reinforcing structures. Moreover, the design of the cavity 21a contributes to the lightweight design of the vehicle.

[0176] The reinforcing structure is at least partially located within the cavity 21a and connected to the frame beam body 21. That is, the reinforcing structure is used to strengthen the frame beam body 21 to reduce the probability of the frame beam body 21 deforming or breaking during a collision, thereby improving the overall collision protection performance of the vehicle frame 20.

[0177] Moreover, the first reinforcing component 22 extends along the first direction, and the second reinforcing component 23 extends along the second direction. The first direction and the second direction intersect. In other words, the reinforcing structure can improve the structural strength and rigidity of the vehicle frame 20 from at least two different directions. When the outer side of the frame beam 21 is subjected to a side collision, the first reinforcing component 22 and the second reinforcing component 23 can disperse the collision stress to a wider range from two different directions. At the same time, they can also absorb the collision energy from two different directions. This helps to effectively improve the structural stability and collision protection performance of the vehicle frame 20 while saving structural components, thereby reducing the weight of the vehicle frame 20 and facilitating the lightweight design of the vehicle.

[0178] Along the projection direction from inside the vehicle to outside the vehicle, the projections of the first reinforcing component 22 and the second reinforcing component 23 intersect on the projection plane perpendicular to the projection direction. This means that at least a portion of the first reinforcing component 22 and at least a portion of the second reinforcing component 23 are connected to each other, thereby jointly reinforcing the frame beam body 21.

[0179] It should be noted that the first direction and the second direction do not refer to any specific direction. When the frame beam body 21 is in different positions of the vehicle, the first direction and the second direction are not the same in different positions. For example, the frame beam at least partially constitutes the A-pillar 211 and the B-pillar 212 of the vehicle. The first direction and the second direction in the cavity 21a of the A-pillar 211 are not the same as the first direction and the second direction in the cavity 212a of the B-pillar 212.

[0180] In some embodiments, referring to Figures 5 and 14, the cavity 21a of the frame beam body 21 has an opening towards the inside of the vehicle frame 20, so that the frame beam body 21 forms an open groove 216, and the reinforcing structure is at least partially located within the open groove 216. That is, the open groove 216 is open towards the inside of the vehicle frame 20. The open groove 216 can improve the bending and shear strength of the frame beam body 21 and also serve as an energy absorption zone, effectively absorbing and dispersing impact energy. On the other hand, the open groove 216 can provide installation space for the reinforcing structure, thereby helping to increase the structural strength and structural stiffness of the frame beam body 21.

[0181] For example, referring to Figures 4 and 5, the open slot 216 includes a first open slot 216a and a second open slot 216b that are interconnected. The first open slot 216a extends along a first direction, and the second open slot 216b extends along a second direction. The first reinforcing component 22 includes a first tube structure 221, and the second reinforcing component 23 includes a second tube structure 231. The first tube structure 221 is disposed in the first open slot 216a, and the second tube structure 231 is disposed in the second open slot 216b. The first tube structure 221 and the second tube structure 231 are connected.

[0182] In this embodiment, the tubular structure possesses high stiffness and bending strength, effectively resisting bending deformation under side impacts. Furthermore, it exhibits high shear strength, effectively reducing fracture caused by shear forces. The tubular structure also helps to evenly distribute stress, reducing localized stress concentration. Using the tubular structure as part of the reinforcing structure helps improve the overall structural stability of the vehicle frame. Specifically, the first tubular structure 221 strengthens the structural strength and stiffness of the first open slot 216a, and the second tubular structure 231 strengthens the structural strength and stiffness of the second open slot 216b. The first tubular structure 221 and the second tubular structure 231 are connected, thereby increasing the overall structural strength and stiffness of the open slot 216, and consequently increasing the structural strength and stiffness of the frame beam body 21. Simultaneously, the tubular structure facilitates lightweight design.

[0183] It is understood that the arrangement of the first open slot 216a and the second open slot 216b depends on the position of the frame beam body in the vehicle. Please refer to Figures 1 and 2. The frame beam body 21 includes at least A-pillar 211, B-pillar 212, and C-pillar 213. The open slots 216 of A-pillar 211, B-pillar 212, and C-pillar 213 all include the first open slot 216a and the second open slot 216b extending in different directions.

[0184] In some embodiments, as shown in FIG4, the frame beam body 21 includes a side beam 214, a column and a threshold beam 215. The column connects the side beam 214 and the threshold beam 215. The first reinforcing component 22 includes a first tube structure 221, which is disposed in the cavity 21a of the column. The second reinforcing component 23 includes a second tube structure 231, which is disposed in the cavity 21a of at least one of the side beam 214 and the threshold beam 215. The first tube structure 221 and the second tube structure 231 are connected.

[0185] In this embodiment, the extension direction of the column is a first direction, and the extension directions of the side beam 214 and the threshold beam 215 are a second direction. The first pipe structure 221 is disposed in the cavity 21a of the column along the first direction to strengthen the column. The second pipe structure 231 is disposed in the cavity 21a of at least one of the side beam 214 and the threshold beam 215 along the second direction to strengthen at least one of the side beam 214 and the threshold beam 215. Moreover, the first pipe structure 221 and the second pipe structure 231 are connected so that the junction of the first pipe structure 221 and the second pipe structure 231 can strengthen at least one of the junction of the column and the side beam 214 and the junction of the column and the threshold beam 215, thereby helping to further improve the structural strength and structural stiffness of the frame beam body 21.

[0186] It is understandable that the second pipe structure 231 can be located only in the cavity 214a of the side beam 214, or only in the cavity 215a of the sill beam 215, or simultaneously in the cavities 214a of the side beam 214 and 215a of the sill beam 215. The location of the second pipe structure 231 can be determined based on the strength of the side beam 214 and the sill beam 215 and the collision requirements.

[0187] In some embodiments, the first tube structure 221 and / or the second tube structure 231 each include a tube body, the cross-sectional shape of which is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0188] For ease of explanation, the pipe body provided in the first pipe structure 221 is referred to as the first pipe body 2211, and the pipe body provided in the second pipe structure 231 is referred to as the second pipe body 2311.

[0189] In other words, the first pipe structure 221 includes a first pipe body 2211, the cross-sectional shape of which is polygonal. This helps to increase the contact area between the first pipe body 2211 and the cavity wall of the column cavity 21a, facilitating a better connection between the pipe wall of the first pipe body 2211 and the column. The second pipe structure 231 includes a second pipe body 2311, the cross-sectional shape of which is polygonal. This helps to increase the contact area between the second pipe body 2311 and the cavity wall of the side beam 214 and / or the threshold beam 215, facilitating a better connection between the pipe wall of the second pipe body 2311 and the side beam 214 and / or the threshold beam 215.

[0190] In some embodiments, the first pipe structure 221 and / or the second pipe structure 231 each include at least one reinforcing rib disposed within the pipe body, and in a cross-section perpendicular to the extending direction of the pipe body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the pipe body. That is, the first pipe structure 221 further includes at least one reinforcing rib disposed within the first pipe body 2211 to reinforce the first pipe structure 221; the second pipe structure 231 further includes at least one reinforcing rib disposed within the second pipe body 2311 to reinforce the second pipe structure 231.

[0191] It is understood that the number of reinforcing ribs is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle frame 20.

[0192] For example, as shown in FIG8, at least one reinforcing rib includes a first reinforcing rib 2212 and a second reinforcing rib 2213, wherein the first reinforcing rib 2212 and the second reinforcing rib 2213 intersect. That is, the extending direction of the first reinforcing rib 2212 intersects the extending direction of the second reinforcing rib 2213, which means that the first reinforcing rib 2212 and the second reinforcing rib 2213 reinforce the first tube body 2211 and / or the second tube body 2311 from two directions, which helps to improve the structural strength and structural stiffness of the first tube body 2211 and / or the second tube body 2311.

[0193] It is understandable that the number of the first reinforcing rib 2212 and the second reinforcing rib 2213 is not limited. That is to say, the number of the first reinforcing rib 2212 can be one or more, and the number of the second reinforcing rib 2213 can be one or more.

[0194] It is understandable that the number of first reinforcing ribs 2212 and second reinforcing ribs 2213 in the first tube body 2211 may be the same as or different from the number of first reinforcing ribs 2212 and second reinforcing ribs 2213 in the second tube body 2311.

[0195] For example, in some embodiments, as shown in FIG8, in the first tube structure 221, the extension direction of the first reinforcing rib 2212 in the first tube body 2211 is along the inner and outer directions of the vehicle frame 20, and the extension direction of the second reinforcing rib 2213 is along the front and rear directions of the vehicle frame 20. The number of the first reinforcing rib 2212 is two, and the number of the second reinforcing rib 2213 is one.

[0196] Please refer to Figures 4 and 8 simultaneously. In the second tube structure 231, the extension direction of the first reinforcing rib 2212 in the second tube body 2311 is along the inner and outer directions of the vehicle frame 20, and the direction of the second reinforcing rib 2213 is along the upper and lower directions of the vehicle frame 20, i.e., the first direction. The number of the first reinforcing rib 2212 is one, and the number of the second reinforcing rib 2213 is one.

[0197] When the pillar is B-pillar 212, it directly faces the impact point during a side collision. The impact on B-pillar 212 is greater than that on side beam 214 and sill beam 215. Therefore, the number of reinforcing ribs in the first tube body 2211 is greater than that in the second tube body 2311. In particular, the number of first reinforcing ribs 2212 in the first tube body 2211 is greater than that in the second tube body 2311. The extension direction of the first reinforcing ribs 2212 is along the inward and outward directions of the vehicle frame 20. Since the impact force of a side collision is also greater along the inward and outward directions of the vehicle frame 20, the side collision resistance of the first tube structure 221 is stronger than that of the second tube structure 231.

[0198] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures. Aluminum pultruded tube structures are aluminum tubes produced through a pultrusion process, possessing high strength and the ability to withstand large mechanical loads. Furthermore, aluminum pultruded tubes have high stiffness, reducing deformation under stress. Moreover, aluminum has a low density, which helps reduce the weight of the body frame 20 compared to traditional steel car bodies. The integral structure of the tube body and reinforcing rib—that is, the first tube body 2211 and the reinforcing rib within it are integral structures, and the second tube body 2311 and the reinforcing rib within it are integral structures—helps to improve the structural strength and stiffness of the first tube structure 221 and the second tube structure 231, thereby enhancing the overall structural strength and stiffness of the first reinforcing component 22 and the second reinforcing component 23. It also eliminates the need for further assembly of the reinforcing rib and tube body with other components, thus reducing manufacturing costs.

