Vehicle

Abstract

The present disclosure discloses a vehicle. The vehicle comprises a body frame, wherein the body frame comprises a frame beam main body, a reinforcing pillar and a connection assembly. The frame beam main body is provided with a groove, and the groove comprises a first section, a second section and a third section, with the first section being configured to fit with an upper side beam of the frame beam main body, the third section being configured to fit with a side sill beam of the frame beam main body, and the second section extending to connect the first section and the third section; the reinforcing pillar is at least filled and arranged in the second section; the connection assembly comprises a first joint and a second joint that are connected to the frame beam main body, with the first joint being configured to connect the reinforcing pillar to the upper side beam, and the second joint being configured to connect the reinforcing pillar to the side sill beam; and the first joint and / or the second joint are / is provided with first reinforcing ribs extending in the same direction as the reinforcing pillar.

Description

A type of vehicle

[0001] Cross-reference to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411873258.2, filed on December 17, 2024, entitled “A Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of transportation equipment, and more particularly to a vehicle. Background Technology

[0004] With the rapid development of the vehicle industry, vehicles have become an indispensable means of transportation for people.

[0005] In the event of a vehicle collision, the vehicle body frame provides cushioning and protection, absorbing and dispersing impact forces to reduce injury to occupants and interior components. The strength and resistance to deformation of the vehicle body frame directly affect its protective function; therefore, improving the strength and deformation resistance of vehicle body frames is a key research topic in the industry. Summary of the Invention

[0006] To solve the above-mentioned technical problems, this disclosure provides a vehicle with high structural strength, good resistance to deformation, and good impact resistance.

[0007] This disclosure is achieved through the following technical solution.

[0008] This disclosure provides a vehicle, including a body frame, which includes a frame beam body, reinforcing columns, and connecting components. The frame beam body has a groove, comprising a first section, a second section, and a third section. The first section engages with the upper beam of the frame beam body, the third section engages with the sill beam of the frame beam body, and the second section extends to connect the first and third sections. The reinforcing columns are at least partially filled in the second section. The connecting components include a first connector and a second connector connected to the frame beam body, wherein the first connector connects the reinforcing column to the upper beam, and the second connector connects the reinforcing column to the sill beam; wherein the first connector and / or the second connector are provided with a first reinforcing rib in the same direction as the extension of the reinforcing column.

[0009] Because the first joint and / or the second joint are provided with a first reinforcing rib in the same direction as the extension of the reinforcing column, the tensile and compressive strength of the first joint and / or the second joint in the direction of extension of the reinforcing column is improved. This results in better end-bearing capacity of the reinforcing column, thereby enhancing its resistance to deformation, improving the structural strength and deformation resistance of the side of the vehicle frame, and improving the vehicle's impact resistance. In other words, the embodiments of this disclosure improve the structural strength and stiffness of the side of the vehicle frame, reduce the intrusion of the side of the vehicle frame into the passenger compartment during a side collision, and improve the vehicle's resistance to side impacts. Furthermore, the high structural strength of the side of the vehicle frame also reduces the degree of deformation under vertical pressure.

[0010] Furthermore, by connecting the reinforcing columns to the upper beam and sill beam of the frame beam body through the first and second joints, the reinforcing columns help increase the tensile and compressive strength of the frame beam body along the extension direction of the reinforcing columns, making the frame beam body more robust when subjected to tensile and compressive loads. At the same time, the reinforcing columns help improve the rigidity of the frame beam body and reduce the deformation of the frame beam body under stress. Moreover, the installation of reinforcing columns also eliminates the need for inner plates, reduces the number of parts, and simplifies the processing and assembly process.

[0011] Finally, the main body of the frame beam forms a groove. On the one hand, the groove can strengthen the structural strength and also serve as an energy absorption zone, effectively absorbing and dispersing impact energy. On the other hand, the groove can provide installation space for the reinforcing columns.

[0012] In some embodiments, the thickness of the first reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

[0013] Therefore, by limiting the thickness of the first reinforcing rib to a suitable range, it is beneficial to improve the structural strength of the first and second joints and meet the strength requirements of the vehicle frame, while reducing the weight of the first and second joints, which is conducive to the lightweighting of the vehicle frame. Moreover, the first reinforcing rib will not occupy too much space due to excessive thickness, which is beneficial to the miniaturization of the vehicle.

[0014] In some embodiments, the first joint and / or the second joint are further provided with a second reinforcing rib; the first reinforcing rib and the second reinforcing rib are arranged to cross each other to form a mesh-like reinforcing structure; and / or the first reinforcing rib and the second reinforcing rib are connected end to end to form a ring-like reinforcing structure.

[0015] Therefore, by adding a second reinforcing rib, the strength and stiffness of the first and / or second joints can be further increased, thereby improving the structural strength of the side of the vehicle frame and its resistance to deformation. Furthermore, the mesh or ring-shaped reinforcing structure allows the first and second reinforcing ribs to form a force transmission path, ensuring that the load acting on the first and / or second joints is transferred to each of the first and second reinforcing ribs, reducing the possibility of stress concentration. This further enhances the structural strength of the first and / or second joints, thereby improving the structural strength of the side of the vehicle frame and improving the vehicle's impact resistance.

[0016] In some embodiments, the thickness of the second reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

[0017] Therefore, by limiting the thickness of the second reinforcing rib to a suitable range, it is beneficial to improve the structural strength of the first and second joints and meet the strength requirements of the vehicle frame, while reducing the weight of the first and second joints, which is conducive to the lightweighting of the vehicle frame. Moreover, the second reinforcing rib will not occupy too much space due to excessive thickness, which is beneficial to the miniaturization of the vehicle.

[0018] In some embodiments, the reinforcing structure is located on the side of the first joint and / or the second joint facing the main body of the frame beam.

[0019] The frame beam body is connected to the connecting components. In the event of a vehicle collision, the impact force first acts on the outer frame beam body, and then is transmitted through the frame beam body to the first joint and / or the second joint. Since the reinforcing structure of the first joint and / or the second joint faces the frame beam body, the impact force will first act on the reinforcing structure of the connecting components before it continues to be transmitted to the first joint and / or the second joint. This reduces the possibility of damage to the first joint and / or the second joint, and helps to improve the structural strength and deformation resistance of the first joint and / or the second joint.

[0020] In some embodiments, in a projection plane perpendicular to the width direction of the vehicle frame, the projected area of ​​the reinforcing structure of the first joint is smaller than the projected area of ​​the reinforcing structure of the second joint.

[0021] In general, during a side impact, the second connector is closer to the point of impact than the first connector, and it bears a greater weight. Therefore, the structural strength requirements for the second connector are higher than those for the first connector. Furthermore, since the second connector connects to the sill beam, it will withstand greater impact forces during side or pole impacts. This necessitates a higher structural strength for the second connector than the first connector, reducing the likelihood of damage to the second connector, improving the vehicle frame's collision resistance, and also contributing to a lighter vehicle frame.

[0022] In some embodiments, the second connector includes a first section, a second section, and a third section connected in sequence. The first section is used to cooperate with a reinforcing column, and the third section is used to cooperate with a sill beam. The first section, the second section, and the third section are all provided with reinforcing structures, wherein the strength and stiffness of the reinforcing structure provided in the second section are greater than the strength and stiffness of the reinforcing structures provided in the first section and the third section.

[0023] This results in greater strength and rigidity at the weakest point of the second joint, reducing the likelihood of damage during a collision. It also helps to reduce the weight of the second joint while ensuring its structural strength and rigidity, thus contributing to the lightweighting of the vehicle frame.

[0024] In some embodiments, the strength and stiffness of the first joint are less than the strength and stiffness of the reinforcing column.

[0025] Therefore, when the vehicle body frame is subjected to an impact force at the top, the first joint connecting the upper beam is more likely to undergo collapse deformation than the reinforcing column. This deformation of the first joint absorbs part of the impact load, thereby weakening the impact load transmitted to the reinforcing column. This reduces the amount of deformation of the reinforcing column or makes it less likely to deform, thus reducing the possibility that the reinforcing column will intrude too much into the vehicle body frame and endanger the occupants or equipment inside the vehicle.

[0026] In some embodiments, a first insertion groove is formed on the side of the first connector facing the reinforcing column, and the end of the reinforcing column facing the upper beam is inserted into the first insertion groove to engage with the first connector; and / or a second insertion groove is formed on the side of the second connector facing the reinforcing column, and the side of the reinforcing column facing the sill beam is inserted into the second insertion groove to engage with the second connector.

[0027] Because of the plug-in connection method, at least a portion of the reinforcing post is inserted into the first plug-in slot and / or the second plug-in slot. The inserted portion of the reinforcing post cooperates with the circumferential sidewall and bottom wall of the plug-in slot, thereby increasing the contact area between the first joint and / or the second joint and the reinforcing post, thereby increasing the connection strength between them and achieving a more reliable connection.

[0028] In addition, along the extension direction of the reinforcing column, the first joint and the second joint are located at opposite ends of the reinforcing column, which can improve the compressive strength of the end of the reinforcing column, making the reinforcing column less prone to damage when subjected to top-down pressure or bottom-up impact, which is beneficial to improving the reliability of the vehicle frame, thereby improving the structural strength and rigidity of the vehicle and improving the vehicle's impact resistance.

[0029] In some embodiments, the first connector includes a first main body and a first flap connected to the first main body; a first insertion groove is formed in the first main body; the first main body has a first mounting surface, the first flap has a second mounting surface, the first mounting surface and the second mounting surface intersect and are respectively connected to two adjacent surfaces of the upper beam.

[0030] Therefore, the two surfaces of the first joint are connected to the two surfaces of the upper beam respectively, which improves the connection strength between the first joint and the upper beam, and the connection strength between the reinforcing column and the upper beam, thereby improving the structural strength of the side of the vehicle frame and improving the vehicle's impact resistance.

[0031] In some embodiments, at least one third reinforcing rib is provided in the first insertion slot; the end of the reinforcing column facing the upper beam abuts against the third reinforcing rib.

[0032] By setting a third reinforcing rib, the compressive strength of the first joint to the end of the reinforcing column is improved. When the body frame is subjected to downward pressure and the pressure is transmitted to the first joint, the first joint is less likely to break due to the interaction force between the first joint and the end of the reinforcing column. Therefore, the vehicle's ability to resist vertical pressure is also improved, thereby further improving the vehicle's impact resistance.

[0033] In some embodiments, the groove wall of the first insertion groove includes a first groove bottom wall and a first groove side wall. The first groove side wall is disposed around the first groove bottom wall. The end of the first groove side wall away from the first groove bottom wall forms a first groove opening. The first groove opening and the first groove bottom wall are disposed opposite to each other along the extension direction of the reinforcing column. The third reinforcing rib extends from the first groove bottom wall toward the first groove opening, and in the cross section perpendicular to the extension direction of the reinforcing column, the two ends of the third reinforcing rib are respectively connected to the first groove side wall.

[0034] Therefore, by connecting both ends of the third reinforcing rib to the sidewall of the first groove, the structural strength of the third reinforcing rib is improved, thereby further improving the compressive strength of the first joint to the end of the reinforcing column. As a result, the vehicle's ability to resist vertical pressure is also improved, thus further improving the vehicle's impact resistance.

[0035] In some embodiments, the wall thickness of the first groove sidewall is greater than or equal to 2 mm and less than or equal to 3.5 mm.

[0036] Therefore, by limiting the wall thickness range of the first groove sidewall, the structural strength of the first joint can be improved, and the space occupied by the first groove sidewall will not be too large due to excessive wall thickness, which is conducive to the lightweighting of the vehicle frame.

[0037] In some embodiments, the first groove sidewall is provided with at least one first connection hole extending through the outer peripheral surface of the first connector, and the outer peripheral surface of the reinforcing column is provided with at least one second connection hole. The first connection hole and the second connection hole are fixedly connected by a first fastener, which includes a bolt.

[0038] Therefore, the reinforcing column is connected to the side wall of the first groove by the first fastener, which further improves the connection strength between the reinforcing column and the first joint, thereby improving the structural strength of the side of the vehicle frame and improving the vehicle's impact resistance.

[0039] In some embodiments, the number of third reinforcing ribs is multiple; the multiple third reinforcing ribs are arranged intersecting each other; and / or the multiple third reinforcing ribs are connected end to end in a ring shape.

[0040] The arrangement of multiple intersecting third reinforcing ribs or multiple third reinforcing ribs connected end to end in a ring can minimize stress concentration in a single third reinforcing rib, thereby helping to improve the overall structural strength and rigidity of the vehicle body frame, and thus helping to improve the vehicle's impact resistance.

[0041] In some embodiments, the thickness of the third reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

[0042] Therefore, by limiting the thickness range of the third reinforcing rib, the compressive strength of the third reinforcing rib to the reinforcing column is improved, and the weight will not be too large due to the thickness of the third reinforcing rib, which is conducive to improving the lightweight of the vehicle body frame.

[0043] In some embodiments, the second connector includes a second body portion and a second flap connected to the second body portion; a second insertion groove is formed in the second body portion; the second body portion has a third mounting surface, the second flap has a fourth mounting surface, the third mounting surface and the fourth mounting surface intersect and are respectively connected to two adjacent surfaces of the sill beam.

[0044] Therefore, the two surfaces of the second joint are connected to the two surfaces of the sill beam respectively, which improves the connection strength between the second joint and the sill beam, improves the connection strength between the reinforcing column and the upper crossbeam of the sill beam, thereby improving the structural strength of the side of the vehicle frame and improving the vehicle's impact resistance.

[0045] In some embodiments, at least one fourth reinforcing rib is provided in the second insertion slot; the end of the reinforcing column facing the threshold beam abuts against the fourth reinforcing rib.

[0046] Therefore, by setting a fourth reinforcing rib in the second joint, the compressive strength of the second joint against the end of the reinforcing column is improved. When the vehicle frame is subjected to an impact from above and the pressure is transmitted to the reinforcing column, or when it is subjected to an impact from below and the pressure is transmitted to the second joint, the second joint is less likely to be damaged by the interaction force between the ends of the second joint and the reinforcing column due to the setting of the fourth reinforcing rib.

[0047] In some embodiments, the groove wall of the second insertion groove includes a second groove bottom wall and a second groove side wall. The second groove side wall is disposed around the second groove bottom wall. One end of the second groove side wall away from the second groove bottom wall forms a second groove opening. The second groove opening and the second groove bottom wall are disposed opposite to each other along the extension direction of the reinforcing column. The fourth reinforcing rib extends from the second groove bottom wall toward the second groove opening, and in the cross section perpendicular to the extension direction of the reinforcing column, both ends of the fourth reinforcing rib are respectively connected to the second groove side wall.

[0048] Therefore, by connecting both ends of the fourth reinforcing rib to the sidewall of the second groove, the structural strength of the fourth reinforcing rib is improved, thereby further improving the compressive strength of the end of the second joint to the reinforcing column. As a result, the vehicle's ability to resist vertical pressure is also improved, thus further enhancing the vehicle's impact resistance.

[0049] In some embodiments, the wall thickness of the second groove sidewall is greater than or equal to 3 mm and less than or equal to 5 mm.

[0050] Therefore, by limiting the wall thickness range of the second groove sidewall, the structural strength of the second joint can be improved, and the space occupied by the second groove sidewall will not be too large due to excessive wall thickness, which is conducive to improving the lightweight of the vehicle frame.

[0051] In some embodiments, the second groove sidewall is provided with at least one third connection hole extending through to the outer peripheral surface of the second connector, and the outer peripheral surface of the reinforcing column is provided with at least one fourth connection hole. The third connection hole and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

[0052] Therefore, the reinforcing column is connected to the side wall of the second groove by the second fastener, which further improves the connection strength between the reinforcing column and the second joint, thereby improving the structural strength of the side of the vehicle frame and improving the vehicle's impact resistance.

