Vehicle

Abstract

The present disclosure discloses a vehicle. The vehicle comprises a vehicle body frame, the vehicle body frame comprising a primary body frame member, a first side sill member and a second side sill member; the primary body frame member having a first side and a second side opposite one another, the first side facing an inner side of the vehicle body frame, and the second side facing an outer side of the vehicle body frame; the first side sill member is disposed on the first side of the primary body frame member; in a width direction of the vehicle body frame, the second side sill member is disposed on a side of the first side sill member facing away from the primary body frame member, and one side of the second side sill member is connected to the first side sill member, and the other side of the second side sill member is connected to a chassis.

Description

A type of vehicle

[0001] Cross-references to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411872762.0, 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 technology, 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 a body frame that has good resistance to deformation and high structural strength.

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

[0008] This disclosure provides a vehicle, which includes a vehicle body frame. The vehicle body frame includes: a frame beam body, a first sill beam, and a second sill beam. The frame beam body has a first side and a second side facing away from each other, with the first side facing the inside of the vehicle body frame and the second side facing the outside of the vehicle body frame. The first sill beam is disposed on the first side of the frame beam body. Along the width direction of the vehicle body frame, the second sill beam is disposed on the side of the first sill beam facing away from the frame beam body, and one side of the second sill beam is connected to the first sill beam, while the other side is used to connect to the chassis.

[0009] On the one hand, the vehicle frame disclosed herein includes a first sill beam and a second sill beam arranged sequentially in the outer and inner directions of the vehicle frame. The arrangement of the two sill beams effectively improves the strength of the vehicle frame and enhances vehicle safety. On the other hand, the first sill beam is located on the side of the second sill beam away from the chassis. In the event of an impact, the first sill beam located on the outer side will deform first, thereby absorbing more of the impact force generated by the collision. Thus, when the collision energy is transferred to the second sill beam, it will be weakened, resulting in a reduction or even no deformation of the second sill beam located on the inner side. This reduces the force transmitted from the external impact to the chassis, thereby improving the deformation resistance of the sill beam and chassis, and enhancing the safety of the battery device and the person.

[0010] In addition, since the first and second door sill beams are independent of each other, if the vehicle frame is damaged in a collision, only the damaged or severely deformed door sill beams need to be replaced, instead of replacing the entire frame, which helps reduce costs.

[0011] In some embodiments, the first sill beam is made of aluminum alloy; and / or the second sill beam is made of aluminum alloy.

[0012] On the one hand, using aluminum alloys for vehicle body materials provides sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloys, thus saving costs. On the other hand, aluminum alloys are lighter, which reduces the overall weight of the vehicle frame, facilitating vehicle weight reduction and effectively reducing fuel consumption, increasing range, and improving economic performance.

[0013] In some embodiments, the first sill beam is an extruded integral structural component; and / or the second sill beam is an extruded integral structural component.

[0014] Extrusion molding offers high manufacturing efficiency, mature technology, and low cost, allowing for diverse cross-sectional shapes of door sill beams to adapt to the vehicle's frame layout and shape requirements in different locations. Furthermore, the one-piece structural component helps improve the overall structural strength and rigidity of the door sill beam, while also reducing the number of parts and simplifying assembly.

[0015] In some embodiments, the first sill beam includes a first sill beam body and at least one first reinforcing member, a first cavity is formed within the first sill beam body, the first reinforcing member is disposed within the first cavity, and divides the first cavity into at least two independent first sub-cavities; the second sill beam includes a second sill beam body and at least one second reinforcing member, a second cavity is formed within the second sill beam body, the second reinforcing member is disposed within the second cavity, and divides the second cavity into at least two independent second sub-cavities.

[0016] The first and second sill beam bodies respectively have a first cavity and a second cavity formed within them. This reduces the weight of the material. Furthermore, in the event of a collision, the first and second cavities deform to absorb the impact force, thereby reducing the destructive power of the collision. Additionally, a first reinforcing member and a second reinforcing member are respectively installed within the first and second cavities, providing additional structural support for the sill beams. This enhances the overall rigidity and strength of the sill beams, further strengthening their resistance to collisions, reducing deformation, and minimizing intrusion into the vehicle's interior.

[0017] In some embodiments, the wall thickness of the first threshold beam body is less than the wall thickness of the second threshold beam body; and / or the thickness of the first reinforcing member is less than the thickness of the second reinforcing member.

[0018] Therefore, in the event of a collision, the first sill beam, which is closer to the outer side of the vehicle frame, is more likely to deform, thus absorbing more collision energy. This reduces the collision energy transmitted to the second sill beam, resulting in less deformation of the second sill beam or even no deformation at all. Consequently, it reduces the likelihood of excessive intrusion into the vehicle interior due to excessive deformation of the second sill beam, which is closer to the inner side of the vehicle frame, thereby reducing the possibility of harm to the occupants and internal components of the vehicle.

[0019] In some embodiments, the material of the first sill beam body is the same as or different from that of the first reinforcement; and / or the material of the second sill beam body is the same as or different from that of the second reinforcement.

[0020] Therefore, the first sill beam body and the first reinforcing member, as well as the second sill beam body and the second reinforcing member, can be made of the same material and formed into a single structure through extrusion molding, which helps to reduce assembly difficulty and the variety of raw materials. Alternatively, the first sill beam body and the first reinforcing member, as well as the second sill beam body and the second reinforcing member, can be made of different materials and then assembled together, thereby improving assembly flexibility.

[0021] In some embodiments, the first sill beam and the second sill beam are fastened together by fasteners.

[0022] This improves the connection strength between the first and second door sill beams, making the connection more compact. Furthermore, the first and second door sill beams can be detachably connected using fasteners, facilitating replacement and maintenance.

[0023] In some embodiments, at least a portion of the first sill beam is recessed in the direction of the frame beam body along the width direction, and at least a portion of the second sill beam is protruded in the direction of the frame beam body, with at least a portion of the protrusion extending into the recess and engaging with it.

[0024] Therefore, the first and second door sill beams can be more tightly connected through the cooperation of the protruding and recessed parts. Furthermore, this increases the contact area between the first and second door sill beams, improving connection strength and enhancing structural stability.

[0025] In some embodiments, along the height direction of the vehicle frame, the first sill beam includes a first segment and a second segment connected to each other, and the second sill beam includes a third segment and a fourth segment connected to each other; wherein, along the width direction of the vehicle frame, the width of the second segment is less than the width of the first segment, a recess is formed in the area between the side of the second segment facing away from the main body of the frame beam and the side of the first segment facing away from the main body of the frame beam, and at least a portion of the fourth segment protrudes in the direction toward the main body of the frame beam to form a protrusion.

[0026] Therefore, the combination of the recessed portion and the protruding portion facilitates the connection between the first sill beam and the second sill beam, and helps to improve the reliability of the connection.

[0027] In some embodiments, the fastener includes a first fastener that secures the first segment and the third segment from the inside of the vehicle frame; and / or the fastener includes a second fastener that secures the protrusions of the second segment and the fourth segment from the outside of the vehicle frame.

[0028] Connecting the first and third sections from the inside of the vehicle frame ensures the connection strength between the first and second sill beams without affecting the crumple zone deformation of the first sill beam. This allows the outer side of the first section facing the vehicle frame to crumple more easily than the inner side, absorbing the impact force. The second fastener, securing the second and fourth sections from the outside of the vehicle frame, further enhances the connection strength between the first and second sill beams. It also allows for easier assembly by fastening the second fastener from the narrower side, and the smaller size of the second fastener reduces the need for excessive size, saving costs. Furthermore, the smaller size of the second fastener ensures a smoother surface on the side of the first sill beam facing the main frame beam, facilitating the assembly of the main frame beam with the first sill beam.

[0029] In some embodiments, the number of fasteners is multiple, and the multiple fasteners are spaced apart along the length direction of the vehicle frame; the fasteners include bolted connectors.

