Vehicle

Abstract

A vehicle (1000). The vehicle (1000) comprises a vehicle body frame (200), the vehicle body frame (200) comprising a frame beam body (30), a reinforcing pillar (1) and a connecting assembly (2), wherein the frame beam body (30) forms a groove (32), and the groove (32) comprises a first section (321), a second section (322) and a third section (323), the first section (321) being configured to fit with an upper side beam (4) of the vehicle body frame (200), the third section (323) being configured to fit with a sill beam (5) of the vehicle body frame (200), and the second section (322) extending and connecting the first section (321) and the third section (323); the reinforcing pillar (1) is at least filled in the second section (322); the connecting assembly (2) comprises a first joint (21) and a second joint (22) which are connected to the frame beam body (30), the first joint (21) being configured to connect to the upper side beam (4), and the second joint (22) being configured to connect to the sill beam (5); and the first joint (21) is in plug-in fit with the reinforcing pillar (1), and / or the second joint (22) is in plug-in fit with the reinforcing pillar (1).

Description

vehicle

[0001] Cross-reference to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411864300.4, filed on December 17, 2024, entitled “Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of automotive manufacturing technology, and more particularly to vehicles. Background Technology

[0004] From the perspective of market development, people have placed higher demands on vehicle safety performance. In particular, a vehicle's impact resistance is related to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. Therefore, how to further improve vehicle impact resistance is one of the research topics that the industry needs to study. Summary of the Invention

[0005] To solve the above-mentioned technical problems, this disclosure provides a vehicle with high impact resistance.

[0006] This disclosure is achieved through the following technical solution.

[0007] The first aspect of this disclosure provides a vehicle including a body frame. The body frame includes a frame beam body, reinforcing pillars, and connecting components. The frame beam body forms a groove, which includes a first section, a second section, and a third section. The first section is used to mate with the upper side beam of the body frame, and the third section is used to mate with the sill beam of the body frame. The second section extends and connects the first section and the third section. The reinforcing pillar is at least filled in the second section. The connecting components include a first connector and a second connector connected to the frame beam body. The first connector is used to connect with the upper side beam, and the second connector is used to connect with the sill beam. The first connector is inserted into the reinforcing pillar, and / or the second connector is inserted into the reinforcing pillar.

[0008] In the embodiments of this disclosure, on the one hand, by setting up reinforcing columns, the main load-bearing component of the vehicle frame is transformed from the frame beam body to the reinforcing column. That is, the reinforcing column helps to increase the tensile and compressive strength of the frame beam body along the extension direction of the reinforcing column, making the frame beam body more robust when subjected to tensile and compressive loads. At the same time, the reinforcing column helps to improve the rigidity of the frame beam body and reduce the deformation of the frame beam body under stress. On the other hand, in the embodiments of this disclosure, the reinforcing column is connected between the upper side beam and the sill beam of the vehicle body through the first joint and the second joint. The first joint and the second joint can restrict the two ends of the extension direction of the reinforcing column, which is beneficial to improving the reliability of the reinforcing column, so as to further ensure the rigidity and strength of the vehicle and improve the safety of the vehicle. Furthermore, the first and / or second joints are connected to the reinforcing column via a plug-in connection. Firstly, this allows the first and / or second joints to connect to the outer circumferential and end faces of the reinforcing column, improving connection strength. Secondly, the first and / or second joints can limit the reinforcing column in the extension direction, improving its compressive strength in that direction. Thirdly, the plug-in connection method facilitates the connection operation. Additionally, the frame beam body forms a groove. This groove serves two purposes: firstly, it strengthens the structure and secondly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact energy. Furthermore, the groove provides installation space for the reinforcing column.

[0009] In other words, the embodiments of this disclosure improve the structural strength and stiffness of the vehicle's sides, reduce the intrusion of the vehicle's sides into the passenger compartment during a side collision, and improve the vehicle's resistance to side impacts. Furthermore, the high structural strength of the vehicle's sides also reduces the degree of deformation under vertical pressure. In addition, the addition of reinforcing pillars eliminates the need for inner panels, reduces the number of parts, and simplifies the processing and assembly process.

[0010] In some embodiments, the first connector is provided with a first insertion groove, and the end of the reinforcing column near the upper beam is inserted into the first insertion groove.

[0011] By setting a first insertion groove in the first joint, a plug-in fit is achieved between the first joint and the end of the reinforcing column near the upper beam. The inserted portion of the reinforcing column engages with the circumferential sidewall and bottom wall of the first insertion groove, thereby increasing the contact area between the first joint and the reinforcing column, and thus improving the connection strength and achieving a more reliable connection. Furthermore, the first joint is located at one end of the reinforcing column along its extension direction, which increases the compressive strength of the reinforcing column in its extension direction. This makes the reinforcing column less susceptible to damage from downward pressure or upward impact, improving vehicle reliability, structural strength and rigidity, and impact resistance.

[0012] In some embodiments, the groove wall of the first insertion slot is provided with at least one first connection hole extending through the outer peripheral surface of the first connector, and the outer peripheral surface of the reinforcing post is provided with at least one second connection hole. The first connection hole and the second connection hole are fixedly connected by a first fastener, which includes a bolt.

[0013] In this way, the reinforcing post and the first insertion slot are connected by the first fastener in addition to the insertion, which further improves the connection strength between the reinforcing post and the first joint, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0014] In some embodiments, the first joint includes a first body structure and at least one first reinforcing rib disposed on the side of the first body structure facing the frame beam body.

[0015] Thus, by setting the first reinforcing rib, the structural strength of the first joint is improved, the connection strength between the reinforcing column and the upper beam is improved, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0016] In some embodiments, at least a portion of the plurality of first reinforcing ribs extends in the same direction as the reinforcing column.

[0017] The placement of the first reinforcing rib, which extends in the same direction as the reinforcing column, increases the tensile and compressive strength of the first joint in the direction of the reinforcing column, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0018] In some embodiments, at least a portion of the plurality of first stiffeners extends in the same direction as the upper beam.

[0019] The placement of the first reinforcing rib, which extends in the same direction as the upper beam, increases the tensile and compressive strength of the first joint in the direction of extension of the upper beam, thereby improving the structural strength of the vehicle's side and enhancing its impact resistance.

[0020] In some embodiments, at least a portion of the plurality of first reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of first reinforcing ribs are connected end to end in a ring.

[0021] This design improves the structural strength of the first reinforcing rib, thereby improving the structural strength of the first joint, the connection strength between the reinforcing column and the upper beam, and thus the structural strength of the vehicle's side profile and its impact resistance.

[0022] In some embodiments, the first body structure includes a first main body and a first flap connected to the first main body. The end of the first main body away from the first flap is connected to a reinforcing column. The first main body has a first mounting surface, and the first flap has a second mounting surface. The first mounting surface and the second mounting surface intersect and are respectively connected to two adjacent surfaces of the upper beam.

[0023] In this way, the two surfaces of the first joint are connected to the two surfaces of the upper beam respectively, which improves the connection strength between the first joint and the upper beam, and the connection strength between the reinforcing column and the upper beam, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0024] In some embodiments, the first main body is provided with at least one first reinforcing rib in the same direction as the extension of the reinforcing column, and the first flap is provided with at least one first reinforcing rib in the same direction as the extension of the upper beam.

[0025] In this way, the compressive and tensile strength of the first joint in the extension direction of the reinforcing column and the extension direction of the upper beam are increased, the structural strength of the first joint is improved, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0026] In some embodiments, the first body structure and the first reinforcing rib are formed as a single aluminum casting.

[0027] The first joint is integrally formed, resulting in high structural strength. Furthermore, the use of cast aluminum in the first joint enhances structural strength and reduces weight, contributing to vehicle weight reduction.

[0028] In some embodiments, the thickness of the first reinforcing rib is between 2 mm and 3 mm.

[0029] By limiting the thickness of the first reinforcing rib to the range of 2mm to 3mm, the structural strength of the first joint is improved, meeting the strength requirements of the vehicle, and ensuring that the first reinforcing rib does not take up too much space due to excessive thickness, which is beneficial for vehicle miniaturization.

[0030] In some embodiments, the end of the reinforcing column near the upper beam abuts against the first joint.

[0031] By having the end of the reinforcing column abut against the first joint, the upward load-bearing capacity of the reinforcing column on the first joint is improved, thus enhancing the resistance to top pressure on the vehicle roof.

[0032] In some embodiments, the groove wall of the first insertion groove includes a first groove bottom wall and a first groove side wall surrounding the first groove bottom wall. The end of the first groove side wall away from the first groove bottom wall forms a first groove opening. The first groove opening and the first groove bottom wall are arranged opposite to each other along the extension direction of the reinforcing column. The first groove bottom wall is provided with at least one second reinforcing rib. The end of the reinforcing column near the upper beam abuts against the second reinforcing rib.

[0033] By incorporating a second reinforcing rib, the compressive strength of the first joint against the end of the reinforcing post is increased. This means that when the vehicle frame is subjected to downward pressure, and the pressure is transmitted to the first joint, the second reinforcing rib prevents the first joint from breaking due to the interaction force between the first joint and the end of the reinforcing post. Therefore, the vehicle's resistance to vertical pressure is improved, further enhancing its impact resistance. Furthermore, the sidewall of the first groove surrounds the bottom wall of the first groove, and the end of the reinforcing post abuts against the second reinforcing rib located on the bottom wall of the first groove. Thus, the sidewall of the first groove surrounds the outer periphery of the portion of the reinforcing post inserted into the first insertion groove, thereby increasing the connection strength between the reinforcing post and the first joint.

[0034] In some embodiments, at least a portion of the plurality of second reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of second reinforcing ribs are connected end to end in a ring.

[0035] This design enhances the strength and stiffness of the second reinforcing rib, thereby further improving the vehicle's impact resistance.

[0036] In some embodiments, the wall thickness of the first groove sidewall is between 2 mm and 3.5 mm; and / or, the thickness of the second reinforcing rib is between 2 mm and 3 mm.

[0037] Thus, by limiting the wall thickness range of the first groove sidewall, the structural strength of the first joint is improved without occupying too much space due to excessive wall thickness. Similarly, by limiting the thickness range of the second reinforcing rib, the compressive strength of the second reinforcing rib to the reinforcing column is improved without occupying too much space due to excessive wall thickness.

[0038] In some embodiments, the second connector is provided with a second insertion groove, and the end of the reinforcing column near the threshold beam is inserted into the second insertion groove.

[0039] By incorporating a second insertion slot in the second connector, a plug-in fit is achieved between the second connector and the end of the reinforcing post near the sill beam. The inserted portion of the reinforcing post engages with the circumferential sidewall and bottom wall of the second insertion slot, thereby increasing the contact area between the second connector and the reinforcing post, thus enhancing the connection strength and achieving a more reliable connection. Furthermore, the second connector is located at one end of the reinforcing post along its extension direction, which increases the compressive strength of the reinforcing post in that direction. This makes the reinforcing post less susceptible to damage from downward pressure or upward impact, improving vehicle reliability, structural strength and rigidity, and enhancing its impact resistance.

[0040] In some embodiments, the groove wall of the second insertion slot is provided with at least one third connection hole extending through to the outer peripheral surface of the second connector, and the outer peripheral surface of the reinforcing post is provided with at least one fourth connection hole. The third connection hole and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

[0041] In this way, the reinforcing post and the second insertion slot are connected by a second fastener in addition to the insertion, which further improves the connection strength between the reinforcing post and the second connector, thereby improving the structural strength of the side of the vehicle and improving the vehicle's impact resistance.

[0042] In some embodiments, the second joint includes a second body structure and at least one third reinforcing rib disposed on the side of the second body structure facing the main body of the frame beam.

[0043] Thus, by setting a third reinforcing rib, the structural strength of the second joint is improved, the connection strength between the reinforcing column and the sill beam is improved, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0044] In some embodiments, at least a portion of the plurality of third reinforcing ribs extends in the same direction as the reinforcing column.

[0045] The addition of a third reinforcing rib in the same direction as the reinforcing post increases the tensile and compressive strength of the second joint in the direction of the reinforcing post, thereby improving the structural strength of the vehicle's side and enhancing its impact resistance.

[0046] In some embodiments, at least a portion of the plurality of third reinforcing ribs extends in the same direction as the sill beam.

[0047] By setting a third reinforcing rib with the same extension direction as the sill beam, the tensile and compressive strength of the second joint in the extension direction of the sill beam is improved, thereby increasing the structural strength of the vehicle's side and improving the vehicle's impact resistance.

[0048] In some embodiments, at least a portion of the plurality of third reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of third reinforcing ribs are connected end to end in a ring.

[0049] This design improves the structural strength of the third reinforcing rib, thereby increasing the structural strength of the second joint, enhancing the connection strength between the reinforcing column and the sill beam, and ultimately improving the structural strength of the vehicle's side profile and its impact resistance.

[0050] In some embodiments, the second body structure includes a second main body and a second flap connected to the second main body. The end of the second main body away from the second flap is connected to a reinforcing post. The second main body has a third mounting surface, and the second flap has a fourth mounting surface. The third mounting surface and the fourth mounting surface intersect and are respectively connected to two adjacent surfaces of the sill beam.

[0051] In this way, the two surfaces of the second joint are connected to the two surfaces of the sill beam respectively, which improves the connection strength between the second joint and the sill beam, and improves the connection strength between the reinforcing post and the sill beam, thereby improving the structural strength of the vehicle's side and improving the vehicle's impact resistance.

[0052] In some embodiments, the second main body is provided with at least one third reinforcing rib in the same direction as the extension of the reinforcing column, and the second flap is provided with at least one third reinforcing rib in the same direction as the extension of the sill beam.

[0053] This increases the compressive and tensile strength of the second joint in the extension directions of the reinforcing column and the sill beam, thereby improving the structural strength of the second joint, which in turn improves the structural strength of the vehicle's side and enhances the vehicle's impact resistance.

[0054] In some embodiments, the dimensions of both the third and fourth mounting surfaces are between 300 mm and 450 mm in the extending direction of the sill beam.

[0055] By limiting the dimensions of the overlapping portions of the third and fourth mounting surfaces with the sill beam to a range of 300mm to 450mm, the connection strength between the second joint and the sill beam is improved to meet the vehicle's strength requirements. Furthermore, by limiting the upper limit, the size of the second joint is suppressed, reducing space occupation and facilitating vehicle miniaturization.

[0056] In some embodiments, the thickness of the third reinforcing rib is between 3 mm and 5 mm.

[0057] By limiting the thickness of the third reinforcing rib to the range of 3mm to 5mm, the structural strength of the second joint is improved, meeting the strength requirements of the vehicle, and ensuring that the third reinforcing rib does not take up too much space due to excessive thickness, which is beneficial for vehicle miniaturization.

[0058] In some embodiments, the second body structure and the third reinforcing rib are formed as a single aluminum casting.

[0059] The second connector is integrally formed, resulting in high structural strength. Furthermore, the second connector is made of cast aluminum, which helps to improve structural strength and is lightweight, thus contributing to vehicle weight reduction.

[0060] In some embodiments, the end of the reinforcing post near the sill beam abuts against the second joint.

[0061] By connecting the end of the reinforcing column with the second joint, the upward load-bearing capacity of the second joint on the reinforcing column is improved, thus enhancing the vehicle's resistance to top pressure.

[0062] In some embodiments, the groove wall of the second insertion groove includes a second groove bottom wall and a second groove side wall surrounding the second groove bottom wall. The end of the second groove side wall away from the second groove bottom wall forms a second groove opening. The second groove opening and the second groove bottom wall are arranged opposite to each other along the extension direction of the reinforcing column. The second groove bottom wall is provided with at least one fourth reinforcing rib. The end of the reinforcing column near the threshold beam abuts against the fourth reinforcing rib.

[0063] In this way, the second connector is inserted into the reinforcing post, and the end of the reinforcing post abuts against the fourth reinforcing rib in the second insertion groove, thereby improving the structural strength of the vehicle's side and enhancing its impact resistance. Furthermore, the sidewall of the second groove surrounds the bottom wall of the second groove, and the end of the reinforcing post abuts against the fourth reinforcing rib located on the bottom wall of the second groove. Therefore, the sidewall of the second groove surrounds the outer periphery of the portion of the reinforcing post inserted into the second insertion groove, increasing the connection strength between the reinforcing post and the second connector.

[0064] In some embodiments, at least a portion of the plurality of fourth reinforcing ribs are arranged to cross each other, and / or, at least a portion of the plurality of fourth reinforcing ribs are connected end to end in a ring shape.

