Vehicle

Abstract

Provided in the embodiments of the present disclosure is a vehicle, the vehicle comprising a body frame, wherein the body frame comprises a frame beam main body and a reinforcing structure; the frame beam main body comprises a fiber composite plate, and a first cavity is formed in the frame beam main body; the reinforcing structure is at least partially located in the first cavity, and is configured to improve the strength of the frame beam main body; and an induced deformation region is provided on at least one of the frame beam main body and the reinforcing structure that has both higher strength and rigidity, and on the frame beam main body or the reinforcing structure which is correspondingly provided with the induced deformation region, the strength and rigidity at the induced deformation region are the lowest. In the vehicle in the embodiments of the present disclosure, collision energy is absorbed by means of preferential deformation of the induced deformation region; and the preferential deformation part of the body frame is kept near the induced deformation region, thereby reducing the possibility of preferential deformation at other positions of the body frame, and thus protecting critical vital parts of passengers inside the body frame and lowering the risks to the vehicle and passengers in extreme cases.

Description

A type of vehicle

[0001] Cross-reference to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411864919.5, filed on December 17, 2024, entitled “A Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, specifically to a vehicle. Background Technology

[0004] With the continuous development of automotive technology, the requirements for vehicle safety are getting higher and higher, and the vehicle body frame is a key structure affecting passenger safety. Therefore, this disclosure is made. Summary of the Invention

[0005] In view of this, the present disclosure aims to provide a vehicle that can deform at a predetermined position to absorb collision energy in the event of a collision, thereby effectively improving vehicle safety.

[0006] To achieve the above objectives, the technical solution of this disclosure embodiment is implemented as follows:

[0007] This disclosure provides a vehicle, the vehicle comprising:

[0008] The vehicle body frame includes: a frame beam body, including a fiber composite board, wherein the frame beam body forms a first cavity;

[0009] The reinforcing structure, at least partially located within the first cavity, is used to increase the strength of the main frame beam.

[0010] Among them, at least one of the frame beam main body and the reinforcing structure with higher strength and stiffness is provided with an induced deformation area, and the strength and stiffness at the induced deformation area are the lowest on the frame beam main body or the reinforcing structure with the corresponding induced deformation area.

[0011] In this embodiment of the vehicle, structural components with higher strength and rigidity serve as the main load-bearing components of the vehicle body frame, undertaking the most important supporting function of the vehicle body frame. An induced deformation zone is positioned at a location with higher strength and rigidity. This allows the vehicle body frame to transmit the force experienced during a collision through the main load-bearing components, and absorb collision energy through the preferential deformation of the induced deformation zone. Simultaneously, this design ensures that the parts of the vehicle body frame that deform preferentially remain near the induced deformation zone, thereby reducing the likelihood of preferential deformation in other parts of the vehicle body frame. Furthermore, by adjusting the deformation position, the critical vital signs of people within the vehicle body frame can be protected, reducing the danger to the vehicle and its occupants in extreme situations.

[0012] In some embodiments, both the main frame beam and the reinforcing structure are made of fiber composite materials. Using fiber composite materials for both the main frame beam and the reinforcing structure helps to further reduce the overall weight of the vehicle frame and also simplifies the manufacturing process of the vehicle frame.

[0013] In some embodiments, the deformation-inducing region is located on the main body of the frame beam. When both the main body of the frame beam and the reinforcing structure are made of fiber composite materials, and the main body of the frame beam has higher stiffness and strength, an deformation-inducing region can be set on the main body of the frame beam. This arrangement has two advantages: firstly, it allows a portion of the main body of the frame beam to deform preferentially in the event of a vehicle collision to absorb collision energy, thereby reducing the likelihood of other areas of the main body of the frame beam deforming and intruding into the vehicle's interior space, potentially injuring occupants or other objects inside the vehicle. Secondly, the position of the deformation-inducing region on the main body of the frame beam can be adjusted to protect critical human positions, further improving vehicle safety.

[0014] In some embodiments, the side of the frame beam facing the interior of the vehicle is designated as the first side, and the side facing away from the interior of the vehicle is designated as the second side. The surface of the second side is provided with an induced deformation groove, which is recessed towards the inner side of the vehicle frame. The area of ​​the frame beam with the induced deformation groove forms an induced deformation region. On one hand, setting the induced deformation region as an induced deformation groove facilitates manufacturing; on the other hand, the recessed design of the induced deformation groove towards the inner side of the vehicle frame allows the entire induced deformation region to concave towards the interior of the vehicle with the recessed position as its midpoint during deformation. Meanwhile, other structural areas surrounding the induced deformation region can deform in a direction away from the recess of the induced deformation groove, thereby reducing the pressure of the deformed structure on people or objects inside the vehicle frame and further improving vehicle safety.

[0015] In some embodiments, the frame beam extends along a second direction, and the relative directions of the first and second sides are a third direction. The deformation-inducing groove penetrates the frame beam along the first direction, and the first, second, and third directions intersect each other. This helps to reduce the strength and stiffness of the deformation-inducing area, allowing it to deform towards the interior of the vehicle after a collision, while larger areas of the surrounding structure can deform away from the depression. This reduces the pressure of the deforming structure on people or objects inside the vehicle frame, further improving vehicle safety.

[0016] In some embodiments, the dimension of the deformation-inducing groove along the second direction ranges from 20mm to 30mm. Controlling the deformation-inducing groove within this range minimizes the loss of strength in the vehicle frame, ensuring its overall strength. Furthermore, it allows for timely deformation induction when the vehicle frame is subjected to significant external forces, thus ensuring occupant safety. It should also be noted that this structural design helps reduce the likelihood of excessive deformation of the frame beam in the second direction, which could harm occupants and objects inside the vehicle. Additionally, it helps reduce the risk of fracture due to an excessively small deformation-inducing area.