[0030] Therefore, multiple fasteners can improve the connection stability of the first and second door sill beams. Furthermore, the fasteners include, but are not limited to, bolted connectors. Bolted connectors are low-cost, easy to install, and highly versatile, suitable for connecting various materials and complex structures. Bolted connectors also improve the overall structural stiffness and strength of the first and second door sill beams, enabling them to better resist impact forces.

[0031] In some embodiments, the first sill beam and the second sill beam extend along the length of the vehicle frame; the vehicle frame also includes a seat crossbeam that extends along the width of the vehicle frame; wherein, along the width of the vehicle frame, the seat crossbeam is connected to the side of the second sill beam opposite to the first sill beam, and along the height of the vehicle frame, the seat crossbeam is located above the chassis.

[0032] Therefore, the seat crossbeam can also absorb some of the impact force. After the first and second door sill beams collapse and deform, the remaining impact force can be further dispersed to the seat crossbeam, thereby further reducing the destructive power of the collision impact.

[0033] In some embodiments, the seat crossbeam includes a seat crossbeam connector, at least a portion of which overlaps above the second sill beam; the seat crossbeam connector is fastened to the second sill beam by self-tapping screws, thereby fastening the seat crossbeam to the second sill beam.

[0034] Therefore, the seat crossbeam can be detachably fastened to the second door sill beam using self-tapping screws, making subsequent installation and maintenance easier. Furthermore, self-tapping screws, with their own threads, can directly drill, tap, fix, and lock into the material without pre-drilling, greatly simplifying the installation process. Self-tapping screws are also high in strength, widely applicable, and cost-effective.

[0035] In some embodiments, structural adhesive is provided between the seat crossbeam connector and the second door sill beam.

[0036] Therefore, the structural adhesive can further enhance the connection strength between the seat crossbeam connector and the second sill beam, and also make the connection between the seat crossbeam connector and the second sill beam tighter, thereby reducing abnormal noises caused by contact and collision between the second sill beam and the seat crossbeam connector during vehicle movement.

[0037] In some embodiments, the second sill beam faces away from the first sill beam and together with the seat crossbeam and chassis, forms a storage space for accommodating the battery device.

[0038] In the event of a vehicle collision, the first and second sill beams can collapse and absorb energy, minimizing the impact force. Furthermore, the remaining impact force can be further dispersed through the seat crossbeam, thereby reducing the intrusive and destructive power of the impact. Therefore, placing the battery device within the containment space formed by the second sill beam, the seat crossbeam, and the chassis can reduce the possibility of damage to the battery device due to excessive intrusion, resulting in higher reliability.

[0039] In some embodiments, the vehicle frame further includes at least one force transmission member located within the receiving space. Along the width direction of the vehicle frame, the force transmission member is connected to the side of the second sill beam opposite to the first sill beam and is located between the second sill beam and the battery device.

[0040] Therefore, the force transmission component can further absorb the energy generated by the collision. By placing the force transmission component between the second sill beam and the battery device, the impact energy that the first and second sill beams failed to fully absorb can be further absorbed by the force transmission component, thus limiting the transmission of impact force to the battery device to the greatest extent and reducing the possibility of damage to the battery device.

[0041] In some embodiments, along the width direction of the vehicle frame, at least one mounting portion is formed on the side of the second sill beam facing away from the first sill beam; the force transmission component is fixedly connected to the mounting portion by a blind rivet and structural adhesive.

[0042] Therefore, the force transmission component can be connected to the second sill beam using blind rivets and structural adhesive, resulting in a stronger connection. Furthermore, blind rivets are suitable for single-sided riveting, making the connection between the force transmission component and the second sill beam easier and more stable.

[0043] In some embodiments, the first sill beam is fixedly connected to the first side of the frame beam body by structural adhesive.

[0044] Therefore, structural adhesive is used to fix the frame beam body to the first threshold beam, resulting in better fit and easier operation.

[0045] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0046] Continuous fiber composites possess high strength and stiffness, which helps improve the collision resistance of the vehicle body frame. Furthermore, their lightweight properties contribute to weight reduction in the body frame, thereby reducing fuel consumption and improving vehicle economy. Continuous fiber composites are also less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Moreover, using continuous fiber composites to construct the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for separate stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0047] 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.

[0048] Composite materials formed from continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0049] 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.

[0050] Therefore, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using the molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing its mechanical properties and structural integrity.

[0051] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0052] 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.

[0053] 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.

[0054] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0055] In some embodiments, the continuous fiber comprises 60 to 80 parts by weight, the thermoplastic resin matrix comprises 20 to 40 parts by weight, and the sum of the parts by weight of the continuous fiber and the thermoplastic resin matrix comprises 100.

[0056] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fibers. It is also possible to avoid the situation where the composite material has insufficient strength due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main body of frame beams.

[0057] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0058] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, thereby enhancing the mechanical properties of composite materials.

[0059] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0060] Antioxidants can reduce the likelihood of composite materials degrading due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0061] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0062] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of the frame beam body caused by excessive absorption of water from the external environment during vehicle use.

[0063] 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.

[0064] 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.

[0065] 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°.

[0066] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impacts to the internal structure of the frame beam, and help enhance the impact resistance of the frame beam.

[0067] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is 25° to 75°.

[0068] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0069] 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.

[0070] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby keeping the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus maximizing the structural strength and stiffness of the frame beam.

[0071] In some embodiments, the thickness of the frame beam body is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0072] This ensures that the thickness of the main frame beam meets the stiffness and strength requirements of the vehicle body frame. Furthermore, the thickness of the single-layer continuous fiber composite material layer is within an appropriate range. On the one hand, this reduces the risk of insufficient structural strength and stiffness due to an excessively thin single-layer continuous fiber composite material layer; on the other hand, it mitigates the problem of an excessively thick main frame beam resulting from the multi-layer continuous fiber composite layup, thus reducing the risk of affecting the overall aesthetics of the vehicle body frame or interfering with the installation of other vehicle components.

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

[0074] 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.

[0075] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery device whose housing forms the floor of the passenger compartment.

[0076] Therefore, by integrating the battery pack into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle and also makes more efficient use of the vehicle's interior space.

[0077] Invention Effects

[0078] The vehicle in the present disclosure has good resistance to deformation, high structural strength, and good reliability and stability. Attached Figure Description

[0079] 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:

[0080] Figure 1 is a schematic diagram of the exploded structure of a vehicle provided in some embodiments of this disclosure;

[0081] Figure 2 is an exploded structural diagram of a vehicle frame provided in some embodiments of this disclosure;

[0082] Figure 3 is a plan view of a partial vehicle body frame provided in some embodiments of this disclosure;

[0083] Figure 4 is a schematic cross-sectional view of the first sill beam and the second sill beam in cooperation according to some embodiments of this disclosure;

[0084] Figure 5 is a schematic cross-sectional view of the first sill beam and the second sill beam in some embodiments of this disclosure.

[0085] Figure 6 is a schematic cross-sectional view of a first sill beam provided in some embodiments of this disclosure;

[0086] Figure 7 is a schematic cross-sectional view of a second sill beam provided in some embodiments of this disclosure;

[0087] Figure 8 is a schematic cross-sectional view of a partial vehicle frame provided in some embodiments of the present disclosure, showing a first sill beam, a second sill beam, a seat crossbeam, and a storage space for accommodating a battery device.

[0088] Figure 9 is a schematic cross-sectional view of the seat crossbeam, force transmission component and second sill beam provided in some embodiments of this disclosure;

[0089] Figure 10 is a schematic diagram of a laying method of a multilayer fiber composite material layer with continuous fiber composite material layer provided in some embodiments of this disclosure.