[0065] By connecting the fourth reinforcing ribs into a mesh structure and / or a ring structure, the reinforcing effect of the fourth reinforcing ribs on strength and stiffness is improved, thereby further improving the vehicle's impact resistance.

[0066] In some embodiments, the wall thickness of the second groove sidewall is 3mm to 5mm; and / or, the thickness of the fourth reinforcing rib is 3mm to 4mm.

[0067] Thus, by limiting the wall thickness range of the second groove sidewall, the structural strength of the second joint is improved, without occupying too much space due to excessive wall thickness. By limiting the thickness range of the fourth reinforcing rib located within the second joint, the compressive strength of the fourth reinforcing rib to the reinforcing column is improved, without occupying too much space due to excessive wall thickness, which helps control the volume of the second joint.

[0068] In some embodiments, the reinforcing column includes a tube body and at least one first rib filled within the tube body.

[0069] By setting the first rib inside the tube body, the structural strength of the reinforcing column is further improved, thereby further improving the structural strength of the vehicle's side, and thus improving the vehicle's impact resistance.

[0070] In some embodiments, the cross-sectional shape of the tube body is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0071] This design facilitates improved connection stability between the shell wall of the main tube body and the main frame beam, as well as the first and second joints, thereby contributing to enhanced structural strength and rigidity of the vehicle.

[0072] In some embodiments, in a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the first rib are respectively connected to the inner wall of the tube body.

[0073] The two ends of the first stiffener are connected to the inner wall of the tube body, which improves the connection strength between the first stiffener and the tube body, thereby further improving the structural strength and rigidity of the tube body.

[0074] In some embodiments, at least a portion of the plurality of first ribs are arranged to cross each other.

[0075] At least two of the first stiffeners intersect in their extension directions, meaning that the two intersecting first stiffeners strengthen the tube body from two directions, which helps to improve the structural strength and rigidity of the tube body.

[0076] In some embodiments, the thickness of the first rib is between 3 mm and 6.5 mm.

[0077] By limiting the thickness of the first stiffener to the range of 3mm to 6.5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while avoiding excessive weight and space occupation due to excessive thickness, which is conducive to vehicle lightweighting and miniaturization.

[0078] In some embodiments, the wall thickness of the tube body is 3mm to 5mm.

[0079] By limiting the wall thickness of the tube body to the range of 3mm to 5mm, the reinforcing column has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while not taking up too much space due to excessive thickness, which is conducive to the lightweighting and miniaturization of the vehicle.

[0080] In some embodiments, the tube body and at least one first rib are an integral aluminum pultruded tube structure.

[0081] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high stiffness, reducing deformation under stress. Furthermore, aluminum's low density contributes to weight reduction compared to traditional steel vehicles. The tube body and the first stiffener are integrated into a single structure. This integrated structure enhances the overall structural strength and stiffness of the reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0082] In some embodiments, the reinforcing column includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0083] The resin-filled structure is used to enhance the structural strength and rigidity of the tube body, thereby improving the overall structural strength and rigidity of the reinforcing column to meet the strength and rigidity requirements of the vehicle.

[0084] In some embodiments, the tube body is a thermoplastic pultruded composite material tube.

[0085] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and rigidity of reinforced columns. Moreover, composite materials help to improve the lightweighting of vehicles.

[0086] In some embodiments, the wall thickness of the tube body is 6mm to 10mm.

[0087] By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the reinforcing column has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, without taking up too much space due to excessive thickness, thus facilitating the miniaturization and weight reduction of the vehicle.

[0088] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0089] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced columns.

[0090] In some embodiments, a plurality of reinforcing rib assemblies are provided in the groove of the frame beam body, and the plurality of reinforcing rib assemblies are distributed at intervals along the extension direction of the groove.

[0091] By setting reinforcing rib assemblies on the inner side of the frame beam, the structural strength and rigidity of the frame beam are improved, further enhancing the vehicle's impact resistance.

[0092] In some embodiments, the reinforcing rib assembly includes a plurality of interconnected second ribs, which are arranged intersectingly; or, the plurality of second ribs are connected end to end in a ring shape.

[0093] The second rib is connected in this way, which improves the structural strength of the reinforcing rib assembly, thereby improving the structural strength and stiffness of the main frame beam, thus improving the structural strength of the vehicle's side and its impact resistance.

[0094] In some embodiments, the second stiffener is injection molded into a groove in the main body of the frame beam.

[0095] Injection molding integrates the second stiffener with the main frame beam, reducing the need for multiple assembly steps between the second stiffeners and the main frame beam. Furthermore, injection molding allows the plastic material to penetrate deep into all corners of the main frame beam. It also facilitates the machining of the second stiffeners into various shapes based on the vehicle's collision stress conditions, and allows for thickening in critical stress areas. In other words, the extension direction, thickness, and position of each second stiffener within the main frame beam can be optimized according to the vehicle's collision stress requirements.

[0096] In some embodiments, the thickness of the root of the second stiffener is 80% to 120% of the thickness of the frame beam body.

[0097] This design ensures that the second rib provides sufficient reinforcement, thereby increasing the vehicle's strength and rigidity.

[0098] In some embodiments, the thickness of the root of the second stiffener is 2.5 mm to 3.5 mm, and / or the thickness of the main body of the frame beam is 2.5 mm to 3.5 mm.

[0099] By setting the thickness of the main body of the frame beam and the root of the second stiffener within this range, the main body of the frame beam and the second stiffener can meet the strength and rigidity requirements of the vehicle, without taking up too much space or increasing the weight due to excessive thickness, thus facilitating the lightweighting and miniaturization of the vehicle.

[0100] In some embodiments, the reinforcing rib assembly is connected to both the bottom wall and the side wall of the groove, and the reinforcing rib assembly forms a clearance groove for installing the reinforcing column.

[0101] The clearance groove provides installation space for the reinforcing column, allowing a portion of the column's main body to extend into it. The groove also limits the movement of the main body along its width, facilitating installation. The reinforcing column is installed by connecting the main body to the groove wall.

[0102] In some embodiments, the frame beam body comprises a continuous fiber composite material.

[0103] Continuous fiber composites possess high strength and stiffness, which helps improve a vehicle's collision resistance. Furthermore, their lightweight properties contribute to weight reduction, thereby lowering fuel consumption and improving vehicle economy. As a composite material, fiber composite panels do not suffer from rusting issues, and their manufacturing process is relatively environmentally friendly, contributing to reduced carbon emissions. Moreover, using fiber composite panels to construct the main frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and reducing the need for dedicated stamping, welding, and painting workshops, thus lowering vehicle manufacturing costs.

[0104] 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.

[0105] Composite materials formed using continuous fibers and thermoplastic resin matrices have the characteristics of high strength, high rigidity, and high toughness, which helps to improve the structural strength and rigidity of the main frame beam.

[0106] 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.

[0107] The multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the grooved frame beam body. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body, thereby maximizing its mechanical properties and structural integrity.

[0108] In some embodiments, continuous fibers include one or more combinations of organic fibers and inorganic fibers.

[0109] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer continuous fiber composite layers.

[0110] 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.

[0111] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0112] Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0113] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0114] 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 continuous fiber and the thermoplastic resin matrix comprises 100 parts by weight.

[0115] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, the probability of continuous fiber leakage due to excessive continuous fiber content and insufficient resin matrix content can be minimized. Conversely, the probability of insufficient composite material strength due to excessively low continuous fiber content and excessively high resin matrix content can also be minimized. In other words, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main frame beam of a vehicle.

[0116] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0117] Compatibilizers can improve the interfacial bonding between continuous fibers and thermoplastic resin matrices, thereby enhancing the mechanical properties of composite materials.

[0118] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0119] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0120] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0121] By controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0122] 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.

[0123] The different layup angles of the continuous fibers in two adjacent continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0124] 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°.

[0125] 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°.

[0126] A ply pattern that is neither 0° nor 90° provides strength in multiple directions, and having at least one of the outermost two layers effectively absorbs and disperses energy, reducing damage to the internal structure from external impacts. This arrangement helps enhance the impact resistance of the frame beam structure.

[0127] 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.

[0128] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby maximizing the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus meeting the structural strength and stiffness requirements of the main frame beam as much as possible.

[0129] In some embodiments, the thickness of the frame beam body is between 1.2 mm and 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

[0130] By limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements of the main frame beam are met. By limiting the maximum thickness of the main frame beam, the weight and space occupation of the main frame beam are reduced, which is beneficial for vehicle miniaturization and weight reduction. For example, the thickness of a single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of thickness of the single-layer continuous fiber composite material layer, the structural strength and stiffness requirements of the single-layer continuous fiber composite material layer are met, while weight and space occupation are reduced, which helps to keep the main frame beam within a suitable thickness range.

[0131] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar, B-pillar, and C-pillar of the vehicle, and a reinforcing column and connecting assembly are provided in the groove of at least one of the A-pillar, B-pillar, and C-pillar.

[0132] Thus, the reinforcing column and connecting assembly can be applied to at least one of the A-pillar, B-pillar, and C-pillar of the main frame beam. The reinforcing column and connecting assembly have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the reinforcing column and connecting assembly to at least one of the A-pillar, B-pillar, and C-pillar of the main frame beam can improve the structural strength and stiffness of the main frame beam, improve the bending resistance and deformation resistance of the main frame beam, and thus improve the vehicle's impact resistance.

[0133] In some embodiments, the vehicle frame further includes an interior trim mounting structure for mounting the vehicle's interior trim, the interior trim mounting structure being disposed on the reinforcing pillars and / or the frame beam body.

[0134] The reinforced column and frame beam provided in this embodiment have high structural strength and rigidity. Therefore, installing the interior trim installation structure on the reinforced column and / or frame beam improves the reliability of the interior trim installation and enhances the personal safety of passengers.

[0135] In some embodiments, the interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the recessed area of ​​the frame beam body from the inside of the vehicle frame.

[0136] Interior trim panels are used to cover the recessed areas of the main frame beams, that is, to cover the grooves of the recesses, so that the structure inside the recesses is not directly exposed to the driver's / passengers' view, which helps to improve the vehicle's aesthetics.

[0137] In some embodiments, at least a portion of the frame beam body constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein the at least one seat belt accessory mounting structure is disposed in the B-pillar and / or C-pillar, or, disposed in a reinforcing column disposed in a groove in the B-pillar and / or C-pillar, and the at least one seat belt accessory mounting structure is used to install seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor.

[0138] Because the main structure of the reinforced columns and frame beams has high structural strength, the installation strength of the seat belt accessory installation structure located on the main structure of the reinforced columns and frame beams is also high. Therefore, the installation strength of the seat belt accessories is improved, thereby improving the fixing strength of the seat belt and thus improving the personal safety of passengers.

[0139] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar and / or B-pillar of the vehicle, and the vehicle body frame further includes at least one metal connection structure for connecting at least one of a door hinge, a door lock, and a door opening limiter; the metal connection structure is disposed between the frame beam body and the reinforcing column disposed on the A-pillar and / or B-pillar.

[0140] Metallic materials give metal connection structures good fatigue performance, allowing them to maintain structural integrity during multiple cycles.

[0141] In some embodiments, the grooves of the A-pillar and the C-pillar are provided with reinforcing columns and connecting components; the vehicle frame also includes an outer trim panel, which covers the side of the frame beam body away from the reinforcing column; both the frame beam body and the outer trim panel are continuous fiber composite boards, and the fiber content of the outer trim panel is less than that of the frame beam body.

[0142] The outer trim panel is the outermost covering of the vehicle, used to enhance its appearance. Since the B-pillar is covered by the door when closed, and the curvature of the B-pillar is not as pronounced as that of the A-pillar and C-pillar, it does not require an outer trim panel. However, the A-pillar and C-pillar are exposed, so outer trim panels are placed on the outer sides of the frame beams of the A-pillar and C-pillar to improve aesthetics. Furthermore, both the frame beams and the outer trim panels are made of fiberboard to provide structural strength and rigidity. Because the outer trim panels primarily serve an aesthetic purpose and have lower structural strength requirements, their fiber content is less than that of the frame beams, achieving both aesthetic appeal and cost control.

[0143] In some embodiments, the vehicle further includes a chassis, with a body frame located above the chassis and detachably connected to the chassis.

[0144] This design allows for the separation and decoupling of the body frame and chassis, enabling the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis, making it adaptable to various vehicle models.

[0145] In some embodiments, the vehicle body frame and chassis together enclose a passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment.

[0146] By integrating the battery into the passenger compartment floor, additional brackets and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0147] The beneficial effects of this disclosure include: providing a vehicle with high impact resistance. Attached Figure Description

[0148] 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:

[0149] Figure 1 is an exploded perspective view of a vehicle according to one or more embodiments;

[0150] Figure 2 is an exploded perspective view of a vehicle (excluding the chassis) according to one or more embodiments;

[0151] Figure 3 is a perspective structural diagram of a portion of the vehicle frame structure according to one or more embodiments;

[0152] Figure 4 is a partial structural schematic diagram of the frame beam body of the vehicle frame according to one or more embodiments;

[0153] Figure 5 is a front view of a vehicle frame according to one or more embodiments;

[0154] Figure 6 is a perspective view of the first connector according to one or more embodiments;

[0155] Figure 7 is a perspective view of the first connector according to one or more embodiments;

[0156] Figure 8 is a cross-sectional view at point AA in Figure 7;

[0157] Figure 9 is a cross-sectional view at point BB in Figure 7;

[0158] Figure 10 is a partial structural schematic diagram of the first joint of the vehicle frame according to one or more embodiments;

[0159] Figure 11 is an exploded view of the structure in Figure 10;

[0160] Figure 12 is a partial structural diagram of the structure in Figure 10;

[0161] Figure 13 is a three-dimensional structural schematic diagram of the first connector according to one or more embodiments from another perspective;

[0162] Figure 14 is a front view of a partial structure of a vehicle frame according to one or more embodiments;

[0163] Figure 15 is a perspective view of the second connector according to one or more embodiments;

[0164] Figure 16 is a perspective view of the second connector according to one or more embodiments;

[0165] Figure 17 is a front view of a second connector according to one or more embodiments;

[0166] Figure 18 is a side view of a second connector according to one or more embodiments;

[0167] Figure 19 is a three-dimensional structural schematic diagram of a vehicle frame according to one or more embodiments;

[0168] Figure 20 is a structural schematic diagram of the reinforcing column in the groove of the frame beam body according to one or more embodiments;

[0169] Figure 21 is a cross-sectional view of an interior panel installed at position CC of the vehicle frame shown in Figure 19 according to one or more embodiments;

[0170] Figure 22 is a cross-sectional view of the seat belt height adjuster installed at the DD position of the vehicle frame shown in Figure 19 according to one or more embodiments;

[0171] Figure 23 is a cross-sectional view of a seatbelt retractor installed at the EE position of the vehicle frame shown in Figure 19, according to one or more embodiments.

[0172] Figure 24 is a schematic diagram of a layup method of a multilayer continuous fiber composite material layer of a fiber composite board according to one or more embodiments.

[0173] Explanation of reference numerals in the attached drawings: 1000 Vehicle; 100 Chassis; 200 Body frame; 201 A-pillar; 202 B-pillar; 203 C-pillar; 204 Body panel; 205 Upper crossbeam; 206 Bumper; 207 Hood; 208 Door; 1 Reinforcing Pillar; 11 Tube Body; 111 Second Connecting Hole; 12 First Rib; 2 Connecting Assembly; 21 First Connector; 211a Second Reinforcing Rib; 211b Fourth Reinforcing Rib; 212 First Insertion Groove; 2121 First Groove Bottom Wall; 2122 First Groove Side Wall; 2123 First Connecting Hole; 213 First Fastener; 214 First Body Structure; 2141 First Main Body; 2142 First Flip Plate; 2143 First Mounting Surface; 2144 Second Mounting Surface; 215 First Reinforcing Rib; 22 Second Connector; 221 Second Insertion Groove; 2211 Second Groove Bottom Wall; 2212 Second Groove Side Wall; 2213 Third Connecting Hole; 223 Second Body Structure; 2231 Second main body; 2232 Second flap; 2233 Third mounting surface; 2234 Fourth mounting surface; 224 Third reinforcing rib; 30 Frame beam main body; 31 Reinforcing rib assembly; 31a Second rib; 311 First part; 312 Second part; 313 Third part; 32 Groove; 321 First section; 322 Second section; 323 Third section; 324 Groove bottom wall; 325 Groove side wall; 4 Upper beam; 5 Sill beam; 6 Interior trim installation structure; 61 Interior trim panel installation structure; 62 Seat belt accessory installation structure; 7 Seat belt accessory; 71 Seat belt height adjuster; 72 Seat belt retractor; 74 Door hinge; 75 Door lock; 76 Door opening limiter; 8 Metal connection structure; 9 Interior trim panel. Detailed Implementation

[0174] 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.