[0017] In some embodiments, the deformation-inducing region is located within the reinforcing structure. When the reinforcing structure has higher stiffness and strength than the main frame beam, it is the primary load-bearing component, and the deformation-inducing region is located within it. This allows a portion of the reinforcing structure to deform preferentially in the event of a vehicle collision, absorbing collision energy and reducing the likelihood of other areas of the reinforcing structure deforming and intruding into the vehicle's interior, potentially injuring occupants or other objects inside the vehicle.

[0018] In some embodiments, the fiber composite panel uses continuous fiber composite material, and the reinforcing structure is a tubular structure. This helps reduce the structural mass of the main frame beam while ensuring that the main frame beam meets certain stiffness and strength requirements. The tubular reinforcing structure also helps reduce its mass while maintaining the required stiffness and strength.

[0019] In some embodiments, the reinforcing structure is an extruded, one-piece metal structure. This extrusion molding process is highly efficient, mature, and low-cost, allowing for diverse cross-sectional shapes of the reinforcing structure to adapt to the shape requirements of the vehicle body frame and different locations within the vehicle.

[0020] In some embodiments, the reinforcing structure is a pultruded, one-piece fiber composite tubular structure. This improves the production efficiency of the reinforcing structure and reduces its weight.

[0021] In some embodiments, reinforcing components are filled within the reinforcing structure. Thus, by utilizing the space within the second cavity of the reinforcing structure to arrange the reinforcing components, the utilization rate of the space within the vehicle frame is improved, and it is beneficial to further enhance the overall strength and stiffness of the reinforcing structure.

[0022] In some embodiments, the reinforcing component is a first reinforcing rib, which is integrally formed with the reinforcing structure. The first reinforcing rib can suppress the deformation of the reinforcing structure, thereby improving the stiffness and strength of the reinforcing structure; the integral molding of the first reinforcing rib and the reinforcing structure is beneficial to improving the connection strength between the two. At the same time, the integral molding process is also beneficial to processing and manufacturing.

[0023] In some embodiments, the reinforcing component is a resin-filled structure, including polyurea and / or polyurethane. By filling the second cavity of the reinforcing structure with at least one material selected from polyurea and polyurethane, the inner wall of the second cavity is supported, thereby suppressing deformation of the reinforcing structure and improving its stiffness and strength.

[0024] In some embodiments, the reinforcing structure is provided with deformation-inducing holes. The reinforcing structure extends along the second direction, and the deformation-inducing holes are located on at least one side surface of the reinforcing structure perpendicular to the second direction. The area of ​​the reinforcing structure with the deformation-inducing holes forms a deformation-inducing region. On the one hand, the structure of the deformation-inducing holes is simple and easy to manufacture; on the other hand, by providing deformation-inducing holes, the solid structure of the deformation-inducing region is less than that of other regions of the reinforcing structure, which is beneficial for the reinforcing structure to deform perpendicular to the second direction.

[0025] In some embodiments, at least some of the induced deformation holes are located on the surface of the reinforcing structure facing away from the vehicle's interior. This allows the entire induced deformation area to concave inwards towards the vehicle's interior with the hole as its midpoint during deformation, while other structural areas surrounding the induced deformation area can deform in a second direction. This reduces the pressure exerted by the deformed structure on people or objects inside the vehicle frame, further improving vehicle safety. In some embodiments, the induced deformation holes are closed at both ends along the first direction, and the direction relative to the main frame beam is the third direction. The first, second, and third directions intersect each other. Thus, provided the stiffness and strength of the induced deformation area meet design requirements, it improves the load-bearing capacity of the reinforcing structure and reduces the likelihood of deformation of the reinforcing structure under the vehicle's load, leading to damage to the vehicle frame.

[0026] In some embodiments, the reinforcing structure includes a second cavity containing a first reinforcing rib. Both the second cavity and the first reinforcing rib extend along a second direction. The first reinforcing rib includes a first sub-rib, at least a portion of which connects to the inner walls of the second cavity on both sides along the direction opposite to the main body of the frame beam. Thus, the first sub-rib can suppress bending deformation of the reinforcing structure along the direction opposite to the main body of the frame beam, which helps improve the stiffness and strength of the reinforcing structure and reduces the risk of direct fracture after a collision.

[0027] In some embodiments, the deformation-inducing hole penetrates the sidewall of the reinforcing structure perpendicular to the second direction, and the first sub-rib is provided with a reinforcing hole. In the projection plane perpendicular to the penetration direction of the deformation-inducing hole, the projection of the reinforcing hole is located within the projection range of the deformation-inducing hole. This is beneficial because it allows the weak area of ​​the first sub-rib to be close to the deformation-inducing area. By using the reinforcing hole and the deformation-inducing hole together to weaken the stiffness and strength of the same area of ​​the vehicle frame, it is beneficial to allow deformation of this area of ​​the vehicle frame in the event of a collision. It is also beneficial to reduce the reinforcing effect of the first sub-rib on the stiffness and strength of the deformation-inducing area, and to allow the weak area of ​​the first sub-rib and the deformation-inducing area of ​​the reinforcing structure to deform synchronously in the event of a collision.

[0028] In some embodiments, the reinforcing hole is open to the side facing the deformation-inducing hole, so as to communicate with the deformation-inducing hole. In this way, the first reinforcing rib is more likely to deform when the vehicle body frame is subjected to an external impact from the outside to the inside of the vehicle.