[0090] Explanation of reference numerals in the attached drawings: 1. First sill beam; 11. First sill beam body; 110. First cavity; 111. First sub-cavity; 12. First reinforcing member; 13. Recess; 14. First section; 15. Second section; 2. Second sill beam; 21. Second sill beam body; 210. Second cavity; 211. Second sub-cavity; 22. Second reinforcing member; 23. Protrusion; 24. Third section; 25. Fourth section; 26. Mounting part; 3. Frame beam body; 4. Fastener; 41. First fastener; 42. Second fastener; 5. Seat crossbeam; 51. Seat crossbeam Connecting parts; 511, First bend; 512, Second bend; 6, Self-tapping screw; 7, Force transmission component; 8, Blind rivet; 10, Accommodation space; 100, Body frame; 101, A-pillar; 102, B-pillar; 103, C-pillar; 104, Sill beam; 105, Horizontal and longitudinal beams; 106, Bumper; 107, Hood; 108, Door panel; 109, Window frame; 200, Chassis; 1000, Vehicle. Detailed Implementation

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] The following is a detailed description of this disclosure.

[0100] While pursuing convenient travel, people are also paying more attention to the safety performance of vehicles. The door sill beam is one of the main skeletal structures of a vehicle and an important component in bearing force and transmitting energy in the event of a collision, especially a side collision.

[0101] In related technologies, vehicle door sills are typically made of cold-stamped steel sheets, forming a side door sill structure by welding or bolting multiple plate-like parts. This type of sill structure has a large number of components, complex assembly, and limited structural strength and resistance to deformation in the event of a side impact. It is easily crushed by the impact energy, resulting in excessive intrusion into the vehicle interior and significant damage to occupants and interior devices. Furthermore, the steel door sill beam structure is heavy, hindering the overall weight reduction of the vehicle.

[0102] Furthermore, with the advancement of technology, new energy vehicles are attracting increasing attention due to their automation, intelligence, and environmental friendliness. Currently, the vast majority of new energy vehicles have their battery packs located under the floor. To improve driving range, the battery packs typically occupy a large space, resulting in a small distance between the battery pack and the edge of the vehicle body. In the event of a collision, if the vehicle frame intrudes excessively inward, it can easily compress the inner battery pack. After being compressed and impacted, the battery pack may deform, be damaged, or even experience thermal runaway and catch fire, posing a significant safety hazard.

[0103] This disclosure addresses the problems existing in the aforementioned related technologies by proposing a vehicle. The vehicle includes a body frame, which includes a frame beam body, a first sill beam, and a second sill beam. The frame beam body has a first side and a second side facing away from each other, with the first side facing the inside of the body frame and the second side facing the outside of the body frame. The first sill beam is located on the first side of the frame beam body. Along the width direction of the body frame, the second sill beam is located on the side of the first sill beam facing away from the frame beam body, and one side of the second sill beam is connected to the first sill beam, while the other side is used for connection to the chassis.

[0104] On the one hand, the vehicle frame disclosed herein includes a first sill beam and a second sill beam arranged sequentially in the outer and inner directions of the vehicle frame. The arrangement of the two sill beams effectively improves the strength of the vehicle frame and enhances vehicle safety. On the other hand, the first sill beam is located on the side of the second sill beam away from the chassis. When impacted, the first sill beam on the outer side deforms first, thereby absorbing more of the impact force generated by the collision. Thus, when the collision energy is transferred to the second sill beam, it is weakened, resulting in reduced deformation or even no deformation of the second sill beam on the inner side. This reduces the force transmitted from the external impact to the chassis, thereby improving the deformation resistance of the sill beam and chassis, and enhancing the safety of the battery device and the person.

[0105] In addition, since the first and second door sill beams are independent of each other, if the vehicle frame is damaged in a collision, only the damaged or severely deformed door sill beams need to be replaced, instead of replacing the entire frame, which helps reduce costs.

[0106] Figure 1 is a schematic diagram of the exploded structure of a vehicle 1000 provided in some embodiments of this disclosure.

[0107] Vehicle 1000 includes, but is not limited to, gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc.

[0108] As shown in Figure 1, the vehicle 1000 includes a body frame 100 and a chassis 200, which are connected together. Typically, the body frame 100 and chassis 200 are welded together. However, when the chassis 200 uses a skateboard chassis integrating the three-electric system (battery, motor, and electronic control system), the body frame 100 can be detachably connected to the skateboard chassis. For example, the detachable connection can be achieved through multiple circumferential bolts, among other things. Because the skateboard chassis integrates the three-electric system of the vehicle 1000, it achieves multi-functionality and modular integration, significantly reducing the weight of the vehicle 1000.

[0109] Figure 2 is an exploded structural diagram of a vehicle frame 100 provided in some embodiments of this disclosure.

[0110] As shown in Figure 2, the vehicle body frame 100 typically includes a load-bearing structure and an appearance structure. The load-bearing structure typically includes structures such as A-pillar 101, B-pillar 102, C-pillar 103, door sill beam 104, horizontal and vertical beams 105, and bumper 106. The appearance structure typically includes structures such as hood 107, door panel 108, and window frame 109.

[0111] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to Figures 3 to 10.

[0112] Figure 3 is a plan view of a partial vehicle body frame provided in some embodiments of the present disclosure; Figure 4 is a schematic cross-sectional view of the first sill beam and the second sill beam in cooperation provided in some embodiments of the present disclosure; Figure 5 is a schematic cross-sectional view of the first sill beam and the second sill beam in cooperation provided in some embodiments of the present disclosure; Figure 6 is a schematic cross-sectional view of the first sill beam provided in some embodiments of the present disclosure; Figure 7 is a schematic cross-sectional view of the second sill beam provided in some embodiments of the present disclosure; Figure 8 is a schematic cross-sectional view of a partial vehicle body frame provided in some embodiments of the present disclosure, showing the first sill beam, the second sill beam, the seat crossbeam, and the space for accommodating the battery device; Figure 9 is a schematic cross-sectional view of the seat crossbeam, the force transmission component, and the second sill beam in cooperation provided in some embodiments of the present disclosure; Figure 10 is a schematic diagram of a laying method of a multilayer fiber composite material layer of continuous fiber composite material provided in some embodiments of the present disclosure.

[0113] In some embodiments of this disclosure, for ease of explanation, the length direction, width direction, and height direction of the vehicle frame are defined. In the accompanying drawings, the direction of arrow X is referred to as the "length direction of the vehicle frame," the direction of arrow Y as the "width direction of the vehicle frame," and the direction of arrow Z as the "height direction of the vehicle frame." Sometimes, the width direction of the vehicle frame is also referred to as the outer-inner direction of the vehicle frame.

[0114] As shown in Figures 3 to 5, a first aspect of this disclosure provides a vehicle 1000, which includes a vehicle body frame 100. The vehicle body frame 100 includes a first sill beam 1, a second sill beam 2, and a frame beam body 3. The frame beam body 3 has a first side and a second side facing away from each other, the first side facing the inside of the vehicle body frame and the second side facing the outside of the vehicle body frame. The first sill beam 1 is disposed on the first side of the frame beam body 3. Along the width direction of the vehicle body frame, the second sill beam 2 is disposed on the side of the first sill beam 1 facing away from the frame beam body 3, and one side of the second sill beam 2 is connected to the first sill beam 1, while the other side is used to connect to the chassis 200.

[0115] In embodiments of this disclosure, the frame beam body 3, together with the first sill beam 1 and the second sill beam 2, constitute at least a portion of the sill beam assembly (also referred to as the sill beam assembly) of the vehicle 1000. In some other embodiments, at least a portion of the frame beam body 3 is configured as the A-pillar 101, B-pillar 102, and C-pillar 103 of the vehicle 1000.

[0116] The frame beam body 3 includes a first side and a second side, wherein the first side refers to the side of the frame beam body 3 facing the interior space of the vehicle, and the second side refers to the side of the frame beam body 3 facing the exterior space of the vehicle.