[0053] In some embodiments, the number of fourth reinforcing ribs is multiple; the multiple fourth reinforcing ribs are arranged intersecting each other; and / or the multiple fourth reinforcing ribs are connected end to end in a ring shape.

[0054] The arrangement of multiple fourth reinforcing ribs at intersections or in a ring shape can minimize stress concentration in a single fourth reinforcing rib, thereby improving the overall structural strength and rigidity of the vehicle frame and thus enhancing the vehicle's impact resistance.

[0055] In some embodiments, the thickness of the fourth reinforcing rib is greater than or equal to 3 mm and less than or equal to 4 mm.

[0056] Therefore, by limiting the thickness range of the fourth reinforcing rib, the compressive strength of the fourth reinforcing rib to the reinforcing column is improved, and the space occupied by the fourth reinforcing rib is not too large due to its wall thickness. It also helps to improve the lightweight of the vehicle body frame.

[0057] In some embodiments, in the extension direction of the sill beam, the dimensions of the portions of the third mounting surface and the fourth mounting surface that overlap with the sill beam are both greater than or equal to 300 mm and less than or equal to 450 mm.

[0058] By limiting the dimensions of the overlapping portions of the third and fourth mounting surfaces with the sill beam to a range of 300mm to 450mm, the connection strength between the second joint and the sill beam is improved to meet the vehicle's strength requirements. Furthermore, by limiting the upper limit, the size of the second joint is suppressed, reducing space occupation and facilitating vehicle miniaturization.

[0059] In some embodiments, the first connector is formed as a one-piece aluminum casting; and / or the second connector is formed as a one-piece aluminum casting.

[0060] The first and / or second connectors are integrally formed, resulting in high structural strength. Furthermore, the first and / or second connectors are made of cast aluminum, which helps to improve structural strength, makes them lightweight, facilitates vehicle weight reduction, and provides good corrosion resistance.

[0061] In some embodiments, the reinforcing column includes a tube body and at least one first rib filled within the tube body.

[0062] Therefore, by setting the first rib inside the tube body, the structural strength of the reinforcing column is further improved, thereby further improving the structural strength of the side of the vehicle frame and thus improving the vehicle's impact resistance.

[0063] In some embodiments, the cross-section of the tube body is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0064] This facilitates the improvement of the connection stability between the shell wall of the tube body and the frame beam body, the first joint and the second joint, thereby helping to improve the structural strength and rigidity of the vehicle frame.

[0065] In some embodiments, in a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the first rib are respectively connected to the inner wall of the tube body.

[0066] Therefore, the two ends of the first stiffener are connected to the inner wall of the tube body, which improves the connection strength between the first stiffener and the tube body, thereby further improving the structural strength and stiffness of the tube body.

[0067] In some embodiments, there are multiple first ribs, and at least a portion of the multiple first ribs are arranged to cross each other.

[0068] Therefore, at least two of the first stiffeners intersect in their extension directions, meaning that the two intersecting first stiffeners strengthen the tube body from two directions, which helps to improve the structural strength and rigidity of the tube body.

[0069] In some embodiments, the thickness of the first rib is greater than or equal to 3 mm and less than or equal to 6.5 mm; and / or the thickness of the tube wall of the tube body is greater than or equal to 3 mm and less than or equal to 5 mm.

[0070] Therefore, by limiting the thickness of the first stiffener to the range of 3mm to 6.5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame, while avoiding excessive weight and space occupation due to excessive thickness, which is beneficial to the lightweighting and miniaturization of the vehicle.

[0071] In addition, by limiting the wall thickness of the tube body to the range of 3mm to 5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame, while not taking up too much space due to excessive thickness, which is conducive to vehicle lightweighting and miniaturization.

[0072] In some embodiments, the reinforcing column is formed as a one-piece aluminum pultruded structure.

[0073] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high stiffness, reducing deformation under stress. Furthermore, aluminum's low density contributes to weight reduction compared to traditional steel body frames. The reinforcing column is constructed as a single unit. This integrated structure enhances the overall structural strength and stiffness of the reinforcing column and eliminates the need for assembly of the tube body and the first stiffener with other components, thus reducing manufacturing costs.

[0074] In addition, aluminum alloys have excellent corrosion resistance, which avoids the need for anti-corrosion coatings after using steel alloys, thus saving costs.

[0075] In some embodiments, the reinforcing column includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0076] Therefore, the resin-filled structure is used to enhance the structural strength and rigidity of the tube body, thereby improving the overall structural strength and rigidity of the reinforcing column to meet the strength and rigidity requirements of the vehicle frame.

[0077] In some embodiments, the tube body is a thermoplastic pultruded composite material tube.

[0078] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of reinforcing columns. Moreover, composite materials help to improve the lightweighting of the vehicle body frame.

[0079] In some embodiments, the wall thickness of the tube body is greater than or equal to 6 mm and less than or equal to 10 mm.

[0080] Therefore, by controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the reinforcing column has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame, without taking up too much space due to excessive thickness, thus facilitating vehicle miniaturization and weight reduction.

[0081] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0082] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced columns.

[0083] In some embodiments, a reinforcing rib assembly is provided in the groove of the frame beam body, and multiple reinforcing rib assemblies are distributed at intervals along the extension direction of the groove.

[0084] By installing reinforcing rib assemblies on the inner side of the frame beam, the structural strength and stiffness of the frame beam are improved, further enhancing the vehicle's impact resistance. Furthermore, the number of reinforcing rib assemblies can be one or more; that is, a single reinforcing rib assembly can be used to strengthen the entire frame beam, or multiple reinforcing rib assemblies can be used to strengthen specific sections of the frame beam structure.

[0085] In some embodiments, the reinforcing rib assembly includes a plurality of interconnected second ribs; the plurality of second ribs are arranged intersecting each other; and / or the plurality of second ribs are connected end to end in a ring shape.

[0086] The arrangement of multiple intersecting second ribs or multiple second ribs connected end to end in a ring can minimize stress concentration in a single second rib, thus ensuring that the reinforcing rib assembly can evenly distribute the force, thereby helping to improve the overall structural strength and rigidity of the vehicle frame and improve the vehicle's impact resistance.

[0087] In some embodiments, the second stiffener is injection molded into a groove in the main body of the frame beam.

[0088] Injection molding integrates the second stiffener with the main frame beam, reducing the need for multiple assembly steps between the second stiffeners and the main frame beam. Furthermore, injection molding allows the plastic material to penetrate deep into all corners of the main frame beam. It also facilitates the machining of the second stiffeners into various shapes based on the collision stress conditions of the vehicle frame, and allows for thickening in critical stress areas. In other words, the extension direction, thickness, and position of each second stiffener within the main frame beam can be optimized according to the collision stress conditions of the vehicle frame.

[0089] In some embodiments, the thickness of the root of the second stiffener is 80% to 120% of the thickness of the frame beam body.

[0090] This allows the second stiffener to provide sufficient reinforcement, thereby improving the strength and rigidity of the vehicle frame. Since the main frame beam is made of continuous fiber composite material, which has a high modulus, the root thickness of the second stiffener is relatively large, which also helps to reduce or even avoid shrinkage defects at the root of the fifth stiffener on the outer surface of the main frame beam.

[0091] In some embodiments, the thickness of the root of the second stiffener is greater than or equal to 2.5 mm and less than or equal to 3.5 mm; and / or the thickness of the main body of the frame beam is greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

[0092] By setting the thickness of the main body of the frame beam and the root of the second stiffener within this range, the main body of the frame beam and the second stiffener can meet the strength and rigidity requirements of the vehicle frame, without taking up too much space or increasing the weight due to excessive thickness, thus facilitating vehicle lightweighting and miniaturization.

[0093] In some embodiments, the reinforcing rib assembly is connected to both the bottom wall and the side wall of the groove, and the reinforcing rib assembly has a clearance groove for installing the reinforcing column.

[0094] The clearance groove provides installation space for the reinforcing column, allowing a portion of the column's main body to extend into it. The groove also limits the movement of the main body along its width, facilitating installation. The reinforcing column is installed by connecting the main body to the groove wall.

[0095] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0096] Continuous fiber composites possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight properties facilitate weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Moreover, continuous fiber composites do not suffer from rusting issues, and their manufacturing process is more environmentally friendly, contributing to reduced carbon emissions. Additionally, using continuous fiber composites to construct the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for dedicated stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0097] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0098] Composite materials formed using continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0099] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of a frame beam.

[0100] The multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded into a grooved frame beam body. Using the molding process can more accurately ensure the shape and dimensional precision of the frame beam body, thereby maximizing its mechanical properties and structural integrity.

[0101] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0102] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer fiber composite layers.

[0103] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0104] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0105] 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.

[0106] 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.

[0107] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0108] 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.

[0109] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0110] In some embodiments, the continuous fibers comprise 60 to 80 parts by weight, and the thermoplastic resin matrix comprises 20 to 40 parts by weight.

[0111] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, the probability of continuous fiber leakage due to excessive continuous fiber content and insufficient resin matrix content can be minimized. Conversely, the probability of insufficient composite material strength due to excessively low continuous fiber content and excessively high resin matrix content can also be minimized. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for use in the frame beams of the car body frame.

[0112] In some embodiments, the continuous fiber composite layer further includes 1 to 5 parts by weight of a compatibilizer.

[0113] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, enhance the mechanical properties of composite materials, improve the processing performance of continuous fibers and thermoplastic resin matrices, and help improve the final performance of composite materials.

[0114] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0115] Antioxidants can reduce the likelihood of composite materials degrading due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0116] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0117] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0118] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0119] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers can help optimize the performance of the composite material in different directions.

[0120] 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°.

[0121] Therefore, a ply pattern that is neither 0° nor 90° can provide strength in multiple directions, and since at least one of the outermost two layers is placed there, it 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 structure.

[0122] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is greater than or equal to 25° and less than or equal to 75°.

[0123] Therefore, when the layup angle of continuous fibers in composite materials ranges from 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite materials.

[0124] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0125] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, and thus ensuring the structural strength and stiffness of the frame beam as much as possible.

[0126] In some embodiments, the thickness of the frame beam body is greater than or equal to 1.2 mm and less than or equal to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is greater than or equal to 0.2 mm and less than or equal to 0.3 mm.

[0127] Therefore, by limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements can be avoided from being too low. By limiting the maximum thickness of the main frame beam, the aesthetics of the vehicle body frame or interference with the installation of other vehicle components can be avoided. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, it is possible to avoid both insufficient structural strength and stiffness due to an excessively thin single-layer continuous fiber composite material layer, and excessive thickness leading to an excessively thick main frame beam when multiple continuous fiber composite layups are laid.

[0128] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar, B-pillar, and C-pillar of the vehicle, and a reinforcing column and connecting assembly are provided in the groove of at least one of the A-pillar, B-pillar, and C-pillar.

[0129] Therefore, the reinforcing column and connecting assembly can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the frame beam body. The reinforcing column and connecting assembly have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the reinforcing column and connecting assembly to at least one of the A-pillar, B-pillar, and C-pillar of the frame beam body can improve the structural strength and stiffness of the frame beam body, improve the bending resistance and deformation resistance of the frame beam body, thereby improving the vehicle's impact resistance performance.

[0130] In some embodiments, the grooves of the A-pillar and the C-pillar are provided with reinforcing columns and connecting components; the vehicle frame also includes an outer trim panel, which covers the side of the frame beam body away from the reinforcing column; both the frame beam body and the outer trim panel are made of continuous fiber composite material, and the fiber content of the outer trim panel is less than that of the frame beam body.

[0131] The outer trim panel is the outermost covering of the vehicle body frame, used for aesthetic enhancement. Since the B-pillar is covered by the door when closed, and the curvature of the B-pillar is less than that of the A-pillar and C-pillar, it does not require an outer trim panel. However, the A-pillar and C-pillar are exposed, so outer trim panels are placed on the outer sides of the frame beams of the A-pillar and C-pillar to improve aesthetics. Furthermore, both the frame beams and the outer trim panels are made of fiberboard to provide structural strength and rigidity. Because the outer trim panels primarily serve an aesthetic purpose and have lower structural strength requirements, their fiber content is less than that of the frame beams, achieving both aesthetic appeal and cost control.

[0132] In some embodiments, the vehicle frame further includes an interior trim mounting structure for mounting the vehicle's interior trim, the interior trim mounting structure being disposed on the reinforcing pillars and / or the frame beam body.

[0133] The reinforced column and frame beam provided in this embodiment have high structural strength and rigidity. Therefore, installing the interior trim installation structure on the reinforced column and / or frame beam improves the reliability of the interior trim installation and enhances the personal safety of passengers.

[0134] In some embodiments, the interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to at least cover the groove of the frame beam body from the inside of the vehicle frame.

[0135] Interior trim panels are used to cover the grooves in the main frame beams, that is, to cover the openings of the grooves, so that the structure inside the grooves is not directly exposed to the driver's / passengers' view, which helps to improve the aesthetics of the vehicle frame.

[0136] In some embodiments, at least a portion of the frame beam body 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, wherein the at least one seat belt accessory mounting structure is disposed in the B-pillar and / or C-pillar, or disposed in a reinforcing column disposed in a groove in the B-pillar and / or C-pillar, and the at least one seat belt accessory mounting structure is used to install seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor.

[0137] Because the B-pillars and C-pillars, which are reinforced, have high structural strength and strong resistance to deformation, the installation strength of the seat belt accessory mounting structure located on the reinforced pillars or on the B-pillars and C-pillars is high. Therefore, the installation strength of the seat belt accessories is improved, thereby improving the fixing strength of the seat belt and thus improving the personal safety of passengers.

[0138] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar and / or B-pillar of the vehicle, and the vehicle body frame further includes at least one metal connection structure for connecting at least one of a door hinge, a door lock, and a door opening limiter; the metal connection structure is disposed between the frame beam body constituting the A-pillar and a reinforcing column disposed on the A-pillar, and / or between the frame beam body constituting the B-pillar and a reinforcing column disposed on the B-pillar.

[0139] Metallic materials give metal connection structures good fatigue performance, allowing them to maintain structural integrity during multiple cycles.

[0140] In some embodiments, the vehicle also includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0141] Therefore, by detachably connecting the body frame and chassis, the body frame and chassis can be separated and decoupled, allowing the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis, making it adaptable to various vehicle models.

[0142] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery unit whose housing forms the floor of the passenger compartment.

[0143] Therefore, by integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle and also allows for more efficient use of the vehicle's interior space.