[0029] In some embodiments, the sum of the dimensions of the reinforcing holes and the deformation-inducing holes along the direction relative to the frame beam body ranges from 10 mm to 30 mm. This allows the reinforced structure to deform smoothly in the event of a collision while ensuring that the stiffness and strength of the reinforced structure meet the requirements for bearing the normal loads of the vehicle.

[0030] In some embodiments, the first reinforcing rib further includes a second sub-rib located within a second cavity. The second sub-rib connects to the inner walls of both sides of the second cavity perpendicular to the direction of the reinforcing structure and the main frame beam, and intersects with the first sub-rib. The reinforcement reduction holes and deformation-inducing holes are located on the same side of the second sub-rib along the direction of the reinforcing structure and the main frame beam. The second sub-rib helps to further improve the strength and stiffness of the reinforcing structure, reducing the risk of damage to occupants and other objects inside the vehicle caused by deformation of the reinforcing structure after a vehicle collision.

[0031] In some embodiments, the size of the induced deformation hole along the second direction ranges from 20mm to 30mm. This is beneficial in two ways: firstly, it reduces the likelihood of the reinforcing structure deforming too extensively in the second direction, which could endanger occupants and objects inside the vehicle; secondly, it allows the entire induced deformation area to concave inwards towards the vehicle during deformation, while other structural areas around the induced deformation area can deform outwards towards the vehicle, reducing the pressure of the deformed structure on people or objects inside the vehicle frame and further improving vehicle safety; and thirdly, it reduces the risk of the induced deformation area breaking due to its small size.

[0032] And / or, the size of the induced deformation hole along the first direction ranges from 45mm to 55mm, the side of the frame beam facing the interior of the vehicle is the first side and the side facing away from the interior of the vehicle is the second side, the relative direction of the first side and the second side is the third direction, and the first direction, the second direction and the third direction intersect each other. In this way, it is beneficial to enable the reinforcing structure to normally bear the load of the vehicle itself, and it is also beneficial to allow the entire induced deformation area to indent towards the interior of the vehicle when deformation occurs, while the other areas of the structure in a larger range around the induced deformation area can deform towards the exterior of the vehicle, so as to reduce the pressure of the deformed structure on people or objects inside the vehicle frame, thereby further improving the safety of the vehicle.

[0033] In some embodiments, at least a portion of the frame beam body forms the B-pillar of the vehicle. The vehicle body frame also includes an upper connector and a lower connector. The first cavity of the B-pillar is provided with a reinforcing structure, and the reinforcing structure is connected to the upper side beam and sill beam of the vehicle through the upper connector and the lower connector, respectively. Through the upper connector and the lower connector, the reinforcing structure forms a force transmission path with the upper side beam and the sill beam, which helps to make the overall structure of the vehicle more stable. It also helps the reinforcing structure to transfer collision energy to the upper side beam and sill beam in the event of a collision, reducing the deformation of the reinforcing structure and thus reducing damage to occupants and objects inside the vehicle.

[0034] In some embodiments, both the upper and lower connectors are inserted into the reinforcing structure within the B-pillar. This ensures a stop-locking fit between the upper and lower connectors and the reinforcing structure, which helps maintain the stability of the connection between the upper and lower connectors and the reinforcing structure.

[0035] In some embodiments, the vehicle includes a third reinforcing rib disposed within the upper and lower joints, and abutting against the reinforcing structure. The third reinforcing rib forms a force transmission path between the upper joint and the reinforcing structure, which helps maintain the stability of the force transmission path between the upper joint and the reinforcing structure, and improves the overall stiffness and strength of the vehicle structure.

[0036] In some embodiments, the vehicle frame includes a fourth reinforcing rib, which is disposed outside the upper joint and the lower joint, and is connected to the frame beam body. The frame beam body covers at least a portion of the exterior of the upper joint and the lower joint, and the fourth reinforcing rib forms a force transmission path between the frame beam body and the upper and lower joints respectively, facilitating the transfer of the load on the frame beam body to the upper and lower joints, and then to the reinforcing structure.

[0037] In some embodiments, at least a portion of the fourth reinforcing rib of at least one of the upper and lower connectors extends in the same direction as the reinforcing structure. This facilitates the transmission of forces from the fourth reinforcing rib to the reinforcing structure, thereby improving the stiffness and strength of the vehicle frame.

[0038] In some embodiments, at least a portion of the frame beam body forms a vehicle body pillar, and a reinforcing structure is provided within a first cavity of the body pillar. At least a portion of the reinforcing structure forms an interior trim mounting structure for mounting the vehicle body interior. The interior trim mounting structure can transfer the load of the vehicle body interior to the frame beam body and the reinforcing structure, thereby reducing the risk of misalignment or deformation of the vehicle body interior after long-term use. It eliminates the need for separate components with interior trim mounting functions, reduces the number of components and the assembly between components, and contributes to the lightweighting of the vehicle body frame and improved manufacturing efficiency.

[0039] In some embodiments, the vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar. This allows the load of the vehicle interior trim to be transferred to the A-pillar, B-pillar, and C-pillar, improving the installation stability of the vehicle interior trim.

[0040] In some embodiments, the interior mounting structure includes a seatbelt accessory mounting structure for mounting seatbelt accessories, which include at least one of a seatbelt height adjuster and a seatbelt retractor. Thus, by mounting the seatbelt accessory mounting structure on the frame beam and reinforcing structure, the installation of the seatbelt accessory mounting structure is more stable, reducing safety hazards to occupants caused by displacement or deformation of the seatbelt accessory mounting structure in the event of a vehicle collision.