[0117] In this embodiment, the sill beam assembly of the vehicle 1000 includes a first sill beam 1 and a second sill beam 2. Both the first sill beam 1 and the second sill beam 2 are main supporting components of the vehicle body frame 100, serving to support and reinforce the entire vehicle body frame 100. Moreover, the first sill beam 1 and the second sill beam 2 can effectively resist external impacts during a side collision of the vehicle 1000. Figures 2 to 4 only schematically show the first sill beam 1 and the second sill beam 2 on one side of the vehicle body frame 100. Those skilled in the art should understand that the number of side sill beams formed by the first sill beam 1 and the second sill beam 2 is two, and the two side sill beams are respectively located on opposite sides of the chassis 200 along the width direction of the vehicle body frame.

[0118] When the vehicle 1000 is in normal use, along the height direction of the vehicle frame, the first sill beam 1 and the second sill beam 2 are located below the door of the vehicle frame 100. It can be understood that the dimensions of the first sill beam 1 and the second sill beam 2 along the width direction of the vehicle frame are smaller than the dimensions of the first sill beam 1 and the second sill beam 2 along the length direction of the vehicle frame.

[0119] For example, the first sill beam 1 and the second sill beam 2 may be straight and extend along the length of the vehicle frame.

[0120] As another example, the first sill beam 1 and the second sill beam 2 may be bent and extend in a zigzag pattern along the length of the vehicle frame.

[0121] In this embodiment, the first sill beam 1 and the second sill beam 2 are two independent sill beam structures. The first sill beam 1 is located on the first side of the frame beam body 3, and the second sill beam 2 is located on the side of the first sill beam facing away from the frame beam body 3. Thus, the two independent sill beam structures are connected together, which can effectively improve the structural strength of the vehicle frame 100. In the event of an impact, the kinetic energy generated by the impact force will first act on the first sill beam 1 located on the outer side, causing the first sill beam 1 to deform first. The deformation of the first sill beam 1 can absorb the impact force generated by the collision. Thus, when the collision energy is transferred to the second sill beam 2 via the first sill beam 1, the collision energy will be weakened, thereby reducing or even eliminating the deformation of the second sill beam 2 located on the inner side. This reduces the force transmitted from the external impact to the chassis 200, thereby effectively improving the deformation resistance of the side sill beams and the chassis 200, effectively reducing the amount of intrusion, which is beneficial to protecting the integrity of the vehicle frame 100, reducing intrusion into the passenger compartment or the interior of the vehicle 1000, and mitigating the degree of injury to the occupants and the equipment inside the vehicle.

[0122] In addition, since the first sill beam 1 and the second sill beam 2 are independent of each other, after the vehicle frame 100 is damaged by a collision, only the damaged or severely deformed sill beams can be replaced (for example, only the first sill beam 1 located on the outside can be replaced), without having to replace the entire side sill beams together, which helps to reduce costs.

[0123] This disclosure does not specifically limit the connection method of the first threshold beam 1 and the second threshold beam 2. They can be connected by any suitable method such as fastening or bonding.

[0124] This disclosure does not specifically limit the materials of the first threshold beam 1 and the second threshold beam 2; any suitable material, such as metal, can be used.

[0125] In some embodiments of this disclosure, the first sill beam 1 is made of aluminum alloy; and / or the second sill beam 2 is made of aluminum alloy.

[0126] Compared with traditional steel materials, aluminum alloy materials are lighter, which can reduce the overall weight of the body frame 100, which is conducive to the lightweighting of the vehicle 1000, thereby effectively reducing fuel consumption, improving range, and improving economic performance.

[0127] In addition, using aluminum alloys for body materials provides sufficient corrosion resistance, avoiding the need for anti-corrosion coating after using steel alloys, thus saving costs.

[0128] The materials of the first threshold beam 1 and the second threshold beam 2 can be the same or different. In the embodiments of this disclosure, only the first threshold beam 1 can be made of aluminum alloy, only the second threshold beam 2 can be made of aluminum alloy, or both the first threshold beam 1 and the second threshold beam 2 can be made of aluminum alloy.

[0129] For example, the first sill beam 1 and / or the second sill beam 2 are made of 6082-T6 aluminum sheet. 6082-T6 aluminum sheet has good formability, allowing the first sill beam 1 and the second sill beam 2 to be processed into any required shape according to actual needs. Furthermore, 6082-T6 aluminum sheet has high strength, high hardness, and excellent corrosion resistance, which can effectively improve the strength and service life of the first sill beam 1 and the second sill beam 2.

[0130] Of course, those skilled in the art should understand that the first threshold beam 1 and the second threshold beam 2 can also be made of any other suitable material.

[0131] In some embodiments of this disclosure, the first sill beam 1 is an extruded integral structural component; and / or the second sill beam 2 is an extruded integral structural component.

[0132] Extrusion molding is an efficient, continuous, low-cost, and versatile molding process that allows for diverse cross-sectional shapes of the first sill beam 1 and the second sill beam 2 to accommodate the layout of the vehicle body frame 100 and the shape requirements of different positions on the vehicle 1000.

[0133] Moreover, the integrated structural components help improve the overall structural strength and rigidity of the first sill beam 1 and / or the second sill beam 2, and also help reduce the number of parts and reduce assembly difficulty.

[0134] In this embodiment of the disclosure, only the first sill beam 1 may be an extruded integral structural component, or only the second sill beam 2 may be an extruded integral structural component, or both the first sill beam 1 and the second sill beam 2 may be extruded integral structural components.

[0135] Of course, those skilled in the art should understand that in some other embodiments, the first sill beam 1 and / or the second sill beam 2 may also be manufactured by any other suitable process.

[0136] In some embodiments of this disclosure, as shown in Figures 5 to 7, the first sill beam 1 includes a first sill beam body 11 and at least one first reinforcing member 12. A first cavity 110 is formed within the first sill beam body 11, and the first reinforcing member 12 is disposed within the first cavity 110, dividing the first cavity 110 into at least two independent first sub-cavities 111. The second sill beam 2 includes a second sill beam body 21 and at least one second reinforcing member 22. A second cavity 210 is formed within the second sill beam body 21, and the second reinforcing member 22 is disposed within the second cavity 210, dividing the second cavity 210 into at least two independent second sub-cavities 211.

[0137] The first sill beam 1 and the second sill beam 2 extend along the length of the vehicle frame and are generally tubular. The cross-sections of both the first sill beam 1 and the second sill beam 2 are closed. The first sill beam 1 includes a first sill beam body 11, and the second sill beam 2 includes a second sill beam body 21. In this embodiment, a first cavity 110 and a second cavity 210 are formed in the first sill beam body 11 and the second sill beam body 21, respectively. This reduces the weight of the material. Moreover, in the event of a collision, the first cavity 110 and the second cavity 210 will deform to absorb the impact force during the collision, thereby reducing the destructive power of the collision impact force.

[0138] In addition, a first reinforcing member 12 and a second reinforcing member 22 are respectively provided in the first cavity 110 and the second cavity 210, which can provide additional structural support for the first sill beam 1 and the second sill beam 2, thereby enhancing the overall rigidity and strength of the first sill beam 1 and the second sill beam 2, further strengthening the ability of the first sill beam 1 and the second sill beam 2 to resist collisions, reducing their deformation, reducing the amount of intrusion into the interior of the vehicle 1000, and improving reliability and stability.

[0139] In this embodiment, there are multiple first reinforcing members 12 in the first sill beam body 11 and multiple second reinforcing members 22 in the second sill beam body 21. The multiple first reinforcing members 12 intersect each other to form a grid, and the multiple second reinforcing members 22 intersect each other to form a grid, thereby dividing the first cavity 110 and the second cavity 210 into multiple first sub-cavities 111 and multiple second sub-cavities 211, respectively.