[0144] Invention Effects

[0145] This disclosure provides a vehicle with high structural strength, good resistance to deformation, and high impact resistance. Attached Figure Description

[0146] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0147] Figure 1 is an exploded perspective view of a vehicle according to one or more embodiments;

[0148] Figure 2 is an exploded perspective view of a vehicle (excluding the chassis) according to one or more embodiments;

[0149] Figure 3 is a perspective structural diagram of a portion of the vehicle frame structure according to one or more embodiments;

[0150] Figure 4 is a partial structural schematic diagram of the frame beam body of the vehicle frame according to one or more embodiments;

[0151] Figure 5 is a front view of a vehicle frame according to one or more embodiments;

[0152] Figure 6 is a perspective view of the first connector according to one or more embodiments;

[0153] Figure 7 is a perspective view of the first connector according to one or more embodiments;

[0154] Figure 8 is a cross-sectional view at point AA in Figure 7;

[0155] Figure 9 is a cross-sectional view at point BB in Figure 7;

[0156] Figure 10 is a partial structural schematic diagram of the first joint of the vehicle frame according to one or more embodiments;

[0157] Figure 11 is an exploded view of the structure in Figure 10;

[0158] Figure 12 is a partial structural diagram of the structure in Figure 10;

[0159] Figure 13 is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective;

[0160] Figure 14 is a front view of a partial structure of a vehicle frame according to one or more embodiments;

[0161] Figure 15 is a perspective view of the second connector according to one or more embodiments;

[0162] Figure 16 is a perspective view of the second connector according to one or more embodiments;

[0163] Figure 17 is a front view of a second connector according to one or more embodiments;

[0164] Figure 18 is a side view of a second connector according to one or more embodiments;

[0165] Figure 19 is a three-dimensional structural schematic diagram of a vehicle frame according to one or more embodiments;

[0166] Figure 20 is a structural schematic diagram of the reinforcing column in the groove of the frame beam body according to one or more embodiments;

[0167] Figure 21 is a cross-sectional view of an interior panel installed at position CC of the vehicle frame shown in Figure 19 according to one or more embodiments;

[0168] Figure 22 is a cross-sectional view of the seat belt height adjuster installed at the DD position of the vehicle frame shown in Figure 19 according to one or more embodiments;

[0169] Figure 23 is a cross-sectional view of a seatbelt retractor installed at the EE position of the vehicle frame shown in Figure 19, according to one or more embodiments.

[0170] Figure 24 is a schematic diagram of a layup method for a multilayer fiber composite material layer according to one or more embodiments of a continuous fiber composite material layer.

[0171] Explanation of reference numerals in the attached drawings: 1000, vehicle; 100, chassis; 200, body frame; 201, A-pillar; 202, B-pillar; 203, C-pillar; 205, upper crossbeam; 206. Bumper; 207. Hood; 208. Door; 1. Reinforcing pillar; 11. Tube body; 111. Second connecting hole; 12. First rib; 2. Connecting assembly; 21. First connector; 211. Reinforcing structure; 211a. First reinforcing rib; 211b. Second reinforcing rib; 212. First insertion groove; 2120. Third reinforcing rib; 2121. First groove bottom wall; 2122. First groove side wall; 2123. First connecting hole; 213. First fastener; 2141. First main body; 2142. First flap; 2143. First mounting surface; 2144. Second mounting surface; 22. Second connector; 22a. First section; 22b. Second section; 22c. Third section; 221. Second insertion groove; 2210. Fourth reinforcing rib; 2211. Second groove bottom 2212. Second groove sidewall; 2213. Third connecting hole; 2231. Second main body; 2232. Second flap; 2233. Third mounting surface; 2234. Fourth mounting surface; 30. Frame beam main body; 31. Second stiffener; 311. First part; 312. Second part; 313. Third part; 32. Groove; 321. First section; 322. Second section; 323. Third section; 324. Groove bottom wall; 325. Groove sidewall; 4. Upper beam; 5. Sill beam; 6. Interior trim installation structure; 61. Interior trim panel installation structure; 62. Seat belt accessory installation structure; 7. Seat belt accessory; 71. Seat belt height adjuster; 72. Seat belt retractor; 74. Door hinge; 75. Door lock; 76. Door opening limiter; 8. Metal connection structure; 9. Interior trim panel. Detailed Implementation

[0172] The embodiments of the technical solutions disclosed herein will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solutions disclosed herein and are therefore intended to limit the scope of protection of this disclosure.

[0173] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of this disclosure; the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion.

[0174] In the description of the embodiments of this disclosure, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary or secondary relationship of the indicated technical features. In the description of the embodiments of this disclosure, "a plurality of" means two or more, unless otherwise explicitly defined.

[0175] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0176] In the description of the embodiments of this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0177] In the description of the embodiments of this disclosure, the technical terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated, or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this disclosure.

[0178] In the description of the embodiments of this disclosure, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this disclosure according to the specific circumstances.

[0179] In the description of the embodiments of this disclosure, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0180] The following is a detailed description of this disclosure.

[0181] The structural strength, resistance to deformation, and impact resistance of a vehicle all relate to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. The main frame beam of a vehicle includes A-pillars, B-pillars, and C-pillars located on the sides of the main frame beam and arranged sequentially from front to back. Therefore, the structural strength of the A-pillars, B-pillars, or C-pillars is related to the vehicle's impact resistance.

[0182] In related technologies, A-pillars, B-pillars, and C-pillars typically use a structure where reinforcing plates connect the inner panels. However, the strength of the reinforcing plates and the connection strength between the plates are inadequate, resulting in low structural strength. Furthermore, the large number of components necessitates a dense arrangement of welding points, leading to complex processing and assembly procedures.

[0183] This disclosure addresses the problems existing in the aforementioned related technologies by proposing a vehicle, which includes a vehicle body frame. The vehicle body frame includes a frame beam body, reinforcing columns, and connecting components. The frame beam body has a groove formed therein, the groove including a first section, a second section, and a third section. The first section is used to mate with the upper beam of the frame beam body, the third section is used to mate with the sill beam of the frame beam body, and the second section extends to connect the first section and the third section. The reinforcing columns are at least filled in the second section. The connecting components include a first connector and a second connector connected to the frame beam body, wherein the first connector is used to connect the reinforcing column to the upper beam, and the second connector is used to connect the reinforcing column to the sill beam; wherein the first connector and / or the second connector are provided with a first reinforcing rib in the same extending direction as the reinforcing column.

[0184] In this embodiment, the reinforcing column is connected between the upper beam and the sill beam of the frame beam body via a first joint and a second joint. The reinforcing column helps increase the tensile and compressive strength of the frame beam body along the extension direction of the reinforcing column, making the frame beam body more robust when subjected to tensile and compressive loads. At the same time, the reinforcing column helps improve the rigidity of the frame beam body and reduce the deformation of the frame beam body under stress. Moreover, the installation of the reinforcing column also eliminates the need for an inner plate, reduces the number of parts, and simplifies the processing and assembly process.

[0185] Because the first joint and / or the second joint are provided with a first reinforcing rib in the same direction as the extension of the reinforcing column, the tensile and compressive strength of the first joint and / or the second joint in the direction of extension of the reinforcing column is also improved. This results in better end-bearing capacity of the reinforcing column, thereby enhancing its resistance to deformation, improving the structural strength and deformation resistance of the side of the vehicle frame, and improving the vehicle's impact resistance. In other words, the embodiments of this disclosure improve the structural strength and stiffness of the side of the vehicle frame, reduce the intrusion of the side of the vehicle frame into the passenger compartment during a side collision, and improve the vehicle's resistance to side impacts. Furthermore, the high structural strength of the side of the vehicle frame can also reduce the degree of deformation under vertical pressure.

[0186] The frame beam body provided in this embodiment can form the A-pillar, B-pillar or C-pillar of a vehicle, and the reinforcing column and connecting components can be provided in the groove of the A-pillar, B-pillar or C-pillar.

[0187] In the following embodiments, for ease of explanation, the description is provided in conjunction with the accompanying drawings.

[0188] Figure 1 is an exploded structural diagram of a vehicle 1000 according to one or more embodiments.

[0189] Vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. This disclosure does not impose any special limitations on the aforementioned vehicles. As shown in Figure 1, vehicle 1000 includes a chassis 100 and a body frame 200 disposed above the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of vehicle 1000.

[0190] For example, the body frame 200 and the chassis 100 are welded together.

[0191] In some embodiments of this disclosure, the chassis 100 and the body frame 200 are detachably connected.

[0192] When the chassis 100 adopts a skateboard chassis integrating the three-electric system, the body frame 200 can be connected to the skateboard chassis in a detachable manner. For example, the detachable connection can be achieved by using multiple circumferential bolts. The following description uses the cooperation between the body frame and the skateboard chassis as an example.

[0193] For example, the body frame 200 and the chassis 100 are detachably connected by fasteners.

[0194] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0195] In some embodiments, there are multiple fasteners. This arrangement allows for the separation and decoupling of the body frame 200 and the chassis 100, enabling the body frame 200 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also increases the integration of the chassis 100, making it adaptable to various vehicle models.

[0196] In some embodiments of this disclosure, the vehicle frame 200 and chassis 100 together enclose the passenger compartment of the vehicle 1000, the vehicle 1000 including a battery device, the housing of the battery device forming the floor of the passenger compartment.

[0197] By integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0198] Figure 2 is an exploded structural diagram of a vehicle 1000 (excluding chassis 100) according to one or more embodiments.

[0199] As shown in Figure 2, a vehicle 1000 typically includes a load-bearing structure and an exterior structure. The load-bearing structure includes structures such as A-pillar 201, B-pillar 202, C-pillar 203, sill beam 5, upper side beam 4, upper crossbeam 205, and bumper 206. The exterior structure typically includes structures such as hood 207 and door 208.

[0200] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to Figures 3 to 24.

[0201] Figure 3 is a perspective view of a portion of the vehicle frame structure according to one or more embodiments; Figure 4 is a structural schematic diagram of the frame beam body of the vehicle frame according to one or more embodiments; Figure 5 is a front view of the vehicle frame according to one or more embodiments; Figure 6 is a perspective view of the first joint according to one or more embodiments; Figure 7 is a perspective view of the first joint according to one or more embodiments; Figure 8 is a cross-sectional view at AA in Figure 7; Figure 9 is a cross-sectional view at BB in Figure 7; Figure 10 is a partial structural schematic diagram of the first joint of the vehicle frame according to one or more embodiments; Figure 11 is an exploded view of the structure in Figure 10; Figure 12 is a partial structural schematic diagram of the structure in Figure 10; Figure 13 is a perspective view of the first joint according to one or more embodiments; Figure 14 is a front view of a portion of the vehicle frame structure according to one or more embodiments; Figure 15 is a perspective view of the second joint according to one or more embodiments. Figure 16 is a three-dimensional structural schematic diagram of the second connector according to one or more embodiments from another perspective; Figure 17 is a front view of the second connector according to one or more embodiments; Figure 18 is a side view of the second connector according to one or more embodiments; Figure 19 is a three-dimensional structural schematic diagram of the vehicle frame according to one or more embodiments; Figure 20 is a structural schematic diagram of the reinforcing column in the groove of the frame beam body according to one or more embodiments; Figure 21 is a cross-sectional structural schematic diagram of the interior panel installed at the CC position of the vehicle frame shown in Figure 19 according to one or more embodiments; Figure 22 is a cross-sectional structural schematic diagram of the seat belt height adjuster installed at the DD position of the vehicle frame shown in Figure 19 according to one or more embodiments; Figure 23 is a cross-sectional structural schematic diagram of the seat belt retractor installed at the EE position of the vehicle frame shown in Figure 19 according to one or more embodiments; Figure 24 is a schematic diagram of a laying method of a multilayer fiber composite material layer of continuous fiber composite material according to one or more embodiments.

[0202] In some embodiments of this disclosure, for ease of explanation, the inward and outward directions, the forward and backward directions, and the up and down directions of the vehicle frame are defined. Sometimes, the inward and outward directions of the vehicle frame are referred to as the "width direction of the vehicle frame," the forward and backward directions of the vehicle frame are referred to as the "length direction of the vehicle frame," and the up and down directions of the vehicle frame are referred to as the "height direction of the vehicle frame." In the accompanying drawings, the direction of arrow ab is referred to as the "inward and outward directions of the vehicle frame," the direction of arrow cd is referred to as the "forward and backward directions of the vehicle frame," and the direction of arrow ef is referred to as the "up and down directions of the vehicle frame." Among these, arrow a points to the inner side of the vehicle frame, arrow b points to the outer side of the vehicle frame, arrow c points to the front side of the vehicle frame, arrow d points to the rear side of the vehicle frame, arrow e points to the upper side of the vehicle frame, and arrow f points to the lower side of the vehicle frame.

[0203] This disclosure provides a vehicle 1000. As shown in Figures 3 to 5, the vehicle 1000 includes a body frame 200. The body frame 200 includes a frame beam body 30, reinforcing pillars 1, and connecting components 2. The frame beam body 30 has a groove 32, which includes a first section 321, a second section 322, and a third section 323. The first section 321 is used to cooperate with the upper beam 4 of the frame beam body 30, the third section 323 is used to cooperate with the sill beam 5 of the frame beam body, and the second section 322 extends to connect the first section 321 and the third section 323. The reinforcing pillar 1 is at least filled in the second section 322. The connecting components 2 include a first connector 21 and a second connector 22 connected to the frame beam body 30. The first connector 21 is used to connect the reinforcing pillar 1 to the upper beam 4, and the second connector 22 is used to connect the reinforcing pillar 1 to the sill beam 5. The first connector 21 and / or the second connector 22 are provided with a first reinforcing rib 211a in the same extending direction as the reinforcing pillar 1.

[0204] In this embodiment, the reinforcing column 1 is connected between the upper beam 4 and the sill beam 5 of the vehicle frame 200 via a first connector 21 and a second connector 22. The reinforcing column 1 helps increase the tensile and compressive strength of the frame beam body 30 along the extension direction of the reinforcing column 1, making the frame beam body 30 more robust when subjected to tensile and compressive loads. At the same time, the reinforcing column 1 helps improve the rigidity of the frame beam body 30 and reduce the deformation of the frame beam body 30 under stress. Moreover, the setting of the reinforcing column 1 also eliminates the need for an inner plate, reduces the number of parts, and simplifies the processing and assembly process.

[0205] As shown in Figures 13 and 17, in this embodiment of the present disclosure, the first joint 21 and / or the second joint 22 are provided with a first reinforcing rib 211a in the same direction as the extension of the reinforcing column 1. This improves the tensile strength and compressive strength of the first joint 21 and / or the second joint 22 in the direction of extension of the reinforcing column 1, thereby making the end bearing capacity of the reinforcing column 1 better. This enhances the ability of the reinforcing column 1 to resist deformation, improves the structural strength and deformation resistance of the side of the vehicle frame 200, and improves the impact resistance of the vehicle 1000.

[0206] For example, only the first joint 21 may be provided with a first reinforcing rib 211a that extends in the same direction as the reinforcing column 1.

[0207] Alternatively, by way of example, only the second joint 22 may be provided with a first reinforcing rib 211a that extends in the same direction as the reinforcing column 1.

[0208] As another example, both the first joint 21 and the second joint 22 may be provided with a first reinforcing rib 211a that extends in the same direction as the reinforcing column 1.

[0209] Those skilled in the art should understand that the present disclosure does not specifically limit the number of the first reinforcing ribs 211a, but can set them according to the actual situation.

[0210] This embodiment improves the structural strength and stiffness of the side of the vehicle frame 200, reduces the intrusion of the side of the vehicle frame 200 into the passenger compartment during a side collision, and improves the side impact resistance of the vehicle 1000. Furthermore, the high structural strength of the side of the vehicle frame 200 also reduces the degree of deformation under vertical pressure.

[0211] In addition, the frame beam body 30 has a groove 32. The groove 32 can strengthen the structural strength and also serve as an energy absorption zone, effectively absorbing and dispersing impact energy. On the other hand, the groove 32 can provide installation space for the reinforcing column 1.

[0212] In this embodiment of the disclosure, at least a portion of the reinforcing column 1 is connected to the groove wall of the groove 32, thereby helping to improve the structural strength and structural stiffness of the vehicle frame 200.

[0213] For example, the groove wall of the groove 32 is bonded to the reinforcing column 1 with structural adhesive. This achieves the fixation of the reinforcing column 1. Moreover, the bonding operation is convenient.

[0214] In some embodiments of this disclosure, the thickness of the first reinforcing rib 211a is greater than or equal to 2 mm and less than or equal to 3 mm.