[0199] For example, in an embodiment of the aluminum pultruded tube, the wall thickness of the tube body is 3mm to 6mm. That is, the wall thickness of both the first tube body 2211 and the second tube body 2311 is 3mm to 6mm. For example, the wall thickness of the first tube body 2211 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm, etc., and the wall thickness of the second tube body 2311 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm, etc. By controlling the wall thickness of the aluminum pultruded tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met, ensuring that the wall of the aluminum pultruded tube is not too thin so that the vehicle frame 20 cannot meet the structural strength and stiffness requirements, while also ensuring that the wall of the aluminum pultruded tube is not too thick so that the performance is excessive.

[0200] It is understood that in this embodiment, the wall thickness of the first tube body 2211 and the wall thickness of the second tube body 2311 may be the same or different.

[0201] In this embodiment, the cross-section of the aluminum pultruded tube is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube is quadrilateral. The maximum interval between the two opposite sides of the quadrilateral arranged in the inward and outward directions along the body frame 20 is 60mm, and the maximum interval between the two opposite sides arranged in the forward and backward directions along the body frame 20 is 90mm. The first tube structure 221 designed in this way strengthens the frame beam body 21, so that the frame beam body 21 can at least meet the collision protection performance requirements of the B-pillar 212.

[0202] In some embodiments, the first tube structure 221 and / or the second tube structure 231 each include a resin-filled structure, which fills the tube body. That is, the resin-filled structure is used to enhance the structural strength and rigidity of the first tube body 2211 and the second tube body 2311.

[0203] In some embodiments, the tube body is a thermoplastic pultruded composite material tube. That is, the first tube body 2211 and the second tube body 2311 are thermoplastic pultruded composite material tubes. Thermoplastic pultruded composite material tubes are composite material tubes produced by the pultrusion process. Thermoplastic pultruded composite material tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the first tube body 2211 and the second tube body 2311. Moreover, composite materials help to improve the lightweight of the vehicle body frame 20.

[0204] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0205] In some embodiments, the wall thickness of the tube body is 6mm to 10mm. That is, the wall thickness of both the first tube body 2211 and the second tube body 2311 is 6mm to 10mm. For example, the wall thickness of the first tube body 2211 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc., and the wall thickness of the second tube body 2311 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met. This ensures that the walls of the first tube body 2211 and the second tube body 2311 are not too thin, which would prevent the vehicle frame 20 from failing to meet the structural strength and stiffness requirements, while also ensuring that the wall thickness of the thermoplastic pultruded composite tube is not too thick, resulting in excessive performance.

[0206] It is understood that in this embodiment, the wall thickness of the first tube body 2211 and the wall thickness of the second tube body 2311 may be the same or different.

[0207] In this embodiment, the cross-section of the thermoplastic pultruded composite tube is identical at any position along its extension direction, and the cross-section of the thermoplastic pultruded composite tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral along the inner and outer directions of the vehicle frame 20 is 60mm, and the maximum interval between two opposite sides along the inner and outer directions of the vehicle frame 20 is 90mm. The resulting first tube structure 221 strengthens the frame beam body 21, ensuring that the frame beam body 21 at least meets the collision protection performance requirements of the B-pillar 212.

[0208] In some embodiments, the elastic modulus of the tube body in the extension direction is ≥40 GPa, the tensile strength is ≥1.28 GPa, and the elongation at break is ≥3%; or, the material of the tube body is the same as the material of the frame beam body 21. Thus, by controlling the elastic modulus, tensile strength, and elongation at break of the tube body within a reasonable range, the frame beam body 21 provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams 214, and sill beams 215.

[0209] In some embodiments, the elastic modulus of the tube body in the extension direction is 40 GPa to 100 GPa, the tensile strength is 1.28 GPa to 2.0 GPa, and the elongation at break is 3% to 6%.

[0210] That is, 40GPa≤elastic modulus of the tube body in the extension direction≤100GPa, 1.28GPa≤tensile strength of the tube body in the extension direction≤2.0GPa, and 3%≤elongation at break of the tube body in the extension direction≤6%. ​​This further limits the range of elastic modulus, tensile strength and elongation at break of the tube body in the extension direction.

[0211] It should be noted that the material of the tube body is the same as that of the frame beam body 21, meaning that the tube body is also made of continuous fiber composite material and the performance of the tube body is the same as that of the frame beam body 21.

[0212] The tube body disposed in the first tube structure 221 is called the first tube body 2211, and the tube body disposed in the second tube structure 231 is called the second tube body 2311. Therefore, the performance of the first tube body 2211 and the second tube body 2311 are the same as the performance of the tube body. It is understood that the specific performance values ​​of the first tube body 2211 and the second tube body 2311 may differ, and the specific performance values ​​need to be determined according to the specific location of the first tube body 2211 and the second tube body 2311. In some embodiments, the resin filling structure includes polyurea and / or polyurethane. Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the first tube body 2211 and the second tube body 2311, thereby improving the tensile strength of the first reinforcing component 22 and / or the second reinforcing component 23.

[0213] In some embodiments, the elastic modulus of the resin-filled structure is ≥700MPa, the strength corresponding to 80% tensile strain is ≥60MPa, and the elongation at break is ≥80%. By controlling the elastic modulus, tensile strength, and elongation at break of the resin-filled structure within a reasonable range, the frame beam body 21 provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams 214, and sill beams 215.

[0214] In some embodiments, the elastic modulus of the resin-filled structure is 700 MPa to 1500 MPa, the strength corresponding to 80% tensile strain is 60 MPa to 150 MPa, and the elongation at break is 80% to 200%.

[0215] That is, 700MPa ≤ elastic modulus of resin-filled structure ≤ 1500MPa, 60MPa ≤ strength corresponding to 80% tensile strain of resin-filled structure ≤ 150MPa, and 80% ≤ elongation at break of resin-filled structure ≤ 200%. In this way, the range of elastic modulus, strength corresponding to 80% tensile strain, and elongation at break of resin-filled structure are further defined.

[0216] In some embodiments, referring to FIG9, the vehicle frame 20 includes a connector 27, which includes a first connecting portion 271 and a second connecting portion 272 connected to each other. The second connecting portion 272 is disposed within the cavity 21a of at least one of the side beam 214 and the sill beam 215. A second tubular structure 231 is connected to the second connecting portion 272. The first connecting portion 271 extends into one end of the cavity 21a of the pillar and is connected to the end of the first tubular structure 221. Thus, the first tubular structure 221 and the second tubular structure 231 are connected through the connector 27.

[0217] It is understood that in other embodiments, the first tube structure 221 may also be directly connected to the second tube structure 231, such as by welding the first tube structure 221 to the second tube structure 231, or by inserting one end of the first tube structure 221 directly into the second tube structure 231.

[0218] For example, referring again to Figure 9, the second connecting portion 272 has an opening slot 2721 that extends along the extending direction of the side beam 214 or the sill beam 215. The second tube structure 231 passes through the opening slot 2721 and is connected to the wall of the opening slot 2721. That is, the second tube structure 231 is connected to the adapter 27 by connecting to the wall of the opening slot 2721. The opening slot 2721 facilitates the insertion of the second tube structure 231.

[0219] There are several ways to connect the second pipe structure 231 to the wall of the opening groove 2721. For example, the second pipe structure 231 can be bonded to the wall of the opening groove 2721 with structural adhesive. Alternatively, the second pipe structure 231 can be connected to the wall of the opening groove 2721 with fasteners, such as bolts or pins.

[0220] For example, as shown in FIG9, the first connecting portion 271 has a insertion cavity 2711, one end of the first tube structure 221 is inserted into the insertion cavity 2711 and connected to the cavity wall of the insertion cavity 2711. By inserting one end of the first tube structure 221 into the insertion cavity 2711, the stability of the connection between the first tube structure 221 and the first connecting portion 271 is increased.

[0221] There are several ways to connect the first tube structure 221 to the cavity wall of the insertion cavity 2711. For example, the first tube structure 221 can be bonded to the cavity wall of the insertion cavity 2711 with structural adhesive. Alternatively, the first tube structure 221 can be connected to the cavity wall of the insertion cavity 2711 with fasteners, such as bolts or pins.

[0222] For example, please refer to Figure 4. The column is a B-column 212. The two ends of the B-column 212 are connected to the side beam 214 and the sill beam 215. There are at least two adapters 27, one of which is an upper connector 27a and the other is a lower connector 27b. The first pipe structure 221 is located in the cavity 212a of the B-column 212. There are at least two second pipe structures 231, one of which is located in the cavity 214a of the side beam 214 and the other is located in the cavity 215a of the sill beam 215. The upper connector 27a is used to connect one end of the first pipe structure 221 to the second pipe structure 231 in the cavity 214a of the side beam 214, and the lower connector 27b is used to connect one end of the second pipe structure 231 to the second pipe structure 231 in the cavity 215a of the sill beam 215.

[0223] In other words, the first tube structure 221 and at least two second tube structures 231 are used to reinforce the B-pillar 212, the side beam 214, and the sill beam 215, respectively, to improve the anti-collision performance of the three components. Simultaneously, the upper connector 27a and the lower connector 27b are used to reinforce the junctions between the B-pillar 212 and the side beam 214, and between the B-pillar 212 and the sill beam 215, respectively. This facilitates the transfer of external forces acting on the side beam 214 through the upper connector 27a to the first tube structure 221 within the cavity 212a of the B-pillar 212, or vice versa. It also facilitates the transfer of external forces acting on the sill beam 215. The force is transmitted through the lower connector 27b to the first tube structure 221 in the cavity 212a of the B-pillar 212, or the external force on the first tube structure 221 in the cavity 212a of the B-pillar 212 is transmitted through the lower connector 27b to the sill beam 215. This helps the side beam 214, B-pillar 212 and sill beam 215 to transmit external forces, so that the three can share energy with each other, which helps to further improve the collision protection performance of the three, thereby improving the collision protection performance of the vehicle frame 20.

[0224] In this embodiment, the first tube structure 221 extends along a first direction, as shown in Figures 4, 5, 6, 7 and 8, where the first direction is the direction of arrow Y.

[0225] The second tube structure 231 extends along a second direction, as shown in Figures 4, 5, 6, 7 and 8, where the second direction is the direction of arrow X.