[0140] This disclosure does not specifically limit the number of the first reinforcing member 12 and the second reinforcing member 22; there can be only one, or two, three, or more. Nor does it specifically limit the intersection method of the first reinforcing member 12 and the second reinforcing member 22. The first reinforcing member 12 and the second reinforcing member 22 can divide the first cavity 110 and the second cavity 210 into first sub-cavities 111 and second sub-cavities 211 with cross-sectional shapes of any suitable shape, such as rectangles, squares, or triangles. Those skilled in the art can make specific settings according to actual conditions. The multiple first sub-cavities 111 can have the same or different shapes, and the multiple second sub-cavities 211 can have the same or different shapes.

[0141] Of course, in some other embodiments, the first cavity 110 may be formed only inside the first sill beam body 11, and the second sill beam body 21 may be filled with a solid filler, so that the second sill beam 2 is generally solid. In this way, when the vehicle is hit by a collision, the first sill beam 1 will be more likely to deform, thereby absorbing more collision energy through deformation. The second sill beam 2 will have a stronger resistance to deformation, thus making the second sill beam 2 less likely to deform, thereby preventing the second sill beam 2 from intruding too much into the vehicle 1000 and reducing the amount of intrusion.

[0142] For example, the filler may be a resin-filled structure, including polyurea and / or polyurethane.

[0143] In some embodiments of this disclosure, the wall thickness of the first threshold beam body 11 is less than the wall thickness of the second threshold beam body 21, and / or the thickness of the first reinforcing member 12 is less than the thickness of the second reinforcing member 22.

[0144] In this embodiment, the wall thickness of the first sill beam body 11 is slightly less than the wall thickness of the second sill beam body 21, and the thickness of the first reinforcing member 12 is slightly less than the thickness of the second reinforcing member 22. This results in the overall stiffness and strength of the first sill beam 1 being slightly less than that of the second sill beam 2, meaning the first sill beam 1 is more prone to deformation than the second sill beam 2. Consequently, in the event of a collision, the first sill beam 1, being closer to the outer side of the vehicle frame, is more likely to deform, thus absorbing more collision energy. This reduces the collision energy transmitted to the second sill beam 2, reducing or even eliminating the deformation of the second sill beam 2. This further reduces the likelihood of excessive intrusion into the vehicle interior due to excessive deformation of the second sill beam 2, which is closer to the inner side of the vehicle frame, thereby reducing the potential harm to occupants and interior devices of the vehicle 1000.

[0145] For example, the wall thickness of the first sill beam body 11 is in the range of 2mm to 3mm, such as 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, etc. The thickness of the first reinforcing member 12 is in the range of 2mm to 3mm, such as 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm.

[0146] For example, the wall thickness of the second sill beam body 21 is in the range of 2mm to 4mm. For instance, the wall thickness of the second sill beam body 21 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4.0mm, etc. The thickness of the second reinforcing member 22 is in the range of 2mm to 3.5mm. For instance, the thickness of the second reinforcing member 22 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc.

[0147] In some embodiments of this disclosure, the first sill beam body 11 and the first reinforcing member 12 are made of the same or different materials; and / or the second sill beam body 21 and the second reinforcing member 22 are made of the same or different materials.

[0148] In this embodiment, the first sill beam body 11 of the first sill beam 1 and the first reinforcing member 12 are made of the same material, both being aluminum alloy materials formed into an integral structure by extrusion molding. The second sill beam body 21 of the second sill beam 2 and the second reinforcing member 22 are also made of the same material, both being aluminum alloy materials formed into an integral structure by extrusion molding. This reduces the types of raw materials, the number of parts, and also helps to reduce assembly difficulty.

[0149] In some other embodiments, the first sill beam body 11 and the first reinforcing member 12, and the second sill beam body 21 and the second reinforcing member 22, may also be made of different materials and then assembled together, thereby improving assembly flexibility. Assembly methods include, but are not limited to, welding, plugging, snap-fitting, etc.

[0150] In some embodiments of this disclosure, the first sill beam 1 and the second sill beam 2 are fastened together by fasteners 4.

[0151] The fastener connection has high strength and reliability, thereby improving the connection strength between the first sill beam 1 and the second sill beam 2, making the connection between the first sill beam 1 and the second sill beam 2 more compact.

[0152] Moreover, the first sill beam 1 and the second sill beam 2 can be detachably connected by fasteners 4, making it easier to replace and maintain the first sill beam 1 and the second sill beam 2.

[0153] For example, fastener 4 includes, but is not limited to, bolts, studs, screws, etc.

[0154] In some embodiments of this disclosure, as shown in Figures 6 and 7, at least a portion of the first sill beam 1 is recessed in the direction of the frame beam body 3 along the width direction of the vehicle frame, forming a recessed portion 13, and at least a portion of the second sill beam 2 is protruding in the direction of the frame beam body, forming a protruding portion 23, and at least a portion of the protruding portion 23 extends into the recessed portion 13 and cooperates with the recessed portion 13.

[0155] Along the width direction of the vehicle frame, the first sill beam 1 is recessed on the side facing away from the frame beam body 3 to form a recessed portion 13, and the second sill beam 2 protrudes on the side facing the first sill beam 1 to form a protruding portion 23. The recessed portion 13 and the protruding portion 23 have roughly the same shape. Thus, the first sill beam 1 and the second sill beam 2 can be connected more tightly by the cooperation of the protruding portion 23 and the recessed portion 13.

[0156] Moreover, since the protrusion 23 extends at least partially into the recess 13, the first threshold beam 1 and the second threshold beam 2 can be at least partially nested together, thereby increasing the contact area when the first threshold beam 1 and the second threshold beam 2 are connected to each other, making it less likely for them to wobble relative to each other, improving the connection strength and enhancing the structural stability.

[0157] The extension can be either a partial extension of the protrusion 23 into the recess 13, or a complete extension of the protrusion 23 into the recess 13.

[0158] In some embodiments of this disclosure, along the height direction of the vehicle frame, the first sill beam 1 includes a first segment 14 and a second segment 15 connected to each other, and the second sill beam 2 includes a third segment 24 and a fourth segment 25 connected to each other. Along the width direction of the vehicle frame, the width of the second segment 15 is less than the width of the first segment 14. A recess 13 is formed in the area between the side of the second segment 15 facing away from the frame beam body 3 and the side of the first segment 14 facing away from the frame beam body 3. At least a portion of the fourth segment 25 protrudes towards the frame beam body 3 to form a protrusion.

[0159] Since the width of the second segment 15 is smaller than the width of the first segment 14, a certain gap area will be formed between the side of the second segment 15 facing away from the frame beam body 3 and the side of the first segment 14 facing away from the frame beam body 3, and a recess 13 is formed in this gap area.

[0160] Therefore, the connection between the first threshold beam 1 and the second threshold beam 2 can be made tighter through the cooperation of the recessed part 13 and the protruding part 23, which is conducive to improving the connection reliability.

[0161] In this embodiment, along the height direction of the vehicle frame, the second segment 15 is located below the first segment 14, that is, the recess 13 is formed in the lower region of the first sill beam 1. In some other embodiments, along the height direction of the vehicle frame, the second segment 15 may also be located above the first segment 14, that is, the recess 13 is formed in the upper region of the first sill beam 1, or the recess 13 may also be formed in the middle region of the first sill beam 1. This embodiment does not specifically limit the positions of the recess 13 and the protrusion 23, as long as the recess 13 and the protrusion 23 can cooperate to improve the connection reliability of the first sill beam 1 and the second sill beam 2.

[0162] In some embodiments of this disclosure, the fastener 4 includes a first fastener 41 that fastens the first segment 14 and the third segment 24 from the inside of the vehicle frame, and / or the fastener 4 includes a second fastener 42 that fastens the protrusion 23 of the second segment 15 and the fourth segment 25 from the outside of the vehicle frame.