[0215] Therefore, by limiting the thickness of the first reinforcing rib 211a to a suitable range, it is beneficial to improve the structural strength of the first joint 21 and the second joint 22 and meet the strength requirements of the vehicle frame 200, while reducing the weight of the first joint 21 and the second joint 22. This facilitates the lightweighting of the vehicle frame 200, thereby effectively improving range and fuel economy. Moreover, the first reinforcing rib 211a will not occupy too much space due to excessive thickness, which is beneficial for the miniaturization of the vehicle 1000.

[0216] For example, the first reinforcing rib 211a is generally sheet-shaped, and the thickness of the first reinforcing rib 211a can be between 2 mm and 3 mm. For example, the thickness of the first reinforcing rib 211a can be 2 mm, 2.1 mm, 2.2 mm, 2.3 mm, 2.4 mm, 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, 3.0 mm, etc.

[0217] In some embodiments of this disclosure, as shown in Figures 13 and 17, the first connector 21 and / or the second connector 22 are further provided with a second reinforcing rib 211b. The first reinforcing rib 211a and the second reinforcing rib 211b are arranged to cross each other to form a mesh-like reinforcing structure 211, and / or the first reinforcing rib 211a and the second reinforcing rib 211b are connected end to end to form a ring-shaped reinforcing structure 211.

[0218] Therefore, by setting the second reinforcing rib 211b, the strength and rigidity of the first joint 21 and / or the second joint 22 can be further increased, thereby improving the structural strength of the side of the vehicle frame 200 and its ability to resist deformation.

[0219] For example, only the first connector 21 may be provided with a second reinforcing rib 211b.

[0220] Alternatively, by way of example, only the second reinforcing rib 211b provided on the second joint 22 may be used.

[0221] As another example, both the first connector 21 and the second connector 22 may be provided with a second reinforcing rib 211b.

[0222] Those skilled in the art should understand that the present disclosure does not specifically limit the number of the second reinforcing ribs 211b, but can set them according to the actual situation.

[0223] In addition, the mesh or ring-shaped reinforcing structure 211 enables the first reinforcing rib 211a and the second reinforcing rib 211b to form a force transmission path with each other, so that the load acting on the first joint 21 and / or the second joint 22 can be transferred to each of the first reinforcing rib 211a and the second reinforcing rib 211b, reducing the possibility of stress concentration, thereby helping to further improve the structural strength of the first joint 21 and / or the second joint 22, thereby improving the structural strength of the side of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0224] For example, the annular reinforcing structure 211 can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple first reinforcing ribs 211a and multiple second reinforcing ribs 211b can form several rings, and the shapes of the several rings can be the same or different.

[0225] In some embodiments of this disclosure, the thickness of the second reinforcing rib 211b is greater than or equal to 2 mm and less than or equal to 3 mm.

[0226] Therefore, by limiting the thickness of the second reinforcing rib 211b to a suitable range, it is beneficial to improve the structural strength of the first joint 21 and the second joint 22 and meet the strength requirements of the vehicle frame 200, while reducing the weight of the first joint 21 and the second joint 22, which is conducive to the lightweighting of the vehicle frame 200. Moreover, the second reinforcing rib 211b will not occupy too much space due to being too thick, which is conducive to the miniaturization of the vehicle 1000.

[0227] For example, the second reinforcing rib 211b is generally sheet-shaped, and the thickness of the second reinforcing rib 211b can be between 2 mm and 3 mm. For example, the thickness of the second reinforcing rib 211b can be 2 mm, 2.1 mm, 2.2 mm, 2.3 mm, 2.4 mm, 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, 3.0 mm, etc.

[0228] In some embodiments of this disclosure, as shown in FIG3, a reinforcing structure 211 is provided on the side of the first joint 21 and / or the second joint 22 facing the frame beam body 30.

[0229] The frame beam body 30 is connected to the connecting assembly 2. In the event of a collision between the vehicle 1000 and the frame beam body 30, the impact force is first applied to the outer frame beam body 30 and then transmitted to the first joint 21 and / or the second joint 22. Since the reinforcing structure 211 of the first joint 21 and / or the second joint 22 faces the frame beam body 30, the impact force is first applied to the reinforcing structure 211 of the connecting assembly 2 before being transmitted to the first joint 21 and / or the second joint 22. This reduces the possibility of damage to the first joint 21 and / or the second joint 22 and helps to improve the structural strength and deformation resistance of the first joint 21 and / or the second joint 22.

[0230] In some embodiments of this disclosure, as shown in Figures 3 and 14, in a projection plane perpendicular to the width direction of the vehicle frame, the projected area of ​​the reinforcing structure 211 of the first joint 21 is smaller than the projected area of ​​the reinforcing structure 211 of the second joint 22.

[0231] Therefore, the arrangement density of the reinforcing structure 211 on the second joint 22 is greater than that on the first joint 21. That is, the reinforcing structure 211 on the second joint 22 is more compact than that on the first joint 21, which makes the structural strength and structural stiffness of the second joint 22 greater than those of the first joint 21.

[0232] In general, when a vehicle is involved in a side impact, the second connector 22 is closer to the impact point than the first connector 21, and the weight on the second connector 22 is heavier. Therefore, the structural strength requirements for the second connector 22 are higher than those for the first connector 21.

[0233] In addition, since the second joint 22 is used to connect the sill beam 5, the second joint 22 will bear a large impact force when the vehicle 1000 is involved in a side impact or pole impact. As a result, the structural strength of the second joint 22 is greater than that of the first joint 21, which can reduce the possibility of damage to the second joint 22, improve the collision resistance of the vehicle frame 200, and also help to achieve the lightweighting of the vehicle frame 200.

[0234] In some embodiments of this disclosure, as shown in FIG16, the second connector 22 includes a first segment 22a, a second segment 22b, and a third segment 22c connected sequentially. The first segment 22a is used to mate with the reinforcing column 1, and the third segment 22c is used to mate with the sill beam 5. Each of the first segment 22a, the second segment 22b, and the third segment 22c is provided with a reinforcing structure 211. The strength and stiffness of the reinforcing structure 211 in the second segment 22b are greater than those in the first segment 22a and the third segment 22c.

[0235] In this embodiment, the reinforcing column 1 is connected to the first section 22a by plugging, and the threshold beam 5 is connected to the third section 22c by fastening. As a result, the structural strength of the first section 22a and the third section 22c is relatively good, while the structural strength of the second section 22b between the first section 22a and the third section 22c is relatively weak, thus constituting the weak part of the second joint 22.

[0236] This embodiment of the present disclosure sets the strength and stiffness of the reinforcing structure 211 provided in the second section 22b to be greater than the strength and stiffness of the reinforcing structures 211 provided in the first section 22a and the third section 22c. This makes the weak point of the second joint 22 stronger and stiffer, reducing the possibility of the weak point of the second joint 22 being damaged during a collision. This helps to reduce the weight of the second joint 22 while ensuring the structural strength and stiffness of the second joint 22, thereby contributing to the lightweighting of the vehicle frame 200.

[0237] For example, the strength and stiffness of the reinforcing structure 211 at the second segment 22b can be increased by increasing the thickness of the reinforcing structure 211.

[0238] As another example, the strength and stiffness of the second segment 22b can be increased by increasing the number of reinforcing structures 211 at the second segment 22b.

[0239] In some embodiments of this disclosure, the strength and stiffness of the first joint 21 are less than the strength and stiffness of the reinforcing column 1.

[0240] Therefore, when the body frame 200 is subjected to an impact force at the top, the first joint 21 connecting the upper beam 4 is more likely to undergo collapse deformation than the reinforcing column 1. Thus, the deformation of the first joint 21 absorbs part of the impact load, thereby weakening the impact load transmitted to the reinforcing column 1. This reduces the amount of deformation of the reinforcing column 1 or even makes it less likely to deform, reducing the possibility that the reinforcing column 1 will intrude too much into the body frame 200 and endanger the occupants or equipment inside the vehicle.

[0241] In some embodiments of this disclosure, as shown in Figures 6 and 8, a first insertion groove 212 is formed on the side of the first connector 21 facing the reinforcing column 1, and the end of the reinforcing column 1 facing the upper beam 4 is inserted into the first insertion groove 212 to engage with the first connector 21. And / or a second insertion groove 221 is formed on the side of the second connector 22 facing the reinforcing column 1, and the side of the reinforcing column 1 facing the threshold beam 5 is inserted into the second insertion groove 221 to engage with the second connector 22.

[0242] In related technologies, the reinforcing column 1 is usually connected to the connecting joint by welding, threaded connection or other methods. Therefore, only one surface is in contact with the connecting joint, and the contact area is relatively limited, which is not conducive to improving the connection reliability between the reinforcing column 1 and the connecting joint.

[0243] In this embodiment, the first connector 21 has a first insertion groove 212, and the second connector 22 has a second insertion groove 221. The reinforcing post 1 is inserted into the first connector 21 and / or the second connector 22. Due to the insertion connection, at least a portion of the reinforcing post 1 is inserted into the first insertion groove 212 and / or the second insertion groove 221. The inserted portion of the reinforcing post 1 engages with the circumferential sidewalls and bottom walls of the first insertion groove 212 and / or the second insertion groove 221, thereby increasing the contact area between the first connector 21 and / or the second connector 22 and the reinforcing post 1, thus improving the connection strength and achieving a more reliable connection.

[0244] In addition, along the extension direction of the reinforcing column 1, the first joint 21 and the second joint 22 are located at opposite ends of the reinforcing column 1, which can improve the compressive strength of the end of the reinforcing column 1, making the reinforcing column 1 less prone to damage when subjected to top-down pressure or bottom-up impact, which is beneficial to improving the reliability of the vehicle frame 200, thereby improving the structural strength and rigidity of the vehicle 1000 and improving the impact resistance of the vehicle 1000.

[0245] In some embodiments of this disclosure, as shown in Figures 7 and 12, the first connector 21 includes a first main body portion 2141 and a first flap 2142 connected to the first main body portion 2141. A first insertion slot 212 is formed in the first main body portion 2141. The first main body portion 2141 has a first mounting surface 2143, and the first flap 2142 has a second mounting surface 2144. The first mounting surface 2143 and the second mounting surface 2144 intersect and are respectively connected to two adjacent surfaces of the upper beam 4.

[0246] For example, the surfaces of the first mounting surface 2143 and the upper beam 4 are connected by fasteners and / or adhesives, and the surfaces of the second mounting surface 2144 and the upper beam 4 are connected by fasteners and / or adhesives, the fasteners including bolts.

[0247] Therefore, the two surfaces of the first joint 21 are connected to the two surfaces of the upper beam 4 respectively, which improves the connection strength between the first joint 21 and the upper beam 4, improves the connection strength between the reinforcing column 1 and the upper beam 4, thereby improving the structural strength of the side of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0248] In some embodiments of this disclosure, as shown in Figures 6 to 8, at least one third reinforcing rib 2120 is provided in the first insertion groove 212, and the end of the reinforcing column 1 facing the upper beam 4 abuts against the third reinforcing rib 2120.

[0249] By setting the third reinforcing rib 2120, the compressive strength of the end of the first joint 21 against the reinforcing column 1 is improved. When the body frame 200 is subjected to downward pressure and the pressure is transmitted to the first joint 21, the first joint 21 is less likely to break due to the interaction force between the end of the first joint 21 and the reinforcing column 1 due to the setting of the third reinforcing rib 2120. Therefore, the vehicle 1000's resistance to vertical pressure is also improved, thereby further improving the vehicle 1000's impact resistance.

[0250] In some embodiments of this disclosure, as shown in Figures 8 and 9, the groove wall of the first insertion groove 212 includes a first groove bottom wall 2121 and a first groove side wall 2122. The first groove side wall 2122 is arranged around the first groove bottom wall 2121. One end of the first groove side wall 2122 away from the first groove bottom wall 2121 forms a first groove opening. The first groove opening and the first groove bottom wall 2121 are arranged opposite to each other along the extension direction of the reinforcing column 1. The third reinforcing rib 2120 extends from the first groove bottom wall 2121 toward the first groove opening. In the cross section perpendicular to the extension direction of the reinforcing column 1, the two ends of the third reinforcing rib 2120 are respectively connected to the first groove side wall 2122.

[0251] Therefore, by connecting both ends of the third reinforcing rib 2120 to the side wall 2122 of the first groove, the structural strength of the third reinforcing rib 2120 is improved, thereby further improving the compressive strength of the end of the first joint 21 to the reinforcing column 1. As a result, the vehicle 1000's ability to resist vertical pressure is also improved, thereby further improving the vehicle 1000's impact resistance.

[0252] In some embodiments of this disclosure, as shown in FIG9, the wall thickness L2 of the first groove sidewall 2122 is greater than or equal to 2 mm and less than or equal to 3.5 mm.

[0253] Therefore, by limiting the wall thickness range of the first groove sidewall 2122, the structural strength of the first joint 21 is improved, and the wall thickness of the first groove sidewall 2122 is not too large, which is conducive to the lightweighting of the vehicle frame 200.

[0254] For example, the wall thickness L2 of the first groove sidewall 2122 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc.

[0255] In some embodiments of this disclosure, as shown in Figures 8, 10 and 11, the first groove sidewall 2122 is provided with at least one first connecting hole 2123 extending to the outer peripheral surface of the first connector 21, and the outer peripheral surface of the reinforcing column 1 is provided with at least one second connecting hole 111. The first connecting hole 2123 and the second connecting hole 111 are fixedly connected by a first fastener 213, which includes a bolt.

[0256] For example, the cross-section of the first insertion groove 212 is quadrilateral, that is, the first insertion groove 212 is provided with four first groove sidewalls 2122, and each of the four first groove sidewalls 2122 is provided with a first connecting hole 2123. Correspondingly, the reinforcing column 1 is provided with a second connecting hole 111 that corresponds one-to-one with the first connecting hole 2123, and all of them are connected by a first fastener 213.

[0257] It is understood that the number of the first connecting hole 2123 and the second connecting hole 111 in this embodiment of the present disclosure is not limited, and can be set according to the performance requirements of the vehicle frame 200.

[0258] Therefore, the reinforcing column 1 is connected to the first groove sidewall 2122 through the first fastener 213, which further improves the connection strength between the reinforcing column 1 and the first joint 21, thereby improving the structural strength of the side of the vehicle frame 200 and improving the impact resistance of the vehicle 2000.

[0259] In some embodiments of this disclosure, as shown in FIG9, there are multiple third reinforcing ribs 2120, which are arranged to cross each other and / or the multiple third reinforcing ribs 2120 are connected end to end in a ring shape.

[0260] Therefore, the cross arrangement of multiple third reinforcing ribs 2120 or the connection of multiple third reinforcing ribs 2120 end to end in a ring can minimize stress concentration in a single third reinforcing rib 2120, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 200, and thus helping to improve the impact resistance of the vehicle 1000.

[0261] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple third reinforcing ribs 2120 can form several rings, and the shapes of the several rings can be the same or different.

[0262] In embodiments of this disclosure, "multiple" refers to two or more.

[0263] It is understood that the number of the third reinforcing rib 2120 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle frame.

[0264] In some embodiments of this disclosure, as shown in FIG8, the thickness L1 of the third reinforcing rib 2120 is greater than or equal to 2 mm and less than or equal to 3 mm.

[0265] Therefore, by limiting the thickness range of the third reinforcing rib 2120, the compressive strength of the third reinforcing rib 2120 against the reinforcing column 1 is improved, and the space occupied by the third reinforcing rib 2120 is not too large due to its wall thickness. It also helps to improve the lightweight of the body frame 200.

[0266] For example, the thickness L1 of the third reinforcing rib 2120 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, etc.