[0226] In some embodiments, both the upper connector 27a and the lower connector 27b are provided with a third reinforcing rib, and both abut against the first pipe structure 221. In this embodiment, the third reinforcing rib can enhance the structural strength and rigidity of the upper connector 27a and the lower connector 27b. Moreover, the third reinforcing rib in the upper connector 27a and the lower connector 27b abut against both ends of the first pipe structure 221, which helps to make the first pipe structure 221 more stably connected to the upper connector 27a and the lower connector 27b, thus helping to improve the stability of the vehicle frame 20.

[0227] In some embodiments, referring to Figure 9, a fourth reinforcing rib 28 is also provided outside the upper joint 27a and the lower joint 27b. The fourth reinforcing rib 28 is used to connect with the frame beam body 21. By providing the fourth reinforcing rib 28 outside the upper joint 27a and the lower joint 27b, the structural strength and structural stiffness of the upper joint 27a and the lower joint 27b are improved. The fourth reinforcing rib 28 is connected to the frame beam body 21, thereby helping to improve the structural strength and structural stiffness of the vehicle frame 20 along the inward and outward directions of the vehicle frame 20.

[0228] For example, the extension direction of the fourth reinforcing rib 28 of at least one of the upper connector 27a and the lower connector 27b is the same as the extension direction of the first tube structure 221. It can be understood that the extension direction of the first tube structure 221 in the cavity 212a of the B-pillar 212 is along the vertical direction of the vehicle frame 20, that is, the extension direction of the fourth reinforcing rib 28 is along the vertical direction of the vehicle frame 20, so that the fourth reinforcing rib 28 can transmit external forces in the vertical direction.

[0229] In some embodiments, please refer to Figures 4 and 5. The reinforcing structure includes an injection-molded structure 40, which is injection-molded into a cavity 21a. A first tube structure 221 is connected to the injection-molded structure 40 in the cavity 21a of the column, and a second tube structure 231 is connected to the injection-molded structure 40 in the cavity 21a of at least one of the side beam 214 and the sill beam 215.

[0230] Referring to Figures 6 and 7, the injection-molded structure 40 includes a first rib 222 and a second rib 232. The first rib 222 extends along a first direction, and the second rib 232 extends along a second direction. The first rib 222 and the first tube structure 221 constitute at least a part of the first reinforcing component 22, and the second rib 232 and the second tube structure 231 constitute at least a part of the second reinforcing component 23.

[0231] In this embodiment, the injection molding process integrates the injection-molded structure 40 with the frame beam body 21, reducing the assembly requirements between them. Furthermore, the injection molding process allows the injection-molded material of the structure 40 to penetrate deep into all corners of the cavity 21a. Moreover, the injection molding process facilitates the processing of the injection-molded structure 40 into various shapes according to the impact stress conditions of the frame beam body 21, and allows for the addition of thicknesses in certain critical stress areas. In other words, the extension direction, thickness, and position of the injection-molded structure 40 within the cavity 21a can be optimized based on the impact stress conditions of the frame beam body 21.

[0232] Furthermore, since the projections of the first reinforcing component 22 and the second reinforcing component 23 onto a projection plane perpendicular to the projection direction along the projection direction from inside the vehicle to outside, that is, the first stiffener 222 intersects with at least its adjacent second stiffener 232, thereby minimizing stress concentration in a single first stiffener 222 or second stiffener 232, which helps to improve the overall structural strength and rigidity of the vehicle frame 20. Moreover, the injection-molded structure 40 includes a first stiffener 222 extending along a first direction and a second stiffener 232 extending along a second direction, meaning that the injection-molded structure 40 can reinforce the frame beam body 21 from at least the intersecting first and second directions. In this embodiment, the first reinforcing component 22 includes a first stiffener 222 and a first tubular structure 221, and the second reinforcing component 23 includes a second stiffener 232 and a second tubular structure 231. That is, the reinforcing structure has both an injection-molded structure 40 and a tubular structure to reinforce the frame beam body 21, and can reinforce the frame beam body 21 from at least the first direction and the second direction, thereby improving the anti-collision performance of the frame beam body 21.

[0233] In some embodiments, the elastic modulus of the injection-molded structure 221 is not less than 5 GPa, the tensile strength is not less than 100 MPa, and the elongation at break is not less than 1%. By controlling the elastic modulus, tensile strength, and elongation at break of the injection-molded structure 221 within a reasonable range, the frame beam body 21 provided in this application embodiment can be used in locations with high collision performance requirements. For example, the frame beam body 21 can at least constitute a vehicle's pillar, side beam 214, sill beam 215, etc.

[0234] In some embodiments, the injection-molded structure 221 has an elastic modulus of 5 GPa to 20 GPa, a tensile strength of 100 MPa to 300 MPa, and an elongation at break of 1% to 6%.

[0235] That is, the elastic modulus of injection molded structure 221 is ≤5GPa≤20GPa, the tensile strength of injection molded structure 221 is ≤300MPa≤1%≤elongation at break of injection molded structure 221≤6%. In this way, the range of elastic modulus, tensile strength and elongation at break of injection molded structure 221 is further defined.

[0236] Regarding the testing method for the elongation at break of the injection-molded structure 221, a portion of the injection-molded structure 221 can be cut off as a sample and placed on a tensile testing machine for testing. Alternatively, the injection plastic of the injection-molded structure 221 can be used to reshape a sample that meets the experimental conditions, and then the sample can be placed on a tensile testing machine for testing.

[0237] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23 ± 2 °C) and relative humidity 50% ± 5%. In some embodiments, the first tube structure 221 is bonded to the injection-molded structure 40 within the cavity 21a of the column; and / or, the second tube structure 231 is bonded to the injection-molded structure 40 within the cavity 21a of at least one of the side beam 214 and the sill beam 215. The bonding operation is convenient. For example, structural adhesive can be used to bond the first tube structure 221 to the injection-molded structure 40 within the cavity 21a of the column, and to bond the second tube structure 231 to the injection-molded structure 40 within the cavity 214a of the side beam 214 and / or the cavity 215a of the sill beam 215.

[0238] In some embodiments, as shown in FIG5, the injection molding structure 40 is connected to the bottom wall 201a and side wall 201b of the cavity 21a, and the injection molding structure 40 is formed with a clearance groove 41, which is used to install the first pipe structure 221 or the second pipe structure 231.

[0239] This is because, in embodiments that simultaneously have a first pipe structure 221 and an injection-molded structure 40, and in embodiments that simultaneously have a second pipe structure 231 and an injection-molded structure 40, the first pipe structure 221 and the injection-molded structure 40 need to be simultaneously installed into the cavity 21a of the column, and the second pipe structure 231 and the injection-molded structure 40 need to be simultaneously installed into at least one of the cavities 214a of the side beam 214 and 215a of the sill beam 215. Therefore, it is necessary to consider the issue of space avoidance and use the avoidance groove 41 formed by the injection-molded structure 40 to install the first pipe structure 221 or the second pipe structure 231, so that the first pipe structure 221 and the injection-molded structure 40 do not excessively protrude from the cavity 21a of the column, and the second pipe structure 231 and the injection-molded structure 40 do not excessively protrude from the cavity 214a of the side beam 214 and / or the space of the sill beam 215.

[0240] Taking B-pillar 212 as an example, please refer to Figures 4 and 5. The injection-molded structure 40 is located in the cavity 212a of B-pillar 212. The injection-molded structure is connected to the bottom wall 2121a and the side wall 2121b of the cavity 212a of B-pillar 212. The injection-molded structure 40 includes a first part 42, a second part 43, and a third part 44. The first part 42 is disposed on the surface of the bottom wall 2121a of the cavity 212a of B-pillar 212. The second part 43 and the third part 44 are located on opposite sides of the first part 42 along the width direction of the cavity 212a of B-pillar 212. The dimensions of the second part 43 and the third part 44 along the inner and outer directions of the vehicle frame 20 are both larger than the dimensions of the first part 42 along the inner and outer directions of the vehicle frame 20. The first part 42, the second part 43, and the third part 44 form a clearance groove 41. A part of the first tube structure 221 is installed into the clearance groove 41.

[0241] In this embodiment, the dimensions of the second part 43 and the third part 44 along the inner and outer directions of the vehicle frame 20 are both larger than the dimensions of the first part 42 along the inner and outer directions of the vehicle frame 20. This facilitates the formation of a recessed clearance groove 41 on the outer side of the vehicle frame 20 by the first part 42, the second part 43, and the third part 44. The clearance groove 41 can provide installation space for the first tube structure 221, making it easy for a part of the first tube body 2211 to extend into the clearance groove 41. The clearance groove 41 can also limit the first tube body 2211 along the width direction of the cavity 212a of the B-pillar 212, which facilitates the installation of the first tube body 2211.

[0242] It is understood that in this embodiment, the first part 42 is not directly injection molded into the side wall 2121b of the cavity 212a of the B-pillar 212.

[0243] For example, as shown in Figures 10, 11, 12, 13, 14, 19, 20, 21, and 22, the inward and outward directions of the vehicle frame 20 are the directions indicated by arrow Z. In some embodiments, as shown in Figure 5, the injection-molded structure 40 forms an interior trim mounting structure 24, which includes at least one interior trim panel mounting structure 242 for mounting an interior trim panel 10c. The interior trim panel 10c is used to cover at least the cavity 21a of the frame beam body 21 from the inside of the vehicle body. The interior trim panel mounting structure 242 is disposed on the injection-molded structure 40 connected to the side wall 201b of the cavity 21a. The injection-molded structure 40 connected to the side wall 201b of the cavity 21a provides a mounting position for the interior trim panel 10c, which covers the cavity 21a, thereby minimizing the direct exposure of the reinforcing structure within the cavity 21a and the interior trim mounting structure 24 to the driver / passenger's view, thus improving the aesthetics of the vehicle frame 20.

[0244] In some embodiments, as shown in FIG4, the first tube structure 221 and / or the second tube structure 231 have an interior mounting structure 24, the frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle, and the interior mounting structure 24 includes at least one seat belt accessory mounting structure 241, the at least one seat belt accessory mounting structure 241 being formed in the first tube structure 221 and / or the second tube structure 231 of the B-pillar 212 and / or C-pillar 213;

[0245] At least one seat belt accessory mounting structure 241 is used to mount seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster 10d and a seat belt retractor 10a.