[0163] As shown in Figure 4, along the width direction of the vehicle frame, the first fastener 41 passes through the third section 24 from the inside of the vehicle frame and extends into the first section 14, thereby connecting the first sill beam 1 and the second sill beam 2 from the inside. Connecting the first section 14 and the third section 24 from the inside of the vehicle frame can ensure the connection strength of the first sill beam 1 and the second sill beam 2 without affecting the collapse deformation of the first sill beam 1. This makes the side of the first section 14 facing the outside of the vehicle frame more prone to collapse deformation than the side facing the inside of the vehicle frame when the vehicle 1000 is impacted, thereby absorbing the impact force generated by the collision.

[0164] The second fastener 42 fastens the second section 15 and the fourth section 25 from the outside of the vehicle frame, which can further improve the connection strength of the first sill beam 1 and the second sill beam 2. Moreover, since the width of the second section 15 is smaller than the width of the first section 14, the second fastener 42 is fastened from the side with the smaller width, which makes assembly easier. At the same time, the size of the second fastener 42 does not need to be too large, which helps to save costs.

[0165] In addition, the smaller size of the second fastener 42 makes the surface of the first sill beam 1 facing the frame beam body 3 flatter, which is more conducive to the assembly of the frame beam body 3 and the first sill beam 1.

[0166] In this embodiment, the fastener 4 includes both a first fastener 41 connecting from the inside of the vehicle frame and a second fastener 42 connecting from the outside of the vehicle frame, thereby providing better connection strength. In some other embodiments, the fastener 4 may include only the first fastener 41 connecting from the inside of the vehicle frame, or only the second fastener 42 connecting from the outside of the vehicle frame.

[0167] In some embodiments of this disclosure, there are multiple fasteners 4, which are spaced apart along the length of the vehicle frame. The fasteners 4 include bolted connectors.

[0168] Therefore, multiple fasteners 4 can improve the connection stability of the first sill beam 1 and the second sill beam 2.

[0169] In addition, fasteners 4 include, but are not limited to, bolted connectors. Bolted connectors are low in cost, easy to install, and highly versatile, suitable for connecting and installing various materials and complex structures. Bolted connectors can also improve the overall structural stiffness and strength of the first sill beam 1 and the second sill beam 2, enabling them to better resist impact forces.

[0170] Of course, those skilled in the art will understand that in some other embodiments, the fastener 4 may be any other suitable fastener 4.

[0171] In some embodiments of this disclosure, as shown in Figures 8 and 9, the first sill beam 1 and the second sill beam 2 extend along the length direction of the vehicle frame. The vehicle frame 100 also includes a seat crossbeam 5, which extends along the width direction of the vehicle frame. Along the width direction of the vehicle frame, the seat crossbeam 5 is connected to the side of the second sill beam 2 opposite to the first sill beam 1, and along the height direction of the vehicle frame, the seat crossbeam 5 is located above the chassis 200.

[0172] The seat crossbeam 5 refers to the skeleton crossbeam structure used to support and fix the vehicle seat. Typically, along the width direction of the vehicle frame, the two ends of the seat crossbeam 5 are connected to the second door sill beam 2 located on opposite sides of the vehicle body.

[0173] Therefore, when the impact energy generated by the collision passes through the first sill beam 1 and the second sill beam 2, it is not completely absorbed and will continue to be transmitted to the seat crossbeam 5 connected to the second sill beam 2. The seat crossbeam 5 can also absorb part of the impact force. In this way, when the first sill beam 1 and the second sill beam 2 undergo collapse deformation, the remaining impact force can be further dispersed to the seat crossbeam 5, thereby further reducing the destructive power of the collision impact force and reducing the possibility of damage to the chassis 200 and the internal battery device.

[0174] In some embodiments of this disclosure, the seat crossbeam 5 includes a seat crossbeam connector 51, at least a portion of which overlaps above the second sill beam 2. The seat crossbeam connector 51 is fastened to the second sill beam 2 by self-tapping screws 6, thereby securing the seat crossbeam 5 to the second sill beam 2.

[0175] As shown in Figure 9, the seat crossbeam connector 51 is at least partially bent to form a first bent portion 511 and a second bent portion 512. The first bent portion 511 extends parallel to the height direction of the second sill beam 2 and is disposed close to the surface of the second sill beam 2 facing away from the first sill beam 1. The second bent portion 512 extends parallel to the width direction of the second sill beam 2 and overlaps the top of the second sill beam 2. The self-tapping screw 6 passes through the second bent portion 512 and the second sill beam 2, thereby achieving a tight connection between the two. This connection method has good stability and high reliability.

[0176] Therefore, the seat crossbeam 5 can be detachably fastened to the second door sill beam 2 by self-tapping screws 6, which makes it easier for later installation and maintenance.

[0177] In addition, the self-tapping screw 6 can directly drill, tap, fix and lock in the material through its own thread without the need for pre-drilling, which greatly simplifies the installation process. Moreover, the self-tapping screw 6 has high strength, wide applicability and high cost-effectiveness.

[0178] Of course, those skilled in the art should understand that in some other embodiments, the seat beam 5 may also be connected to the second sill beam 2 by any other suitable connection method.

[0179] In some embodiments of this disclosure, structural adhesive is provided between the seat crossbeam connector 51 and the second sill beam 2.

[0180] Structural adhesives are a type of adhesive with high strength, capable of withstanding large loads, and exhibiting good resistance to aging, fatigue, and corrosion.

[0181] Structural adhesive is also provided between the seat crossbeam connector 51 and the second sill beam 2. This structural adhesive can further enhance the connection strength between the seat crossbeam connector 51 and the second sill beam 2, and make the connection between the seat crossbeam connector 51 and the second sill beam 2 tighter. This reduces abnormal noise caused by contact and collision between the second sill beam 2 and the seat crossbeam connector 51 during the movement of the vehicle 1000.

[0182] In some embodiments of this disclosure, as shown in FIG8, the second sill beam 2, facing away from the first sill beam 1, together with the seat crossbeam 5 and the chassis 200, forms a receiving space 10 for accommodating the battery device.

[0183] In this embodiment of the disclosure, the vehicle 1000 includes a new energy vehicle. The body frame 100 includes a housing space 10 for accommodating a battery device, the housing space 10 being enclosed by a second sill beam 2, a seat crossbeam 5, and a chassis 200.

[0184] In the event of a collision involving vehicle 1000, the first sill beam 1 and the second sill beam 2 can collapse and absorb energy, thereby maximizing the absorption of collision energy. Furthermore, the remaining collision energy can be further dispersed through the seat crossbeam 5, thereby reducing the intrusion damage. Therefore, placing the battery device within the containment space 10 formed by the second sill beam 2, the seat crossbeam 5, and the chassis 200 can reduce the possibility of damage to the battery device due to excessive intrusion, resulting in higher reliability.

[0185] In some embodiments of this disclosure, as shown in FIG8, the vehicle frame 100 further includes at least one force transmission member 7, which is located within the accommodating space 10. Along the width direction of the vehicle frame, the force transmission member 7 is connected to the side of the second sill beam 2 facing away from the first sill beam 1 and is located between the second sill beam 2 and the battery device.

[0186] Therefore, the force transmission component 7 can further absorb the energy generated by the collision. By placing the force transmission component 7 between the second sill beam 2 and the battery device, the impact energy that the first sill beam 1 and the second sill beam 2 failed to fully absorb can be further absorbed by the force transmission component, thus limiting the transmission of impact force to the battery device to the greatest extent and reducing the possibility of damage to the battery device.

[0187] In addition, placing the force transmission component 7 between the second door sill beam 2 and the battery device can reduce the possibility of the battery device shifting during the operation of the vehicle 1000, and further reduce the possibility of damage to the battery device.

[0188] For example, the force transmission element 7 can be a casting, and any suitable commercially available force transmission element can be used.

[0189] In this embodiment, there are multiple force transmission components 7, which are spaced apart along the length of the vehicle frame. In some other embodiments, there may be only one force transmission component 7, which extends along the length of the vehicle frame and is entirely filled between the second sill beam 2 and the battery device.