[0041] In some embodiments, the interior trim mounting structure includes an interior trim panel mounting structure for mounting an interior trim panel. The interior trim panel covers at least a partially open portion of the first cavity of the frame beam body from the inside of the vehicle frame. This allows the load on the interior trim panel to be transferred to the frame beam body and reinforcing structure through the interior trim mounting structure, improving the installation stability of the interior trim panel and reducing the risk of misalignment or deformation of the interior trim panel after long-term vehicle use.

[0042] In some embodiments, at least a portion of the main frame beam forms the vehicle's body pillars. The body frame also includes at least one door mounting structure located on the body pillars. At least one door connecting structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter. This makes the installation of the door connecting structure more stable, reduces the risk of misalignment of the door connecting structure after a vehicle collision, and facilitates the door's opening function for occupant escape.

[0043] In some embodiments, the vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar. In this way, the load of the door connection structure can be transferred to the A-pillar, B-pillar, and C-pillar, improving the installation stability of the door connection structure.

[0044] In some embodiments, at least a portion of the frame beam body forms the vehicle's B-pillar and sill beam. A reinforcing structure is provided within a first cavity of the B-pillar. One of the reinforcing structure within the B-pillar and the B-pillar itself has an induced deformation region. The lowest point of the induced deformation region is higher than the top surface of the sill beam, and the vertical distance between the two ranges from 190mm to 230mm. By controlling the position of the induced deformation region relative to the top surface of the sill beam, it is advantageous to ensure that the induced deformation region is lower than the hips of the occupants in the driver's and passenger's seats. This, in turn, helps to ensure that, after a side collision, the deformed induced deformation region is far from the upper torso of the occupant, thus reducing injury to the occupant.

[0045] In some embodiments, the vehicle frame further includes multiple second reinforcing ribs disposed within the first cavity, with the multiple second reinforcing ribs interlacing to form a mesh structure; or, the multiple second reinforcing ribs are connected end-to-end to form a closed annular structure. This allows the multiple second reinforcing ribs to form force transmission paths among themselves, so that the load on the frame beam body is transferred to each of the second reinforcing ribs, which helps to further improve the stiffness and strength of the frame beam body.

[0046] In some embodiments, the second reinforcing rib is injection molded onto the surface of the frame beam body. By employing the injection molding process, the second reinforcing rib and the frame beam body form an integral structure, eliminating the need for further assembly and simplifying the manufacturing process of the vehicle frame. Furthermore, by creating injection molds of different shapes, the shape and size of the second reinforcing rib can be specifically optimized according to the main stress distribution of the frame beam body, thereby improving the stiffness and strength of the frame beam body while reducing excessive structural redundancy.

[0047] In some embodiments, the thickness of the root of the second reinforcing rib is 80% to 120% of the thickness of the frame beam body. This helps to improve the connection stability between the second reinforcing rib and the frame beam body; at the same time, the larger root thickness of the reinforcing rib helps to reduce the probability of shrinkage defects on the surface of the frame beam body at the root of the reinforcing rib during injection molding.

[0048] In some embodiments, the thickness of the root of the second reinforcing rib is in the range of 2.5mm to 3.5mm. This allows the second reinforcing rib to have a certain strength and rigidity while reducing its mass, which is beneficial for reducing the mass of the vehicle frame. And / or, the thickness of the frame beam body is in the range of 2.5mm to 3.5mm. This allows the frame beam body to have a certain strength and rigidity while reducing its mass, which is beneficial for reducing the mass of the vehicle frame.

[0049] In some embodiments, at least a portion of the frame beam body forms a vehicle body pillar, a second reinforcing rib is provided within a first cavity of the body pillar, and at least one second reinforcing rib is provided with an interior trim mounting structure for mounting the vehicle body interior. Thus, the installation stability of the vehicle body interior is improved by utilizing the second reinforcing rib and the frame beam body.

[0050] In some embodiments, the vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar. Thus, the load on the interior trim mounting structure can be transferred to the A-pillar, B-pillar, and C-pillar via the second reinforcing rib, improving the installation stability of the interior trim mounting structure.

[0051] In some embodiments, the interior mounting structure includes a seatbelt accessory mounting structure for mounting seatbelt accessories, which include at least one of a seatbelt height adjuster and a seatbelt retractor. Thus, by connecting the frame beam body and the seatbelt accessory mounting structure with a second reinforcing rib, the installation of the seatbelt accessory mounting structure is made more stable, reducing the safety hazards to occupants caused by displacement or deformation of the seatbelt accessory mounting structure in the event of a vehicle collision.

[0052] In some embodiments, the interior trim mounting structure includes an interior trim panel mounting structure for mounting an interior trim panel. The interior trim panel covers at least a partially open portion of the first cavity of the frame beam body from the inside of the vehicle frame. This allows the load on the interior trim panel to be transferred to the frame beam body via the second reinforcing rib, improving the installation stability of the interior trim panel and reducing the risk of misalignment or deformation of the interior trim panel after long-term vehicle use.

[0053] In some embodiments, at least a portion of the frame beam body forms the vehicle body pillars. The body frame also includes a door mounting structure. At least a portion of the second reinforcing rib is injection-molded onto the surface of the body pillar and the surface of the door mounting structure to fix the door mounting structure. At least one door connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter. The fixed connection of the frame beam body, door mounting structure, and second reinforcing rib is directly achieved through injection molding, simplifying the manufacturing process and improving production efficiency. Through the second reinforcing rib, the door mounting structure can transfer the load to the frame beam body, making the installation of the door connection structure more stable.