[0246] Seatbelt accessories must be installed on the B-pillar 212 and / or C-pillar 213 of the vehicle. The first tube structure 221 and / or the second tube structure 231 provide a seatbelt accessory mounting structure 241 for installing the seatbelt accessories, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the first tube structure 221 and / or the second tube structure 231 help to improve the strength and rigidity of the seatbelt accessory mounting structure 241, reducing the probability of seatbelt failure due to failure of the seatbelt accessory mounting structure 241.

[0247] It is understood that the seat belt accessories include a seat belt height adjuster 10d (see Figure 12) and a seat belt retractor 10a (see Figure 13). The seat belt accessory mounting structure 241 formed on the first tube structure 221 and / or the second tube structure 231 can be one, and the seat belt accessory mounting structure 241 is used to install one of the seat belt height adjuster 10d and the seat belt retractor 10a. Alternatively, the seat belt accessory mounting structure 241 formed on the first tube structure 221 and / or the second tube structure 231 can be two, and the two seat belt accessory mounting structures 241 can be used to install the seat belt height adjuster 10d and the seat belt retractor 10a respectively. In this case, the positions of the two seat belt accessory mounting structures 241 on the first tube structure 221 and / or the second tube structure 231 can be set according to the actual situation of the vehicle.

[0248] Please refer to Figure 12. The seat belt accessory mounting structure 241 for mounting the seat belt height adjuster 10d is formed in the first tube structure 221.

[0249] Referring to Figure 13, the seatbelt accessory mounting structure 241 for mounting the seatbelt retractor 10a is formed on the cavity wall of the insertion cavity 2711 of the lower connector 27b connecting the first tube structure 221 and the second tube structure 231. This is because the portion of the lower connector 27b that inserts into the first tube structure 221 can have a shape approximately the same as the shape of the first tube body 2211 to facilitate insertion. In this case, the seatbelt accessory mounting structure 241 for mounting the seatbelt retractor 10a can be formed in the insertion cavity 2711 of the lower connector 27b. It is understood that in other embodiments, the seatbelt accessory mounting structure 241 for mounting the seatbelt retractor 10a can also be formed on the first tube structure 221, or at the overlapping portion of the junction where the first tube structure 221 and the lower connector 27b are inserted.

[0250] It should be noted that the interior mounting structure 24 refers to the structure used to install the vehicle's interior trim. The vehicle's interior trim refers to various decorative and functional components inside the vehicle, such as seatbelt accessories, door hinges 10b, door opening limiters, interior panels 10c, and curtain airbags. Understandably, the specific interior trim components installed in the interior mounting structure 24 formed by the first reinforcing component 22 will differ depending on the location of the frame beam body 21. For example, seatbelt accessories may be installed on the B-pillar 212 and C-pillar 213, while door hinges 10b may be installed on the A-pillar 211 and B-pillar 212, etc.

[0251] In some embodiments, as shown in FIG8, the frame beam body 21 at least partially constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle, and the body frame 20 further includes at least one metal connection structure 26 for connecting at least one of the door hinge 10b, door lock, and door opening limiter.

[0252] The metal connection structure 26 is welded to the first tube structure 221 and / or the second tube structure 231 of the A-pillar 211 and / or the B-pillar 212.

[0253] In this embodiment, the door hinge 10b, door lock, and door opening limiter are all used for opening and closing the door 10e. In practical applications, the door 10e needs to be opened and closed frequently, the door hinge 10b and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure 26 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 26 good fatigue performance, allowing the metal connection structure 26 to maintain structural integrity during multiple cycles. Welding helps to improve the stability of the connection between the metal connection structure 26 and the first tube structure 221 and / or the second tube structure 231, and helps to make the metal connection structure 26 securely installed.

[0254] Please refer to Figures 4, 5, and 8. The main frame beam 21 includes side beams 214, columns, and sill beams 215. When the column is a B-column 212, both ends of the B-column 212 connect to the side beams 214 and the sill beams 215. The first pipe structure 221 and the injection molding structure 40 simultaneously reinforce the B-column 212. The second pipe structure 231, the second connecting part 272 of the lower connector 27b, and the injection molding structure 40 simultaneously reinforce the sill beam 215. The second pipe structure 231 and the second connecting part 272 of the upper connector 27a simultaneously reinforce the side beams 214. The outer wall of the second connecting part 272 of the upper connector 27a is provided with a fourth reinforcing rib 28 and a fifth reinforcing rib 29 intersecting with the fourth reinforcing rib 28. At this time, the injection molding structure 40 is not directly injection molded into the inner wall of the cavity 214a of the side beam 214. Instead, the fourth reinforcing rib 28 and the fifth reinforcing rib 29 are intersected and arranged on the outside of the upper connector 27a. This can save space in the cavity 214a of the side beam 214, so that the second connecting part 272 and the second pipe structure 231 of the upper connector 27a will not protrude excessively from the cavity 214a of the side beam 214.

[0255] For example, the fourth reinforcing rib 28 extends in the same direction as the first tubular structure 221, approximately along the direction of arrow Y, and the fifth reinforcing rib 29 extends in the same direction as the side beam 214, approximately along the direction of arrow X. That is, the fourth reinforcing rib 28 is used to transfer the external force borne by the side beam 214 to the first tubular structure 221, and the fifth reinforcing rib 29 is used to transfer the external force borne by the side beam 214 to both ends of the side beam 214 along the direction of arrow X.

[0256] In this embodiment, within the B-pillar 212 and the sill beam 215, which are simultaneously provided with injection-molded structure 40 and tubular structure, the injection-molded structure 40 is formed with a relief groove 41. The relief groove 41 is used to install the first tubular structure 221 or the second tubular structure 231, so that the first tubular structure 221 and the injection-molded structure 40 simultaneously reinforce the B-pillar 212 without excessively protruding from the cavity 212a of the B-pillar 212, and the second tubular structure 231 and the injection-molded structure 40 simultaneously reinforce the sill beam 215 without excessively protruding from the cavity 215a of the sill beam 215.

[0257] In this embodiment, the upper connector 27a is used to connect one end of the first tube structure 221 to the second tube structure 231 in the cavity 214a of the side beam 214, and the lower connector 27b is used to connect one end of the second tube structure 231 to the second tube structure 231 in the cavity 215a of the sill beam 215. This helps the side beam 214, B-pillar 212 and sill beam 215 to transmit external forces, so that the three can share energy with each other, which helps to further improve the collision avoidance performance of the three, thereby improving the collision avoidance performance of the vehicle frame 20.

[0258] In some other embodiments, please refer to Figures 15, 16, and 17. The reinforcing structure includes an injection-molded structure 40, which is disposed within the cavity 21a and connected to the cavity wall of the cavity 21a. The frame beam body 21 includes side beams 214, columns, and a threshold beam 215. The columns connect the side beams 214 and the threshold beam 215. Each of the side beams 214, columns, and threshold beam 215 is provided with an injection-molded structure 40. The injection-molded structure 40 includes a first stiffener 222 and a second stiffener 232. 222 constitutes at least a part of the first reinforcing component 22, and the second rib 232 constitutes at least a part of the second reinforcing component 23; wherein, in the injection-molded structure 40 provided in the cavity 214a of the side beam 214, the second direction is the extension direction of the side beam 214; in the injection-molded structure 40 provided in the cavity 215a of the sill beam 215, the second direction is the extension direction of the sill beam 215; and in the injection-molded structure 40 provided in the cavity 21a of the column, the first direction is the extension direction of the column.

[0259] That is, the first reinforcing component 22 includes a first stiffener 222 extending along a first direction, and the second reinforcing component 23 includes a second stiffener 232 extending along a second direction, thereby enabling the reinforcing structure to strengthen the structural strength and stiffness of the frame beam body 21 from at least the first and second directions. In other words, during a collision, external forces can be transmitted at least along the first and second directions, meaning the injection-molded structure 40 can absorb and disperse impact energy from at least the first and second directions.

[0260] For the column, the injection-molded structure 40 can absorb and disperse impact energy from at least the extension direction of the column and the direction intersecting with the extension direction of the column.

[0261] For the edge beam 214, the injection-molded structure 40 can absorb and disperse impact energy at least from the extension direction of the edge beam 214 and the direction intersecting with the extension direction of the edge beam 214.

[0262] For the sill beam 215, the injection-molded structure 40 can absorb and disperse impact energy at least from the extension direction of the sill beam 215 and the direction intersecting with the extension direction of the sill beam 215.

[0263] It is understood that in this embodiment, the first tube structure 221 and the second tube structure 231 may not be provided.

[0264] In some embodiments, at least one first rib 222 is intersected with at least one second rib 232; or, multiple first ribs 222 and multiple second ribs 232 are connected end-to-end in a ring. The intersecting arrangement of the first ribs 222 and the second ribs 232, or the ring formation of the first ribs 222 and the second ribs 232, can minimize stress concentration in individual ribs, thus ensuring that the injection-molded structure 40 can evenly distribute the stress, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 20.

[0265] It is understood that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the first reinforcing component 22 can include several rings, which can have the same shape or different shapes.

[0266] In some embodiments, referring to Figure 18, the injection-molded structure 40 has an interior trim mounting structure 24 for mounting the vehicle's interior trim. That is, the interior trim mounting structure 24 is part of the injection-molded structure 40. This eliminates the need for separate components with interior trim mounting functions, reducing component assembly and contributing to the weight reduction of the vehicle frame 20 and improved manufacturing efficiency. Furthermore, since the interior trim mounting structure 24 is formed within the injection-molded structure 40, it helps improve the structural strength of the interior trim mounting structure 24, thereby reducing the likelihood of interior trim failure due to failure of the interior trim mounting structure 24.

[0267] In some embodiments, as shown in FIG18, the frame beam body 21 at least constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle, and the interior mounting structure 24 includes at least one seat belt accessory mounting structure 241, the at least one seat belt accessory mounting structure 241 being formed in an injection-molded structure 40 within the cavity 21a of the B-pillar 212 and / or C-pillar 213.

[0268] At least one seat belt accessory mounting structure 241 is used to mount seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster 10d and a seat belt retractor 10a.

[0269] In other words, the seat belt accessory mounting structure 241 of the B-pillar 212 and / or C-pillar 213 is formed on the first rib 222 and / or second rib 232 of the injection-molded structure 40. In other words, the first rib 222 and / or second rib 232 can provide mounting positions for seat belt accessories.