[0175] 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 limit this disclosure; the terms “comprising” and “having”, and any variations thereof, in the specification and the foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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.

[0180] 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.

[0181] 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.

[0182] The following is a detailed description of this disclosure.

[0183] A vehicle's impact resistance is related to the degree of structural intrusion into the passenger compartment or the extent of vehicle damage, thus affecting passenger safety. The vehicle's body frame includes the A-pillar, B-pillar, and C-pillar located on the sides of the body frame and arranged sequentially from front to back. Therefore, the structural strength of the A-pillar, B-pillar, or C-pillar is related to the vehicle's impact resistance.

[0184] The inventors of this disclosure have noted that existing A-pillars, B-pillars, and C-pillars typically use a structure where reinforcing plates connect the inner plates. The poor strength of the reinforcing plates and the poor connection strength between the plates result in low structural strength. Furthermore, the large number of components necessitates a dense arrangement of welding points, leading to complex processing and assembly procedures.

[0185] The inventors of this disclosure have discovered through research that by using reinforcing pillars instead of reinforcing plates and eliminating the inner plate, the structural strength and rigidity of A-pillars, B-pillars, or C-pillars can be improved, thereby enhancing the vehicle's impact resistance. Furthermore, this reduces the number of parts and simplifies the processing and assembly process.

[0186] Based on this design concept, the inventors of this disclosure have designed a vehicle including a body frame, the body frame including a frame beam body, reinforcing pillars and connecting components. The frame beam body forms a groove, the groove including a first section, a second section and a third section. The first section is used to cooperate with the upper beam of the body frame, the third section is used to cooperate with the sill beam of the body frame, and the second section extends to connect the first section and the third section. The reinforcing pillar is at least filled in the second section. The connecting components include a first connector and a second connector connected to the frame beam body, the first connector being used to connect to the upper beam and the second connector being used to connect to the sill beam. The first connector is inserted into the reinforcing pillar, and / or the second connector is inserted into the reinforcing pillar.

[0187] In the design, on the one hand, by setting up reinforcing columns, the main load-bearing component of the vehicle frame is transformed from the frame beam to the reinforcing columns. That is, the reinforcing columns help increase the tensile and compressive strength of the frame beam along the extension direction of the reinforcing columns, making the frame beam more robust when subjected to tensile and compressive loads. At the same time, the reinforcing columns help improve the rigidity of the frame beam and reduce the deformation of the frame beam under stress. On the other hand, in this design, the reinforcing columns are connected between the upper beam and the sill beam of the vehicle frame through the first joint and the second joint. The first joint and the second joint can restrict the two ends of the extension direction of the reinforcing columns, which helps to improve the reliability of the reinforcing columns, so as to further ensure the rigidity and strength of the vehicle frame and improve the safety of the vehicle. Furthermore, the first and / or second joints are connected to the reinforcing column via a plug-in connection. Firstly, this allows the first and / or second joints to connect with the outer circumferential and end faces of the reinforcing column, improving connection strength. Secondly, the first and / or second joints can limit the reinforcing column in the extension direction, improving its compressive strength in that direction. Thirdly, the plug-in connection method facilitates the connection operation. Additionally, the frame beam body forms a groove, which serves to strengthen the structure and act as an energy-absorbing zone, effectively absorbing and dispersing impact energy. Furthermore, the groove provides installation space for the reinforcing column. Therefore, this embodiment improves the structural strength and stiffness of the vehicle's side profile, reduces the intrusion of the vehicle's side profile into the passenger compartment during a side collision, and improves the vehicle's resistance to side impacts. Moreover, the high structural strength of the vehicle's side profile also reduces the degree of deformation under vertical pressure. Additionally, the inclusion of the reinforcing column eliminates the need for an inner plate, reducing the number of parts and simplifying processing and assembly.

[0188] The vehicles provided in this disclosure can be 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. This disclosure does not impose any special limitations on the above-mentioned vehicles.

[0189] The frame beam body provided in this embodiment can form the A-pillar, B-pillar or C-pillar of a vehicle, and the reinforcing column and connecting components can be provided in the groove of the A-pillar, B-pillar or C-pillar.

[0190] In the following embodiments, for ease of explanation, the description is provided in conjunction with the accompanying drawings.

[0191] Figure 1 is a three-dimensional exploded view of a vehicle according to one or more embodiments.

[0192] Vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. As shown in Figure 1, vehicle 1000 includes a chassis 100 and a body frame 200 mounted on the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of vehicle 1000.

[0193] For example, the body frame 200 and the chassis 100 are welded together.

[0194] In some embodiments of this disclosure, the chassis 100 and the body frame 200 are detachably connected.

[0195] When the chassis 100 adopts a skateboard chassis that integrates the three electric systems, the body frame 200 can be connected to the skateboard chassis in a detachable manner. For example, the detachable connection can be achieved by using multiple circumferential bolts.

[0196] This configuration allows for the separation and decoupling of the body frame 200 and the chassis 100, enabling the body frame 200 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis 100, making it adaptable to various vehicle models.

[0197] In some embodiments of this disclosure, the vehicle frame 200 and chassis 100 together enclose the passenger compartment of the vehicle 1000, the vehicle 1000 including a battery, the battery casing forming the floor of the passenger compartment.

[0198] By integrating the battery into the passenger compartment floor, additional brackets and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0199] Figure 2 is a three-dimensional exploded view of a vehicle 1000 (excluding chassis 100) according to one or more embodiments.

[0200] As shown in Figure 2, a vehicle 1000 typically includes a body frame 200 and an exterior structure. The body frame 200 includes structures such as an A-pillar 201, a B-pillar 202, a C-pillar 203, a sill beam 5, an upper side beam 4, an upper crossbeam 205, and a bumper 206. The exterior structure typically includes structures such as a hood 207, doors 208, and body panels 204.

[0201] In some embodiments of this disclosure, for ease of explanation, the inward and outward directions of the vehicle body and the forward and backward directions of the vehicle body are defined, as shown in Figures 10, 19, 21 to 23. The direction of arrow ab is the "inward and outward direction of the vehicle body", and the direction of arrow cd is the "forward and backward direction of the vehicle body". Among them, the direction pointed to by arrow a is the inner side of the vehicle body, the direction pointed to by arrow b is the outer side of the vehicle body, the direction pointed to by arrow c is the front side of the vehicle body, and the direction pointed to by arrow d is the rear side of the vehicle body.

[0202] Figure 3 is a perspective view of a portion of the vehicle frame structure according to one or more embodiments; Figure 4 is a partial structural view of the frame beam body of the vehicle frame according to one or more embodiments; Figure 5 is a front view of the vehicle frame according to one or more embodiments; Figure 6 is a perspective view of the first joint according to one or more embodiments; Figure 7 is a perspective view of the first joint according to one or more embodiments; Figure 8 is a cross-sectional view at AA in Figure 7; Figure 9 is a cross-sectional view at BB in Figure 7; Figure 10 is a partial structural view of the first joint of the vehicle frame according to one or more embodiments; Figure 11 is an exploded view of the structure in Figure 10; Figure 12 is a partial structural view of the structure in Figure 10; Figure 13 is a perspective view of the first joint according to one or more embodiments; Figure 14 is a front view of a portion of the vehicle frame structure according to one or more embodiments; Figure 15 is a perspective view of the second joint according to one or more embodiments. Figure 16 is a three-dimensional structural schematic diagram from one perspective of the second connector according to one or more embodiments; Figure 17 is a front view of the second connector according to one or more embodiments; Figure 18 is a side view of the second connector according to one or more embodiments; Figure 19 is a three-dimensional structural schematic diagram of the vehicle frame according to one or more embodiments; Figure 20 is a structural schematic diagram of the reinforcing column in the groove of the frame beam body according to one or more embodiments; Figure 21 is a cross-sectional structural schematic diagram of the interior panel installed at the CC position of the vehicle frame shown in Figure 19 according to one or more embodiments; Figure 22 is a cross-sectional structural schematic diagram of the seat belt height adjuster installed at the DD position of the vehicle frame shown in Figure 19 according to one or more embodiments; Figure 23 is a cross-sectional structural schematic diagram of the seat belt retractor installed at the EE position of the vehicle frame shown in Figure 19 according to one or more embodiments; Figure 24 is a schematic diagram of a laying method of the multilayer continuous fiber composite material layer of the fiber composite board according to one or more embodiments.

[0203] The first aspect of this disclosure provides a vehicle 1000, as shown in Figures 3 to 5. The vehicle 1000 includes a body frame 200, which includes a frame beam body 30, a reinforcing column 1, and a connecting assembly 2. The frame beam body 30 forms a groove 32, which includes a first segment 321, a second segment 322, and a third segment 323. The first segment 321 is used to cooperate with the upper beam 4 of the body frame 200, and the third segment 323 is used to cooperate with the sill beam 5 of the body frame 200. The second segment 322 extends and connects the first segment 321 and the third segment 323. The reinforcing column 1 is at least filled in the second segment 322. The connecting assembly 2 includes a first connector 21 and a second connector 22 connected to the frame beam body 30. The first connector 21 is used to connect to the upper beam 4, and the second connector 22 is used to connect to the sill beam 5. The first connector 21 is inserted into the reinforcing column 1, and / or the second connector 22 is inserted into the reinforcing column 1.

[0204] In the embodiments of this disclosure, on the one hand, by setting the reinforcing column 1, the main load-bearing component of the vehicle frame 200 is transformed from the frame beam body 30 to the reinforcing column 1. That is, the reinforcing column 1 helps to increase the tensile strength and compressive strength of the frame beam body 30 along the extension direction of the reinforcing column 1, making the frame beam body 30 more robust when subjected to tensile and compressive loads. At the same time, the reinforcing column 1 helps to improve the rigidity of the frame beam body 30 and reduce the deformation of the frame beam body 30 under stress. On the other hand, in the embodiments of this disclosure, the reinforcing column 1 is connected between the upper beam 4 and the sill beam 5 of the vehicle frame 200 through the first joint 21 and the second joint 22. The first joint 21 and the second joint 22 can restrict the two ends of the extension direction of the reinforcing column 1, which is beneficial to improving the reliability of the reinforcing column 1, so as to further ensure the rigidity and strength of the vehicle and improve the safety of the vehicle.

[0205] Furthermore, when using the reinforcing column 1, the connection method between the joint and the reinforcing column 1 using a general connection method (e.g., lap joint and bolted connection method) is insufficient to connect to multiple surfaces of the reinforcing column 1. Therefore, the embodiments of this disclosure adopt a plug-in connection method, that is, the first joint 21 is plugged into the reinforcing column 1, and / or the second joint 22 is plugged into the reinforcing column 1. Firstly, this allows the first joint 21 and / or the second joint 22 to connect to the outer peripheral surface and end face of the reinforcing column 1, thereby improving the connection strength. Secondly, the first joint 21 and / or the second joint 22 can limit the reinforcing column 1 in the extension direction, thereby improving the compressive strength of the reinforcing column 1 in the extension direction. Thirdly, the plug-in connection method makes the connection operation convenient.

[0206] Furthermore, the frame beam body 30 forms a groove 32. This groove 32 serves two purposes: firstly, it strengthens the structure, and secondly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact energy. Thirdly, it provides installation space for the reinforcing column 1. Therefore, this embodiment improves the structural strength and stiffness of the vehicle's side profile, reduces the intrusion of the vehicle's side profile into the passenger compartment during a side collision, and enhances the vehicle 1000's resistance to side impacts. Moreover, the high structural strength of the vehicle's side profile also reduces the degree of deformation under vertical pressure. Additionally, the inclusion of the reinforcing column 1 eliminates the need for an inner panel, reducing the number of parts and simplifying the processing and assembly process.

[0207] In some embodiments of this disclosure, at least a portion of the reinforcing post 1 is connected to the groove wall of the recess 32. This helps to improve the structural strength and rigidity of the vehicle.

[0208] For example, the groove wall of the groove 32 is bonded to the reinforcing column 1. For example, it can be bonded with structural adhesive, thereby fixing the reinforcing column 1. Moreover, the bonding operation is convenient.

[0209] In some embodiments of this disclosure, as shown in Figures 3 and 5, the first connector 21 and the second connector 22 are respectively inserted into both ends of the reinforcing column 1 along the extending direction of the reinforcing column 1.

[0210] By using a plug-in connection method, the connection strength between the first connector 21 and the second connector 22 and the reinforcing column 1 is improved, thereby further improving the structural strength of the side of the vehicle and further improving the impact resistance of the vehicle 1000.

[0211] In some embodiments of this disclosure, as shown in Figures 5 and 6, the first connector 21 is provided with a first insertion groove 212, and one end of the reinforcing column 1 near the upper beam 4 is inserted into the first insertion groove 212.

[0212] By providing a first insertion groove 212 in the first connector 21, an insertion fit is achieved between the first connector 21 and the end of the reinforcing column 1 near the upper beam 4. The inserted portion of the reinforcing column 1 will engage with the circumferential sidewall and bottom wall of the first insertion groove 212, thereby increasing the contact area between the first connector 21 and the reinforcing column 1, and thus improving the connection strength between them, achieving a more reliable connection. In addition, the first connector 21 is located at one end of the reinforcing column 1 along its extension direction, which can improve the compressive strength of the reinforcing column 1 in its extension direction, making the reinforcing column 1 less prone to damage from top-down pressure or bottom-up impact, which is beneficial to improving the reliability of the vehicle, thereby improving the structural strength and rigidity of the vehicle and improving the vehicle's impact resistance.

[0213] In some embodiments of this disclosure, as shown in Figures 6, 10 and 11, the groove wall of the first insertion groove 212 is provided with at least one first connection hole 2123 extending to the outer peripheral surface of the first connector 21, and the outer peripheral surface of the reinforcing column 1 is provided with at least one second connection hole 111. The first connection hole 2123 and the second connection hole 111 are fixedly connected by a first fastener 213, which includes a bolt.

[0214] It is understood that the number of the first connecting hole 2123 and the second connecting hole 111 in this embodiment is not limited and can be set according to the performance requirements of the vehicle.

[0215] Thus, the reinforcing post 1 and the first insertion slot 212 are connected by the first fastener 213 on the basis of insertion, which further improves the connection strength between the reinforcing post 1 and the first connector 21, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0216] In some embodiments of this disclosure, as shown in Figures 8, 10, and 11, the groove wall of the first insertion groove 212 includes a first groove bottom wall 2121 and a first groove side wall 2122 surrounding the first groove bottom wall 2121. The end of the first groove side wall 2122 away from the first groove bottom wall 2121 forms a first groove opening. The first groove opening and the first groove bottom wall 2121 are arranged opposite to each other along the extension direction of the reinforcing column 1. The first groove side wall 2122 of the first insertion groove 212 is provided with at least one first connecting hole 2123 penetrating to the outer peripheral surface of the first connector 21. The outer peripheral surface of the reinforcing column 1 is provided with at least one second connecting hole 111. The first connecting hole 2123 and the second connecting hole 111 are fixedly connected by a first fastener 213, which includes a bolt.

[0217] For example, the cross-section of the first insertion groove 212 is quadrilateral, that is, the first insertion groove 212 is provided with four first groove sidewalls 2122, and each of the four first groove sidewalls 2122 is provided with a first connecting hole 2123. Correspondingly, the reinforcing column 1 is provided with a second connecting hole 111 that corresponds one-to-one with the first connecting hole 2123, and all of them are connected by a first fastener 213.

[0218] In some embodiments of this disclosure, as shown in FIG13, the first joint 21 includes a first body structure 214 and at least one first reinforcing rib 215 disposed on the side of the first body structure 214 facing the frame beam body 30.

[0219] It is understood that the number of the first reinforcing ribs 215 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle.

[0220] Thus, by setting the first reinforcing rib 215, the structural strength of the first joint 21 is improved, the connection strength between the reinforcing column 1 and the upper beam 4 is improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0221] In some embodiments of this disclosure, as shown in Figures 13 and 14, at least a portion of the plurality of first reinforcing ribs 215 extend in the same direction as the reinforcing column 1.

[0222] The placement of the first reinforcing rib 215, which extends in the same direction as the reinforcing column 1, increases the tensile and compressive strength of the first joint 21 in the direction of extension of the reinforcing column 1, thereby improving the structural strength of the side of the vehicle and enhancing the impact resistance of the vehicle 1000.