[0267] In some embodiments of this disclosure, as shown in Figures 14, 17 and 18, the second connector 22 includes a second main body 2231 and a second flap 2232 connected to the second main body 2231. A second insertion groove 221 is formed in the second main body 2231. The second main body 2231 has a third mounting surface 2233, and the second flap 2232 has a fourth mounting surface 2234. The third mounting surface 2233 and the fourth mounting surface 2234 intersect and are respectively connected to two adjacent surfaces of the sill beam 5.

[0268] For example, the third mounting surface 2233 is bolted to one surface of the sill beam 5, and the fourth mounting surface 2234 is bolted to the other surface of the sill beam 5.

[0269] For example, the third mounting surface 2233 is connected to one surface of the sill beam 5 by not less than 8 M8 bolts, and the fourth mounting surface 2234 is connected to another surface of the sill beam 5 by not less than 7 flow drill screws.

[0270] Therefore, the two surfaces of the second joint 22 are connected to the two surfaces of the sill beam 5 respectively, which improves the connection strength between the second joint 22 and the sill beam 5, and improves the connection strength between the reinforcing column 1 and the upper crossbeam of the sill beam 5, thereby improving the structural strength of the side of the body frame 200 and improving the impact resistance of the vehicle 1000.

[0271] In some embodiments of this disclosure, as shown in FIG15, at least one fourth reinforcing rib 2210 is provided in the second insertion groove 221, and the end of the reinforcing column 1 facing the threshold beam 5 abuts against the fourth reinforcing rib 2210.

[0272] Therefore, by providing a fourth reinforcing rib 2210 in the second joint 22, the compressive strength of the second joint 22 against the end of the reinforcing column 1 is improved. This makes the second joint 22 less prone to damage due to the interaction force between the ends of the second joint 22 and the reinforcing column 1 when the vehicle frame 200 is subjected to an impact from above and the pressure is transmitted to the reinforcing column 1, or when it is subjected to an impact from below and the pressure is transmitted to the second joint 22, due to the provision of the fourth reinforcing rib 2210.

[0273] In some embodiments of this disclosure, as shown in FIG15, the groove wall of the second insertion groove 221 includes a second groove bottom wall 2211 and a second groove side wall 2212. The second groove side wall 2212 is arranged around the second groove bottom wall 2211. One end of the second groove side wall 2212 away from the second groove bottom wall 2211 forms a second groove opening. The second groove opening and the second groove bottom wall 2211 are arranged opposite to each other along the extension direction of the reinforcing column 1. The fourth reinforcing rib 2210 extends from the second groove bottom wall 2211 toward the second groove opening. In the cross section perpendicular to the extension direction of the reinforcing column 1, the two ends of the fourth reinforcing rib 2210 are respectively connected to the second groove side wall 2212.

[0274] Therefore, by connecting both ends of the fourth reinforcing rib 2210 to the side wall 2212 of the second groove, the structural strength of the fourth reinforcing rib 2210 is improved, thereby further improving the compressive strength of the end of the second joint 33 to the reinforcing column 1. As a result, the vehicle 1000's ability to resist vertical pressure is also improved, thereby further improving the vehicle 1000's impact resistance.

[0275] In some embodiments of this disclosure, the wall thickness of the second groove sidewall 2212 is greater than or equal to 3 mm and less than or equal to 5 mm.

[0276] For example, the wall thickness of the second groove sidewall 2212 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5mm.

[0277] In general, during a side impact, the second joint 22 is closer to the impact point than the first joint 21, and the weight on the second joint 22 is heavier. Therefore, the structural strength requirement for the second joint 22 is higher than that for the first joint 21. Hence, the wall thickness of the second groove sidewall 2212 as defined in this embodiment is greater than the wall thickness of the first groove sidewall 2122, and the thickness of the fourth reinforcing rib 2210 provided in the second joint 22 is greater than the thickness of the third reinforcing rib 2120 provided in the first joint 21, in order to meet the requirements for vehicle structural strength.

[0278] In this way, by limiting the wall thickness range of the second groove sidewall 2212, the structural strength of the second joint 22 is improved, and the space occupied by the second groove sidewall 2212 will not be too large due to the wall thickness, which is conducive to improving the lightweight of the vehicle frame 200.

[0279] In some embodiments of this disclosure, as shown in Figures 15 and 16, the second groove sidewall 2212 is provided with at least one third connecting hole 2213 extending to the outer peripheral surface of the second connector, and the outer peripheral surface of the reinforcing column 1 is provided with at least one fourth connecting hole. The third connecting hole 2213 and the fourth connecting hole are fixedly connected by a second fastener, which includes a bolt.

[0280] For example, the cross-section of the second insertion groove 221 is quadrilateral, that is, the second insertion groove 221 has four second groove sidewalls 2212, and each of the four second groove sidewalls 2212 is provided with a third connecting hole 2213. Correspondingly, the reinforcing column 1 is provided with a fourth connecting hole that corresponds one-to-one with the third connecting hole 2213, and all of them are connected by a second fastener.

[0281] For example, the second insertion slot 221 is provided with no less than 5 third connection holes 2213, the reinforcing column 1 is provided with no less than 5 fourth connection holes, and the second slot sidewall 2212 and the reinforcing column 1 are connected by no less than 5 M8 bolts.

[0282] Therefore, the reinforcing column 1 is connected to the second groove sidewall 2212 by the second fastener, which further improves the connection strength between the reinforcing column 1 and the second joint 22, thereby improving the structural strength of the side of the vehicle frame 200 and improving the impact resistance of the vehicle 1000.

[0283] It is understood that the number of the third connecting hole 2213 and the fourth connecting hole in this embodiment is not limited and can be set according to the performance requirements of the vehicle frame 200.

[0284] In some embodiments of this disclosure, as shown in FIG15, there are multiple fourth reinforcing ribs 2210, which are arranged intersectingly with each other, and / or the multiple fourth reinforcing ribs 2210 are connected end to end in a ring shape.

[0285] The arrangement of multiple fourth reinforcing ribs 2210 in a cross pattern or in a ring-shaped arrangement can minimize stress concentration in a single fourth reinforcing rib 2210, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 200 and thus improving the impact resistance of the vehicle 1000.

[0286] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple fourth reinforcing ribs 2210 can form several rings, and the shapes of the several rings can be the same or different.

[0287] In embodiments of this disclosure, "multiple" refers to two or more.

[0288] It is understood that the number of the fourth reinforcing rib 2210 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle frame 200.

[0289] In some embodiments of this disclosure, the thickness of the fourth reinforcing rib 2210 is greater than or equal to 3 mm and less than or equal to 4 mm.

[0290] Therefore, by limiting the thickness range of the fourth reinforcing rib 2210, the compressive strength of the fourth reinforcing rib 2210 against the reinforcing column 1 is improved, and the space occupied by the fourth reinforcing rib 2210 is not too large due to its wall thickness. It also helps to improve the lightweight of the body frame 200.

[0291] For example, the thickness of the fourth reinforcing rib 2210 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, etc.

[0292] In some embodiments of this disclosure, as shown in Figures 14 and 18, in the extension direction of the sill beam 5, the dimensions of the portions of the third mounting surface 2233 and the fourth mounting surface 2234 that overlap with the sill beam 5 are both greater than or equal to 300 mm and less than or equal to 450 mm.

[0293] The dimension of the third mounting surface 2233 in the extension direction of the sill beam 5 is the dimension of the part of the third mounting surface 2233 that overlaps with the sill beam 5.

[0294] For example, Figure 14 schematically shows the dimension L3 of the third mounting surface 2233 in the extension direction of the sill beam 5. The value of dimension L3 can be 300mm, 310mm, 320mm, 330mm, 340mm, 350mm, 360mm, 370mm, 380mm, 390mm, 100mm, 410mm, 420mm, 430mm, 440mm, 450mm, etc.

[0295] The dimension of the fourth mounting surface 2234 in the extension direction of the sill beam 5 is the dimension of the part of the fourth mounting surface 2234 that overlaps with the sill beam 5.

[0296] For example, Figure 14 schematically shows the dimension L4 of the fourth mounting surface 2234 in the extension direction of the sill beam 5. The value of dimension L4 can be 300mm, 310mm, 320mm, 330mm, 340mm, 350mm, 360mm, 370mm, 380mm, 390mm, 100mm, 410mm, 420mm, 430mm, 440mm, 450mm, etc.

[0297] For example, the size L3 of the third mounting surface 2233 and the size L4 of the fourth mounting surface 2234 may be the same or different.

[0298] By limiting the dimensions of the overlapping portions of the third mounting surface 2233 and the fourth mounting surface 2234 with the sill beam 5 to a range of 300mm to 450mm, the connection strength between the second joint 22 and the sill beam 5 is improved to meet the strength requirements of the vehicle frame 200. Furthermore, by limiting the upper limit, the size of the second joint 22 is suppressed, reducing the space occupied and facilitating the miniaturization of the vehicle 1000.

[0299] In some embodiments of this disclosure, the first connector 21 is formed as a one-piece aluminum casting, and / or the second connector 22 is formed as a one-piece aluminum casting.

[0300] Exemplarily, the materials of the first connector 21 and / or the second connector 22 include, but are not limited to, AlSi. 10 MgMn.

[0301] The first connector 21 and / or the second connector 22 are integrally formed, resulting in high structural strength. Furthermore, the first connector 21 and / or the second connector 22 are made of cast aluminum, which helps to improve structural strength and is lightweight, contributing to the weight reduction of the vehicle 1000. They also have good corrosion resistance.

[0302] In some embodiments of this disclosure, as shown in FIG10, the reinforcing column 1 includes a tube body 11 and at least one first rib 12 filled within the tube body 11.

[0303] Therefore, by setting the first rib 12 inside the tube body 11, the structural strength of the reinforcing column 1 is further improved, thereby further improving the structural strength of the side of the vehicle frame 200, and thus improving the impact resistance of the vehicle 1000.

[0304] It is understood that the number of the first rib 12 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle frame 200.

[0305] In some embodiments of this disclosure, as shown in FIG10, the cross-section of the tube body 11 is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body 11.

[0306] It is understandable that the polygonal shape of the cross-section of the tube body 11 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0307] This facilitates the improvement of the connection stability between the shell wall of the tube body 11 and the frame beam body 30, the first joint 21 and the second joint 22, thereby helping to improve the structural strength and rigidity of the vehicle body frame 200.

[0308] In some embodiments of this disclosure, the fiber-direction elastic modulus of the tube body 11 is ≥40 GPa, the tensile strength is ≥1.28 GPa, and the elongation at break is ≥3%; or, the material of the tube body 11 is the same as the material of the frame beam body 30. Thus, by controlling the elastic modulus, tensile strength, and elongation at break of the tube body 11 within a reasonable range, the frame beam body 30 provided by the embodiments of this disclosure meets the collision performance requirements.

[0309] In some embodiments of this disclosure, the elastic modulus of the tube body 11 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%. That is, 40 GPa ≤ elastic modulus of the tube body 11 in the extension direction ≤ 100 GPa, 1.28 GPa ≤ tensile strength of the tube body 11 in the extension direction ≤ 2.0 GPa, and 3% ≤ elongation at break of the tube body 11 in the extension direction ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the tube body 11 in the extension direction.

[0310] It should be noted that the material of the tube body 11 is the same as that of the frame beam body 30, meaning that the tube body 11 is also a continuous fiber composite material, and the performance of the tube body 11 is the same as that of the frame beam body 30.

[0311] In some embodiments of this disclosure, as shown in FIG10, in a cross-section perpendicular to the extending direction of the tube body 11, the opposite ends of the first rib 12 are respectively connected to the inner wall of the tube body 11.

[0312] Thus, the two opposite ends of the first rib 12 are connected to the inner wall of the tube body 11, which improves the connection strength between the first rib 12 and the tube body 11, thereby further improving the structural strength and rigidity of the tube body 11.

[0313] In some embodiments of this disclosure, as shown in FIG10, there are multiple first ribs 12, and at least a portion of the multiple first ribs 12 are arranged in a cross pattern.

[0314] In other words, at least two of the first stiffeners 12 intersect in their extension directions. That is, the two intersecting first stiffeners 12 strengthen the tube body 11 from two directions, which helps to improve the structural strength and structural stiffness of the tube body 11.

[0315] It is understood that the number of first ribs 12 is at least two. For example, in some embodiments, as shown in FIG10, the tube body 11 is provided with three first ribs 12, one of which is along the front-rear direction of the vehicle frame 200, and the other two are along the inside-outside direction of the vehicle frame 200.

[0316] In some embodiments of this disclosure, the thickness of the first rib 12 is greater than or equal to 3 mm and less than or equal to 6.5 mm, and / or the thickness of the tube wall of the tube body 11 is greater than or equal to 3 mm and less than or equal to 5 mm.

[0317] Therefore, by limiting the thickness of the first stiffener 12 to the range of 3mm to 6.5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame 200, while avoiding excessive weight and space occupation due to excessive thickness, which is beneficial to the lightweighting and miniaturization of the vehicle 1000.

[0318] For example, the thickness of the first rib 12 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, 5mm, 5.1mm, 5.2mm, 5.3mm, 5.4mm, 5.5mm, 5.6mm, 5.7mm, 5.8mm, 5.9mm, 6mm, 6.1mm, 6.2mm, 6.2mm, 6.3mm, 6.4mm, 6.5mm, etc.

[0319] In addition, by limiting the wall thickness of the tube body 11 to the range of 3mm to 5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame 200, while not taking up too much space due to excessive thickness, which is conducive to the lightweighting and miniaturization of the vehicle 1000.

[0320] For example, the wall thickness of the pipe body 11 can be 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, 5mm, etc.

[0321] In some embodiments of this disclosure, the reinforcing column 1 is formed as a one-piece aluminum pultruded structure.

[0322] In other words, the tube body 11 and the first stiffener 12 of the reinforcing column 1 are formed as an integral aluminum pultruded structure.

[0323] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, can withstand significant mechanical loads, and have high rigidity, reducing deformation under stress. Furthermore, aluminum has a low density, which helps reduce the weight of the body frame 200 compared to traditional steel frames. The integrated structure of the reinforcing column 1 enhances its overall structural strength and rigidity. Additionally, it eliminates the need for assembly of the tube body 11 and the first stiffener 12 using other components, thus reducing manufacturing costs.

[0324] In addition, aluminum alloys have excellent corrosion resistance, which avoids the need for anti-corrosion coatings after using steel alloys, thus saving costs.

[0325] For example, 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, wherein the maximum interval between two opposite sides of the quadrilateral arranged in the inward and outward directions of the vehicle frame is 60 mm, and the maximum interval between two opposite sides arranged in the forward and backward directions is 90 mm. The vehicle frame 200 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 202.

[0326] In some embodiments of this disclosure, the reinforcing column 1 includes a tube body 11 and a resin filling structure, the resin filling structure being filled within the tube body 11.

[0327] Therefore, the resin-filled structure is used to enhance the structural strength and rigidity of the tube body 11, thereby improving the overall structural strength and rigidity of the reinforcing column 1 to meet the strength and rigidity requirements of the vehicle frame 200.

[0328] In some embodiments of this disclosure, the tube body 11 is a thermoplastic pultruded composite tube.

[0329] Thermoplastic pultruded composite tubes are composite tubes produced by the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of the reinforcing column 1. Moreover, composite materials help to improve the lightweight of the body frame 200.

[0330] For example, the composite material of the 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.

[0331] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral along the inner and outer directions of the vehicle frame is 60 mm, and the maximum interval between two opposite sides along the front and rear directions is 90 mm. The vehicle frame 200 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar assembly.

[0332] In some embodiments of this disclosure, the wall thickness of the tube body 11 is greater than or equal to 6 mm and less than or equal to 10 mm.