[0270] It should be noted that, as shown in Figure 18, the seat belt accessory mounting structure 241 formed on the injection-molded structure 40 can be one, and one seat belt accessory mounting structure 241 is used to install one of the seat belt height adjuster 10d and the seat belt retractor 10a; the seat belt accessory mounting structure 241 formed on the reinforcing rib can be two, and the two seat belt accessory mounting structures 241 can be used to install the seat belt height adjuster 10d (see Figure 19) and the seat belt retractor 10a (see Figure 20) respectively. At this time, the positions of the two seat belt accessory mounting structures 241 on the injection-molded structure 40 can be set according to the actual situation of the vehicle.

[0271] In some embodiments, referring to Figures 15 and 18, the vehicle body frame 20 includes a seatbelt accessory reinforcement plate 25, which surrounds the seatbelt accessory mounting structure 241 and is connected to the frame beam body 21. The seatbelt accessory reinforcement plate 25 locally strengthens the seatbelt accessory mounting structure 241, thereby improving its structural strength and rigidity, and thus contributing to improved safety performance of the vehicle body frame 20.

[0272] In some embodiments, the seatbelt accessory reinforcement plate 25 is bonded to the frame beam body 21. This secures the seatbelt accessory reinforcement plate 25. Furthermore, the bonding operation is convenient.

[0273] For example, the seat belt accessory reinforcement plate 25 is bonded to the frame beam body 21 by structural adhesive.

[0274] In some embodiments, the seatbelt accessory reinforcement plate 25 and the frame beam body 21 are made of the same material. That is, both the seatbelt accessory reinforcement plate 25 and the frame beam body 21 are made of continuous fiber composite material. On the one hand, this allows the seatbelt accessory reinforcement plate 25 and the frame beam body 21 to be made of the same material, which helps to reduce the types of raw materials; on the other hand, the same material facilitates the connection between the seatbelt accessory reinforcement plate 25 and the frame beam body 21. Moreover, continuous fiber composite material helps to achieve lightweighting of the vehicle body frame 20.

[0275] In some embodiments, the frame beam body 21 at least partially constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle, and the vehicle body frame 20 also includes at least one metal connection structure 26, which is disposed on the A-pillar 211 and / or B-pillar 212.

[0276] At least one metal connection structure 26 is used to connect at least one of the door hinge 10b, door lock, and door opening limiter;

[0277] The metal connection structure 26 is attached to the inner surface of the frame beam body 21 of A-column 211 and / or B-column 212, and the injection molding structure 40 is injection molded on the inner surface of the frame beam body 21 of A-column 211 and / or B-column 212 and the surface of the metal connection structure 26, thereby fixing the metal connection structure 26.

[0278] That is, by using metal insert injection molding process, the metal connection structure 26 is fixed between the inner surface of the frame beam body 21 and the injection molding structure 40. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure 26, and on the other hand, the metal insert injection molding process helps to improve the structural strength and structural rigidity of the vehicle frame 20.

[0279] Understandably, the metal insert injection molding process refers to placing the metal connecting structure 26 into the mold where the frame beam body 21 is located, then injecting the injection plastic of the injection structure 40 into the mold, and then cooling and molding it.

[0280] Please refer to Figure 21. The metal connection structure 26 is used to connect the door hinge 10b.

[0281] In some embodiments, referring to Figures 15 and 22, the interior panel mounting structure 242 is formed on the injection-molded structure 40. The interior panel mounting structure 242 is used to mount the interior panel 10c so that the interior panel 10c covers the cavity 21a of the frame beam body 21, thereby minimizing the direct exposure of the reinforcing structure within the cavity 21a and the interior mounting structure 24 to the driver / passenger's view, which helps to improve the aesthetics of the vehicle body frame 20.

[0282] In some embodiments, the thickness of the root of the first stiffener 222 and / or the second stiffener 232 is 80% to 120% of the thickness of the frame beam body 21. This ensures that the first stiffener 222 and the second stiffener 232 can provide sufficient reinforcement, thereby improving the strength and rigidity of the vehicle frame 20. It is understood that the thickness of the root of the first stiffener 222 can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 21, and the thickness of the root of the second stiffener 232 can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 21. The specific thickness can be set according to the collision stress conditions of the vehicle frame 20. Since the frame beam body 21 is made of continuous fiber composite material, which has the characteristic of high modulus, even if the root thickness of the first stiffener 222 and the second stiffener 232 is large, it helps to reduce or even avoid shrinkage defects at the root of the first stiffener 222 and the second stiffener 232 on the outer surface of the frame beam body 21.

[0283] In some embodiments, the thickness of the root of the first rib 222 and / or the second rib 232 is 2.5mm to 3.5mm, and the thickness of the frame beam body 21 is 2.5mm to 3.5mm. By setting the thickness of the frame beam body 21 and the first rib 222 and the second rib 232 within this range, the frame beam body 21 and the injection-molded structure 40 can meet the strength and stiffness requirements of the vehicle body frame 20. It is understood that, in this embodiment, the thickness of the root of the first stiffener 222 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the root of the second stiffener 232 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the frame beam body 21 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the root of the first stiffener 222 and / or the second stiffener 232 can be the same as the thickness of the frame beam body 21, or it can be different.

[0284] It should be noted that the thickness of the root of the first rib 222 refers to the extension dimension of the first rib 222 along the inward and outward directions of the vehicle frame 20; the thickness of the root of the second rib 232 refers to the extension dimension of the second rib 232 along the inward and outward directions of the vehicle frame 20.

[0285] It should be noted that the thickness of the frame beam body 21 refers to the dimension of the frame beam body 21 along the thickness direction when the multi-layer continuous fiber structure layers are laid in layers along the thickness direction.

[0286] In some embodiments, the injection-molded structure 40 includes 35-70 parts by weight of long glass fibers and 30-65 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100. The composite material formed by the combination of long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the injection-molded structure 40. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding. By controlling the content of thermoplastic resin matrix and long glass fibers within a reasonable range, it is possible to minimize the leakage of long glass fibers and insufficient elongation at break due to excessively high long glass fiber content and excessively low thermoplastic resin matrix content, and also to minimize the composite material's insufficient strength, insufficient elongation at break, or excessive water absorption due to excessively low long glass fiber content and excessively high thermoplastic resin matrix content. This ensures that the content of long glass fiber and thermoplastic resin matrix reaches a relatively balanced state, making the properties of the composite material suitable for manufacturing injection-molded structure 221 to strengthen the frame beam body 21.

[0287] It should be noted that long glass fibers refer to glass fibers with a length range of 8mm to 12mm. For example, the length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, or 12mm.

[0288] In some embodiments, the injection-molded structure 40 includes 2 to 5 parts by weight of mineral powder.

[0289] Mineral powder can be, for example, at least one of talc, calcium carbonate, or wollastonite. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0290] In some embodiments, the injection-molded structure 40 includes 1-2 parts by weight of a compatibilizer; and / or, the injection-molded structure 40 includes 0.1-0.4 parts by weight of an antioxidant. 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 can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0291] For example, in some embodiments, 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.

[0292] For example, in some embodiments, 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.

[0293] Please refer to Figures 15 and 18 again. The frame beam body 21 includes columns, side beams 214 and threshold beams 215. When the column is a B-column 212, the two ends of the B-column 212 are used to connect the side beams 214 and the threshold beams 215. The cavity 214a of the side beam 214, the cavity 212a of the B-column 212 and the cavity 215a of the threshold beam 215 are all provided with injection molding structures 40. The injection molding structure 40 includes a first stiffener 222 extending in a first direction and a second stiffener 232 extending in a second direction.

[0294] Referring to Figure 15, within the cavity 214a of the side beam 214, the second direction is the extension direction of the side beam 214, approximately along the direction indicated by arrow X. The first direction can be approximately perpendicular to the extension direction of the side beam 214, approximately along the direction indicated by arrow Y. The injection-molded structure 40 is positioned at both ends and approximately the middle of the cavity 214a of the side beam 214, which helps reduce the likelihood of the vehicle roof collapsing.

[0295] Referring to Figure 16, within the cavity 212a of the B-pillar 212, the first direction is the extension direction of the B-pillar 212, approximately along the direction indicated by arrow Y, and the second direction is approximately perpendicular to the extension direction of the B-pillar 212, approximately along the direction indicated by arrow X. The injection-molded structure 40 is positioned at the location of the interior trim mounting structure 24, and approximately at the midpoint of the cavity 212a of the B-pillar 212 in the vertical direction. Positioning the injection-molded structure 40 at the location of the interior trim mounting structure 24 helps ensure the strength of the interior trim mounting structure 24, reducing the probability of breakage or deformation of the interior trim mounting structure 24 during a vehicle collision, thereby reducing the probability of interior trim failure. For example, positioning the injection-molded structure 40 at the location of the seatbelt accessory mounting structure 241 helps improve the structural strength of the seatbelt accessory mounting structure 241, reducing the probability of seatbelt failure due to the failure of the seatbelt accessory mounting structure 241. The B-pillar 212 is located approximately in the middle of its vertical direction, which is the main stress area in a side collision. The injection-molded structure 40 is located in the cavity 212a of the B-pillar 212 at approximately the middle of its vertical direction, which helps to improve the impact resistance and energy absorption capacity of the B-pillar 212 when the vehicle is subjected to a side collision, thereby helping to improve the collision avoidance performance of the B-pillar 212.

[0296] Referring to Figure 17, within the cavity 215a of the sill beam 215, the second direction is the extension direction of the sill beam 215, roughly along the direction indicated by arrow X. The first direction can be roughly perpendicular to the extension direction of the sill beam 215, roughly along the direction indicated by arrow Y. Since the sill beam 215 requires minimal interior trim installation and has high collision protection requirements, the injection-molded structure 40 is integrally distributed throughout the cavity 215a of the sill beam 215 to enhance its structural strength and rigidity.

[0297] Please refer to Figures 15 and 18 again. At the junction of B-column 212 and side beam 214, and at the junction of B-column 212 and sill beam 215, injection-molded structures 40 also need to be set. This will help improve the structural strength and stiffness of the two junctions, thereby reducing the probability of breakage or deformation at the two junctions during a collision, and thus improving the anti-collision performance of the frame beam body 21 near the area of ​​B-column 212.

[0298] It should be noted that in this embodiment, the side beam 214 refers to the approximate middle position of the side beam 214 of the vehicle along the X direction, that is, the position where it is connected to the B-pillar 212, and the sill beam 215 refers to the approximate middle position of the sill beam 215 of the vehicle along the X direction, that is, the position where it is connected to the B-pillar 212.