[0054] In some embodiments, the vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar. Thus, the load on the door connection structure can be transferred to the A-pillar, B-pillar, and C-pillar via the second reinforcing rib, improving the installation stability of the door connection structure.

[0055] In some embodiments, the first cavity is open on the side facing the interior of the vehicle to form an open slot. The second reinforcing rib includes a third sub-rib and a fourth sub-rib, both of which are connected to the bottom wall of the open slot. The third sub-rib extends along a first direction to the inner walls of both sides of the open slot along the first direction, and the fourth sub-rib extends along a second direction to the inner walls of both sides of the open slot along the second direction. The first and second directions intersect and both intersect the opening direction of the first cavity. The third and fourth sub-ribs intersect each other to form a mesh structure. The third and fourth sub-ribs extend along two intersecting directions, thereby improving the ability of the frame beam body to suppress deformation in two mutually perpendicular directions.

[0056] In some embodiments, the third sub-reinforcing bar is provided with a first clearance groove. The first clearance groove passes through the third sub-reinforcing bar in the second direction and opens towards the side of the reinforcing structure in the direction opposite to the main body of the frame beam. A part of the reinforcing structure is embedded in the first clearance groove through the opening of the first clearance groove to cooperate with the stop of the third sub-reinforcing bar. In this way, the groove wall of the first clearance groove can play a role in limiting the reinforcing structure in the first direction, which is beneficial to improving the positional stability of the reinforcing structure relative to the outer covering.

[0057] And / or, the fourth sub-reinforcing bar is provided with a second clearance groove, which penetrates the fourth sub-reinforcing bar along the first direction and opens towards the side of the reinforcing structure along the opposite direction of the reinforcing structure and the main body of the frame beam. A part of the reinforcing structure is embedded in the second clearance groove through the opening of the second clearance groove to cooperate with the fourth sub-reinforcing bar. In this way, the groove wall of the second clearance groove can play a role in limiting the reinforcing structure along the second direction, which is beneficial to improving the positional stability of the reinforcing structure relative to the outer covering.

[0058] In some embodiments, the second reinforcing rib comprises a first thermoplastic resin matrix and long glass fibers, wherein the long glass fibers comprise 30-65 parts by weight and the first thermoplastic resin matrix comprises 35-70 parts by weight. The composite material formed by the long glass fibers and the first thermoplastic resin matrix combines the high strength and high modulus of the long glass fibers with the good processability and recyclability of the thermoplastic resin. This helps to improve the elastic modulus, tensile strength, and elongation at break of the second reinforcing rib. Furthermore, the first thermoplastic resin matrix is ​​easy to mold, which simplifies the manufacturing process of the second reinforcing rib.

[0059] In some embodiments, the second reinforcing rib further includes 1-2 parts by weight of a first compatibilizer. The first compatibilizer can improve the interfacial adhesion between the long glass fiber and the first thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0060] In some embodiments, the second reinforcing rib further includes 0.1-0.4 parts by weight of a first antioxidant. The first antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, thereby extending the service life of the composite material.

[0061] In some embodiments, the fiber composite panel comprises multiple layers of continuous fiber composite material, each layer comprising continuous fibers and a second thermoplastic resin matrix, the second thermoplastic resin matrix connecting the continuous fibers. The composite material formed by the continuous fibers and the second thermoplastic resin matrix possesses high strength, high rigidity, and high toughness, which helps to improve the structural strength and rigidity of the frame beam.

[0062] In some embodiments, the continuous fiber is continuous glass fiber. Continuous glass fiber has high strength and good resilience. Using continuous glass fiber in combination with a second thermoplastic resin matrix helps to improve the tensile strength of the frame beam body.

[0063] In some embodiments, the continuous fiber comprises 60-80 parts by weight, the second thermoplastic resin matrix comprises 20-40 parts by weight, and the sum of the continuous fiber and the second thermoplastic resin matrix comprises 100 parts by weight. By controlling the content of the continuous fiber and the second thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high or the resin matrix content is too low, resulting in continuous fiber leakage, and it is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low or the resin matrix content being too high. In other words, the content of the continuous fiber and the content of the second thermoplastic resin matrix are achieved to a relatively balanced state, so that the performance of the composite material meets the mechanical performance requirements of the frame beam body.

[0064] In some embodiments, the continuous fiber composite layer further includes a second compatibilizer in parts by weight of 1-5. The second compatibilizer can improve the interfacial adhesion between the continuous fibers and the second thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0065] In some embodiments, the continuous fiber composite layer further includes a second antioxidant in the form of 0.2-0.6 parts by weight. The second antioxidant can reduce the likelihood of degradation of the composite material due to high-temperature oxidation during processing, thus extending the service life of the composite material.

[0066] In some embodiments, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%. By controlling the water absorption rate of a single continuous fiber composite layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of the frame beam body caused by excessive absorption of water from the external environment during vehicle use.

[0067] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a single direction, and the laying angles of the continuous fibers in adjacent continuous fiber composite layers are different. This helps to improve the stress distribution of the frame beam body and makes the mechanical properties of the frame beam body approximately the same in different directions, reducing the risk of reduced service life due to differences in the mechanical properties of the frame beam body in a certain direction.

[0068] In some embodiments, in at least one of the outermost two continuous fiber composite material layers along any side of the thickness direction of the frame beam body, the continuous fibers of the continuous fiber composite material layer are laid at an angle that is neither 0° nor 90°. This non-0° and non-90° laying method can provide strength in multiple directions, and since at least one of the outermost two layers is placed there, it can effectively absorb and disperse impact energy, reduce damage to the internal structure of the frame beam body from external impacts, and thus enhance the impact resistance of the frame beam body.