[0333] Therefore, by controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the reinforcing column 1 has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle frame 200, and will not occupy too much space due to excessive thickness, thus facilitating the miniaturization and weight reduction of the vehicle 1000.

[0334] For example, the wall thickness of the tube body 11 of the thermoplastic pultruded composite tube can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, 10mm, etc.

[0335] In some embodiments of this disclosure, the resin-filled structure includes polyurea and / or polyurethane.

[0336] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced column 1.

[0337] 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 30 provided in this disclosure embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of A-pillar 201, B-pillar 202, C-pillar 203, upper beam 4, and sill beam 5.

[0338] 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%. That is, 700 MPa ≤ elastic modulus of the resin-filled structure ≤ 1500 MPa, 60 MPa ≤ strength corresponding to 80% tensile strain of the resin-filled structure ≤ 150 MPa, and 80% ≤ elongation at break of the resin-filled structure ≤ 200%. This further limits the range of the elastic modulus, the strength corresponding to 80% tensile strain, and the elongation at break of the resin-filled structure.

[0339] In some embodiments of this disclosure, as shown in FIG19, a reinforcing rib assembly is provided in the groove 32 of the frame beam body 30, and multiple reinforcing rib assemblies are distributed at intervals along the extension direction of the groove 32.

[0340] It should be noted that the reinforcing rib assembly is located on the inner surface of the frame beam body 30 facing the vehicle frame, and the outer surface of the frame beam body 30 does not include the reinforcing rib assembly.

[0341] By setting reinforcing rib assemblies on the inner side of the frame beam body 30, the structural strength and rigidity of the frame beam body 30 are improved, further enhancing the impact resistance of the vehicle 1000.

[0342] In addition, the number of stiffening rib assemblies can be one or more. That is, a single stiffening rib assembly can be used to strengthen the frame beam body 30 as a whole, or multiple stiffening rib assemblies can be used to strengthen the local structure of the frame beam body 30 separately.

[0343] In some embodiments of this disclosure, as shown in FIG19, the reinforcing rib assembly includes a plurality of interconnected second ribs 31, which are arranged crosswise and / or connected end to end in a ring shape.

[0344] The arrangement of multiple intersecting second ribs 31 or multiple second ribs 31 connected end-to-end in a ring can minimize stress concentration in a single second rib 31, thus ensuring that the reinforcing rib assembly can evenly distribute the force. This helps to improve the overall structural strength and rigidity of the vehicle frame 200 and enhance the impact resistance of the vehicle 1000. It is understood that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the reinforcing rib assembly can include several rings, which can have the same or different shapes.

[0345] The present invention does not impose a specific limit on the number of the second ribs 31, but can set it according to the actual situation.

[0346] In some embodiments of this disclosure, the second stiffener 31 is injection molded into the groove 32 of the frame beam body 30.

[0347] The injection molding process integrates the second stiffener 31 with the frame beam body 30, reducing the number of assembly steps between the second stiffener 31 and the frame beam body 30. Moreover, the injection molding process allows the injection plastic of the second stiffener 31 to penetrate into every corner of the frame beam body 30.

[0348] In addition, the injection molding process makes it easy to process the second stiffener 31 into various shapes according to the collision stress of the body frame 200, and to increase the thickness in some key stress parts. In other words, the extension direction, thickness, and position of each second stiffener 31 in the main frame beam can be optimized according to the collision stress of the body frame 200.

[0349] In some embodiments of this disclosure, as shown in FIG21, the thickness L6 at the root of the second stiffener 31 is 80% to 120% of the thickness L7 of the frame beam body 30, that is, 0.8≤L6 / L7≤1.2.

[0350] The root of the second stiffener 31 is where it connects to the main body 30 of the frame beam.

[0351] This configuration ensures that the second rib 31 provides sufficient reinforcement, thereby enhancing the strength and rigidity of the vehicle frame 200.

[0352] For example, the thickness of the root of the second stiffener 31 can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120% of the thickness of the frame beam body 30. Specifically, it can be set according to the collision stress of the vehicle frame.

[0353] In addition, in some embodiments, the frame beam body 30 is a fiber composite board, which has the characteristic of high modulus. Therefore, the root thickness of the second stiffener 31 is relatively large, which helps to reduce the probability of shrinkage defects at the root of the vehicle frame 200 on the outer surface of the frame beam body 30.

[0354] In some embodiments of this disclosure, the thickness of the root of the second stiffener 31 is 100% of the thickness of the frame beam body 30, that is, the thickness of the root of the second stiffener 31 is the same as the thickness of the frame beam body 30.

[0355] For example, as shown in Figures 10, 22 and 23, the inward and outward directions of the vehicle frame include both the inward-to-outward direction and the outward-to-inward direction.

[0356] In some embodiments of this disclosure, the thickness L6 of the root of the second stiffener 31 is greater than or equal to 2.5 mm and less than or equal to 3.5 mm, and / or the thickness of the frame beam body 30 is greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

[0357] For example, the thickness L6 at the root of the second stiffener 31 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc. The thickness of the frame beam body 30 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc. The thickness at the root of the second stiffener 31 can be the same as or different from the thickness of the frame beam body 30.

[0358] By setting the thickness L6 of the root of the frame beam body 30 and the second stiffener within this range, the frame beam body 30 and the second stiffener 31 can meet the strength and rigidity requirements of the vehicle frame 200, and will not occupy too much space or increase weight due to excessive thickness, thus facilitating the lightweighting and miniaturization of the vehicle 1000.

[0359] Understandably, the thickness of the root of the second stiffener 31 and the thickness of the frame beam body 30 can be set according to the actual situation of the vehicle body frame 200. For example, the vehicle body frame includes a B-pillar assembly, which includes a B-pillar 202 formed by the frame beam body 30 and a second stiffener 31 located on the B-pillar 202. The thickness of the B-pillar 202 is 3mm, and the thickness of the root of the second stiffener 31 located on the B-pillar 202 is 3mm. The thickness of the other parts of the second stiffener 31, except for the root, can be greater than or less than the thickness of the root.

[0360] In some embodiments, as shown in FIG21, the reinforcing rib assembly is connected to both the bottom wall 324 and the side wall 325 of the groove 32, and the reinforcing rib assembly forms a clearance groove for installing the reinforcing column 1.

[0361] The clearance groove provides installation space for the reinforcing column 1, allowing at least a portion of the tube body 11 of the reinforcing column 1 to extend into the clearance groove. The clearance groove also limits the movement of the tube body 11 along the width of the groove 32, facilitating the installation of the tube body 11. The installation of the reinforcing column 1 is achieved by connecting the tube body 11 to the groove wall of the clearance groove.

[0362] Specifically, as shown in Figure 21, the groove 32 faces the opening on the inner side of the vehicle frame 200. The groove wall of the groove 32 includes a groove bottom wall 324 that is furthest from the opening and opposite to the opening, and groove side walls 325 located on both sides of the groove bottom wall 324. The two groove side walls 325 form an opening on the side away from the groove bottom wall 324. A plurality of second ribs 31 are arranged to cross each other to form a mesh structure. The mesh structure includes a first part 311, a second part 312, and a third part 313. The first part 311 is disposed on the surface of the groove bottom wall 324. The second part 312 and the third part 313 are located on opposite sides of the first part 311 along the groove width direction of the groove 32. The dimensions of the second part 312 and the third part 313 along the inner and outer directions of the vehicle frame 200 are both larger than the dimensions of the first part 311 along the inner and outer directions of the vehicle frame 200. The first part 311, the second part 312, and the third part 313 form a clearance groove. A part of the reinforcing column 1 extends into the clearance groove and is connected to at least one second rib 31.

[0363] The dimensions of the second part 312 and the third part 313 along the inner and outer directions of the vehicle frame 200 are both larger than the dimensions of the first part 311 along the inner and outer directions of the vehicle frame 200. That is, along the inner and outer directions of the vehicle frame 200, the ends of the second ribs 31 of the second part 312 and the third part 313 are farther from the bottom wall 324 of the groove 32, while the ends of the second ribs 31 of the first part 311 are closer to the bottom wall 324 of the groove 32. This facilitates the formation of a recessed clearance groove facing outwards from the vehicle body by the first part 311, the second part 312, and the third part 313. The clearance groove provides installation space for the reinforcing post 1, allowing a portion of the tube body 11 of the reinforcing post 1 to extend into the clearance groove. The clearance groove also limits the movement of the tube body 11 along the width of the groove 32, facilitating the installation of the tube body 11. The reinforcing post 1 is installed by connecting the tube body 11 to the groove wall.

[0364] In some embodiments of this disclosure, the elastic modulus of the reinforcing rib assembly is ≥5 GPa, the tensile strength is ≥100 MPa, and the elongation at break is ≥1%. By controlling the elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly within a reasonable range, the frame beam body 30 provided in the embodiments of this disclosure can be applied to locations with high impact performance requirements.

[0365] In some embodiments, the elastic modulus of the reinforcing rib assembly is 5 GPa to 20 GPa, the tensile strength is 100 MPa to 300 MPa, and the elongation at break is 1% to 6%. That is, 5 GPa ≤ elastic modulus of the reinforcing rib assembly ≤ 20 GPa, 100 MPa ≤ tensile strength of the reinforcing rib assembly ≤ 300 MPa, and 1% ≤ elongation at break of the reinforcing rib assembly ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly.

[0366] Regarding the testing methods for the elongation at break of the reinforcing rib assembly, a portion of the reinforcing rib assembly can be cut as a sample and placed on a tensile testing machine for testing. Alternatively, the injection molding material of the reinforcing rib assembly can be used to reshape a specimen to meet the experimental conditions, and then the specimen can be placed on a tensile testing machine for testing.

[0367] 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%.

[0368] In some embodiments of this disclosure, the reinforcing rib assembly is made of continuous fiber composite material, comprising 30-65 parts by weight of long glass fibers and 35-70 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of long glass fibers and thermoplastic resin matrix is ​​100. The composite material formed by combining long glass fibers and 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 reinforcing rib assembly. 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 problems of insufficient composite material 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 making reinforcing rib assemblies to strengthen the frame beam body 30.

[0369] 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.

[0370] In some embodiments, the reinforcing rib assembly comprises 2 to 5 parts by weight of mineral powder.

[0371] 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.

[0372] In some embodiments, the reinforcing rib assembly includes 1-2 parts by weight of a compatibilizer; and / or, the reinforcing rib assembly 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 enhance 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 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.

[0373] 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.

[0374] 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.

[0375] In some embodiments of this disclosure, the second reinforcing rib 31 is bonded to the tube body 11 of the reinforcing column 1. This achieves fixation of the reinforcing column 1. Moreover, the bonding operation is convenient.

[0376] For example, the tube body 11 is bonded to the second reinforcing rib 31 by structural adhesive.

[0377] In some embodiments of this disclosure, the frame beam body 30 comprises a continuous fiber composite material.

[0378] Continuous fiber composites have high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Moreover, continuous fiber composites have lightweight properties, which helps to reduce the weight of the vehicle body frame, thereby helping to reduce the fuel consumption of the vehicle and improve its economic performance.

[0379] Moreover, continuous fiber composite materials do not have the problem of easy rusting, and the manufacturing process is relatively environmentally friendly, which helps to reduce carbon emissions. In addition, in the process of using continuous fiber composite materials to make the main frame beam 30, there is no need for stamping, welding and painting processes, which helps to improve manufacturing efficiency and eliminates the need to build stamping, welding and painting workshops, thus helping to reduce vehicle manufacturing costs.

[0380] In some embodiments of this disclosure, the frame beam body 30 includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0381] Composite materials formed using continuous fibers and thermoplastic resin matrices have the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 30.

[0382] By setting up multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material layer can be improved by adjusting the layup angle of the continuous fibers in different continuous fiber composite material layers.

[0383] In some embodiments of this disclosure, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of a frame beam.

[0384] The multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded into a grooved frame beam body. Using the molding process can more accurately ensure the shape and dimensional precision of the frame beam body, thereby maximizing its mechanical properties and structural integrity.

[0385] In some embodiments of this disclosure, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0386] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer continuous fiber composite layers.

[0387] In some embodiments of this disclosure, 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.

[0388] In some embodiments of this disclosure, 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.

[0389] 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.

[0390] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0391] In some embodiments of this disclosure, the continuous fiber has a weight percentage of 60 to 80 and 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.

[0392] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, the probability of continuous fiber leakage due to excessive continuous fiber content and insufficient resin matrix content can be minimized. Conversely, the probability of insufficient composite material strength due to excessively low continuous fiber content and excessively high resin matrix content can also be minimized. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the frame beam body 30 of the vehicle body frame 200.

[0393] In some embodiments, the continuous fiber composite layer comprises 68 to 75 parts by weight of continuous fibers and 25 to 32 parts by weight of a thermoplastic resin matrix. This further limits the content of continuous fibers and the thermoplastic resin matrix, achieving a more balanced state between the two.

[0394] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0395] 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.

[0396] 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.

[0397] 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.

[0398] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0399] 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.

[0400] 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.

[0401] For example, the lubricant includes white oil.

[0402] 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.

[0403] 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.

[0404] In some embodiments of this disclosure, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0405] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0406] 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.

[0407] 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:

[0408] 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, the continuous fiber composite material formed by the multi-layer continuous fiber composite material can at least meet the performance requirements of the main frame beam 30 of the vehicle.

[0409] It is understandable that the performance requirements of the frame beam body 30 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 elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3% can be designed according to the specific location of the frame beam body 30 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.

[0410] In some embodiments, in the multilayer continuous fiber composite material layers, at least one 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.

[0411] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%. This further improves the performance of the continuous fiber composite layers, enabling the frame beam body 30 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements. In other words, the frame beam body 30 in more locations of the vehicle can use the continuous fiber composite material provided in this disclosure, which helps to further improve the vehicle's lightweight performance.

[0412] 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 composite layer is 3% to 6%. That is, 34 GPa ≤ elastic modulus of continuous fiber composite layer ≤ 40 GPa, 918 MPa ≤ tensile strength of continuous fiber composite layer ≤ 1300 MPa, and 3% ≤ elongation at break of continuous fiber composite layer ≤ 6%. This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0413] 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.

[0414] Regarding the testing method for the elongation at break of continuous fiber composite layers, a portion of the frame beam body 30 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.

[0415] 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%.

[0416] In some embodiments of this disclosure, 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 material layer, and the polyamide matrix is ​​easy to mold.

[0417] The components and experimental data of some embodiments are described below with reference to Table 1.

[0418] Table 1 presents experimental data for the continuous fiber composite material layer comprising glass fiber and polyamide resin matrix provided in the embodiments of this disclosure.

[0419] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0420] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0421] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0422] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0423] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0424] Table 2 shows the components and experimental data for some comparative examples.

[0425] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0426] It should be noted that the comparative examples refer to test data that do not conform to the requirements of the embodiments disclosed herein.

[0427] 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, meaning the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0428] The molecular formula of PA11 is H(NH(CH2)). 10 CO) n 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.

[0429] The molecular formula of PA12 is -(NH-(CH2)). 11 -CO) n - In a single structural unit of PA12, the number of carbons in the main carbon chain is 12 and the number of amide groups is 1. 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.

[0430] 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.

[0431] 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.

[0432] 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 calculating the number of amide groups in the embodiments of this disclosure, -CO- and -NH2- in a single structural unit are counted as one amide group, without regard to whether -CO- and -NH2- are connected together in a single structural unit.

[0433] 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.

[0434] 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.

[0435] 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 in the range of 8 to 15. 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.

[0436] 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.

[0437] 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).

[0438] 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 disclosure.

[0439] 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.

[0440] 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%.

[0441] 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.