[0299] In some embodiments, the frame beam body 21 includes multiple layers of continuous fiber composite material, each layer comprising continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers. The continuous fiber composite material formed using continuous fibers and a thermoplastic resin matrix possesses high strength, high rigidity, and high toughness, which helps to improve the structural strength and rigidity of the frame beam body 21. By setting multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0300] For example, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21. In other words, the multiple layers of continuous fiber composite material are first laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21 with cavities 21a. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 21, thereby maximizing its mechanical properties and structural integrity. For instance, the frame beam body 21 may include at least columns, side beams 214, and sill beams 215, each with different shapes and dimensions.

[0301] 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 continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0302] In some embodiments, the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is 8 to 15. This further limits the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix.

[0303] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0304] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers. Organic fibers have high strength, good elasticity, and flexibility. Inorganic fibers have high strength and modulus. The use of one or more combinations of organic and inorganic fibers in combination with thermoplastic resins helps to improve the strength of single-layer continuous fiber composite layers.

[0305] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0306] For example, in some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0307] In some embodiments, the continuous fiber content is 60-80 parts by weight, the thermoplastic resin matrix content is 20-40 parts by weight, and the sum of the continuous fiber and thermoplastic resin matrix weights is 100. By controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient elongation at break, which would result in excessively high continuous fiber content and insufficient resin matrix content. Conversely, it is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessively high water absorption, which would result in excessively low continuous fiber content and excessively high resin matrix content. This achieves a relatively balanced state between the continuous fiber content and the thermoplastic resin matrix content, making the composite material suitable for manufacturing the frame beam body 21.

[0308] In some embodiments, the continuous fiber composite layer comprises 68-75 parts by weight of continuous fibers and 25-32 parts by weight of thermoplastic resin matrix. This further limits the content of continuous fibers and thermoplastic resin matrix, achieving a more balanced state between the two.

[0309] 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 enhance the mechanical properties of the composite material. Examples of compatibilizers include maleic anhydride grafted compatibilizers and acrylic compatibilizers.

[0310] 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.

[0311] 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.

[0312] 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.

[0313] 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 the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0314] 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.

[0315] 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.

[0316] For example, the lubricant includes white oil.

[0317] 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.

[0318] 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.

[0319] In some embodiments, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%. By controlling the water absorption rate of a single continuous fiber composite layer within this range, the water absorption rate of the frame beam body 21 is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 21.

[0320] 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.

[0321] In some embodiments, in a multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0322] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. By limiting the performance of the single-layer continuous fiber composite material layer, the continuous fiber composite material formed by the multi-layer continuous fiber composite material layer can at least meet the performance requirements of the main frame beam 21 of the vehicle.

[0323] It is understandable that the performance requirements for the frame beam body 21 vary depending on its location in the vehicle. Therefore, the number of continuous fiber composite material layers and the number of continuous fiber composite material layers that meet the performance requirements of an elastic modulus of not less than 20 GPa, a tensile strength of not less than 900 MPa, and an elongation at break of not less than 3% can be designed according to the specific location of the frame beam body 21 in the vehicle. This can be achieved by multiple layers of continuous fiber composite material in the fiber composite board, or by one or several layers.

[0324] In some embodiments, at least one continuous fiber composite layer in the multilayer continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer. In some embodiments, the elastic modulus of each continuous fiber composite material layer is not less than 34 GPa, the tensile strength of each continuous fiber composite material layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite material layer is not less than 3%. This further improves the performance of the continuous fiber composite material layer, enabling the frame beam body 21 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements. In other words, the main frame beams 21 in more locations of the vehicle can use the continuous fiber composite material provided in the embodiments of this application, which helps to further improve the vehicle's lightweight performance.

[0325] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 918 MPa to 1300 MPa, and the elongation at break of each continuous fiber composite layer is 3% to 6%.

[0326] That is, the elastic modulus of the continuous fiber composite layer is ≤40GPa, the tensile strength of the continuous fiber composite layer is ≤1300MPa, and the elongation at break of the continuous fiber composite layer is ≤6% (3% ≤ 6%). This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0327] It should be noted that elongation at break refers to the percentage of the original gauge length elongation to the original gauge length after the specimen breaks under tension.

[0328] Regarding the method for detecting the elongation at break of continuous fiber composite layers, a portion of the frame beam body 21 can be cut off as a sample, the continuous fiber composite layer of the sample can be separated, and a specimen can be made for a single layer of continuous fiber composite layer. The specimen can then be placed on a tensile testing machine for testing.

[0329] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0330] In some embodiments of this application, the continuous fiber is continuous glass fiber. The thermoplastic resin matrix is ​​polyamide. The composite material formed by the combination of continuous glass fiber and polyamide combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polyamide, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite layer, and the polyamide matrix is ​​easy to mold.

[0331] The components and experimental data of some embodiments are described below with reference to Table 1.

[0332] Table 1 shows the experimental data of the continuous fiber composite material layer including glass fiber and polyamide resin matrix provided in the embodiments of this application.

[0333] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0334] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0335] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0336] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0337] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0338] Table 2 shows the components and experimental data for some comparative examples.

[0339] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0340] It should be noted that the comparative example refers to test data that does not meet the requirements of the embodiments of this application.

[0341] Combining Tables 1 and 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-)n. In a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, that is, the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0342] The molecular formula of PA11 is H(NH(CH2)10CO)nOH. In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0343] The molecular formula of PA12 is -(NH-(CH2)11-CO)n-. In a single structural unit of PA12, there are 12 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0344] The molecular formula of PA6 is (-NH-(CH2)5-CO)n. In a single structural unit of PA6, there are 6 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA6 is 6.

[0345] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO)n. In a single structural unit of PA66, there are 12 carbons in the main carbon chain and 2 amide groups. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA66 is 6.

[0346] It should be noted that polyamide is a polymer formed by the polymerization of multiple repeating structural units. Two structural units are polymerized through -CO- and -NH-. Therefore, in the embodiments of this application, when calculating the number of amide groups, -CO- and -NH2- in a single structural unit are counted as one amide group, without considering whether -CO- and -NH2- are connected together in a single structural unit.

[0347] It should be noted that the resin matrix in Comparative Example 6 includes 23 parts by weight of PA6 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA6 is 6, and the number of amide groups is 6. Therefore, the mixing of 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in an average ratio of the number of carbons in the main carbon chain to the number of amide groups that is less than 8.

[0348] The resin matrix in Comparative Example 7 includes 23 parts by weight of PA66 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA66 is 6 and the number of amide groups is 6. The mixing of 23 parts by weight of PA66 and 12 parts by weight of PA610 results in an average ratio of less than 8 between the number of carbons in the main carbon chain and the number of amide groups.

[0349] The polyamides used in Examples 1 to 9 are one or more combinations of PA610, PA11, and PA12, all of which satisfy the requirement that 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. Furthermore, the weight parts of the thermoplastic resin matrix in Examples 1 to 9 are 33, 33, 33, 32, 28, 23, 33, 33, and 33, respectively, meaning that the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0350] The weight parts of glass fiber in Examples 1 to 9 are 65, 65, 65, 65, 70, 75, 65, 65, and 65, respectively, that is, the weight parts of continuous fiber are between 60 and 80.

[0351] In Examples 1 to 9, the compatibilizer was 2 parts by weight and the antioxidant was 0.3 parts by weight (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0352] In Examples 1 to 9, the minimum tensile strength of the formed continuous fiber composite layer was 1005 MPa, and the maximum tensile strength was 1370 MPa. The minimum elastic modulus of the formed continuous fiber composite layer was 39.5 GPa, and the maximum was 43.5 GPa. The minimum elongation at break of the formed continuous fiber composite layer was 3.12%, and the maximum was 4.0%. The minimum water absorption rate of the formed continuous fiber composite layer was 0.19%, and the maximum was 0.3%. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this application.

[0353] As can be seen from Examples 1, 2 and 3, the higher the ratio of the number of carbons to the number of amide groups on the main carbon chain of a single structural unit, the higher the elongation at break, and the lower the water absorption rate.

[0354] Examples 4, 5, and 6 show that a higher glass fiber content results in higher tensile strength but lower elongation at break. Comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it is found that when the ratio of the number of carbon atoms to the number of amide groups on the main carbon chain of a single structural unit is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0355] By comparing Examples 5, 6, and Comparative Example 3, it can be found that when the weight percentage of glass fiber exceeds 80%, the elongation at break of the continuous fiber composite layer decreases and becomes less than 3%. This does not meet the performance requirements of the continuous fiber composite layer.

[0356] By comparing Example 1 and Comparative Example 5, it can be found that when the weight part of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer.

[0357] In some embodiments, referring to Figure 23, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent continuous fiber composite layers are different. This is because the layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material, and different layup angles of the continuous fibers in adjacent continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0358] For example, referring to Figure 23, in the outermost two continuous fiber composite layers of the frame beam body 21 along any side of the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°. This is because a layup that is neither 0° nor 90° can provide strength in multiple directions, and at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 21.

[0359] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. 0° and 90° are perpendicular to each other. 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 continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0360] For example, the main frame beam 21 includes a B-pillar 212. The B-pillar 212 extends roughly along the vertical direction of the vehicle frame 20, that is, the length extension direction of the B-pillar 212 is roughly along the vertical direction of the vehicle frame 20, that is, the direction where the arrow Y is located. The width direction of the B-pillar 212 is roughly along the front-back direction of the vehicle frame 20, that is, the direction where the arrow X is located. For the continuous fiber composite material formed in the B-pillar 212, the vertical direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 0°, and the front-back direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 90°.

[0361] 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°.

[0362] In some embodiments, the layup angle of the continuous fibers in the non-0° and non-90° continuous fiber composite layer is 25° to 75°. When the layup angle of the continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength and fatigue resistance of the continuous fiber composite material.

[0363] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers. This ensures that the non-0° and non-90° layup is within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within reasonable ranges, and thus ensuring the structural strength and stiffness of the frame beam body 21 as much as possible.

[0364] In some embodiments, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm. The thickness of the single-layer continuous fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, it is to avoid, on the one hand, insufficient structural strength and stiffness due to an excessively low thickness, and on the other hand, to avoid excessively high thickness, which would result in an excessively high thickness of the frame beam 21 when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components.

[0365] In some embodiments, the thickness of the frame beam body 21 is not less than 1.2mm to 5mm. The thickness of the frame beam body 21 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc. By limiting the minimum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thin and failing to meet the requirements of structural strength and rigidity. By limiting the maximum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thick, affecting the aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components.