[0223] In some embodiments of this disclosure, as shown in Figures 13 and 14, at least a portion of the plurality of first reinforcing ribs 215 extend in the same direction as the upper beam 4.

[0224] The placement of the first reinforcing rib 215, which extends in the same direction as the upper beam 4, increases the tensile and compressive strength of the first joint 21 in the direction of extension of the upper beam 4, thereby improving the structural strength of the vehicle's side and enhancing the vehicle's impact resistance.

[0225] In some embodiments of this disclosure, as shown in Figures 13 and 14, at least a portion of the plurality of first reinforcing ribs 215 are arranged to cross each other, and / or, at least a portion of the plurality of first reinforcing ribs 215 are connected end to end in a ring shape.

[0226] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple first reinforcing ribs 215 can form several rings, and the shapes of the several rings can be the same or different.

[0227] The first reinforcing rib 215 is connected in this way, which improves the structural strength of the first reinforcing rib 215, thereby improving the structural strength of the first joint 21, improving the connection strength between the reinforcing column 1 and the upper beam 4, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0228] In some embodiments of this disclosure, as shown in Figures 7 and 12, the first body structure 214 includes a first main body portion 2141 and a first flap 2142 connected to the first main body portion 2141. One end of the first main body portion 2141 away from the first flap 2142 is connected to the reinforcing column 1. The first main body portion 2141 has a first mounting surface 2143, and the first flap 2142 has a second mounting surface 2144. The first mounting surface 2143 and the second mounting surface 2144 intersect and are respectively connected to two adjacent surfaces of the upper beam 4.

[0229] For example, the surfaces of the first mounting surface 2143 and the upper beam 4 are connected by fasteners and / or adhesives; the surfaces of the second mounting surface 2144 and the upper beam 4 are connected by fasteners and / or adhesives, the fasteners including bolts.

[0230] Thus, the two surfaces of the first joint 21 are connected to the two surfaces of the upper beam 4 respectively, which improves the connection strength between the first joint 21 and the upper beam 4, and improves the connection strength between the reinforcing column 1 and the upper beam 4, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0231] In some embodiments of this disclosure, as shown in Figures 10 and 11, the side of the first segment 321 of the frame beam body 30 facing the inner side a of the vehicle frame 200 is covered with an interior panel 9.

[0232] In some embodiments of this disclosure, as shown in FIG13, the first main body 2141 is provided with at least one first reinforcing rib 215 in the same extension direction as the reinforcing column 1, and the first flap 2142 is provided with at least one first reinforcing rib 215 in the same extension direction as the upper beam 4.

[0233] In this way, the compressive and tensile strength of the first joint 21 in the extension direction of the reinforcing column 1 and the extension direction of the upper beam 4 are increased, the structural strength of the first joint 21 is improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0234] In some embodiments of this disclosure, the first body structure 214 and the first reinforcing rib 215 are formed as an integral aluminum casting.

[0235] For example, the material of the first connector 21 can be, but is not limited to, AlSi10MgMn.

[0236] The first connector 21 is integrally formed, with high structural strength. Moreover, the first connector 21 is made of cast aluminum, which is beneficial to improving structural strength and is lightweight, thus contributing to the weight reduction of vehicle 1000.

[0237] In some embodiments of this disclosure, the thickness of the first reinforcing rib 215 is between 2 mm and 3 mm.

[0238] For example, the thickness of the first reinforcing rib 215 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, etc.

[0239] By limiting the thickness of the first reinforcing rib 215 to the range of 2mm to 3mm, the structural strength of the first joint 21 is improved to meet the strength requirements of the vehicle, and the first reinforcing rib 215 is not too thick and will occupy too much space, which is conducive to the miniaturization of the vehicle 1000.

[0240] In some embodiments of this disclosure, the end of the reinforcing column 1 near the upper beam 4 abuts against the first joint 21.

[0241] By reinforcing the end of the column 1 and abutting against the first joint 21, the upward load-bearing capacity of the column 1 on the first joint 21 is improved, thereby enhancing the resistance to top pressure on the vehicle roof.

[0242] In some embodiments of this disclosure, as shown in Figures 6 and 8, the groove wall of the first insertion groove 212 includes a first groove bottom wall 2121 and a first groove side wall 2122 surrounding the first groove bottom wall 2121. The end of the first groove side wall 2122 away from the first groove bottom wall 2121 forms a first groove opening. The first groove opening and the first groove bottom wall 2121 are arranged opposite to each other along the extension direction of the reinforcing column 1. The first groove bottom wall 2121 is provided with at least one second reinforcing rib 211a. The end of the reinforcing column 1 near the upper beam 4 abuts against the second reinforcing rib 211a.

[0243] By providing the second reinforcing rib 211a, the compressive strength of the first joint 21 against the end of the reinforcing column 1 is improved. This means that when the vehicle is subjected to downward pressure and the pressure is transmitted to the first joint 21, the second reinforcing rib 211a prevents the first joint 21 from breaking due to the interaction force between the ends of the first joint 21 and the reinforcing column 1. Therefore, the vehicle 1000's resistance to vertical pressure is also improved, further enhancing its impact resistance. Furthermore, the first groove sidewall 2122 surrounds the first groove bottom wall 2121, and the end of the reinforcing column 1 abuts against the second reinforcing rib 211a located on the first groove bottom wall 2121. Therefore, the first groove sidewall 2122 surrounds the outer periphery of the portion of the reinforcing column 1 inserted into the first insertion groove 212, thereby improving the connection strength between the reinforcing column 1 and the first joint 21.

[0244] It is understood that the number of the second reinforcing ribs 211a is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle.

[0245] In embodiments of this disclosure, "multiple" refers to two or more.

[0246] In some embodiments of this disclosure, as shown in FIG9, at least a portion of the plurality of second reinforcing ribs 211a are arranged to cross each other, and / or at least a portion of the plurality of second reinforcing ribs 211a are connected end to end in a ring shape.

[0247] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple second reinforcing ribs 211a can form several rings, and the shapes of the several rings can be the same or different.

[0248] The second reinforcing rib 211a is connected in this way, which enhances the strength and stiffness of the second reinforcing rib 211a, thereby further improving the impact resistance of the vehicle 1000.

[0249] In some embodiments of this disclosure, as shown in FIG9, the wall thickness L2 of the first groove sidewall 2122 is between 2 mm and 3.5 mm; and / or, as shown in FIG8, the thickness L1 of the second reinforcing rib 211a is between 2 mm and 3 mm.

[0250] For example, as shown in FIG9, the wall thickness L2 of the first groove sidewall 2122 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, or 3.5mm. As shown in FIG8, the thickness L1 of the second reinforcing rib 211a provided in the first joint 21 can be, but is not limited to, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, or 3mm.

[0251] Thus, by limiting the wall thickness range of the first groove sidewall 2122, the structural strength of the first joint 21 is improved, and the space occupied by the first groove sidewall 2122 will not be excessive due to its large wall thickness. By limiting the thickness range of the second reinforcing rib 211a, the compressive strength of the second reinforcing rib 211a to the reinforcing column 1 is improved, and the space occupied by the second reinforcing rib 211a will not be excessive due to its large wall thickness.

[0252] In some embodiments of this disclosure, as shown in FIG9, the two opposite ends of the second reinforcing rib 211a disposed on the bottom wall 2121 of the first groove are respectively connected to the side wall 2122 of the first groove.

[0253] By connecting both ends of the second reinforcing rib 211a to the side wall 2122 of the first groove, the structural strength of the second reinforcing rib 211a is improved, thereby further improving the compressive strength of the end of the first joint 21 to the reinforcing column 1. Therefore, the vehicle 1000's ability to resist vertical pressure is also improved, thereby further improving the vehicle 1000's impact resistance.

[0254] In some embodiments of this disclosure, as shown in FIG15, the second connector 22 is provided with a second insertion groove 221, and the end of the reinforcing column 1 near the threshold beam 5 is inserted into the second insertion groove 221.

[0255] By providing a second insertion groove 221 on the second connector 22, an insertion fit is achieved between the second connector 22 and the end of the reinforcing column 1 near the sill beam 5. The inserted portion of the reinforcing column 1 engages with the circumferential sidewall and bottom wall of the second insertion groove 221, thereby increasing the contact area between the second connector 22 and the reinforcing column 1, and thus improving the connection strength and achieving a more reliable connection. Furthermore, since the second connector 22 is located at one end of the reinforcing column 1 along its extension direction, the compressive strength of the reinforcing column 1 in its extension direction is increased. This makes the reinforcing column 1 less susceptible to damage from downward pressure or upward impact, improving vehicle reliability and thus enhancing the structural strength and rigidity of the vehicle 1000, and improving its impact resistance.

[0256] In some embodiments of this disclosure, as shown in FIG15, the groove wall of the second insertion groove 221 is provided with at least one third connection hole 2213 extending through to the outer peripheral surface of the second connector 22, and the outer peripheral surface of the reinforcing column 1 is provided with at least one fourth connection hole. The third connection hole 2213 and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

[0257] It is understood that the number of the third connecting hole 2213 and the fourth connecting hole in this embodiment is not limited and can be set according to the performance requirements of the vehicle.

[0258] Thus, the reinforcing post 1 and the second insertion slot 221 are connected by a second fastener in addition to the insertion, which further improves the connection strength between the reinforcing post 1 and the second connector 22, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0259] In some embodiments of this disclosure, as shown in FIG15, the second connector 22 is formed with a second insertion groove 221. The groove wall of the second insertion groove 221 includes a second groove bottom wall 2211 and a second groove side wall 2212 surrounding the second groove bottom wall 2211. The end of the second groove side wall 2212 away from the second groove bottom wall 2211 forms a second groove opening. The second groove side wall 2212 of the second insertion groove 221 is provided with at least one third connection hole 2213 penetrating to the outer peripheral surface of the second connector 22. The outer peripheral surface of the reinforcing column 1 is provided with at least one fourth connection hole. The third connection hole 2213 and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

[0260] For example, the second insertion slot 221 has a quadrilateral cross-section, that is, the second insertion slot 221 has four second slot sidewalls 2212, each of which is provided with a third connecting hole 2213. Correspondingly, the reinforcing column 1 is provided with a fourth connecting hole corresponding to each of the third connecting holes 2213, and all are connected by a second fastener. For example, the second slot sidewall 2212 is provided with no less than 5 third connecting holes 2213, the reinforcing column 1 is provided with no less than 5 fourth connecting holes, and the second slot sidewall 2212 and the reinforcing column 1 are connected by no less than 5 M8 bolts.

[0261] In some embodiments of this disclosure, as shown in FIG16, the second joint 22 includes a second body structure 223 and at least one third reinforcing rib 224 disposed on the side of the second body structure 223 facing the frame beam body 30.

[0262] It is understood that the number of the third reinforcing rib 224 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle.

[0263] Thus, by setting the third reinforcing rib 224, the structural strength of the second joint 22 is improved, the connection strength between the reinforcing column 1 and the sill beam 5 is improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0264] In some embodiments of this disclosure, as shown in Figures 14 and 17, at least a portion of the plurality of third reinforcing ribs 224 extend in the same direction as the reinforcing column 1.

[0265] The installation of the third reinforcing rib 224, which extends in the same direction as the reinforcing column 1, increases the tensile and compressive strength of the second joint 22 in the direction of extension of the reinforcing column 1, thereby improving the structural strength of the side of the vehicle and enhancing the impact resistance of the vehicle 1000.

[0266] In some embodiments of this disclosure, as shown in Figures 14 and 17, at least a portion of the plurality of third reinforcing ribs 224 extend in the same direction as the sill beam 5.

[0267] By setting a third reinforcing rib 224 with the same extension direction as the sill beam 5, the tensile strength and compressive strength of the second joint 22 in the extension direction of the sill beam 5 are improved, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0268] In some embodiments of this disclosure, as shown in Figures 14 and 17, at least a portion of the plurality of third reinforcing ribs 224 are arranged to cross each other, and / or at least a portion of the plurality of third reinforcing ribs 224 are connected end to end in a ring shape.

[0269] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple third reinforcing ribs 224 can form several rings, which can have the same shape or different shapes.

[0270] The third reinforcing rib 224 is connected in this way, which improves the structural strength of the third reinforcing rib 224, thereby improving the structural strength of the second joint 22, improving the connection strength between the reinforcing column 1 and the sill beam 5, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0271] In some embodiments of this disclosure, as shown in Figures 14, 17 and 18, the second body structure 223 includes a second main body portion 2231 and a second flap 2232 connected to the second main body portion 2231. One end of the second main body portion 2231 away from the second flap 2232 is connected to the reinforcing column 1. The second main body portion 2231 has a third mounting surface 2233, and the second flap 2232 has a fourth mounting surface 2234. The third mounting surface 2233 and the fourth mounting surface 2234 intersect and are respectively connected to two adjacent surfaces of the sill beam 5.

[0272] For example, the third mounting surface 2233 is bolted to one surface of the sill beam 5, and the fourth mounting surface 2234 is bolted to the other surface of the sill beam 5. For example, the third mounting surface 2233 is bolted to one surface of the sill beam 5 with no fewer than eight M8 bolts, and the fourth mounting surface 2234 is bolted to the other surface of the sill beam 5 with no fewer than seven bolts.

[0273] Thus, the two surfaces of the second joint 22 are connected to the two surfaces of the sill beam 5 respectively, which improves the connection strength between the second joint 22 and the sill beam 5, and improves the connection strength between the reinforcing column 1 and the sill beam 5, thereby improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0274] In some embodiments of this disclosure, as shown in Figures 14, 17 and 18, the second main body 2231 is provided with at least one third reinforcing rib 224 in the same direction as the extension of the reinforcing column 1, and the second flap 2232 is provided with at least one third reinforcing rib 224 in the same direction as the extension of the threshold beam 5.

[0275] In this way, the compressive and tensile strength of the second joint 22 in the extension direction of the reinforcing column 1 and the extension direction of the sill beam 5 are increased, the structural strength of the second joint 22 is increased, thereby increasing the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0276] In some embodiments of this disclosure, the dimensions of the third mounting surface 2233 and the fourth mounting surface 2234 are both between 300mm and 450mm in the extending direction of the sill beam 5.

[0277] The dimension of the third mounting surface 2233 in the extension direction of the sill beam 5 is the dimension of the part of the third mounting surface 2233 that overlaps with the sill beam 5. For example, Figure 14 shows the dimension L3 of the third mounting surface 2233 in the extension direction of the sill beam 5. The value of dimension L3 can be, but is not limited to, 300mm, 310mm, 320mm, 330mm, 340mm, 350mm, 360mm, 370mm, 380mm, 390mm, 100mm, 410mm, 420mm, 430mm, 440mm, and 450mm. The dimension of the fourth mounting surface 2234 in the extension direction of the sill beam 5 is the dimension of the portion of the fourth mounting surface 2234 that overlaps with the sill beam 5. For example, Figure 14 illustrates the dimension L4 of the fourth mounting surface 2234 in the extension direction of the sill beam 5. The value of dimension L4 can be, but is not limited to, 300mm, 310mm, 320mm, 330mm, 340mm, 350mm, 360mm, 370mm, 380mm, 390mm, 100mm, 410mm, 420mm, 430mm, 440mm, and 450mm. For example, the dimension L3 of the third mounting surface 2233 and the dimension L4 of the fourth mounting surface 2234 can be the same or different.

[0278] By limiting the dimensions of the overlapping portions of the third mounting surface 2233 and the fourth mounting surface 2234 with the sill beam 5 to a range of 300mm to 450mm, the connection strength between the second joint 22 and the sill beam 5 is improved to meet the strength requirements of the vehicle. Furthermore, by limiting the upper limit, the size of the second joint 22 is suppressed, reducing the space occupied and facilitating the miniaturization of the vehicle 1000.

[0279] In some embodiments of this disclosure, as shown in FIG17, the thickness L5 of the third reinforcing rib 224 is between 3 mm and 5 mm.

[0280] For example, the thickness L5 of the third reinforcing rib 224 can be, but is not limited to, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, 5mm, etc.

[0281] In general, when a vehicle is involved in a side impact, the second joint 22 is closer to the impact point than the first joint 21, and the weight on the second joint 22 is heavier. Therefore, the structural strength requirement for the second joint 22 is higher than that for the first joint 21. Hence, the thickness of the third reinforcing rib 224 as defined in this embodiment is greater than the thickness of the first reinforcing rib 215 to meet the requirements for vehicle structural strength.