[0069] In some embodiments, the continuous fibers of the non-0° and non-90° continuous fiber composite layer are laid at an angle of 25° to 75°. This helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0070] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers. This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby ensuring that the multidirectional strength, shear strength, and fatigue resistance of the composite material are within reasonable ranges, thus ensuring that the structural strength and stiffness of the frame beam meet the requirements.

[0071] In some embodiments, the thickness of the main frame beam is not less than 1.2 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm. This ensures that the thickness of the main frame beam meets the stiffness and strength requirements of the vehicle body frame. On the one hand, it reduces the risk of insufficient structural strength and stiffness due to an excessively thin single-layer continuous fiber composite material layer; on the other hand, it reduces the risk of an excessively thick main frame beam due to an excessively thick continuous fiber composite layer, thus reducing the risk of interference with the overall aesthetics of the vehicle body frame or the installation of other vehicle components.

[0072] In some embodiments, the vehicle also includes a floor component, with the vehicle enclosure forming an installation space. The bottom side of the installation space is open, and the floor component is disposed at the open portion of the installation space to form a passenger compartment with the vehicle body frame. At least a portion of the frame beam body forms the vehicle's B-pillar. A reinforcing structure is provided within a first cavity of the B-pillar. One of the reinforcing structure within the B-pillar and the B-pillar itself has an induced deformation area. The lowest point of the induced deformation area is higher than the top surface of the floor component, and the vertical distance between the two ranges from 255mm to 295mm. By controlling the height of the induced deformation area relative to the top surface of the floor component, it is advantageous to ensure that the position of the induced deformation area is lower than the hips of the occupants in the driver's and passenger's seats. This, in turn, facilitates that after a side collision, the deformed induced deformation area is far from the upper torso of the occupant, thus reducing injury to the occupant.

[0073] In some embodiments, the vehicle also includes seats, and the vehicle enclosure forms an installation space including a passenger compartment. The seats are located within the passenger compartment. The vehicle frame includes B-pillars, with at least a portion of the frame beam forming the B-pillars. A reinforcing structure is provided within a first cavity of the B-pillar. One of the reinforcing structure within the B-pillar and the B-pillar itself has an induced deformation area. The lowest point of the induced deformation area is lower than the seating reference point of the seat, and the vertical distance between the two ranges from 85mm to 125mm. By controlling the height of the induced deformation area relative to the top surface of the seating reference point, it is advantageous to ensure that the position of the induced deformation area is lower than the buttocks of the occupants in the driver's and passenger's seats. This facilitates, in the event of a side collision, ensuring that the deformed induced deformation area is far from the upper torso of the occupant, thus reducing injury to the occupant.

[0074] In some embodiments, the vehicle also includes a chassis, with a body frame disposed on the chassis to jointly enclose the passenger compartment of the vehicle. The chassis includes a battery device, the casing of which forms at least a portion of the bottom wall of the passenger compartment. This allows for a more compact vehicle structure and improves the utilization of the vehicle's interior space.

[0075] In some embodiments, the vehicle also includes a chassis, with a body frame disposed on and above the chassis, and the body frame is detachably connected to the chassis. This allows body frames of different shapes and sizes to be adapted to chassis of different performance and size, thereby reducing vehicle development costs. Attached Figure Description

[0076] Figure 1 is a schematic diagram of the vehicle explosion in the first embodiment of this disclosure;

[0077] Figure 2 is an exploded view of the vehicle frame in the second embodiment of this disclosure;

[0078] Figure 3 is a schematic diagram of the vehicle frame in the third embodiment of this disclosure;

[0079] Figure 4 is a partial cross-sectional view of position AA in Figure 3;

[0080] Figure 5 is a schematic diagram of the vehicle frame in the fourth embodiment of this disclosure, with the viewpoint from the second side to the first side;

[0081] Figure 6 is a schematic diagram of the vehicle frame in Figure 5 from another perspective, from the first side to the second side;

[0082] Figure 7 is a schematic diagram of the reinforcing structure in the fifth embodiment of this disclosure;

[0083] Figure 8 is a cross-sectional view of the FF position in Figure 7;

[0084] Figure 9 is a cross-sectional schematic diagram of the reinforcing structure in the sixth embodiment of this disclosure, and its cross-section position is the same as that of position BB in Figure 7.

[0085] Figure 10 is a schematic diagram of the reinforcing structure in Figure 7 from another perspective;

[0086] Figure 11 is a magnified view of position G in Figure 7.

[0087] Figure 12 is a schematic diagram of the upper connector in the seventh embodiment of this disclosure;

[0088] Figure 13 is a schematic diagram of the upper connector in the eighth embodiment of this disclosure;

[0089] Figure 14 is a cross-sectional view of the embodiment in Figure 6 at the position where the seat belt height adjuster mates with the BB position;

[0090] Figure 15 is a cross-sectional view of the embodiment in Figure 6 at the CC position where it mates with the seat belt retractor;

[0091] Figure 16 is a cross-sectional view of the embodiment in Figure 3 at the position where the DD position mates with the interior panel;

[0092] Figure 17 is a cross-sectional view of the embodiment in Figure 3 at the position where the EE position mates with the door hinge;

[0093] Figure 18 is a schematic diagram of the outer cover of the embodiment in Figure 3;

[0094] Figure 19 is a magnified view of the portion at position H in Figure 16;