[0366] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, and the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is not less than 9 GPa. Thus, by controlling the performance of each single-layer continuous fiber composite material layer, the frame beam body 21 made of the fiber composite board formed by the multilayer composite material layers has a tensile strength of not less than 200 MPa in each direction perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in each direction perpendicular to the thickness direction. This allows the frame beam body 21 to meet the performance requirements of different locations in the vehicle as much as possible. In other words, it allows the frame beam body 21 in each location of the vehicle to use the continuous fiber composite material provided in this application embodiment as much as possible, thereby contributing to the lightweight design of the vehicle.

[0367] In some embodiments, the multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0368] That is, the tensile strength of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤35GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 21.

[0369] In some embodiments of this application, by setting different laying angles for continuous fibers, the test results are shown in Tables 3 and 4. Table 3 shows the performance data obtained from testing continuous fiber composite boards formed according to the laying angles provided in the embodiments of this application, and Table 4 shows the performance data obtained from testing continuous fiber composite boards formed without the laying angles provided in the embodiments of this application.

[0370] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0371] Sample: 250mm in length, 15mm in width, tensile rate 5mm / min, 5 sets of measurements were taken for each sample and the average value was taken.

[0372] It should be noted that the frame beam body 21 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 21 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0373] The components and experimental data of some embodiments are described below with reference to Table 3.

[0374] Table 3 lists the components and experimental data of some embodiments of this application.

[0375] The following section, in conjunction with Table 4, introduces the components and experimental data of some comparative examples.

[0376] Table 4 shows the components and experimental data for some comparative examples.

[0377] Through Examples 1 to 10, it can be found that in the outermost two layers of the multilayer continuous fiber composite material layer of the continuous fiber composite board along any side of the thickness direction, at least one layer of continuous fibers has a laying angle of 0° and not 90°.

[0378] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0379] In Examples 7 and 8, the layup angles of the continuous fibers in the non-0° and non-90° layups are 60° and 30°, respectively.

[0380] In Examples 9 and 10, the layup angles of the continuous fibers in the non-0° and non-90° layups are 75° and 25°, respectively.

[0381] The minimum tensile strength at 0° of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum elastic modulus at 0° is 14.5 GPa, and the maximum is 17.5 GPa.

[0382] The minimum tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 425 MPa and the maximum is 490 MPa; the minimum elastic modulus at 90° is 15.5 GPa and the maximum is 17.7 GPa.

[0383] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum elastic modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0384] As can be seen from Comparative Example 1, the continuous fiber laying angles of the multi-layer continuous fiber composite material layers of the continuous fiber composite board are only 0° and 90°, and the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 21.

[0385] Comparative Examples 2, 3 and 4 show that if the continuous fiber layup angle is only 0° and / or 90° in the outermost two layers on any side along the thickness direction, the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 21.

[0386] When the frame beam body 21 provided in this application embodiment constitutes the B-pillar 212 of the vehicle, the simulation is as follows based on the performance of the continuous fiber composite material layer, injection molding structure 40, and first tube structure 221 provided in this application embodiment:

[0387] The thickness of the frame beam body 21 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the injection-molded structure 40 is as follows: the thickness of the first part 42 is 1mm, and the thickness of the second part 43 and the third part 44 is 2mm.

[0388] Each continuous fiber composite layer has an elastic modulus greater than 34 GPa, a tensile strength greater than 918 MPa, and an elongation at break greater than 3%.

[0389] When the tube body of the first tube structure 221 and the reinforcing rib inside the tube body are integrated into a 6-series aluminum pultruded tube structure, the design of the reinforcing rib inside the tube body is shown in Figure 13, including two first reinforcing ribs 2212 extending in the inner and outer directions along the body frame 20 and a second reinforcing rib 2213 extending in the front and rear directions along the body frame 20.

[0390] The maximum cross-sectional size of the 6-series aluminum tube is 60mm*90mm, and all cross-sectional dimensions of the 6-series aluminum tube are the same. The wall thickness of the 6-series aluminum tube is 3.5mm.

[0391] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21, injection-molded structure 40, and first tube structure 221 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 5, it can be found that the collision performance of the B-pillar 212 in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 21 provided in this embodiment constitutes the B-pillar 212 of the vehicle, it can meet the requirements of vehicle body collision.

[0392] Table 5 Simulation test data for some embodiments of this application

[0393] When the main body of the first tube structure 221 is a thermoplastic pultruded composite tube, the elastic modulus of the thermoplastic pultruded composite tube is greater than 40 GPa, the tensile strength is greater than 1280 MPa, and the elongation at break is greater than 3%.

[0394] The maximum cross-sectional profile of the thermoplastic pultruded composite tube is 60mm*90mm, and all cross-sectional dimensions of the thermoplastic pultruded composite tube are the same. The wall thickness of the thermoplastic pultruded composite tube is 8mm.

[0395] The elastic modulus of the resin-filled structure in the main body of the first tube structure 221 is greater than 700 MPa, the strength corresponding to 80% of the tensile strain is ≥60 MPa, and the elongation at break is greater than 80%.

[0396] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam main body 21, injection-molded structure 40, and first tube structure 221 were simulated using Shell elements. The total number of elements in the model was 160,898, and the number of nodes was 149,617. Referring to the data in Table 6, it can be found that the collision performance of the B-pillar 212 in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam main body 21 provided in this embodiment constitutes the B-pillar 212 of the vehicle, it can meet the vehicle body collision requirements.

[0397] Table 6 Simulation test data for some embodiments of this application

[0398] In other words, the frame beam body 21 provided in this application embodiment can at least meet the collision performance requirements of the B-pillar 212.

[0399] It is understood that in some embodiments, the reinforcing structure may consist only of the injection-molded structure 40. When the frame beam body 21 constitutes the B-pillar 212 of the vehicle, the simulation results based on the performance of the continuous fiber composite material layer and the injection-molded structure 40 provided in this application embodiment are as follows:

[0400] The thickness of the frame beam 21 is 3mm; the thickness of the continuous fiber composite layer is 0.2mm; and the thickness of the injection-molded structure 40 is 3mm.

[0401] Each continuous fiber composite layer has an elastic modulus greater than 20 GPa, a tensile strength greater than 1000 MPa, and an elongation at break greater than 5%.

[0402] The injection-molded structure 40 has an elastic modulus greater than 20 GPa, a tensile strength greater than 200 MPa, and an elongation at break greater than 20%.

[0403] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21 and the injection-molded structure 40 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 7, it can be found that the collision performance of the B-pillar 212 in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 20 provided in this embodiment constitutes the B-pillar of a vehicle, it can meet the requirements for vehicle body collision.

[0404] Table 7 Simulation test data for some embodiments of this application

[0405] In other words, the vehicle frame 20 provided in this application embodiment can at least meet the collision performance requirements of the B-pillar 212. The frame beam body 21 of this application embodiment is at least partially made of continuous fiber composite material. Continuous fiber composite material has lightweight characteristics, which helps to reduce the weight of the vehicle frame 20. At the same time, the frame beam body 21 is reinforced by the reinforcing structure 22 to further improve the safety performance of the vehicle frame 20.

[0406] The reinforcing structure provided in this application includes a first reinforcing component 22 extending along a first direction and a second reinforcing component 23 extending along a second direction. That is, the reinforcing structure can strengthen the frame beam body 21 from at least the first and second directions to improve the structural strength and structural stiffness of the frame beam body 21. This helps to effectively improve the structural stability and collision protection performance of the vehicle body frame 20 while saving structural components, thereby reducing the weight of the vehicle body frame 20 and facilitating lightweight vehicle design.

[0407] Regarding the design of the reinforced structure, this application provides three embodiments:

[0408] In a first embodiment, the first reinforcing component 22 includes a first tubular structure 221, and the second reinforcing component 23 includes a second tubular structure 231. The first tubular structure 221 is disposed in the cavity 21a of the column to reinforce the column. The second tubular structure 231 is disposed in at least one of the cavities 214a of the side beam 214 and 215a of the sill beam 215 to reinforce at least one of the side beam 214 and the sill beam 215. In this embodiment, the first tubular structure 221 and the second tubular structure 231 are connected by a connector 27 to enhance the strength at the junction of the column and the side beam 214 and / or the column and the sill beam 215, thereby further improving the structural strength and rigidity of the entire frame beam body 21.

[0409] In this embodiment, the interior mounting structure 24 is formed on the first tube body 2211 and / or the second tube body 2311.

[0410] In the second embodiment, the reinforcing structure includes an injection-molded structure 40, which includes a first stiffener 222 extending along a first direction and a second stiffener 232 extending along a second direction. The first reinforcing component 22 includes the first stiffener 222 and a first tube structure 221, and the second reinforcing component 23 includes the second stiffener 232 and the second tube structure 231. That is, the tube structure and the injection-molded structure 40 simultaneously reinforce the frame beam body 21 to improve the structural strength and structural stiffness of the frame beam body 21.

[0411] In this embodiment, since the space of the cavity 21a of the frame beam body 21 is limited, the issue of space avoidance needs to be considered. At this time, the injection molding structure 40 is connected to the bottom wall 201a and the side wall 201b of the cavity 21a, and the injection molding structure 40 forms an avoidance groove 41. The avoidance groove 41 is used to accommodate the first pipe structure 221 or the second pipe structure 231. That is, the avoidance groove 41 can provide installation space for the pipe structure.

[0412] In this embodiment, the interior mounting structure 24 can be formed on the injection molding structure 40, or on the first tube body 2211 and / or the second tube body 2311, depending on the form of the interior.

[0413] In the third embodiment, the first reinforcing component 22 includes a first rib 222, and the second reinforcing component 23 includes a second rib 232, meaning the reinforcing structure only includes the injection-molded structure 40. The injection-molded structure 40 is injection-molded into the cavity wall of the cavity 21a of the frame beam body 21 using an injection molding process. In this embodiment, the interior trim mounting structure 24 is directly formed on the injection-molded structure 40.

[0414] In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or at least two embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine different embodiments or examples described in this application, as well as features of different embodiments or examples.

[0415] The above description is merely a preferred embodiment of this application and is not intended to limit the application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle, wherein, The vehicles include: Body frame, The vehicle frame includes: The frame beam body comprises a continuous fiber composite material and has a cavity formed therein. The reinforcing structure is at least partially disposed within the cavity and connected to the main frame beam. The reinforcing structure includes a first reinforcing component and a second reinforcing component. The first reinforcing component extends along a first direction, and the second reinforcing component extends along a second direction. The second direction intersects the first direction and, along the projection direction from inside the vehicle to outside the vehicle, the projections of the first reinforcing component and the second reinforcing component onto a projection plane perpendicular to the projection direction intersect.