[0190] In some embodiments of this disclosure, at least one mounting portion 26 is formed on the side of the second sill beam 2 facing away from the first sill beam 1 along the width direction of the vehicle frame. The force transmission member 7 is fixedly connected to the mounting portion 26 by a pop rivet 8 and structural adhesive.

[0191] As shown in Figures 7 and 9, in this embodiment of the present disclosure, the second sill beam 2 has two mounting portions 26 on the side facing away from the first sill beam 1. The two mounting portions 26 are arranged at intervals along the height direction of the vehicle frame, and the mounting portions 26 are used to mount the force transmission component 7. In some other embodiments, the second sill beam 2 may also have only one mounting portion 26.

[0192] Since the force transmission component 7 is located inside the vehicle body frame, this disclosure uses blind rivets 8 to connect the force transmission component 7 to the second sill beam 2. The blind rivets 8 are suitable for single-sided riveting, making the connection between the force transmission component 7 and the second sill beam 2 more convenient and providing good connection stability. Moreover, the blind rivets 8 have better connection strength, which helps to improve the connection reliability between the force transmission component 7 and the second sill beam 2.

[0193] As shown in Figure 9, the cross-section of one of the mounting parts 26 of the second threshold beam 2 is generally triangular, and the hypotenuse of the triangle forms the mounting surface of the mounting part 26. The cross-section of the other mounting part 26 is generally trapezoidal, and the upper side of the trapezoid forms the mounting surface of the mounting part 26. In this way, the two blind rivets 8 can be installed in different mounting directions, and they are less likely to interfere with each other. This also reduces the space occupied by the blind rivets 8 in the accommodating space 10, which is beneficial to improving space utilization.

[0194] Of course, those skilled in the art should understand that in some other embodiments, the cross-section of the mounting portion 26 may also be any other suitable shape.

[0195] In addition, structural adhesive is provided between the force transmission component 7 and the mounting part 26, thereby further improving the connection strength between the force transmission component 7 and the second sill beam 2.

[0196] In some embodiments of this disclosure, the first threshold beam 1 is fixedly connected to the first side of the frame beam body 3 by structural adhesive.

[0197] Therefore, the structural adhesive is used to fix the frame beam body 3 to the first threshold beam 1, resulting in high connection strength, better fit, and convenient operation.

[0198] In some embodiments of this disclosure, the frame beam body 3 comprises a continuous fiber composite material.

[0199] The inclusion of continuous fiber composite material in the main body of the frame beam 3 means that at least a portion of the main body of the frame beam 3 is made of continuous fiber composite material. On the one hand, continuous fiber composite material has high strength and stiffness, which helps to improve the collision resistance of the vehicle body frame 100. On the other hand, fiber composite material has lightweight characteristics, which helps to reduce the weight of the vehicle body frame 100, thereby helping to reduce the fuel consumption of the vehicle 1000 and improve the economic performance of the vehicle 1000.

[0200] Moreover, continuous fiber composite materials are less prone to rusting, and their manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Using continuous fiber composite materials to manufacture the main frame beam 3 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus reducing the manufacturing cost of vehicle 1000.

[0201] In some embodiments of this disclosure, the frame beam body 3 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.

[0202] Composite materials formed from continuous fibers and thermoplastic resin matrices possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the main frame beam. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material layers can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0203] In some embodiments of this disclosure, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the frame beam body 3.

[0204] Thus, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and the continuous fiber composite board is then molded to form a frame beam body 3 with cavities.

[0205] Using molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body 3, so as to ensure the mechanical properties and structural integrity of the frame beam body 3 as much as possible.

[0206] For example, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0207] 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.

[0208] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0209] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0210] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer fiber composite material layer, enabling the fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0211] 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.

[0212] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0213] Therefore, the composite material formed by using continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 3.

[0214] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0215] In some embodiments of this disclosure, the continuous fiber comprises 60 to 80 parts by weight, the thermoplastic resin matrix comprises 20 to 40 parts by weight, and the sum of the parts by weight of the continuous fiber and the thermoplastic resin matrix comprises 100 parts by weight.

[0216] By controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for manufacturing the main body of the frame beam 3.

[0217] 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.

[0218] 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.

[0219] 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.

[0220] 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.

[0221] 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.

[0222] 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.

[0223] 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.

[0224] 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.

[0225] For example, the lubricant includes white oil.

[0226] 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.

[0227] 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.

[0228] In some embodiments of this disclosure, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0229] 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 3 is kept low, thereby reducing the deformation of the frame beam body 3 caused by excessive absorption of water from the external environment during the use of the vehicle 1000.

[0230] 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.

[0231] In some embodiments of this disclosure, 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.

[0232] 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.

[0233] In some embodiments of this disclosure, as shown in FIG10, in the outermost two continuous fiber composite material layers on any side of the frame beam body 3 along the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0234] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impacts to the internal structure of the frame beam, and help enhance the impact resistance of the frame beam.

[0235] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the frame beam body 3 includes B-pillar 102, the extension direction of B-pillar 102 is along the vertical direction of the vehicle frame, that is, the height direction of the vehicle frame is the direction in which the continuous fiber laying angle is 0°.

[0236] 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°.

[0237] In some embodiments of this disclosure, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0238] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0239] 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.

[0240] 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, thus maximizing the structural strength and stiffness of the frame beam body 3.

[0241] In some embodiments of this disclosure, the thickness of the frame beam body 3 is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0242] The thickness of the frame beam body 3 is within a reasonable range, so that the thickness of the frame beam body 3 can meet the rigidity and strength requirements of the vehicle body frame 100, and can reduce the aesthetics of the vehicle body frame 100 caused by excessive thickness of the frame beam body 3, or interference with the installation of other parts of the vehicle 1000.

[0243] For example, the thickness of the frame beam body 3 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc.

[0244] By keeping the thickness of the single-layer continuous fiber composite material layer within the range of 0.2mm to 0.3mm, on the one hand, the risk of insufficient structural strength and rigidity of the single-layer continuous fiber composite material layer due to excessively low thickness is reduced; on the other hand, it is to reduce the problem of excessive thickness of the frame beam body 3 due to excessively high thickness of the continuous fiber composite material layer during the laying of multiple continuous fiber composite layers. This reduces the risk of problems such as interference with the overall aesthetic performance of the vehicle frame 100 or the installation of other components of the vehicle 1000.

[0245] 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.

[0246] In some embodiments of this disclosure, the vehicle 1000 further includes a chassis 200, with the body frame 100 located above the chassis 200 and detachably connected to the chassis 200.

[0247] Therefore, by detachably connecting the body frame 100 and the chassis 200, the body frame 100 and the chassis 200 can be separated and decoupled, allowing the body frame 100 to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis 200, making it adaptable to various vehicle models.

[0248] For example, the vehicle frame 100 and chassis 200 can be disassembled and connected by fastening with fasteners.

[0249] As another example, the vehicle frame 100 and the chassis 200 can be detachably connected by snap-fit.

[0250] As another example, the vehicle frame 100 and the chassis 200 can be detachably connected by locking.

[0251] In some embodiments of this disclosure, the vehicle frame 100 and the chassis 200 together enclose the passenger compartment of the vehicle 1000, and the vehicle 1000 includes a battery device, the housing of which forms the floor of the passenger compartment.

[0252] The battery unit is used to power the vehicle 1000. For example, the battery unit can serve as the operating power source for the vehicle 1000, meeting its power needs during starting, navigation, and driving. The battery unit can also serve as the driving power source for the vehicle 1000, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 1000.

[0253] Therefore, by integrating the battery pack into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall weight of the vehicle 1000. It also makes the structure of the vehicle 1000 more compact and makes more efficient use of the interior space of the vehicle 1000.

[0254] The following describes specific examples of some embodiments of this disclosure with reference to the accompanying drawings.