[0095] Figure 20 is a schematic diagram of the outer covering and interior trim installation structure and the door installation structure in the ninth embodiment of this disclosure;

[0096] Figure 21 is a cross-sectional view of the embodiment in Figure 18 at position II, where it mates with the seatbelt height adjuster;

[0097] Figure 22 is a cross-sectional view of the embodiment in Figure 18 at the position where the JJ position mates with the seat belt retractor;

[0098] Figure 23 is a cross-sectional view of the embodiment in Figure 18 at the position where the KK position mates with the interior panel;

[0099] Figure 24 is a cross-sectional view of the embodiment in Figure 18 at the position where it mates with the door hinge at the LL position;

[0100] Figure 25 is a schematic diagram of the vehicle body in the ninth embodiment of this disclosure;

[0101] Figure 26 is a magnified view of a portion of position G in Figure 25;

[0102] Figure 27 is a partially enlarged schematic diagram of the vehicle body in the tenth embodiment of this disclosure, and the enlarged part is at the same position as position G in Figure 27.

[0103] Explanation of reference numerals in the attached drawings: 10. Vehicle body frame; 10a. Deformation-inducing area; 10b. Installation space; 10c. Passenger compartment; 11. Main frame beam; 11a. First cavity; 11b. Deformation-inducing groove; 12. Reinforcing structure; 12a. Deformation-inducing hole; 12b. Second cavity; 121. First reinforcing rib; 1211. First sub-rib; 1211a. Reinforcing hole; 1212. Second sub-rib; 122. Resin-filled structure; 13. Vehicle body pillar; 131. A-pillar; 132. B-pillar; 133. C-pillar; 14. Upper connector; 14a. Upper groove; 141. Fourth reinforcing piece; 15. Lower connector; 15a. Lower groove; 15b. Lower insertion cavity; 16. Upper side beam; 17. Sill beam; 18. Interior trim installation structure; 181. Seat belt height 182. Adjuster; 183. Seatbelt retractor; 184. Interior panel mounting structure; 185. Seatbelt accessory mounting structure; 19. Door mounting structure; 191. Door hinge; 20. Interior panel; 21. Second reinforcing rib; 21a. First part; 21b. Second part; 21c. Third part; 211. Third sub-rib; 211a. First clearance groove; 212. Fourth sub-rib; 212a. Second clearance groove; 30. Hood; 31. Door; 32. Body panel; 40. Floor piece; 50. Seat; 50a. Seat reference point; 60. Chassis; 61. Battery assembly. Detailed Implementation

[0104] It should be noted that, unless otherwise specified, the embodiments and technical features in the embodiments of this disclosure can be combined with each other, and the detailed descriptions in the specific embodiments should be understood as explanations of the purpose of this disclosure and should not be regarded as undue limitations on this disclosure.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] In the description of the embodiments of this disclosure, for ease of explanation, in the accompanying drawings, the direction of arrow X is "first direction" and "length direction of the vehicle", the direction of arrow Y is "second direction" and "height direction of the vehicle", the direction of arrow Z is "third direction", z1 is "first side" and z2 is "second side".

[0110] 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.

[0111] 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.

[0112] The embodiments of this disclosure will now be described in detail.

[0113] In related technologies, different parts of the vehicle body frame are formed from one or more plate-shaped alloy parts. To reduce the weight of the vehicle body frame, plate-shaped structural parts made of composite materials are used instead of plate-shaped alloy parts.

[0114] During a vehicle collision, the plate-like structural components formed by composite materials may fracture under the impact force. Because the location of a collision is random, the location of fracture in these composite plate-like structural components is also random, potentially causing injury to vital parts of the occupants' bodies.

[0115] Based on the above problems, this disclosure provides a vehicle in which at least one of the frame beams and reinforcing structures in the vehicle body frame is provided with an induced deformation area. By making the strength and stiffness of the induced deformation area lower than other parts of the vehicle body frame, the induced deformation area deforms preferentially during a vehicle collision. This helps to keep the part of the vehicle body frame that deforms and intrudes into the vehicle interior away from the occupants, thereby reducing the part of the occupants injured in the collision.

[0116] Please refer to Figures 1 and 2. In some embodiments of this disclosure, the vehicle includes a chassis 60 and a vehicle frame 10 provided in any embodiment of this disclosure, which is mounted on the chassis 60.

[0117] In some embodiments, the vehicle frame 10 and the chassis 60 are welded together.

[0118] In other embodiments, the vehicle frame 10 can be detachably connected to the chassis 60, in which case the chassis 60 is a skateboard chassis 60 integrating the three-electric system. This chassis 60 is configured in this way to achieve separation and decoupling between the vehicle frame 10 and the chassis 60, thereby allowing the vehicle frame 10 to be replaced as needed, shortening the development cycle and reducing costs. In other words, this also improves the integration of the chassis 60, making it adaptable to various vehicle models.

[0119] For example, the body frame 10 and the chassis 60 are detachably connected by fasteners.

[0120] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0121] In some embodiments, the number of fasteners is multiple.

[0122] For example, the body frame 10 and the chassis 60 can be detachably connected by using multiple bolts in the circumferential direction of the chassis 60 and the circumferential direction of the body frame 10.

[0123] The following text mainly uses the combination of the vehicle frame 10 and the skateboard chassis as an example for illustration.

[0124] Because the skateboard chassis integrates the vehicle's three-electric system (battery, motor, and electronic control), it achieves multi-functional and modular integration, significantly reducing vehicle weight. However, the existing steel body restricts further weight reduction. Therefore, this disclosure proposes replacing at least part of the steel body with a composite material body to further reduce vehicle weight, improve vehicle reliability, and lower vehicle costs.