[0442] Comparing Example 1 and Comparative Example 5, it can be found that when the weight percentage 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. In some embodiments of this disclosure, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angle of the continuous fibers in adjacent continuous fiber composite layers is different.

[0443] This is because the layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers help to optimize the performance of composite materials in different directions.

[0444] In some embodiments of this disclosure, as shown in FIG24, in the outermost two layers of continuous fiber composite material on any side of the frame beam body 30 along the thickness direction, at least one layer of continuous fiber has a laying angle that is neither 0° nor 90°.

[0445] Therefore, a ply pattern that is neither 0° nor 90° can provide strength in multiple directions, and the fact that 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 30.

[0446] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the frame beam body 30 includes the B-pillar 202, the B-pillar 202 extends along the vertical direction of the body frame 200. For the fiber composite board that forms the second section 322, the vertical direction of the body frame 200, that is, the height direction of the body frame 200, is the direction in which the continuous fiber laying angle is 0°.

[0447] 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°.

[0448] In some embodiments of this disclosure, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is greater than or equal to 25° and less than or equal to 75°.

[0449] Therefore, when the layup angle of continuous fibers in composite materials ranges from 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite materials.

[0450] In some embodiments of this disclosure, 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.

[0451] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, and thus ensuring the structural strength and stiffness of the frame beam 30 as much as possible.

[0452] In some embodiments of this disclosure, the thickness of the frame beam body 30 is greater than or equal to 1.2 mm and less than or equal to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is greater than or equal to 0.2 mm and less than or equal to 0.3 mm.

[0453] The thickness of the frame beam body 30 is greater than or equal to 1.2 mm and less than or equal to 5 mm, which ensures that the thickness of the frame beam body 30 meets the rigidity and strength requirements of the vehicle body frame 200. It also reduces the aesthetics of the vehicle body frame 200 or interference with the installation of other parts of the vehicle 1000 caused by the excessive thickness of the frame beam body 30.

[0454] For example, the thickness of the frame beam body 30 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc.

[0455] It should be noted that the thickness of the frame beam body 30 refers to the thickness of the groove wall of the groove 32 of the frame beam body 30. That is, the thickness of the bottom wall 324 of the groove 32, or the thickness of the side wall 325 of the groove 32.

[0456] The thickness of the single-layer continuous fiber composite material layer is between 0.2mm and 0.3mm. On the one hand, this reduces the risk that the structural strength and rigidity of the single-layer continuous fiber composite material layer will be insufficient due to its excessive thickness. On the other hand, it reduces the problem that the thickness of the frame beam 30 will be too high when laying multiple layers of continuous fiber composite ply, thus reducing the risk of interference with the overall aesthetic performance of the vehicle frame 200 or the installation of other parts of the vehicle 1000.

[0457] For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

[0458] 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 30. 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 30 with grooves 32. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 30, thereby maximizing its mechanical properties and structural integrity.

[0459] 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 30 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body 30 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 30 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 30 to meet the performance requirements of different locations in the vehicle as much as possible. In other words, it allows the frame beam body 30 in each location of the vehicle to use the continuous fiber composite material provided in this disclosure as much as possible, thereby contributing to the lightweight design of the vehicle.

[0460] 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 30 in each direction perpendicular to the thickness direction is 200 MPa to 1000 MPa, and the elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction is 9 GPa to 35 GPa. That is, 200 MPa ≤ tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction ≤ 1000 MPa, and 9 GPa ≤ elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction ≤ 35 GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 30.

[0461] In some embodiments of this disclosure, 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 disclosure, 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 disclosure.

[0462] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0463] 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.

[0464] It should be noted that the frame beam body 30 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 30 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0465] The components and experimental data of some embodiments are described below with reference to Table 3.

[0466] Table 3 lists the components and experimental data of some embodiments of this disclosure.

[0467] The following section, in conjunction with Table 4, introduces the components and experimental data of some comparative examples.

[0468] Table 4 shows the components and experimental data for some comparative examples.

[0469] 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°.

[0470] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0471] 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.

[0472] 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.

[0473] 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.

[0474] 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.

[0475] 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.

[0476] As can be seen from Comparative Example 1, the continuous fiber layup 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 30.

[0477] Comparative Examples 2, 3, and 4 reveal that if the layup angle of the continuous fibers in the outermost two layers along any side of the thickness direction is only 0° and / or 90°, the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 30. In some embodiments of this disclosure, as shown in Figures 2 and 5, at least a portion of the frame beam body 30 is configured as A-pillar 201, B-pillar 202, and C-pillar 203 of the vehicle 1000. A reinforcing column 1 and a connecting assembly 2 are provided within the groove 32 of at least one of the A-pillar 201, B-pillar 202, and C-pillar 203.

[0478] Thus, the reinforcing column 1 and connecting component 2 can be applied to at least one of the A-column 201, B-column 202 and C-column 203 of the frame beam body 30. The reinforcing column 1 and connecting component 2 have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the reinforcing column 1 and connecting component 2 to at least one of the A-column 201, B-column 202 and C-column 203 of the frame beam body 30 can improve the structural strength and stiffness of the frame beam body 30, improve the bending resistance and deformation resistance of the frame beam body 30, thereby improving the impact resistance of the vehicle 1000.

[0479] For example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the A-pillar 201, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the A-pillar 201 together form at least part of the A-pillar assembly (also referred to as the A-pillar assembly).

[0480] As another example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the B-pillar 202, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the B-pillar 202 together form at least part of the B-pillar assembly (also referred to as the B-pillar assembly).

[0481] As another example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the C-pillar 203, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the C-pillar 203 together form at least part of the C-pillar assembly (also referred to as the C-pillar assembly).

[0482] In some embodiments of this disclosure, a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the A-pillar 201 and the groove 32 of the C-pillar 203. The vehicle frame 200 also includes an outer trim panel, which covers the side of the frame beam body 30 away from the reinforcing column 1. Both the frame beam body 30 and the outer trim panel are made of continuous fiber composite material, and the fiber content of the outer trim panel is less than that of the frame beam body 30.

[0483] The outer trim panel is the outermost covering of the body frame 200, used to enhance the appearance. Since the B-pillar 202 is covered by the door after the door is closed, and the curvature of the twist at the B-pillar 202 is not as high as that of the A-pillar 201 and C-pillar 203, the outer side of the B-pillar 202 does not need to be covered with an outer trim panel. However, the A-pillar 201 and C-pillar 203 will be exposed. Therefore, the outer side of the frame beam 30 of the A-pillar 201 and C-pillar 203 is covered with an outer trim panel to improve the aesthetics.

[0484] In addition, both the main frame beam 30 and the outer decorative panel are made of fiberboard, so that the main frame beam 30 and the outer decorative panel have a certain structural strength and rigidity. Since the outer decorative panel mainly serves an aesthetic purpose and has lower requirements for structural strength, the fiber content of the outer decorative panel is less than that of the main frame beam, which can achieve an aesthetic effect and also help to control costs.

[0485] In some embodiments of this disclosure, as shown in FIG19, the vehicle frame 200 further includes an interior mounting structure 6 for mounting the interior of the vehicle 1000, and the interior mounting structure 6 is disposed on the reinforcing column 1 and / or the frame beam body 30.

[0486] Interior mounting structure 6 is used to install the vehicle body interior trim. It should be noted that vehicle body interior trim refers to various decorative and functional components inside the vehicle 1000, such as seatbelt accessories, door hinges, door opening limiters, interior panels, and curtain airbags. Understandably, the specific interior components installed by interior mounting structure 6 will vary depending on the location of the frame beam main body 30. For example, seatbelt accessories are installed on B-pillar 202 and C-pillar 203, while door hinges are installed on A-pillar 201 and B-pillar 202, etc.

[0487] For example, the interior mounting structure 6 is connected to the tube body 11 of the reinforcing column 1, and / or the interior mounting structure 6 is connected to the frame beam body 30, and / or the interior mounting structure 6 is connected to the second stiffener 31 provided on the frame beam body 30.

[0488] The reinforcing column 1 and the frame beam body 30 provided in this embodiment have high structural strength and rigidity. Therefore, installing the interior trim installation structure 6 on the reinforcing column 1 and / or the frame beam body 30 is beneficial to improving the reliability of the interior trim installation and enhancing the personal safety of passengers.

[0489] In some embodiments of this disclosure, as shown in Figures 19 and 21, the interior mounting structure 6 includes at least one interior panel mounting structure 61 for mounting an interior panel 9, the interior panel 9 for at least covering the groove 32 of the frame beam body 30 from the inside of the vehicle frame body.

[0490] For example, the interior panel mounting structure 61 is connected to the frame beam body 30 by adhesive or by fasteners such as bolts.

[0491] For example, as shown in FIG22, the inner surface of the frame beam body 30 facing the vehicle frame body is provided with a plurality of second stiffeners 31, and the interior panel mounting structure 61 is formed on at least one of the second stiffeners 31. The plurality of second stiffeners 31 are connected and arranged so that the frame beam body 30 can evenly distribute the force, which helps to improve the overall structural strength and structural stiffness of the vehicle frame 200. In this example, the interior panel mounting structure 61 can be formed on the second stiffeners 31, that is, the second stiffeners 31 can be used to mount the interior panel 9.

[0492] The interior panel 9 is used to cover the groove 32 of the frame beam body 30, that is, the interior panel 9 is used to cover the groove 32, so that the structure inside the groove 32 is not directly exposed to the driver / passenger's view, which helps to improve the aesthetics of the vehicle 1000.

[0493] In some embodiments of this disclosure, as shown in Figures 19, 22 and 23, at least a portion of the frame beam body 30 constitutes the B-pillar 202 and / or C-pillar 203 of the vehicle 1000. The interior mounting structure 6 includes at least one seat belt accessory mounting structure 62. At least one seat belt accessory 7 mounting structure is disposed in the B-pillar 202 and / or C-pillar 203, or disposed in a reinforcing column 1 disposed in a groove 32 of the B-pillar 202 and / or C-pillar 203. At least one seat belt accessory mounting structure 62 is used to install the seat belt accessory 7, wherein the seat belt accessory 7 includes at least one of a seat belt height adjuster 71 and a seat belt retractor 72.

[0494] Because the B-pillar 202 and / or C-pillar 203 with reinforcing pillar 1 have high structural strength and strong resistance to deformation, the installation strength of the seat belt accessory mounting structure 62 located on the B-pillar 202 and / or C-pillar 203 or on the reinforcing pillar 1 is high. Therefore, the installation strength of the seat belt accessory 7 is improved, thereby improving the fixing strength of the seat belt and thus improving the personal safety of passengers.

[0495] It should be noted that, as shown in Figure 19, the seat belt accessory mounting structure 62 provided on the reinforcing pillar 1 can be one, which is used to install one of the seat belt height adjuster 71 and the seat belt retractor 72; or the seat belt accessory mounting structure 62 provided on the reinforcing pillar 1 can be two, which can be used to install the seat belt height adjuster 71 and the seat belt retractor 72 respectively. In this case, the positions of the two seat belt accessory mounting structures 62 on the reinforcing pillar 1 can be set according to the actual situation of the vehicle 1000.

[0496] For example, as shown in FIG22, the seat belt accessory mounting structure 62 of B-pillar 202 and / or C-pillar 203 is formed in the tube body 11 of the reinforcing pillar 1. In other words, the tube body 11 of the reinforcing pillar 1 can provide a mounting position for the seat belt accessory.

[0497] Exemplarily, the seat belt accessory mounting structure 62 is formed in the B-pillar 202 and / or C-pillar 203 of the frame beam body 30. Exemplarily, the seat belt accessory mounting structure 62 is formed in a second stiffener 31 provided in the B-pillar 202 and / or C-pillar 203; in other words, the second stiffener 31 can provide a mounting position for the seat belt accessory.

[0498] For example, as shown in FIG23, since the second connector 22 is inserted into the reinforcing post 1, the seat belt accessory mounting structure 62 for mounting the seat belt retractor 72 can be formed in the second connector 22. It is understood that the seat belt accessory mounting structure 62 for mounting the seat belt retractor 72 can also be formed in the reinforcing post 1 in the groove 32 of the B-post 202 and / or the C-post 203, or in the overlapping portion of the interface between the reinforcing post 1 in the groove 32 of the B-post 202 and / or the C-post 203 and the second connector 22.

[0499] In some embodiments of this disclosure, as shown in Figures 3 and 20, at least a portion of the frame beam body 30 constitutes the A-pillar 201 and / or B-pillar 202 of the vehicle 1000. The vehicle body frame 200 further includes at least one metal connection structure 8 for connecting at least one of a door hinge 74, a door lock 75, and a door opening limiter 76. The metal connection structure 8 is disposed between the frame beam body 30 constituting the A-pillar 201 and the reinforcing column 1 disposed on the A-pillar 201, and / or disposed between the frame beam body 30 constituting the B-pillar 202 and the reinforcing column 1 disposed on the B-pillar 202.

[0500] For example, the metal connection structure 8 is welded to the reinforcing column 1 located at column A 201 and / or column B 202. That is, the metal connection structure 8 is fixed by welding. Welding helps to improve the connection stability between the metal connection structure 8 and the tube body 11 of the reinforcing column 1.

[0501] The door hinge 74, door lock 75, and door opening limiter 76 are all used for opening and closing the door 208. In practical applications, the door 208 needs to be opened and closed frequently, the door hinge 74 and door opening limiter 76 also need to rotate frequently, and the door lock 75 needs to be opened and closed frequently. That is, the metal connection structure 8 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 8 good fatigue performance, allowing it to maintain structural integrity during multiple cycles. The metal connection structure 8 is located between the frame beam body 30 and the reinforcing column 1 located at the A-pillar 201 and / or B-pillar 202, so that the reinforcing column 1 can fix the metal connection structure 8 to the frame beam body 30, which helps to make the installation of the metal connection structure 8 stable.

[0502] It is understood that there can be one metal connection structure 8, used to connect at least one of the door hinge 74, door lock 75, and door opening limiter 76. There can be two metal connection structures 8, used to connect at least two of the door hinge 74, door lock 75, and door opening limiter 76 respectively. There can be three metal connection structures 8, used to connect the door hinge 74, door lock 75, and door opening limiter 76. The position of the metal connection structure 8 can be set according to the actual situation of the vehicle.

[0503] In some embodiments of this disclosure, as shown in FIG20, the metal connection structure 8 includes a metal bottom wall and two metal side walls disposed opposite to each other on both sides of the metal bottom wall. The metal bottom wall is disposed between the reinforcing column 1 and the groove bottom wall 324 of the groove 32, and the metal side walls are disposed between the reinforcing column 1 and the groove side wall 325.

[0504] Based on the performance of the continuous fiber composite material layer, reinforcing rib assembly, and reinforcing column 1 provided in the embodiments of this disclosure, the simulation is as follows:

[0505] The thickness of the frame beam body 30 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the second stiffener 31 is as follows: the thickness of the first part 311 is 1mm, and the thickness of the second part 312 and the third part 313 are both 2mm.

[0506] 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%.

[0507] When the tube body 11 of the reinforcing column 1 and the reinforcing rib inside the tube body 11 are an integral 6-series aluminum pultruded tube structure, the design of the first rib 12 inside the tube body 11 is shown in Figure 20. Two first ribs 12 extend along the inner and outer directions of the vehicle body, and another first rib 12 extends along the front and rear directions of the vehicle body.

[0508] 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.

[0509] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 30, the stiffener assembly, and the stiffening column 1 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 202 of this embodiment is comparable to that of the existing steel B-pillar. This indicates that when the frame beam body 30 provided in this embodiment constitutes the B-pillar 202 of the vehicle, it can meet the requirements of vehicle body collision.

[0510] Table 5 Simulation test data for some embodiments of this disclosure

[0511] When the tube body 11 of the reinforcing column 1 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%.