2. The vehicle of claim 1, wherein, The cavity of the main body of the frame beam has an opening in the direction of the inside of the vehicle frame, so that the main body of the frame beam forms an open groove, and the reinforcing structure is at least partially located in the open groove.

3. The vehicle of claim 2, wherein, The open slot includes a first open slot and a second open slot that are interconnected. The first open slot extends along the first direction, and the second open slot extends along the second direction. The first reinforcing component includes a first tube structure, and the second reinforcing component includes a second tube structure. The first tube structure is disposed in the first open slot, and the second tube structure is disposed in the second open slot. The first tube structure and the second tube structure are connected.

4. The vehicle of claim 1, wherein, The main body of the frame beam includes side beams, columns and sill beams. The columns connect the side beams and the sill beams. The first reinforcing component includes a first tube structure disposed in the cavity of the column. The second reinforcing component includes a second tube structure disposed in the cavity of at least one of the side beams and the sill beams. The first tube structure and the second tube structure are connected.

5. The vehicle of claim 4, wherein, The first tube structure and / or the second tube structure each include a tube body, the cross-sectional shape of which is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

6. The vehicle of claim 5, wherein, The first tube structure and / or the second tube structure each include at least one reinforcing rib disposed within the tube body. In a cross-section perpendicular to the extending direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

7. The vehicle of claim 6, wherein, The at least one reinforcing rib includes a first reinforcing rib and a second reinforcing rib, wherein the first reinforcing rib intersects with the second reinforcing rib.

8. The vehicle of claim 6, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure.

9. The vehicle of claim 8, wherein, The thickness of the pipe wall of the main body is 3mm to 6mm.

10. The vehicle of claim 5, wherein, The first tube structure and / or the second tube structure each include a resin-filled structure, which fills the tube body.

11. The vehicle of claim 10, wherein, The main body of the tube is a thermoplastic pultruded composite material tube.

12. The vehicle of claim 11, wherein, The thickness of the pipe wall of the main body is 6mm to 10mm.

13. The vehicle of claim 10, wherein, The resin-filled structure includes polyurea and / or polyurethane.

14. The vehicle of claim 4, wherein, The vehicle frame also includes a connector, which includes a first connecting part and a second connecting part that are connected to each other. The second connecting part is disposed in the cavity of at least one of the side beam and the sill beam. The second tube structure is connected to the second connecting part. The first connecting part extends into one end of the cavity of the column and is connected to the end of the first tube structure.

15. The vehicle of claim 14, wherein, The second connecting part has an opening groove that extends along the extension direction of the side beam or the sill beam, and the second tube structure passes through the opening groove and is connected to the groove wall.

16. The vehicle of claim 14, wherein, The first connecting part has a plug-in cavity, and one end of the first tube structure is inserted into the plug-in cavity and connected to the cavity wall.

17. The vehicle of claim 14, wherein, The column is a B-column, with both ends of the B-column connected to the side beam and the sill beam. There are at least two adapters, one of which is an upper connector and the other a lower connector. The first pipe structure is located within the cavity of the B-column. There are at least two second pipe structures, one located within the cavity of the side beam and the other within the cavity of the sill beam. The upper connector connects one end of the first pipe structure to the second pipe structure within the cavity of the side beam, and the lower connector connects one end of the second pipe structure to the second pipe structure within the cavity of the sill beam.

18. The vehicle of claim 17, wherein, Both the upper connector and the lower connector are provided with a third reinforcing rib, and both abut against the first pipe structure.

19. The vehicle of claim 18, wherein, A fourth reinforcing rib is also provided outside the upper joint and the lower joint, and the fourth reinforcing rib is used to connect with the main body of the frame beam.

20. The vehicle of claim 19, wherein, The fourth reinforcing rib of at least one of the upper connector and the lower connector extends in the same direction as the first pipe structure.

21. The vehicle of claim 4, wherein, The reinforcing structure includes an injection-molded structure, which is injection-molded into the cavity. The first tube structure is connected to the injection-molded structure in the cavity of the column, and the second tube structure is connected to the injection-molded structure in the cavity of at least one of the side beam and the sill beam. The injection-molded structure includes a first rib and a second rib, the first rib extending along the first direction and the second rib extending along the second direction, the first rib and the first tube structure constituting at least a part of the first reinforcing component, at least one of the reinforcing ribs being the second rib, and the second rib and the second tube structure constituting at least a part of the second reinforcing component.

22. The vehicle of claim 21, wherein, The first tube structure is bonded to the injection-molded structure within the cavity of the column; and / or, the second tube structure is bonded to the injection-molded structure within the cavity of at least one of the side beam and the sill beam.

23. The vehicle of claim 21, wherein, The injection-molded structure is connected to the bottom wall and side wall of the cavity, and the injection-molded structure has a clearance groove for installing the first tube structure or the second tube structure.

24. The vehicle of claim 23, wherein, The injection-molded structure forms an interior trim mounting structure, which includes at least one interior trim panel mounting structure. The interior trim panel mounting structure is used to mount an interior trim panel, which is used to cover at least the cavity of the frame beam body from the inside of the vehicle body. The interior trim panel mounting structure is disposed on the injection-molded structure connected to the side wall of the cavity.

25. The vehicle of claim 3, wherein, The first tube structure and / or the second tube structure have an interior mounting structure, the main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, the at least one seat belt accessory mounting structure being formed in the first tube structure and / or the second tube structure of the B-pillar and / or C-pillar; The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

26. The vehicle of claim 3, wherein, The main body of the frame beam at least partially constitutes the A-pillar and / or B-pillar of the vehicle. The body frame also includes at least one metal connection structure, which is used to connect at least one of the door hinge, door lock, and door opening limiter. The metal connection structure is welded to the first tube structure and / or the second tube structure of the A-pillar and / or B-pillar.

27. The vehicle of claim 1, wherein, The reinforcing structure includes an injection-molded structure, which is disposed within the cavity and connected to the cavity wall. The main body of the frame beam includes side beams, columns and sill beams. The columns connect the side beams and sill beams. The side beams, columns and sill beams are all provided with the injection-molded structure. The injection-molded structure includes a first rib and a second rib. The first rib constitutes at least a part of the first reinforcing component and the second rib constitutes at least a part of the second reinforcing component. In the injection-molded structure located within the cavity of the side beam, the second direction is the extension direction of the side beam; in the injection-molded structure located within the cavity of the sill beam, the second direction is the extension direction of the sill beam; and in the injection-molded structure located within the cavity of the column, the first direction is the extension direction of the column.

28. The vehicle of claim 27, wherein, At least one first rib and at least one second rib are arranged in an intersecting manner; or, multiple first ribs and multiple second ribs are connected end to end in a ring.

29. The vehicle of claim 27, wherein, The injection-molded structure has an interior mounting structure for mounting the vehicle's interior trim.

30. The vehicle of claim 29, wherein, The main body of the frame beam constitutes at least the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein the at least one seat belt accessory mounting structure is an injection-molded structure formed in the cavity of the B-pillar and / or C-pillar. The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

31. The vehicle of claim 30, wherein, The vehicle frame includes a seatbelt accessory reinforcement plate, which is disposed around the seatbelt accessory mounting structure and connected to the main frame beam.

32. The vehicle of claim 31, wherein, The seat belt accessory reinforcement plate is bonded to the main body of the frame beam.

33. The vehicle of claim 31, wherein, The seat belt accessory reinforcement plate and the main frame beam are made of the same material.

34. The vehicle of claim 27, wherein, The main body of the frame beam at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure, which is disposed on the A-pillar and / or B-pillar. The at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter. The metal connection structure is attached to the inner surface of the frame beam body of the A-column and / or B-column, and the injection molding structure is injection molded on the inner surface of the frame beam body constituting the A-column and / or B-column and the surface of the metal connection structure, thereby fixing the metal connection structure.

35. The vehicle of claim 27, wherein, The thickness of the root of the first stiffener and / or the second stiffener is 80% to 120% of the thickness of the main body of the frame beam.

36. The vehicle of claim 27, wherein, The thickness of the root of the first stiffener and / or the second stiffener is 2.5mm to 3.5mm, and the thickness of the main body of the frame beam is 2.5mm to 3.5mm.

37. The vehicle of claim 27, wherein, The injection-molded structure comprises 35-70 parts by weight of thermoplastic resin matrix and 30-65 parts by weight of long glass fiber, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fiber is 100.

38. The vehicle of claim 37, wherein, The injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

39. The vehicle of claim 37, wherein, The injection-molded structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure includes 0.1 to 0.4 parts by weight of an antioxidant.

40. The vehicle of any one of claims 1-39, wherein, The main body of the frame beam includes multiple layers of continuous fiber composite material. Each layer of the continuous fiber composite material includes continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix connects the continuous fibers.

41. The vehicle of claim 40, wherein, 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.

42. The vehicle of claim 40, wherein, 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.

43. The vehicle of claim 42, wherein, The polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

44. The vehicle of claim 40, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

45. The vehicle of claim 44, wherein, The inorganic fiber includes any one or any combination of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

46. The vehicle of claim 40, wherein, The continuous fiber has a weight percentage of 60-80, the thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

47. The vehicle of claim 46, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer.

48. The vehicle of claim 47, wherein, 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.

49. The vehicle of claim 46, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

50. The vehicle of claim 49, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

51. The vehicle of claim 40, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

52. The vehicle of claim 40, wherein, 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.

53. The vehicle of claim 52, wherein, 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°.

54. The vehicle of claim 53, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

55. The vehicle of claim 53, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

56. The vehicle of claim 40, wherein, The thickness of a single layer of the continuous fiber composite material is 0.2 mm to 0.3 mm.

57. The vehicle of any one of claims 1 to 40, wherein, The thickness of the main frame beam is not less than 1.2mm to 5mm.

58. The vehicle of any one of claims 1 to 40, wherein, The vehicle includes a chassis, the body frame and the chassis together enclosing to form the passenger compartment of the vehicle, and the vehicle includes a battery, the casing of which forms the floor of the passenger compartment.

59. The vehicle of any one of claims 1 to 40, wherein, The vehicle includes a chassis, and the body frame is located above the chassis and is detachably connected to the chassis.

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