[0282] By limiting the thickness of the third reinforcing rib 224 to the range of 3mm to 5mm, the structural strength of the second joint 22 is improved, meeting the strength requirements of the vehicle, and ensuring that the third reinforcing rib 224 does not take up too much space due to excessive thickness, which is beneficial to the miniaturization of the vehicle 1000.

[0283] In some embodiments of this disclosure, as shown in Figures 16 and 17, the second body structure 223 and the third reinforcing rib 224 are formed as an integral aluminum casting.

[0284] For example, the material of the second connector 22 can be, but is not limited to, AlSi10MgMn.

[0285] The second connector 22 is integrally formed, with high structural strength. Moreover, the second connector 22 is made of cast aluminum, which is beneficial to improving structural strength and is lightweight, thus contributing to the weight reduction of vehicle 1000.

[0286] In some embodiments of this disclosure, the end of the reinforcing column 1 near the threshold beam 5 abuts against the second joint 22.

[0287] By having the end of the reinforcing column 1 abut against the second joint 22, the upward load-bearing capacity of the second joint 22 on the reinforcing column 1 is improved, thereby enhancing the vehicle's resistance to top pressure.

[0288] In some embodiments of this disclosure, as shown in FIG15, the groove wall of the second insertion groove 221 includes a second groove bottom wall 2211 and a second groove side wall 2212 surrounding the second groove bottom wall 2211. The end of the second groove side wall 2212 away from the second groove bottom wall 2211 forms a second groove opening. The second groove opening and the second groove bottom wall 2211 are arranged opposite to each other along the extension direction of the reinforcing column 1. The second groove bottom wall 2211 is provided with at least one fourth reinforcing rib 211b. The end of the reinforcing column 1 near the threshold beam 5 abuts against the fourth reinforcing rib 211b.

[0289] In this way, the second connector 22 is inserted into the reinforcing post 1, and the end of the reinforcing post 1 abuts against the fourth reinforcing rib 211b in the second insertion groove 221, thereby improving the structural strength of the side of the vehicle and enhancing the impact resistance of the vehicle 1000. Furthermore, the second groove sidewall 2212 surrounds the second groove bottom wall 2211, and the end of the reinforcing post 1 abuts against the fourth reinforcing rib 211b located in the second groove bottom wall 2211. Therefore, the second groove sidewall 2212 surrounds the outer periphery of the portion of the reinforcing post 1 inserted into the second insertion groove 221, improving the connection strength between the reinforcing post 1 and the second connector 22.

[0290] In some embodiments of this disclosure, as shown in FIG15, at least a portion of the plurality of fourth reinforcing ribs 211b are arranged to cross each other, and / or at least a portion of the plurality of fourth reinforcing ribs 211b are connected end to end in a ring shape.

[0291] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple fourth reinforcing ribs 211b can form several rings, and the shapes of the several rings can be the same or different.

[0292] The connection of the fourth reinforcing rib 211b enhances its strength and rigidity, thereby further improving the impact resistance of the vehicle 1000.

[0293] In some embodiments of this disclosure, as shown in FIG15, the wall thickness of the second groove sidewall 2212 is 3mm to 5mm; and / or, the thickness of the fourth reinforcing rib 211b is 3mm to 4mm.

[0294] For example, the wall thickness of the second groove sidewall 2212 can be, but is not limited to, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5mm. The thickness of the fourth reinforcing rib 211b provided in the second joint 22 can be, but is not limited to, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4mm.

[0295] In general, during a side impact, the second joint 22 is closer to the impact point than the first joint 21, and the weight on the second joint 22 is heavier. Therefore, the structural strength requirement for the second joint 22 is higher than that for the first joint 21. Hence, the wall thickness of the second groove sidewall 2212 as defined in this embodiment is greater than the wall thickness of the first groove sidewall 2122, and the thickness of the fourth reinforcing rib 211b provided in the second joint 22 is greater than the thickness of the second reinforcing rib 211a provided in the first joint 21, in order to meet the requirements for vehicle structural strength.

[0296] Thus, by limiting the wall thickness range of the second groove sidewall 2212, the structural strength of the second joint 22 is improved, and the space occupied by the second groove sidewall 2212 will not be excessive due to its large wall thickness. By limiting the thickness range of the fourth reinforcing rib 211b provided in the second joint 22, the compressive strength of the fourth reinforcing rib 211b against the reinforcing column 1 is improved, and the space occupied by the fourth reinforcing rib 211b will not be excessive due to its large wall thickness, which is beneficial for controlling the volume of the second joint 22.

[0297] In some embodiments of this disclosure, as shown in FIG15, the opposite ends of the fourth reinforcing rib 211b disposed on the bottom wall 2211 of the second groove are respectively connected to the bottom wall 2211 of the second groove.

[0298] By connecting the two ends of the fourth reinforcing rib 211b located on the bottom wall 2211 of the second groove to the side wall 2212 of the second groove respectively, the structural strength of the fourth reinforcing rib 211b is improved, thereby further improving the compressive strength of the end of the second joint 22 to the reinforcing column 1. Therefore, the performance of the vehicle 1000 in resisting vertical pressure is also improved, thereby further improving the impact resistance of the vehicle 1000.

[0299] In some embodiments of this disclosure, as shown in FIG10, the reinforcing column 1 includes a tube body 11 and at least one first rib 12 filled within the tube body 11.

[0300] It is understood that the number of the first rib 12 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle.

[0301] By setting the first rib 12 inside the tube body 11, the structural strength of the reinforcing column 1 is further improved, thereby further improving the structural strength of the side of the vehicle and thus improving the impact resistance of the vehicle 1000.

[0302] In some embodiments of this disclosure, as shown in FIG10, the cross-sectional shape of the tube body 11 is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body 11.

[0303] It is understandable that the polygonal shape of the cross-section of the tube body 11 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0304] This configuration facilitates improved connection stability between the shell wall of the tube body 11 and the frame beam body 30, the first joint 21, and the second joint 22, thereby contributing to enhanced structural strength and rigidity of the vehicle.

[0305] In some embodiments of this disclosure, the fiber-direction elastic modulus of the tube body 11 is ≥40 GPa, the tensile strength is ≥1.28 GPa, and the elongation at break is ≥3%; or, the material of the tube body 11 is the same as the material of the frame beam body 30. Thus, by controlling the elastic modulus, tensile strength, and elongation at break of the tube body 11 within a reasonable range, the frame beam body 30 provided by the embodiments of this disclosure meets the collision performance requirements.

[0306] In some embodiments of this disclosure, the elastic modulus of the tube body 11 in the extension direction is 40 GPa to 100 GPa, the tensile strength is 1.28 GPa to 2.0 GPa, and the elongation at break is 3% to 6%. That is, 40 GPa ≤ elastic modulus of the tube body 11 in the extension direction ≤ 100 GPa, 1.28 GPa ≤ tensile strength of the tube body 11 in the extension direction ≤ 2.0 GPa, and 3% ≤ elongation at break of the tube body 11 in the extension direction ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the tube body 11 in the extension direction.

[0307] It should be noted that the material of the tube body 11 is the same as that of the frame beam body 30, meaning that the tube body 11 is also a continuous fiber composite material, and the performance of the tube body 11 is the same as that of the frame beam body 30.

[0308] In some embodiments of this disclosure, as shown in FIG10, in a cross-section perpendicular to the extending direction of the tube body 11, the opposite ends of the first rib 12 are respectively connected to the inner wall of the tube body 11.

[0309] The two ends of the first stiffener 12 are connected to the inner wall of the tube body 11, which improves the connection strength between the first stiffener 12 and the tube body 11, thereby further improving the structural strength and rigidity of the tube body 11.

[0310] In some embodiments of this disclosure, as shown in FIG10, at least a portion of a plurality of first ribs 12 are arranged to cross each other.

[0311] In other words, at least two of the first stiffeners 12 intersect in their extension directions. That is, the two intersecting first stiffeners 12 strengthen the tube body 11 from two directions, which helps to improve the structural strength and structural stiffness of the tube body 11.

[0312] It is understood that the number of first ribs 12 is at least two. For example, in some embodiments, as shown in FIG10, the tube body 11 is provided with three first ribs 12, one of which extends along the front-rear direction cd of the vehicle frame 200, and the other two extend along the inside-outside direction ab of the vehicle frame 200.

[0313] In some embodiments of this disclosure, as shown in FIG10, the thickness of the first rib 12 is between 3 mm and 6.5 mm.

[0314] For example, the thickness of the first rib 12 can be, but is not limited to, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm, etc.

[0315] By limiting the thickness of the first stiffener 12 to the range of 3mm to 6.5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while avoiding excessive weight and space occupation due to excessive thickness, which is conducive to vehicle lightweighting and miniaturization.

[0316] In some embodiments of this disclosure, as shown in FIG10, the wall thickness of the tube body 11 with the first rib 12 is 3mm to 5mm.

[0317] For example, the thickness of the pipe wall of the pipe body 11 can be, but is not limited to, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, etc.

[0318] By limiting the wall thickness of the tube body 11 to the range of 3mm to 5mm, the reinforcing column 1 has strong structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, while not taking up too much space due to excessive thickness, which is conducive to the lightweighting and miniaturization of the vehicle.

[0319] In some embodiments of this disclosure, the tube body 11 and at least one first rib 12 are integral aluminum pultruded tube structures.

[0320] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, can withstand large mechanical loads, and have high stiffness, reducing deformation under stress. Furthermore, aluminum has a low density, contributing to weight reduction compared to traditional steel vehicles. The tube body 11 and the first stiffener 12 are an integral structure. This integral structure enhances the overall structural strength and stiffness of the reinforcing column 1 and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0321] For example, the cross-section of the aluminum pultruded tube is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube is quadrilateral. The maximum interval between the two opposite sides of the quadrilateral arranged in the inward / outward direction ab along the body frame 200 is 60mm, and the maximum interval between the two opposite sides arranged in the forward / backward direction cd is 90mm. The body frame 200 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 202.

[0322] In some embodiments of this disclosure, the reinforcing column 1 includes a tube body 11 and a resin filling structure, the resin filling structure being filled within the tube body 11.

[0323] The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 11, thereby improving the overall structural strength and rigidity of the reinforcing column 1 to meet the strength and rigidity requirements of the vehicle.

[0324] In some embodiments of this disclosure, the tube body 11 is a thermoplastic pultruded composite tube.

[0325] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to enhance the structural strength and rigidity of the reinforced column 1. Moreover, composite materials help to improve the lightweighting of vehicles.

[0326] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0327] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between the two opposite sides of the quadrilateral arranged in the inward / outward direction (ab) along the vehicle frame 200 is 60 mm, and the maximum interval between the two opposite sides arranged in the forward / backward direction (cd) is 90 mm. The vehicle designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 202.

[0328] In some embodiments of this disclosure, the thickness of the tube body 11, which is internally filled with a resin-filled structure, is 6 mm to 10 mm.

[0329] For example, in an embodiment where the tube body 11 is a thermoplastic pultruded composite material tube, the wall thickness of the tube body 11 is 6mm to 10mm. For instance, the wall thickness of the tube body 11 can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite material tube within this range, the reinforcing column 1 has sufficient structural strength and rigidity to meet the strength and rigidity requirements of the vehicle, without occupying excessive space due to excessive thickness, thus facilitating vehicle miniaturization and weight reduction.

[0330] In some embodiments of this disclosure, the resin-filled structure includes polyurea and / or polyurethane.

[0331] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of reinforced column 1.

[0332] In some embodiments, the elastic modulus of the resin-filled structure is ≥700MPa, the strength corresponding to 80% tensile strain is ≥60MPa, and the elongation at break is ≥80%. By controlling the elastic modulus, tensile strength, and elongation at break of the resin-filled structure within a reasonable range, the frame beam body 30 provided in this disclosure embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of A-pillar 201, B-pillar 202, C-pillar 203, upper beam 4, and sill beam 5.

[0333] In some embodiments, the elastic modulus of the resin-filled structure is 700 MPa to 1500 MPa, the strength corresponding to 80% tensile strain is 60 MPa to 150 MPa, and the elongation at break is 80% to 200%. That is, 700 MPa ≤ elastic modulus of the resin-filled structure ≤ 1500 MPa, 60 MPa ≤ strength corresponding to 80% tensile strain of the resin-filled structure ≤ 150 MPa, and 80% ≤ elongation at break of the resin-filled structure ≤ 200%. This further limits the range of the elastic modulus, the strength corresponding to 80% tensile strain, and the elongation at break of the resin-filled structure.

[0334] In some embodiments of this disclosure, as shown in FIG19, a plurality of reinforcing rib assemblies 31 are provided in the groove 32 of the frame beam body 30, and the plurality of reinforcing rib assemblies 31 are distributed at intervals along the extension direction of the groove 32.

[0335] It should be noted that the reinforcing rib assembly 31 is located on the surface of the frame beam body 30 facing the inner side a of the vehicle frame 200, and the frame beam body 30 does not include the reinforcing rib assembly 31.

[0336] By setting a reinforcing rib assembly 31 on the inner side of the frame beam body 30, the structural strength and rigidity of the frame beam body 30 are improved, further enhancing the impact resistance of the vehicle 1000.

[0337] In some embodiments of this disclosure, as shown in FIG19, the reinforcing rib assembly 31 includes a plurality of connected second ribs 31a; the plurality of second ribs 31a are arranged intersecting each other; or, the plurality of second ribs 31a are connected end to end in a ring shape.

[0338] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and multiple second ribs 31a can form several rings. The shapes of the several rings can be the same or different.

[0339] The second stiffener 31a is connected in this way, which improves the structural strength of the second stiffener 31a, thereby improving the structural strength and stiffness of the frame beam body 30, thus improving the structural strength of the side of the vehicle and improving the impact resistance of the vehicle 1000.

[0340] In some embodiments of this disclosure, the second stiffener 31a is injection molded into the groove 32 of the frame beam body 30.

[0341] The injection molding process integrates the second stiffener 31a with the frame beam body 30, reducing the need for assembly between multiple second stiffeners 31a and the frame beam body 30. Furthermore, the injection molding process allows the injection molding material of the second stiffener 31a to penetrate deep into all corners of the frame beam body 30. Moreover, the injection molding process facilitates the processing of the second stiffeners 31a into various shapes according to the vehicle's collision stress conditions, and allows for the addition of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of each second stiffener 31a within the frame beam body 30 can be optimized based on the vehicle's collision stress conditions.

[0342] In some embodiments of this disclosure, as shown in FIG21, the thickness L6 at the root of the second stiffener 31a is 80% to 120% of the thickness L7 of the frame beam body 30. That is, 0.8 ≤ L6 / L7 ≤ 1.2.

[0343] The root of the second stiffener 31a is the position where it connects to the main body 30 of the frame beam.

[0344] This design ensures that the second stiffener 31a provides sufficient reinforcement, thereby improving the vehicle's strength and rigidity. It is understood that the thickness of the root of the second stiffener 31a can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 30. The specific thickness can be determined based on the vehicle's collision stress conditions.

[0345] In addition, in some embodiments, the frame beam body 30 is a fiber composite board, which has the characteristic of high modulus. Therefore, the root thickness of the second stiffener 31a is relatively large, which helps to reduce the probability of shrinkage defects on the outer surface of the frame beam body 30 at the root of the vehicle.

[0346] In some embodiments of this disclosure, the thickness of the root of the second stiffener 31a is 100% of the thickness of the frame beam body 30, that is, the thickness of the root of the second stiffener 31a is consistent with the thickness of the frame beam body 30.

[0347] In some embodiments of this disclosure, as shown in FIG21, the thickness L6 of the root of the second stiffener 31a is 2.5mm to 3.5mm, and / or the thickness L7 of the frame beam body 30 is 2.5mm to 3.5mm.

[0348] It is understood that the thickness of the root of the second stiffener 31a can be, but is not limited to, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc., and the thickness of the frame beam body 30 can be, but is not limited to, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc., and the thickness of the root of the second stiffener 31a can be the same as or different from the thickness of the frame beam body 30.

[0349] By setting the thickness of the frame beam body 30 and the second stiffener 31a within this range, the frame beam body 30 and the second stiffener 31a can meet the strength and rigidity requirements of the vehicle, and will not occupy too much space or increase the weight due to excessive thickness, thus facilitating the lightweighting and miniaturization of the vehicle 1000.