[0255] As a concrete example, the vehicle frame 100 includes a side sill structure, which comprises an outer side panel (frame beam 3), an outer aluminum extruded beam (first sill beam 1), and an inner aluminum extruded beam (second sill beam 2). The inner aluminum extruded beam houses the battery pack structure (battery unit), with the upper side of the battery pack resting on the seat crossbeam 5. Multiple impact force transmission box structures (force transmission components 7) are designed between the inner aluminum extruded beam and the battery pack structure. During a pole impact, the impact first occurs on the outer side panel and the outer aluminum extruded beam, then the force and energy are transferred to the inner aluminum extruded beam. The remaining force and energy are transferred to the force transmission boxes, and finally to the seat crossbeam and the battery pack structure. This three-layer protection effectively protects the battery pack structure, reduces intrusion, and eliminates safety hazards.

[0256] The outer side panel can be made of PP+GF70 material, while the outer and inner aluminum extruded beams can be made of 6082-T6 aluminum alloy. The outer side panel and the outer aluminum extruded beams are connected by structural adhesive, and the outer and inner aluminum extruded beams are connected by two rows of bolts (fasteners 4). The upper bolts (first fastener 41) are the main connection structure, and the lower bolts (second fastener 42) are the auxiliary connection structure. The seat crossbeam 5 and the inner aluminum extruded beams are connected using a combination of FDS (self-tapping screws 6) and structural adhesive. The force transmission box and the inner aluminum extruded beams are connected using a combination of blind rivets (blind rivets 8) and structural adhesive, greatly improving connection strength. This creates a closed, continuous, and progressive collision structure strategy throughout the entire pole impact process, effectively absorbing and transferring energy while improving structural strength and preventing excessive intrusion from damaging the battery pack.

[0257] The side sill structure was simulated using simulation software to analyze the side impact of the pole. The results showed that compared with the traditional steel structure side sill, the side sill using the aluminum extruded beam structure of the inner and outer side sills reduced the vehicle body intrusion by 11% in the side impact test.

[0258] 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: a vehicle body frame, the vehicle body frame comprising: a frame rail body having a first side facing an inner side of the vehicle body frame and a second side facing an outer side of the vehicle body frame; a first rocker rail provided on the first side of the frame rail body; and a second rocker rail provided on a side of the first rocker rail facing away from the frame rail body along a width direction of the vehicle body frame, and having one side connected with the first rocker rail and the other side configured to be connected with a chassis. 2.The vehicle according to claim 1, wherein: the first rocker rail is made of an aluminum alloy material; and / or the second rocker rail is made of an aluminum alloy material. 3.The vehicle according to claim 1 or 2, wherein: the first rocker rail is an extruded one-piece structural member; and / or the second rocker rail is an extruded one-piece structural member. 4.The vehicle according to claim 1, wherein: the first rocker rail comprises a first rocker rail body having a first cavity formed therein and at least one first reinforcement provided in the first cavity and dividing the first cavity into at least two independent first sub-cavities; and the second rocker rail comprises a second rocker rail body having a second cavity formed therein and at least one second reinforcement provided in the second cavity and dividing the second cavity into at least two independent second sub-cavities. 5.The vehicle according to claim 4, wherein: a wall thickness of the first rocker rail body is smaller than a wall thickness of the second rocker rail body; and / or a thickness of the first reinforcement is smaller than a thickness of the second reinforcement. 6.The vehicle according to claim 4 or 5, wherein: the first rocker rail body and the first reinforcement are made of the same material or different materials; and / or the second rocker rail body and the second reinforcement are made of the same material or different materials. 7.The vehicle according to any one of claims 1 to 6, wherein: the first rocker rail and the second rocker rail are fastened together by fasteners. 8.The vehicle according to claim 7, wherein: at least a portion of the first rocker rail is recessed to form a recessed portion facing the frame rail body along a width direction of the vehicle body frame, and at least a portion of the second rocker rail is protruded to form a protruded portion facing the frame rail body, and at least a portion of the protruded portion is inserted into the recessed portion to cooperate with the recessed portion. 9.The vehicle according to claim 8, wherein: the first rocker rail comprises a first section and a second section connected with each other along a height direction of the vehicle body frame, and the second rocker rail comprises a third section and a fourth section connected with each other along the height direction of the vehicle body frame. Wherein, along the width direction of the vehicle frame, the width of the second section is less than the width of the first section, and the recessed portion is formed in the area between the side of the second section facing away from the main body of the frame beam and the side of the first section facing away from the main body of the frame beam, and at least a portion of the fourth section protrudes towards the main body of the frame beam to form the protruding portion.

10. The vehicle according to claim 9, wherein, The fastener includes a first fastener that secures the first section and the third section from the inside of the vehicle frame; and / or The fastener includes a second fastener that secures the protrusion of the second section and the fourth section from the outside of the vehicle frame.

11. The vehicle according to any one of claims 7 to 10, wherein, The number of fasteners is multiple, and the multiple fasteners are spaced apart along the length direction of the vehicle frame; The fasteners include bolted connectors.

12. The vehicle according to any one of claims 1 to 11, wherein, The first sill beam and the second sill beam extend along the length direction of the vehicle frame; The vehicle frame also includes a seat crossbeam that extends along the width of the vehicle frame; Wherein, along the width direction of the vehicle frame, the seat crossbeam is connected to the second sill beam on the side opposite to the first sill beam, and along the height direction of the vehicle frame, the seat crossbeam is located above the chassis.

13. The vehicle according to claim 12, wherein, The seat crossbeam includes a seat crossbeam connector, at least a portion of which overlaps above the second sill beam. The seat crossbeam connector is fastened to the second sill beam by self-tapping screws, thereby ensuring a secure connection between the seat crossbeam and the second sill beam.

14. The vehicle according to claim 13, wherein, Structural adhesive is provided between the seat crossbeam connector and the second sill beam.

15. The vehicle according to any one of claims 12 to 14, wherein, The second sill beam faces away from the first sill beam and together with the seat crossbeam and the chassis, forms a space for accommodating the battery device.

16. The vehicle according to claim 15, wherein, The vehicle frame also includes at least one force transmission component located within the accommodating space. Along the width direction of the vehicle frame, the force transmission component is connected to the side of the second sill beam opposite to the first sill beam and is located between the second sill beam and the battery device.

17. The vehicle according to claim 16, wherein, Along the width direction of the vehicle frame, at least one mounting portion is formed on the side of the second sill beam opposite to the first sill beam; The force transmission component is fixedly connected to the mounting part by pop rivets and structural adhesive.

18. The vehicle according to any one of claims 1 to 17, wherein, The first threshold beam is fixedly connected to the first side of the frame beam body by structural adhesive.

19. The vehicle according to any one of claims 1 to 18, wherein, The main body of the frame beam is composed of continuous fiber composite material.

20. The vehicle according to claim 19, 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.

21. The vehicle according to claim 20, 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.

22. The vehicle according to claim 20 or 21, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

23. The vehicle according to claim 22, 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.

24. The vehicle according to any one of claims 20 to 23, wherein, The continuous fiber comprises 60 to 80 parts by weight, the thermoplastic resin matrix comprises 20 to 40 parts by weight, and the sum of the weight parts of the continuous fiber and the weight parts of the thermoplastic resin matrix is ​​100.

25. The vehicle according to any one of claims 20 to 24, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

26. The vehicle according to any one of claims 20 to 25, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

27. The vehicle according to any one of claims 20 to 26, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

28. The vehicle according to any one of claims 20 to 27, 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.

29. The vehicle according to claim 28, 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°.

30. The vehicle according to claim 29, wherein, The continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 25° to 75°.

31. The vehicle according to claim 29 or 30, 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.

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

33. The vehicle of any one of claims 1-32, wherein, The vehicle also includes: The chassis, wherein the vehicle frame is located above the chassis and is detachably connected to the chassis.

34. The vehicle according to claim 33, 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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