[0512] 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.

[0513] The elastic modulus of the resin-filled structure inside the tube body 11 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%.

[0514] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 30, the stiffening rib assembly, and the stiffening column 1 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 202 of this embodiment is comparable to that of the existing steel B-pillar. This indicates that when the frame beam body 30 provided in this embodiment constitutes the B-pillar 202 of the vehicle, it can meet the vehicle body collision requirements.

[0515] Table 6 Simulation test data for some embodiments of this disclosure

[0516] In other words, the frame beam body 30 provided in this embodiment can at least meet the collision performance requirements of the B-pillar 202.

[0517] The following describes specific examples of some embodiments of this disclosure with reference to the accompanying drawings.

[0518] As a specific example, a vehicle 1000 is provided. The vehicle 1000 includes a chassis 100 and a body frame 200 disposed on the chassis 100, the body frame 200 and the chassis 100 together enclosing to form the passenger compartment of the vehicle 1000.

[0519] The vehicle body frame 200 includes a B-pillar 202, which includes a frame beam body 30, a reinforcing column 1, and a connecting assembly 2. The frame beam body 30 is recessed in a direction away from the inner side of the vehicle body frame, forming a groove 32 with an opening facing the inner side of the vehicle body frame. The groove 32 includes a first section 321, a second section 322, and a third section 323. The first section 321 is used to cooperate with the upper beam 4 of the frame beam body 30, and the third section 323 is used to cooperate with the sill beam 5 of the frame beam body 30. The second section 322 extends and connects the first section 321 and the third section 323. The reinforcing column 1 is at least filled in the second section 322. The connecting assembly 2 includes a first joint 21 and a second joint 22 connected to the frame beam body 30. The first joint 21 is used to connect the reinforcing column 1 to the upper beam 4, and the second joint 22 is used to connect the reinforcing column 1 to the sill beam 5. The first joint 21 and / or the second joint 22 are provided with a first reinforcing rib 211a in the same extension direction as the reinforcing column 1. The first reinforcing rib 211a is located on the side of the first joint 21 and / or the second joint 22 facing the frame beam body 30.

[0520] The first connector 21 has a first insertion groove 212 formed on the side facing the reinforcing column 1. The end of the reinforcing column 1 facing the upper beam 4 is inserted into the first insertion groove 212 and engages with the first connector 21. Similarly, the second connector 22 has a second insertion groove 221 formed on the side facing the reinforcing column 1. The side of the reinforcing column 1 facing the sill beam 5 is inserted into the second insertion groove 221 and engages with the second connector 22. At least one third reinforcing rib 2120 is provided in the first insertion groove 212, and the end of the reinforcing column 1 facing the upper beam 4 abuts against the third reinforcing rib 2120. At least one fourth reinforcing rib 2210 is provided in the second insertion groove 221, and the end of the reinforcing column 1 facing the sill beam 5 abuts against the fourth reinforcing rib 2210. The first connector 21 and / or the second connector 22 are integral aluminum castings.

[0521] The reinforcing column 1 includes a tube body 11 and at least one first stiffener 12 filled in the tube body 11. The reinforcing column 1 is an integral aluminum pultruded tube structure. The frame beam body 30 adopts a fiber composite board including continuous fibers and thermoplastic resin matrix.

[0522] The above embodiments are merely illustrative of the technical solutions of this disclosure and are not intended to limit it. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure, and all should be covered within the scope of this disclosure. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle comprising: The vehicle body frame includes: The frame beam body has a groove, which includes a first section, a second section and a third section. The first section is used to cooperate with the upper beam of the frame beam body, the third section is used to cooperate with the sill beam of the frame beam body, and the second section extends to connect the first section and the third section. The reinforcing column shall at least fill the second segment; The connecting assembly includes a first joint and a second joint connected to the main body of the frame beam, wherein the first joint is used to connect the reinforcing column to the upper beam, and the second joint is used to connect the reinforcing column to the sill beam; The first joint and / or the second joint are provided with a first reinforcing rib in the same direction as the extension of the reinforcing column.

2. The vehicle according to claim 1, wherein, The thickness of the first reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

3. The vehicle according to claim 1 or 2, wherein, The first joint and / or the second joint are further provided with a second reinforcing rib; The first reinforcing rib and the second reinforcing rib are arranged in a crisscross pattern to form a mesh-like reinforcing structure; and / or The first reinforcing rib and the second reinforcing rib are connected end to end to form a ring-shaped reinforcing structure.

4. The vehicle according to claim 3, wherein, The thickness of the second reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

5. The vehicle according to claim 3 or 4, wherein, The reinforcing structure is located on the side of the first joint and / or the second joint facing the main body of the frame beam.

6. The vehicle according to any one of claims 3 to 5, wherein, In a projection plane perpendicular to the width direction of the vehicle frame, the projected area of ​​the reinforcing structure of the first joint is smaller than the projected area of ​​the reinforcing structure of the second joint.

7. The vehicle according to any one of claims 3 to 6, wherein, The second connector includes a first section, a second section, and a third section connected in sequence. The first section is used to mate with the reinforcing column, and the third section is used to mate with the sill beam. The first section, the second section, and the third section are all provided with the reinforcing structure, wherein the strength and stiffness of the reinforcing structure provided in the second section are greater than the strength and stiffness of the reinforcing structures provided in the first section and the third section.

8. The vehicle according to any one of claims 1 to 7, wherein, The strength and stiffness of the first joint are less than those of the reinforcing column.

9. The vehicle according to any one of claims 1 to 8, wherein, The first connector has a first insertion groove on the side facing the reinforcing column, and the end of the reinforcing column facing the upper beam is inserted into the first insertion groove to engage with the first connector; and / or The second connector has a second insertion groove on the side facing the reinforcing column, and the reinforcing column is inserted into the second insertion groove on the side facing the threshold beam to engage with the second connector.

10. The vehicle according to claim 9, wherein, The first connector includes a first main body and a first flap connected to the first main body; The first insertion slot is formed in the first main body portion; The first main body has a first mounting surface, the first flap has a second mounting surface, the first mounting surface and the second mounting surface intersect and are respectively connected to two adjacent surfaces of the upper beam.

11. The vehicle according to claim 9 or 10, wherein, At least one third reinforcing rib is provided in the first insertion slot; The end of the reinforcing column facing the upper beam abuts against the third reinforcing rib.

12. The vehicle according to claim 11, wherein, The first insertion slot includes a first slot bottom wall and a first slot side wall. The first slot side wall is arranged around the first slot bottom wall. The end of the first slot side wall away from the first slot bottom wall forms a first slot opening. The first slot opening and the first slot bottom wall are arranged opposite to each other along the extension direction of the reinforcing column. The third reinforcing rib extends from the bottom wall of the first groove toward the opening of the first groove, and in a cross-section perpendicular to the extension direction of the reinforcing column, both ends of the third reinforcing rib are connected to the side wall of the first groove.

13. The vehicle according to claim 12, wherein, The wall thickness of the first groove sidewall is greater than or equal to 2 mm and less than or equal to 3.5 mm.

14. The vehicle according to claim 12 or 13, wherein, The first groove sidewall is provided with at least one first connection hole extending to the outer peripheral surface of the first joint, and the outer peripheral surface of the reinforcing column is provided with at least one second connection hole. The first connection hole and the second connection hole are fixedly connected by a first fastener, which includes a bolt.

15. The vehicle according to any one of claims 11 to 14, wherein, The number of the third reinforcing ribs is multiple; The plurality of the third reinforcing ribs are arranged intersecting each other; and / or The multiple third reinforcing ribs are connected end to end in a ring shape.

16. The vehicle according to any one of claims 11 to 15, wherein, The thickness of the third reinforcing rib is greater than or equal to 2 mm and less than or equal to 3 mm.

17. The vehicle according to claim 9, wherein, The second connector includes a second main body and a second flap connected to the second main body; The second insertion slot is formed in the second main body portion; The second main body has a third mounting surface, and the second flap has a fourth mounting surface. The third mounting surface and the fourth mounting surface intersect and are respectively connected to two adjacent surfaces of the sill beam.

18. The vehicle according to claim 9 or 17, wherein, The second insertion slot is provided with at least one fourth reinforcing rib; The end of the reinforcing column facing the threshold beam abuts against the fourth reinforcing rib.

19. The vehicle according to claim 18, wherein, The second insertion slot includes a second bottom wall and a second side wall. The second side wall is arranged around the second bottom wall. The end of the second side wall away from the second bottom wall forms a second opening. The second opening and the second bottom wall are arranged opposite to each other along the extension direction of the reinforcing column. The fourth reinforcing rib extends from the bottom wall of the second groove toward the opening of the second groove, and in a cross-section perpendicular to the extension direction of the reinforcing column, both ends of the fourth reinforcing rib are connected to the side wall of the second groove.

20. The vehicle according to claim 19, wherein, The wall thickness of the second groove sidewall is greater than or equal to 3 mm and less than or equal to 5 mm.

21. The vehicle according to claim 19 or 20, wherein, The second groove sidewall is provided with at least one third connection hole extending to the outer peripheral surface of the second connector, and the outer peripheral surface of the reinforcing column is provided with at least one fourth connection hole. The third connection hole and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

22. The vehicle according to any one of claims 18 to 21, wherein, The number of the fourth reinforcing ribs is multiple; Multiple fourth reinforcing ribs are arranged intersecting each other; and / or The multiple fourth reinforcing ribs are connected end to end in a ring shape.

23. The vehicle according to any one of claims 18 to 22, wherein, The thickness of the fourth reinforcing rib is greater than or equal to 3 mm and less than or equal to 4 mm.

24. The vehicle according to claim 17, wherein, In the extending direction of the sill beam, the dimensions of the portions of the third mounting surface and the fourth mounting surface that overlap with the sill beam are both greater than or equal to 300 mm and less than or equal to 450 mm.

25. The vehicle according to any one of claims 1 to 24, wherein, The first connector is formed as a one-piece aluminum casting; and / or The second connector is formed as a one-piece aluminum casting.

26. The vehicle according to any one of claims 1 to 25, wherein, The reinforcing column includes a tube body and at least one first rib filled within the tube body.

27. The vehicle according to claim 26, wherein, The cross-section of the tube body is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

28. The vehicle according to claim 26 or 27, wherein, In a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the first rib are respectively connected to the inner wall of the tube body.

29. The vehicle according to any one of claims 26 to 28, wherein, The number of the first ribs is multiple, and at least a portion of the multiple first ribs are arranged to cross each other.

30. The vehicle according to any one of claims 26 to 29, wherein, The thickness of the first rib is greater than or equal to 3 mm and less than or equal to 6.5 mm; and / or The thickness of the pipe wall of the main body is greater than or equal to 3 mm and less than or equal to 5 mm.

31. The vehicle according to any one of claims 26 to 30, wherein, The reinforcing column is formed as an integral aluminum pultruded structure.

32. The vehicle according to any one of claims 1 to 31, wherein, The reinforcing column includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

33. The vehicle according to claim 32, wherein, The main body of the tube is a thermoplastic pultruded composite material tube.

34. The vehicle according to claim 32 or 33, wherein, The wall thickness of the main body of the pipe is greater than or equal to 6 mm and less than or equal to 10 mm.

35. The vehicle according to any one of claims 32 to 34, wherein, The resin-filled structure includes polyurea and / or polyurethane.

36. The vehicle according to any one of claims 1 to 35, wherein, The main body of the frame beam is provided with a reinforcing rib assembly in the groove, and multiple reinforcing rib assemblies are distributed at intervals along the extension direction of the groove.

37. The vehicle according to claim 36, wherein, The reinforcing rib assembly includes a plurality of interconnected second ribs; Multiple second ribs are arranged intersecting each other; and / or Multiple second ribs are connected end to end in a ring.

38. The vehicle according to claim 36 or 37, wherein, The second reinforcing rib is injection molded into the groove of the main body of the frame beam.

39. The vehicle according to any one of claims 36 to 38, wherein, The thickness of the root of the second stiffener is 80% to 120% of the thickness of the main body of the frame beam.

40. The vehicle according to any one of claims 36 to 39, wherein, The thickness of the root of the second rib is greater than or equal to 2.5 mm and less than or equal to 3.5 mm; and / or The thickness of the main frame beam is greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

41. The vehicle according to any one of claims 36 to 40, wherein, The reinforcing rib assembly is connected to both the bottom wall and the side wall of the groove. The reinforcing rib assembly has a clearance groove for installing the reinforcing column.

42. The vehicle according to any one of claims 1 to 41, wherein, The main body of the frame beam is composed of continuous fiber composite material.

43. The vehicle according to claim 42, wherein, The main body of the frame beam includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

44. The vehicle according to claim 43, 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.

45. The vehicle according to claim 43 or 44, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

46. ​​The vehicle according to claim 45, 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.

47. The vehicle according to any one of claims 43 to 46, 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.

48. The vehicle according to claim 47, wherein, The polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

49. The vehicle according to any one of claims 43 to 48, wherein, 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.

50. The vehicle according to any one of claims 43 to 49, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

51. The vehicle according to any one of claims 43 to 50, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

52. The vehicle according to any one of claims 43 to 51, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

53. The vehicle according to any one of claims 43 to 52, 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.

54. The vehicle according to claim 53, 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°.

55. The vehicle according to claim 54, wherein, The continuous fiber of the non-0° and non-90° continuous fiber composite layer has a layup angle greater than or equal to 25° and less than or equal to 75°.

56. The vehicle according to claim 54 or 55, wherein, 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.

57. The vehicle according to any one of claims 43 to 56, wherein, The thickness of the main frame beam is greater than or equal to 1.2 mm and less than or equal to 5 mm; and / or The thickness of a single layer of the continuous fiber composite material is greater than or equal to 0.2 mm and less than or equal to 0.3 mm.

58. The vehicle according to any one of claims 1 to 57, wherein, At least a portion of the main body of the frame beam constitutes the A-pillar, B-pillar and C-pillar of the vehicle, and the reinforcing column and the connecting assembly are provided in the groove of at least one of the A-pillar, the B-pillar and the C-pillar.

59. The vehicle according to claim 58, wherein, The reinforcing post and the connecting assembly are provided in the groove of the A-post and the groove of the C-post; The vehicle frame also includes an outer trim panel, which covers the side of the frame beam body away from the reinforcing column; Both the main frame beam and the outer decorative plate are made of continuous fiber composite material, and the fiber content of the outer decorative plate is less than that of the main frame beam.

60. The vehicle according to any one of claims 1 to 57, wherein, The vehicle body frame also includes an interior trim mounting structure for mounting the vehicle's interior trim, which is disposed on the reinforcing column and / or the main body of the frame beam.

61. The vehicle according to claim 60, wherein, The interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to at least cover the groove of the frame beam body from the inside of the vehicle frame.

62. The vehicle according to claim 60 or 61, wherein, At least a portion of the main body of the frame beam 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, which is disposed in the B-pillar and / or the C-pillar, or disposed in the reinforcing pillar disposed in the groove of the B-pillar and / or the 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.

63. The vehicle according to claim 60 or 61, wherein, At least a portion of the main body of the frame beam constitutes the A-pillar and / or B-pillar of the vehicle. 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. The metal connection structure is disposed between the frame beam body constituting column A and the reinforcing column disposed in column A, and / or disposed between the frame beam body constituting column B and the reinforcing column disposed in column B.

64. The vehicle according to any one of claims 1 to 63, wherein, The vehicle also includes: The chassis, wherein the vehicle frame is located above the chassis and is detachably connected to the chassis.

65. The vehicle according to claim 64, wherein, The vehicle body frame and the chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery device, the housing of which forms the floor of the passenger compartment.

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