[0350] Understandably, the thickness of the root of the second stiffener 31a and the thickness of the frame beam body 30 can be set according to the actual conditions of the vehicle. For example, the frame beam body 30 forms a B-pillar 202, the thickness of the B-pillar 202 is 3mm, and the thickness of the root of the second stiffener 31a located on the B-pillar 202 is 3mm. The thickness of the other parts of the second stiffener 31a, except for the root, can be greater than or less than the thickness of the root.

[0351] In some embodiments of this disclosure, as shown in FIG21, the reinforcing rib assembly 31 is connected to the bottom wall 324 and side wall 325 of the groove 32, and the reinforcing rib assembly 31 forms a clearance groove for installing the reinforcing column 1.

[0352] The clearance groove provides installation space for the reinforcing column 1, allowing at least a portion of the tube body 11 of the reinforcing column 1 to extend into the clearance groove. The clearance groove also limits the movement of the tube body 11 along the width of the groove 32, facilitating the installation of the tube body 11. The installation of the reinforcing column 1 is achieved by connecting the tube body 11 to the groove wall of the clearance groove.

[0353] In some embodiments of this disclosure, as shown in FIG21, the opening of the groove 32 facing the inner side a of the vehicle frame 200 is a slot. The groove wall of the groove 32 includes a bottom wall 324 farthest from the slot opening and opposite to the slot opening, and side walls 325 located on both sides of the bottom wall 324. The side of the two side walls 325 away from the bottom wall 324 forms the slot. A plurality of second ribs 31a are arranged crosswise to form a mesh structure. The mesh structure includes a first part 311, a second part 312 and a third part 313. The first part 311 is provided with On the surface of the bottom wall 324 of the groove, the second part 312 and the third part 313 are located on opposite sides of the first part 311 along the groove width direction of the groove 32. The dimensions of the second part 312 and the third part 313 along the inner and outer directions ab of the vehicle frame 200 are both greater than the dimensions of the first part 311 along the inner and outer directions ab of the vehicle frame 200. The first part 311, the second part 312, and the third part 313 form a clearance groove. A part of the reinforcing column 1 extends into the clearance groove and is connected to at least one second rib 31a.

[0354] As shown in Figure 21, the dimensions of the second part 312 and the third part 313 along the inner and outer directions ab of the vehicle frame 200 are both larger than the dimensions of the first part 311 along the inner and outer directions ab of the vehicle frame 200. That is, along the inner and outer directions ab of the vehicle frame 200, the ends of the second ribs 31a of the second part 312 and the third part 313 are farther from the bottom wall 324 of the groove 32, while the ends of the second ribs 31a of the first part 311 are closer to the bottom wall 324 of the groove 32. This facilitates the formation of a recessed clearance groove (b) on the outer side of the vehicle frame 200 by the first part 311, the second part 312, and the third part 313. The clearance groove provides installation space for the reinforcing post 1, allowing a portion of the tube body 11 of the reinforcing post 1 to extend into the clearance groove. The clearance groove also limits the movement of the tube body 11 along the width direction of the groove 32, facilitating the installation of the tube body 11. The reinforcing post 1 is installed by connecting the tube body 11 to the groove wall.

[0355] In some embodiments of this disclosure, the second reinforcing rib 31a is bonded to the tube body 11 of the reinforcing column 1. This achieves fixation of the reinforcing column 1. Moreover, the bonding operation is convenient.

[0356] For example, the tube body 11 is bonded to the second rib 31a by structural adhesive.

[0357] In some embodiments of this disclosure, as shown in Figures 2 and 5, at least a portion of the frame beam body 30 constitutes the A-pillar 201, B-pillar 202, and C-pillar 203 of the vehicle 1000. A reinforcing column 1 and a connecting component 2 are provided in the groove 32 of at least one of the A-pillar 201, B-pillar 202, and C-pillar 203.

[0358] Thus, the reinforcing column 1 and connecting component 2 can be applied to at least one of the A-column 201, B-column 202 and C-column 203 of the frame beam body 30. The reinforcing column 1 and connecting component 2 have high structural strength and stiffness, and strong resistance to bending and deformation. Therefore, applying the reinforcing column 1 and connecting component 2 to at least one of the A-column 201, B-column 202 and C-column 203 of the frame beam body 30 can improve the structural strength and stiffness of the frame beam body 30, improve the bending resistance and deformation resistance of the frame beam body 30, thereby improving the impact resistance of the vehicle 1000.

[0359] For example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the A-pillar 201, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the A-pillar 201 together form at least part of the A-pillar assembly (also referred to as the A-pillar assembly).

[0360] As another example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the B-pillar 202, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the B-pillar 202 together form at least part of the B-pillar assembly (also referred to as the B-pillar assembly).

[0361] As another example, if a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the C-pillar 203, then the reinforcing column 1, the connecting component 2, and the frame beam body 30 constituting the C-pillar 203 together form at least part of the C-pillar assembly (also referred to as the C-pillar assembly).

[0362] For example, referring to Figures 2 to 4, when the structural component formed by at least a portion of the frame beam body 30 constituting the B-pillar 202, the reinforcing column 1 disposed in the groove 32 of the B-pillar 202, and the connecting component 2 is applied to the B-pillar component, referring to Figure 4, the frame beam body 30 of the B-pillar component is roughly in the shape of an "I". The extension direction of the second segment 322 of the groove 32 is along the vertical direction of the vehicle 1000, the extension direction of the first segment 321 of the groove 32 is consistent with the extension direction of the upper beam 4, and the extension direction of the third segment 323 is consistent with the extension direction of the sill beam 5. In other words, the first segment 321 and the third segment 323 both extend along the front-rear direction cd of the vehicle.

[0363] In some embodiments of this disclosure, as shown in FIG19, the vehicle frame 200 further includes an interior mounting structure 6, which is disposed on the reinforcing column 1 and / or the frame beam body 30.

[0364] Interior mounting structure 6 is used to install vehicle body interior trim. It should be noted that vehicle body interior trim refers to various decorative and functional components inside the vehicle, such as seatbelt accessories, door hinges, door opening limiters, interior panels, and curtain airbags. Understandably, the specific interior parts installed by interior mounting structure 6 will vary depending on the location on the vehicle body. For example, seatbelt accessories are installed on the B-pillar and C-pillar, while door hinges are installed on the A-pillar and B-pillar, etc.

[0365] For example, the interior mounting structure 6 is connected to the tube body 11 of the reinforcing column 1, and / or the interior mounting structure 6 is connected to the frame beam body 30, and / or the interior mounting structure 6 is connected to the second stiffener 31a provided on the frame beam body 30.

[0366] The reinforcing column 1 and the frame beam body 30 provided in this embodiment have high structural strength and rigidity. Therefore, installing the interior trim installation structure 6 on the reinforcing column 1 and / or the frame beam body 30 improves the reliability of the interior trim installation and enhances the personal safety of passengers.

[0367] In some embodiments of this disclosure, as shown in FIG21, the interior mounting structure 6 includes at least one interior panel mounting structure 61 for mounting an interior panel 9, the interior panel 9 for at least covering the position of the groove 32 of the frame beam body 30 from the inner side a of the vehicle frame 200.

[0368] For example, the interior panel mounting structure 61 is connected to the frame beam body 30 at the location where the groove 32 is provided by adhesive or fasteners such as bolts.

[0369] For example, as shown in FIG21, the surface of the frame beam body 30 facing the inner side a of the vehicle frame 200 is provided with a plurality of second ribs 31a, and the interior panel mounting structure 61 is formed on at least one second rib 31a. The plurality of second ribs 31a are connected so that the frame beam body 30 can evenly distribute the force, which helps to improve the overall structural strength and structural stiffness of the vehicle. In this example, the interior panel mounting structure 61 can be formed on the second ribs 31a, that is, the second ribs 31a can be used to mount the interior panel 9.

[0370] The interior panel 9 is used to cover the recessed area of ​​the frame beam body 30, that is, the interior panel 9 is used to cover the groove of the groove 32, so that the structure inside the groove 32 is not directly exposed to the driver / passenger's view, which helps to improve the aesthetics of the vehicle.

[0371] In some embodiments of this disclosure, referring to FIG21, the interior mounting structure 6 includes at least one interior panel mounting structure 61 for mounting an interior panel 9. The interior panel 9 is used to at least cover the position of the groove 32 of the frame beam body 30 from the inner side a of the vehicle frame 200. The interior panel mounting structure 61 is formed on the second portion 312 and / or the third portion 313 of the mesh-like second ribs 31a. That is, the second ribs 31a of the second portion 312 and / or the second ribs 31a of the third portion 313 can provide mounting positions for the interior panel 9, which helps to improve the aesthetics of the vehicle. In other words, the second portion 312 and / or the third portion 313 can limit the tube body 11 and also provide mounting positions for the interior panel 9.

[0372] In some embodiments of this disclosure, as shown in Figures 19, 22, and 23, at least a portion of the frame beam body 30 constitutes the B-pillar 202 and / or C-pillar 203 of the vehicle 1000. The interior mounting structure 6 includes at least one seatbelt accessory mounting structure 62, which is disposed in the B-pillar 202 and / or C-pillar 203, or in a reinforcing column 1 disposed in a groove 32 of the B-pillar 202 and / or C-pillar 203. The at least one seatbelt accessory mounting structure 62 is used to install a seatbelt accessory 7, wherein the seatbelt accessory 7 includes at least one of a seatbelt height adjuster 71 and a seatbelt retractor 72.

[0373] Both B-pillar 202 and C-pillar 203 require the installation of seat belt accessories 7. The reinforced pillar 1 provides a seat belt accessory mounting structure 62 for installing seat belt accessories 7, which helps to improve the safety performance of the vehicle driver and / or passenger.

[0374] Because the reinforced column 1 and the frame beam body 30 have high structural strength, the installation strength of the seat belt accessory installation structure 62 located on the reinforced column 1 and the frame beam body 30 is also high. Therefore, the installation strength of the seat belt accessory 7 is improved, thereby improving the fixing strength of the seat belt and thus improving the personal safety of passengers.

[0375] For example, as shown in Figure 19, the seat belt accessory mounting structure 62 provided on the reinforcing pillar 1 can be one, which is used to install one of the seat belt height adjuster 71 and the seat belt retractor 72; or the seat belt accessory mounting structure 62 provided on the reinforcing pillar 1 can be two, which can be used to install the seat belt height adjuster 71 and the seat belt retractor 72 respectively. In this case, the positions of the two seat belt accessory mounting structures 62 on the reinforcing pillar 1 can be set according to the actual situation of the vehicle.

[0376] For example, referring to FIG22, the seat belt accessory mounting structure 62 of B-pillar 202 and / or C-pillar 203 is formed in the tube body 11 of the reinforcing pillar 1. In other words, the tube body 11 of the reinforcing pillar 1 can provide a mounting position for the seat belt accessory.

[0377] For example, the seat belt accessory mounting structure 62 is formed on the second rib 31a provided on the B-pillar 202 and / or C-pillar 203, in other words, the second rib 31a can provide a mounting position for the seat belt accessory.

[0378] For example, referring to FIG23, since the second connector 22 is inserted into the reinforcing post 1, the seat belt accessory mounting structure 62 for mounting the seat belt retractor 72 can be formed on the second connector 22. It is understood that the seat belt accessory mounting structure 62 for mounting the seat belt retractor 72 can also be formed in the reinforcing post 1 in the groove 32 of the B-post 202 and / or the C-post 203, or in the overlapping portion of the interface between the reinforcing post 1 in the groove 32 of the B-post 202 and / or the C-post 203 and the second connector 22.

[0379] In some embodiments of this disclosure, as shown in Figures 3 and 20, at least a portion of the frame beam body 30 constitutes the A-pillar 201 and / or B-pillar 202 of the vehicle 1000. The vehicle body frame 200 also includes at least one metal connection structure 8, which is disposed on the A-pillar 201 and / or B-pillar 202. The at least one metal connection structure 8 is used to connect at least one of the door hinge 74, door lock 75, and door opening limiter 76. The metal connection structure 8 is disposed between the frame beam body 30 and the reinforcing column 1 disposed on the A-pillar 201 and / or B-pillar 202.

[0380] For example, the metal connection structure 8 is welded to the reinforcing column 1 located at column A 201 and / or column B 202. That is, the metal connection structure 8 is fixed by welding. Welding helps to improve the connection stability between the metal connection structure 8 and the tube body 11 of the reinforcing column 1.

[0381] The door hinge 74, door lock 75, and door opening limiter 76 are all used for opening and closing the door 208. In practical applications, the door 208 needs to be opened and closed frequently, the door hinge 74 and door opening limiter 76 also need to rotate frequently, and the door lock 75 needs to be opened and closed frequently. That is, the metal connection structure 8 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 8 good fatigue performance, allowing the metal connection structure 8 to maintain structural integrity during multiple cycles. The metal connection structure 8 is located between the frame beam main body 30 and the reinforcing column 1 located in the A-pillar 201 and / or B-pillar 202, which helps to make the metal connection structure 8 installed stably.

[0382] It is understood that there can be one metal connection structure 8, used to connect at least one of the door hinge 74, door lock 75, and door opening limiter 76. There can be two metal connection structures 8, used to connect at least two of the door hinge 74, door lock 75, and door opening limiter 76 respectively. There can be three metal connection structures 8, used to connect the door hinge 74, door lock 75, and door opening limiter 76. The position of the metal connection structure 8 can be set according to the actual situation of the vehicle.

[0383] In some embodiments of this disclosure, as shown in FIG20, the metal connection structure 8 includes a metal bottom wall and two metal side walls disposed opposite to each other on both sides of the metal bottom wall. The metal bottom wall is disposed between the reinforcing column 1 and the groove bottom wall 324 of the groove 32, and the metal side walls are disposed between the reinforcing column 1 and the groove side wall 325.

[0384] In some embodiments of this disclosure, a reinforcing column 1 and a connecting component 2 are provided in the groove 32 of the A-pillar 201 and the groove 32 of the C-pillar 203; the vehicle frame 200 also includes an outer trim panel, which covers the side of the frame beam body 30 away from the reinforcing column 1; both the frame beam body 30 and the outer trim panel are continuous fiber composite boards, and the fiber content of the outer trim panel is less than the fiber content of the frame beam body 30.

[0385] The outer trim panel is the outermost covering of the vehicle, used to enhance its appearance. Since the door 208 will cover the B-pillar 202 after the door 208 is closed, and the curvature of the B-pillar 202 is not as high as that of the A-pillar 201 and C-pillar 203, the outer side b of the B-pillar 202 does not need to be covered with an outer trim panel. However, the A-pillar 201 and C-pillar 203 will be exposed. Therefore, the outer side b of the A-pillar 201 and C-pillar 203 is covered with an outer trim panel to improve its aesthetics.

[0386] Furthermore, both the main frame beam 30 and the outer decorative panel are continuous fiber composite panels, which gives the main frame beam 30 and the outer decorative panel a certain structural strength and rigidity. Since the outer decorative panel mainly serves an aesthetic purpose and has lower requirements for structural strength, the fiber content of the outer decorative panel is less than that of the main frame beam 30, which can achieve an aesthetic effect and also help to control costs.

[0387] In some embodiments of this disclosure, the frame beam body 30 comprises a continuous fiber composite material.

[0388] Continuous fiber composites possess high strength and stiffness, which helps improve the vehicle's collision resistance. Furthermore, their lightweight properties contribute to weight reduction, thereby lowering fuel consumption and improving the vehicle's economic performance. As a composite material, fiber composite panels do not suffer from rusting issues, and their manufacturing process is relatively environmentally friendly, contributing to reduced carbon emissions. Moreover, the use of fiber composite panels in the construction of the frame beams eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and reducing the need for dedicated stamping, welding, and painting workshops, thus lowering vehicle manufacturing costs.

[0389] In some embodiments of this disclosure, the frame beam body 30 includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0390] The continuous fiber composite layer formed by 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 30.

[0391] In some embodiments of this disclosure, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the frame beam body 30.

[0392] In the above technical solution, the multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using a molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing the mechanical properties and structural integrity of the main body.

[0393] In some embodiments of this disclosure, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0394] Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins can help improve the strength of single-layer continuous fiber composite layers.

[0395] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0396] For example, in some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0397] In some embodiments of this disclosure, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0398] Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0399] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0400] 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.

[0401] In some embodiments, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is 8 to 15, that is, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups can be 8, 9, 10, 11, 12, 13, 14, 15, etc.

[0402] In some embodiments of this disclosure, the continuous fiber has a weight percentage of 60-80, the thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0403] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient elongation at break, which would result in excessively high continuous fiber content and excessively low resin matrix content. It is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessively high water absorption, which would result in excessively low continuous fiber content and excessively high resin matrix content. In this way, the content of continuous fibers and thermoplastic resin matrix can be balanced to make the composite material suitable for use in the manufacture of the frame beam body 30.

[0404] 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.

[0405] In this way, the content of continuous fiber and thermoplastic resin matrix is ​​further limited, so that the content of continuous fiber and thermoplastic resin matrix reaches a more balanced state, making the properties of the composite material suitable for use in the manufacture of the frame beam body 30 of a vehicle.

[0406] In some embodiments of this disclosure, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial bonding performance between the continuous fibers and the thermoplastic resin matrix, and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0407] Exemplarily, 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. In some embodiments of this disclosure, 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 possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, they can be phenolic antioxidants, phosphite antioxidants, etc.

[0408] Exemplarily, 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. In some embodiments, the antioxidant includes 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0409] 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.

[0410] 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.

[0411] For example, the lubricant includes white oil.

[0412] 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.

[0413] 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.

[0414] In some embodiments of this disclosure, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0415] 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 30 is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 30.

[0416] 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.

[0417] In some embodiments, in a multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0418] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. By limiting the performance of the single-layer continuous fiber composite material, the continuous fiber composite material formed by the multi-layer continuous fiber composite material can at least meet the performance requirements of the main frame beam 30 of the vehicle.

[0419] It is understandable that the performance requirements of the frame beam body 30 vary depending on its location in the vehicle. Therefore, the number of continuous fiber composite material layers and the number of continuous fiber composite material layers that meet the performance requirements of elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3% can be designed according to the specific location of the frame beam body 30 in the vehicle. This can be achieved by multiple layers of continuous fiber composite material in the fiber composite board, or by one or several layers.

[0420] In some embodiments, in the multilayer continuous fiber composite material layers, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer.

[0421] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%. This further improves the performance of the continuous fiber composite layers, enabling the frame beam body 30 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements. In other words, the frame beam body 30 in more locations of the vehicle can use the continuous fiber composite material provided in this disclosure, which helps to further improve the vehicle's lightweight performance.

[0422] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 918 MPa to 1300 MPa, and the elongation at break of each continuous composite layer is 3% to 6%. That is, 34 GPa ≤ elastic modulus of continuous fiber composite layer ≤ 40 GPa, 918 MPa ≤ tensile strength of continuous fiber composite layer ≤ 1300 MPa, and 3% ≤ elongation at break of continuous fiber composite layer ≤ 6%. This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0423] It should be noted that elongation at break refers to the percentage of the original gauge length elongation to the original gauge length after the specimen breaks under tension.

[0424] Regarding the testing method for the elongation at break of continuous fiber composite layers, a portion of the frame beam body 30 can be cut off as a sample, the continuous fiber composite layer of the sample can be separated, and a specimen can be made for a single layer of continuous fiber composite layer. The specimen can then be placed on a tensile testing machine for testing.

[0425] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0426] In some embodiments of this disclosure, the continuous fiber is continuous glass fiber. The thermoplastic resin matrix is ​​polyamide. The composite material formed by the combination of continuous glass fiber and polyamide combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polyamide, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and the polyamide matrix is ​​easy to mold.

[0427] The components and experimental data of some embodiments are described below with reference to Table 1.

[0428] Table 1 presents experimental data for the continuous fiber composite material layer comprising glass fiber and polyamide resin matrix provided in the embodiments of this disclosure.

[0429] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0430] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0431] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0432] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0433] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0434] Table 2 shows the components and experimental data for some comparative examples.

[0435] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0436] It should be noted that the comparative examples refer to test data that do not conform to the requirements of the embodiments disclosed herein.

[0437] Combining Tables 1 and 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-). nIn a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, meaning the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0438] The molecular formula of PA11 is H(NH(CH2)). 10 CO) n In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0439] The molecular formula of PA12 is -(NH-(CH2)). 11 -CO) n - In a single structural unit of PA12, the number of carbons in the main carbon chain is 12 and the number of amide groups is 1. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0440] The molecular formula of PA6 is (-NH-(CH2)5-CO). n In a single structural unit of PA6, there are 6 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA6 is 6.

[0441] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO). n In a single structural unit of PA66, there are 12 carbons in the main carbon chain and 2 amide groups. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA66 is 6.

[0442] It should be noted that polyamide is a polymer formed by the polymerization of multiple repeating structural units. Two structural units are polymerized through -CO- and -NH-. Therefore, in calculating the number of amide groups in the embodiments of this disclosure, -CO- and -NH2- in a single structural unit are counted as one amide group, without regard to whether -CO- and -NH2- are connected together in a single structural unit.

[0443] It should be noted that the resin matrix in Comparative Example 6 includes 23 parts by weight of PA6 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA6 is 6, and the number of amide groups is 6. Therefore, the mixing of 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in an average ratio of the number of carbons in the main carbon chain to the number of amide groups that is less than 8.

[0444] The resin matrix in Comparative Example 7 includes 23 parts by weight of PA66 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA66 is 6 and the number of amide groups is 6. The mixing of 23 parts by weight of PA66 and 12 parts by weight of PA610 results in an average ratio of less than 8 between the number of carbons in the main carbon chain and the number of amide groups.

[0445] The polyamides used in Examples 1 to 9 are one or more combinations of PA610, PA11, and PA12, all of which satisfy the requirement that the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is in the range of 8 to 15. Furthermore, the weight parts of the thermoplastic resin matrix in Examples 1 to 9 are 33, 33, 33, 32, 28, 23, 33, 33, and 33, respectively, meaning that the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0446] The weight parts of glass fiber in Examples 1 to 9 are 65, 65, 65, 65, 70, 75, 65, 65, and 65, respectively, that is, the weight parts of continuous fiber are between 60 and 80.

[0447] In Examples 1 to 9, the compatibilizer was 2 parts by weight and the antioxidant was 0.3 parts by weight (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0448] In Examples 1 to 9, the minimum tensile strength of the formed continuous fiber composite layer was 1005 MPa, and the maximum tensile strength was 1370 MPa. The minimum elastic modulus of the formed continuous fiber composite layer was 39.5 GPa, and the maximum was 43.5 GPa. The minimum elongation at break of the formed continuous fiber composite layer was 3.12%, and the maximum was 4.0%. The minimum water absorption rate of the formed continuous fiber composite layer was 0.19%, and the maximum was 0.3%. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this disclosure.

[0449] As can be seen from Examples 1, 2 and 3, the higher the ratio of the number of carbons to the number of amide groups on the main carbon chain of a single structural unit, the higher the elongation at break, and the lower the water absorption rate.

[0450] Examples 4, 5, and 6 show that a higher glass fiber content results in higher tensile strength but lower elongation at break. Comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it is found that when the ratio of the number of carbon atoms to the number of amide groups on the main carbon chain of a single structural unit is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0451] By comparing Examples 5, 6, and Comparative Example 3, it can be found that when the weight percentage of glass fiber exceeds 80%, the elongation at break of the continuous fiber composite layer decreases and becomes less than 3%. This does not meet the performance requirements of the continuous fiber composite layer.

[0452] By comparing Example 1 and Comparative Example 5, it can be found that when the weight part of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer.

[0453] In some embodiments of this disclosure, the frame beam body 30 includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material has continuous fibers laid in one direction, and the laying angle of the continuous fibers of adjacent layers of continuous fiber composite material is different.

[0454] This is because the layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in two adjacent continuous fiber composite layers help to optimize the performance of composite materials in different directions.

[0455] In some embodiments of this disclosure, please refer to FIG24, in the outermost two continuous fiber composite material layers on any side of the frame beam body 30 along the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°.

[0456] This is because a ply pattern that is neither 0° nor 90° provides strength in multiple directions, and the fact that at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 30.

[0457] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0458] For example, the main frame beam 30 includes a B-pillar 202. The second segment 322 of the groove 32 of the B-pillar 202 extends roughly along the vertical direction of the vehicle frame 200. That is, the length extension direction of the second segment 322 of the B-pillar 202 is roughly along the vertical direction of the vehicle frame 200, and the width direction of the B-pillar 202 is roughly along the front-rear direction of the vehicle frame 200, i.e., the direction where arrow cd is located. For the continuous fiber composite material formed in the B-pillar 202, the vertical direction of the vehicle frame 200 is the direction where the continuous fiber layup angle is 0°, and the front-rear direction of the vehicle frame 200 is the direction where the continuous fiber layup angle is 90°. The layup angle of the continuous fibers in the other continuous fiber composite material layers is based on the direction where the 0° layup is located. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0459] 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°.

[0460] When the layup angle of continuous fibers in composite materials ranges from 25° to 75°, it helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite materials.

[0461] 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.

[0462] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby maximizing the multi-directional strength, shear strength, and fatigue resistance of the composite material within a reasonable range, thus meeting the structural strength and stiffness requirements of the main frame beam 30 as much as possible.

[0463] In some embodiments of this disclosure, the thickness of the frame beam body 30 is between 1.2 mm and 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is between 0.2 mm and 0.3 mm.

[0464] It should be noted that the thickness of the frame beam body 30 refers to the thickness of the groove wall of the groove 32 of the frame beam body 30. That is, the thickness of the bottom wall 324 of the groove 32, or the thickness of the side wall 325 of the groove 32.

[0465] For example, the thickness of the frame beam body 30 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc. By limiting the minimum thickness of the frame beam body 30, the structural strength and stiffness requirements of the frame beam body 30 are met. By limiting the maximum thickness of the frame beam body 30, the weight of the frame beam body 30 and its space occupation are reduced, which is beneficial for vehicle miniaturization and lightweighting. For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, the structural strength and stiffness of the single-layer continuous fiber composite material layer meet the requirements, while reducing weight and space occupation, which helps to keep the frame beam body 30 within a suitable thickness range.

[0466] For example, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 30. In other words, the multiple layers of continuous fiber composite material are first laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 30 with grooves 32. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 30, thereby maximizing its mechanical properties and structural integrity.

[0467] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, and the tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction is not less than 9 GPa. Thus, by controlling the performance of each single-layer continuous fiber composite material layer, the frame beam body 30 made of the fiber composite board formed by the multilayer composite material layers has a tensile strength of not less than 200 MPa in each direction perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in each direction perpendicular to the thickness direction. This allows the frame beam body 30 to meet the performance requirements of different locations in the vehicle as much as possible. In other words, it allows the frame beam body 30 in each location of the vehicle to use the continuous fiber composite material provided in this disclosure as much as possible, thereby contributing to the lightweight design of the vehicle.

[0468] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, and the tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction is 200 MPa to 1000 MPa, and the elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction is 9 GPa to 35 GPa. That is, 200 MPa ≤ tensile strength of the frame beam body 30 in each direction perpendicular to the thickness direction ≤ 1000 MPa, and 9 GPa ≤ elastic modulus of the frame beam body 30 in each direction perpendicular to the thickness direction ≤ 35 GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 30.

[0469] In some embodiments of this disclosure, by setting different laying angles for continuous fibers, the test results are shown in Tables 3 and 4. Table 3 shows the performance data obtained from testing continuous fiber composite boards formed according to the laying angles provided in the embodiments of this disclosure, and Table 4 shows the performance data obtained from testing continuous fiber composite boards formed without the laying angles provided in the embodiments of this disclosure.

[0470] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0471] Sample: 250mm in length, 15mm in width, tensile rate 5mm / min, 5 sets of measurements were taken for each sample and the average value was taken.

[0472] It should be noted that the frame beam body 30 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 30 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0473] The components and experimental data of some embodiments are described below with reference to Table 3.

[0474] Table 3 lists the components and experimental data of some embodiments of this disclosure.

[0475] The following section, in conjunction with Table 4, introduces the components and experimental data of some comparative examples.

[0476] Table 4 shows the components and experimental data for some comparative examples.

[0477] Through Examples 1 to 10, it can be found that in the outermost two layers of the multilayer continuous fiber composite material layer of the continuous fiber composite board along any side of the thickness direction, at least one layer of continuous fibers has a laying angle of 0° and not 90°.

[0478] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0479] In Examples 7 and 8, the layup angles of the continuous fibers in the non-0° and non-90° layups are 60° and 30°, respectively.

[0480] In Examples 9 and 10, the layup angles of the continuous fibers in the non-0° and non-90° layups are 75° and 25°, respectively.

[0481] The minimum tensile strength at 0° of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum elastic modulus at 0° is 14.5 GPa, and the maximum is 17.5 GPa.

[0482] The minimum tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 425 MPa and the maximum is 490 MPa; the minimum elastic modulus at 90° is 15.5 GPa and the maximum is 17.7 GPa.

[0483] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum elastic modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0484] As can be seen from Comparative Example 1, the continuous fiber layup angles of the multi-layer continuous fiber composite material layers of the continuous fiber composite board are only 0° and 90°, and the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 30.

[0485] Comparative Examples 2, 3, and 4 show that if the continuous fiber layup angle is only 0° and / or 90° in the outermost two layers on any side along the thickness direction, the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 30.

[0486] In some embodiments of this disclosure, the elastic modulus of the reinforcing rib assembly 31 is ≥5 GPa, the tensile strength is ≥100 MPa, and the elongation at break is ≥1%. By controlling the elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly 31 within a reasonable range, the frame beam body 30 provided in the embodiments of this disclosure can be applied to locations with high impact performance requirements.

[0487] In some embodiments, the elastic modulus of the reinforcing rib assembly 31 is 5 GPa to 20 GPa, the tensile strength is 100 MPa to 300 MPa, and the elongation at break is 1% to 6%. That is, 5 GPa ≤ elastic modulus of the reinforcing rib assembly 31 ≤ 20 GPa, 100 MPa ≤ tensile strength of the reinforcing rib assembly 31 ≤ 300 MPa, and 1% ≤ elongation at break of the reinforcing rib assembly 31 ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly 31.

[0488] Regarding the testing method for the elongation at break of the reinforcing rib assembly 31, a portion of the reinforcing rib assembly 31 can be cut as a sample and placed on a tensile testing machine for testing. Alternatively, a sample that meets the experimental conditions can be remolded using the injection molding of the reinforcing rib assembly 31 and then placed on a tensile testing machine for testing.

[0489] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0490] In some embodiments of this disclosure, the reinforcing rib assembly 31 is made of continuous fiber composite material, comprising 30-65 parts by weight of long glass fibers and 35-70 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of long glass fibers and thermoplastic resin matrix is ​​100. The composite material formed by combining long glass fibers and thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the reinforcing rib assembly 31. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding. By controlling the content of thermoplastic resin matrix and long glass fibers within a reasonable range, it is possible to minimize the leakage of long glass fibers and insufficient elongation at break due to excessively high long glass fiber content and excessively low thermoplastic resin matrix content, and also to minimize the problems of insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low long glass fiber content and excessively high thermoplastic resin matrix content. This ensures that the content of long glass fiber and thermoplastic resin matrix reaches a relatively balanced state, making the properties of the composite material suitable for making reinforcing rib assembly 31 to strengthen the frame beam body 30.

[0491] It should be noted that long glass fibers refer to glass fibers with a length range of 8mm to 12mm. For example, the length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, or 12mm.

[0492] In some embodiments, the reinforcing rib assembly 31 comprises 2 to 5 parts by weight of mineral powder.

[0493] Mineral powder can be, for example, at least one of talc, calcium carbonate, or wollastonite. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0494] In some embodiments, the reinforcing rib assembly 31 includes 1 to 2 parts by weight of a compatibilizer; and / or, the reinforcing rib assembly 31 includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial bonding performance between the resin matrix and the long glass fibers, and to enhance the mechanical properties of the composite material; for example, it can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0495] For example, in some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0496] For example, in some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants. Based on the performance of the continuous fiber composite material layer, reinforcing rib assembly 31, and reinforcing column 1 provided in the embodiments of this disclosure, the simulation is as follows:

[0497] The thickness of the frame beam body 30 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the second stiffener 31a is: the thickness of the first part 311 is 1mm, and the thickness of the second part 312 and the third part 313 are both 2mm.

[0498] Each continuous fiber composite layer has an elastic modulus greater than 34 GPa, a tensile strength greater than 918 MPa, and an elongation at break greater than 3%.

[0499] When the tube body 11 of the reinforcing column 1 and the reinforcing rib inside the tube body 11 are an integral 6-series aluminum pultruded tube structure, the design of the first rib 12 inside the tube body 11 is shown in Figure 20. Two first ribs 12 extend along the inner and outer directions of the vehicle body, and another first rib 12 extends along the front and rear directions of the vehicle body.

[0500] The maximum cross-sectional size of the 6-series aluminum tube is 60mm*90mm, and all cross-sectional dimensions of the 6-series aluminum tube are the same. The wall thickness of the 6-series aluminum tube is 3.5mm.

[0501] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 30, the stiffener assembly 31, and the stiffening column 1 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 5, it can be found that the collision performance of the B-pillar 202 of this embodiment is comparable to that of the existing steel B-pillar. This indicates that when the frame beam body 30 provided in this embodiment constitutes the B-pillar 202 of the vehicle, it can meet the requirements of vehicle body collision.

[0502] Table 5 Simulation test data for some embodiments of this disclosure

[0503] When the tube body 11 of the reinforcing column 1 is a thermoplastic pultruded composite tube, the elastic modulus of the thermoplastic pultruded composite tube is greater than 40 GPa, the tensile strength is greater than 1280 MPa, and the elongation at break is greater than 3%.

[0504] The maximum cross-sectional profile of the thermoplastic pultruded composite tube is 60mm*90mm, and all cross-sectional dimensions of the thermoplastic pultruded composite tube are the same. The wall thickness of the thermoplastic pultruded composite tube is 8mm.

[0505] The elastic modulus of the resin-filled structure inside the tube body 11 is greater than 700 MPa, the strength corresponding to 80% of the tensile strain is ≥60 MPa, and the elongation at break is greater than 80%.

[0506] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 30, the stiffener assembly 31, and the stiffening column 1 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 6, it can be found that the collision performance of the B-pillar 202 of this embodiment is comparable to that of the existing steel B-pillar. This indicates that when the frame beam body 30 provided in this embodiment constitutes the B-pillar 202 of the vehicle, it can meet the vehicle body collision requirements.

[0507] Table 6 Simulation test data for some embodiments of this disclosure

[0508] In other words, the frame beam body 30 provided in this embodiment can at least meet the collision performance requirements of the B-pillar 202.

[0509] The following describes specific examples of some embodiments of this disclosure with reference to the accompanying drawings.

[0510] As a specific example, a vehicle 1000 is provided, which includes a chassis 100 and a body frame 200 disposed on the chassis 100. The body frame 200 and the chassis 100 together enclose the passenger compartment of the vehicle 1000. The body frame 200 includes a B-pillar 202, which is partially formed by a frame beam body 30. The frame beam body 30 is recessed in a direction away from the inner side a of the body frame 200 to form a groove 32 with an opening facing the inner side a of the body frame 200. The groove 32 includes a first section 321. The second segment 322 and the third segment 323, the first segment 321 is used to cooperate with the upper beam 4 of the body frame 200, the third segment 323 is used to cooperate with the sill beam 5 of the body frame 200, the second segment 322 extends to connect the first segment 321 and the third segment 323; the reinforcing column 1 is at least filled in the second segment 322; the connecting component 2 includes a first joint 21 and a second joint 22 connected to the frame beam body 30, and the first joint 21 is used to connect the reinforcing column 1 and the upper beam 4, and the second joint 22 is used to connect the reinforcing column 1 and the sill beam 5. The first connector 21 has a first insertion groove 212. The bottom wall 2121 of the first insertion groove 212 has a second reinforcing rib 211a. One end of the reinforcing column 1 is inserted into the first insertion groove 212 and connected to the side wall 2122 of the first groove by bolts. The end of the reinforcing column 1 abuts against the second reinforcing rib 211a provided on the bottom wall 2121 of the first groove. The first connector 21 has a first reinforcing rib 215 facing the frame beam body 30. The first connector 21 is an integral aluminum casting. The second connector 22 has a second insertion groove 221. The bottom wall 2211 of the second insertion groove 221 has a second reinforcing rib 211a. The other end of the reinforcing column 1 is inserted into the second insertion groove 221 and connected to the side wall 2212 of the second groove by bolts. The end of the reinforcing column 1 abuts against the second reinforcing rib 211a provided on the bottom wall 2211 of the second groove. The second connector 22 has a third reinforcing rib 224 facing the frame beam body 30. The second connector 22 is an integral aluminum casting. The reinforcing column 1 includes a tube body 11 and at least one first stiffener 12 filled in the tube body 11. The reinforcing column 1 is an integral aluminum pultruded tube structure. The frame beam body 30 adopts a continuous fiber composite board including continuous fibers and thermoplastic resin matrix.

[0511] The above embodiments are merely illustrative of the technical solutions of this disclosure and are not intended to limit it. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure, and all should be covered within the scope of this disclosure. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle comprising: The vehicle body frame includes: The frame beam body has a groove formed therein, the groove includes a first section, a second section and a third section, the first section is used to cooperate with the upper beam of the vehicle frame, the third section is used to cooperate with the sill beam of the vehicle frame, and the second section extends to connect the first section and the third section; The reinforcing column shall at least fill the second segment; The connecting assembly includes a first joint and a second joint that are connected to the main body of the frame beam, wherein the first joint is used to connect to the upper beam and the second joint is used to connect to the sill beam. Wherein, the first connector is inserted into the reinforcing post, and / or the second connector is inserted into the reinforcing post.

2. The vehicle according to claim 1, wherein, The first connector is provided with a first insertion groove, and the end of the reinforcing column near the upper beam is inserted into the first insertion groove.

3. The vehicle according to claim 2, wherein, The first insertion slot has at least one first connection hole extending through to the outer peripheral surface of the first connector, and the outer peripheral surface of the reinforcing column has at least one second connection hole. The first connection hole and the second connection hole are fixedly connected by a first fastener, which includes a bolt.

4. The vehicle according to any one of claims 2 or 3, wherein, The first joint includes a first body structure and at least one first reinforcing rib disposed on the side of the first body structure facing the main body of the frame beam.

5. The vehicle according to claim 4, wherein, At least a portion of the plurality of first reinforcing ribs extends in the same direction as the reinforcing column.

6. The vehicle according to claim 5, wherein, At least a portion of the plurality of first reinforcing ribs extend in the same direction as the upper beam.

7. The vehicle according to any one of claims 4 to 6, wherein, At least a portion of the plurality of first reinforcing ribs are arranged to cross each other, and / or At least a portion of the plurality of first reinforcing ribs are connected end to end in a ring shape.

8. The vehicle according to any one of claims 4 to 7, wherein, The first body structure includes a first main body and a first flap connected to the first main body. The end of the first main body away from the first flap is connected to the reinforcing column. The first main body has a first mounting surface, and the first flap has a second mounting surface. The first mounting surface and the second mounting surface intersect and are respectively connected to two adjacent surfaces of the upper beam.

9. The vehicle according to claim 8, wherein, The first main body is provided with at least one first reinforcing rib in the same direction as the extension of the reinforcing column, and the first flap is provided with at least one first reinforcing rib in the same direction as the extension of the upper beam.

10. The vehicle according to any one of claims 4 to 9, wherein, The first body structure and the first reinforcing rib are formed as an integral aluminum casting.

11. The vehicle according to any one of claims 4 to 10, wherein, The thickness of the first reinforcing rib is between 2mm and 3mm.

12. The vehicle according to any one of claims 2 to 11, wherein, The end of the reinforcing column near the upper beam abuts against the first joint.

13. The vehicle according to claim 12, wherein, The first insertion slot has a first bottom wall and a first side wall surrounding the bottom wall. The end of the first side wall away from the bottom wall forms a first opening. The first opening and the bottom wall are arranged opposite to each other along the extension direction of the reinforcing column. The bottom wall is provided with at least one second reinforcing rib. The end of the reinforcing column near the upper beam abuts against the second reinforcing rib.

14. The vehicle according to claim 13, wherein, At least a portion of the plurality of second reinforcing ribs are arranged to cross each other, and / or At least a portion of the plurality of second reinforcing ribs are connected end to end in a ring shape.

15. The vehicle according to claim 13 or 14, wherein, The wall thickness of the first groove sidewall is between 2mm and 3.5mm; and / or The thickness of the second reinforcing rib is between 2mm and 3mm.

16. The vehicle according to any one of claims 1 to 15, wherein, The second connector is provided with a second insertion groove, and the end of the reinforcing column near the threshold beam is inserted into the second insertion groove.

17. The vehicle according to claim 16, wherein, The second insertion groove has at least one third connection hole extending through to the outer peripheral surface of the second connector, and the outer peripheral surface of the reinforcing column has at least one fourth connection hole. The third connection hole and the fourth connection hole are fixedly connected by a second fastener, which includes a bolt.

18. The vehicle according to any one of claims 1 to 17, wherein, The second joint includes a second body structure and at least one third reinforcing rib disposed on the side of the second body structure facing the main body of the frame beam.

19. The vehicle according to claim 18, wherein, At least a portion of the plurality of third reinforcing ribs extends in the same direction as the reinforcing column.

20. The vehicle according to claim 18 or 19, wherein, At least a portion of the plurality of third reinforcing ribs extends in the same direction as the sill beam.

21. The vehicle according to any one of claims 18 to 20, wherein, At least a portion of the plurality of the third reinforcing ribs are arranged to cross each other, and / or At least a portion of the plurality of the third reinforcing ribs are connected end to end in a ring shape.

22. The vehicle according to claim 21, wherein, The second body structure includes a second main body and a second flap connected to the second main body. The end of the second main body away from the second flap is connected to the reinforcing column. The second main body has a third mounting surface, and the second flap has a fourth mounting surface. The third mounting surface and the fourth mounting surface intersect and are respectively connected to two adjacent surfaces of the sill beam.

23. The vehicle according to claim 22, wherein, The second main body is provided with at least one third reinforcing rib in the same direction as the extension of the reinforcing column, and the second flap is provided with at least one third reinforcing rib in the same direction as the extension of the threshold beam.

24. The vehicle according to claim 22 or 23, wherein, In the extending direction of the sill beam, the dimensions of both the third mounting surface and the fourth mounting surface are between 300mm and 450mm.

25. The vehicle according to any one of claims 18 to 24, wherein, The thickness of the third reinforcing rib is between 3mm and 5mm.

26. The vehicle according to any one of claims 18 to 25, wherein, The second body structure and the third reinforcing rib are formed as an integral aluminum casting.

27. The vehicle according to claim 16 or 17, wherein, The end of the reinforcing column near the threshold beam abuts against the second joint.

28. The vehicle according to claim 27, wherein, The second insertion groove includes a second groove bottom wall and a second groove side wall surrounding the second groove bottom wall. The end of the second groove side wall away from the second groove bottom wall forms a second groove opening. The second groove opening and the second groove bottom wall are arranged opposite to each other along the extension direction of the reinforcing column. The second groove bottom wall is provided with at least one fourth reinforcing rib. The end of the reinforcing column near the threshold beam abuts against the fourth reinforcing rib.

29. The vehicle according to claim 28, wherein, At least a portion of the plurality of fourth reinforcing ribs are arranged to intersect each other, and / or At least a portion of the plurality of the fourth reinforcing ribs are connected end to end in a ring shape.

30. The vehicle according to claim 28 or 29, wherein, The wall thickness of the second groove sidewall is between 3mm and 5mm; and / or The thickness of the fourth reinforcing rib is between 3mm and 4mm.

31. The vehicle according to any one of claims 1 to 30, wherein, The reinforcing column includes a tube body and at least one first rib filled within the tube body.

32. The vehicle according to claim 31, wherein, The cross-sectional shape of the tube body is polygonal, wherein the cross-section is perpendicular to the extension direction of the tube body.

33. The vehicle according to claim 31 or 32, wherein, In a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the first rib are respectively connected to the inner wall of the tube body.

34. The vehicle according to any one of claims 31 to 33, wherein, At least a portion of the plurality of first ribs are arranged to cross each other.

35. The vehicle according to any one of claims 31 to 34, wherein, The thickness of the first rib is between 3mm and 6.5mm.

36. The vehicle according to any one of claims 31 to 35, wherein, The wall thickness of the main body of the pipe is 3mm to 5mm.

37. The vehicle according to any one of claims 31 to 36, wherein, The tube body and at least one of the first reinforcing ribs are an integral aluminum pultruded tube structure.

38. The vehicle according to any one of claims 1 to 37, wherein, The reinforcing column includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

39. The vehicle according to claim 38, wherein, The main body of the tube is a thermoplastic pultruded composite material tube.

40. The vehicle according to claim 38 or 39, wherein, The wall thickness of the main body of the pipe is 6mm to 10mm.

41. The vehicle according to any one of claims 38 to 40, wherein, The resin-filled structure includes polyurea and / or polyurethane.

42. The vehicle according to any one of claims 1 to 41, wherein, The main body of the frame beam is provided with a plurality of reinforcing rib assemblies in the groove, and the plurality of reinforcing rib assemblies are distributed at intervals along the extension direction of the groove.

43. The vehicle according to claim 42, wherein, The reinforcing rib assembly includes a plurality of interconnected second ribs; Multiple second ribs are arranged intersecting each other; or, multiple second ribs are connected end to end in a ring.

44. The vehicle according to claim 43, wherein, The second reinforcing rib is injection molded into the groove of the main body of the frame beam.

45. The vehicle according to claim 43 or 44, wherein, The thickness of the root of the second stiffener is 80% to 120% of the thickness of the main frame beam.

46. ​​The vehicle according to any one of claims 43 to 45, wherein, The thickness of the root of the second stiffener is 2.5mm to 3.5mm, and / or the thickness of the main body of the frame beam is 2.5mm to 3.5mm.

47. The vehicle according to any one of claims 42 to 46, wherein, The reinforcing rib assembly is connected to both the bottom wall and the side wall of the groove. The reinforcing rib assembly has a clearance groove for installing the reinforcing column.

48. The vehicle according to any one of claims 1 to 47, wherein, The main body of the frame beam is composed of continuous fiber composite material.

49. The vehicle according to claim 48, 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.

50. The vehicle according to claim 49, 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.

51. The vehicle according to claim 49 or 50, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

52. The vehicle according to claim 51, 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.

53. The vehicle according to any one of claims 49 to 52, wherein, The thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

54. The vehicle according to claim 53, wherein, The polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

55. The vehicle according to any one of claims 49 to 54, wherein, The continuous fiber has a weight percentage of 60-80, the thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

56. The vehicle according to any one of claims 49 to 54, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer.

57. The vehicle according to claim 55, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

58. The vehicle according to any one of claims 49 to 57, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

59. The vehicle according to any one of claims 49 to 58, 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.

60. The vehicle according to claim 59, 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°.

61. The vehicle according to claim 60, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

62. The vehicle according to claim 60 or 61, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

63. The vehicle according to any one of claims 49 to 62, wherein, The thickness of the main frame beam is between 1.2 mm and 5 mm; and / or the thickness of a single layer of the continuous fiber composite material is between 0.2 mm and 0.3 mm.

64. The vehicle according to any one of claims 1 to 63, wherein, At least a portion of the main body of the frame beam constitutes the A-pillar, B-pillar and C-pillar of the vehicle, and the reinforcing column and the connecting assembly are provided in the groove of at least one of the A-pillar, the B-pillar and the C-pillar.

65. The vehicle according to any one of claims 1 to 64, wherein, The vehicle body frame also includes an interior trim mounting structure for mounting the vehicle's interior trim, which is disposed on the reinforcing column and / or the main body of the frame beam.

66. The vehicle according to claim 65, wherein, The interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the groove of the frame beam body from the inside of the vehicle frame.

67. The vehicle according to claim 65 or 66, wherein, At least a portion of the main frame beam constitutes the B-pillar and / or C-pillar of the vehicle. The interior trim mounting structure includes at least one seatbelt accessory mounting structure, which is disposed on the B-pillar and / or the C-pillar, or on the reinforcing pillar disposed within the groove of the B-pillar and / or the C-pillar. The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

68. The vehicle according to claim 65 or 66, wherein, At least a portion of the main body of the frame beam constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure. The at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter. The metal connection structure is disposed between the main body of the frame beam and the reinforcing column located in the A column and / or B column.

69. The vehicle according to claim 64, wherein, The reinforcing column and the connecting assembly are provided in the groove of the A column and the groove of the C column; The vehicle frame also includes an outer trim panel, which covers the side of the frame beam body away from the reinforcing column; Both the main frame beam and the outer decorative panel are continuous fiber composite panels, and the fiber content of the outer decorative panel is less than that of the main frame beam.

70. The vehicle according to any one of claims 1 to 69, wherein, The vehicle also includes: The chassis, wherein the vehicle frame is located above the chassis and is detachably connected to the chassis.

71. The vehicle according to claim 70, wherein, The vehicle body frame and the chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the casing of which forms the floor of the passenger compartment.

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