[0125] Please refer again to Figures 1 and 2. In the embodiments provided in this disclosure, the vehicle body frame 10 typically includes a load-bearing structure and an exterior structure. The load-bearing structure typically includes structures such as bumpers, anti-collision beams, A-pillars 131, B-pillars 132, C-pillars 133, sill beams 17, crossbeams, and longitudinal beams. The exterior structure typically includes structures such as the hood 30, doors 31, and body panels 32. The embodiment of this disclosure, which uses composite materials to manufacture the vehicle body frame 10, means that the vast majority of the structure of the vehicle body frame 10 is made of composite materials. This will be described in more detail below.

[0126] Please refer again to Figures 1 and 2. Since the vehicle body frame is a load-bearing structure, the design of deformation-inducing zones on the load-bearing structure is of greater significance for the entire vehicle. Among all load-bearing structures, the B-pillar 132 bears both lifting forces and side-impact and bending forces; therefore, the design of the deformation-inducing zone of the B-pillar 132 is more important than that of any other load-bearing structure. For this reason, this document will primarily use the B-pillar 132 as an example to elaborate on the relevant content of the entire deformation-inducing zone. However, this does not mean that other structures do not need deformation-inducing zones; their specific location, number, and shape can be adjusted according to requirements.

[0127] In detail, the B-column 132 includes at least a portion of the frame beam body 11 and at least a portion of the reinforcing structure 12, and one of the portion of the frame beam body 11 forming the B-column 132 and the portion of the reinforcing structure 12 is provided with an induced deformation region.

[0128] Specifically, referring to Figures 3, 6 and 7, the vehicle frame 10 includes a frame beam body 11 and a reinforcing structure 12.

[0129] The frame beam body 11 includes a fiber composite board, and the frame beam body forms a first cavity 11a. The reinforcing structure 12 is at least partially located in the first cavity 11a and is used to improve the strength of the frame beam body 11.

[0130] Among them, at least one of the frame beam body 11 and the reinforcing structure 12 with higher strength and stiffness is provided with an induced deformation region 10a, and the strength and stiffness at the induced deformation region 10a are the lowest on the frame beam body 11 or the reinforcing structure 12 with the corresponding induced deformation region 10a.

[0131] The frame beam 11 provides an installation and fixing position for the reinforcing structure 12 and can be used to form the A-side or B-side of the vehicle for subsequent painting and other processes.

[0132] Fiber composite panels refer to plate-shaped structural components manufactured using fiber composite materials through molding or other methods. At least a portion of the frame beam body 11 is made of fiber composite panels, which helps to reduce or even eliminate the proportion of metal materials used in the vehicle body frame 10, thereby reducing the weight of the vehicle body frame 10.

[0133] By forming the first cavity 11a, it is beneficial to improve the overall structural strength and stiffness of the frame beam body 11.

[0134] At least part of the reinforcing structure 12 is located within the first cavity 11a, which facilitates the use of the space in the first cavity 11a, improves the space utilization of the vehicle frame 10, and reduces the probability of installation interference between the reinforcing structure 12 and other structures inside the vehicle.

[0135] The reinforcing structure 12 can suppress the deformation of the frame beam body 11, thereby helping to improve the overall strength of the vehicle body frame 10.

[0136] Understandably, during a vehicle collision, the structural component with higher strength and stiffness between the main frame beam 11 and the reinforcing structure 12 is the main load-bearing component of the vehicle frame, undertaking the most important supporting function of the vehicle frame 10 and absorbing more collision energy.

[0137] An induced deformation region 10a is provided at a location on the vehicle frame 10 where both strength and rigidity are higher, so that the force on the vehicle frame 10 can be transmitted through the main load-bearing components in the event of a collision.

[0138] It is understandable that the deformation-inducing region 10a is located in the part of the frame beam body 11 and the reinforcing structure 12 where the strength and stiffness are both higher, and where the deformation is intended to occur first.

[0139] The vehicle in this embodiment can transmit the force on the body frame 10 through the main load-bearing components when it is subjected to a collision, and absorb the collision energy through the preferential deformation of the induced deformation region 10a. Simultaneously, this configuration ensures that the parts of the body frame 10 that deform preferentially remain near the induced deformation region 10a, thereby reducing the likelihood of preferential deformation at other locations on the body frame 10. Furthermore, by adjusting the deformation position, critical vital signs of people within the body frame 10 can be protected, reducing the danger to the vehicle and its occupants in extreme situations. In some embodiments, the frame beam body 11 is entirely made of fiber composite materials, meaning that no metal materials are used in the frame beam body 11. This helps reduce the weight of the frame beam body 11 and simplifies its manufacturing process.

[0140] In some embodiments, both the frame beam body 11 and the reinforcing structure 12 are made of fiber composite materials.

[0141] This will help to further reduce the overall weight of the body frame 10 and simplify the manufacturing process of the body frame 10.

[0142] It is understandable that, provided that the strength and stiffness requirements of both the main frame beam 11 and the reinforcing structure 12 are met, the specific materials and manufacturing processes of the fiber composite materials used in the main frame beam 11 and the reinforcing structure 12 can be the same or different.

[0143] In some embodiments where both the frame beam body 11 and the reinforcing structure 12 are made of fiber composite materials, referring to Figure 3, the induced deformation region 10a is located in the frame beam body 11.

[0144] In other words, when the frame beam body 11 and the reinforcing structure 12 have higher stiffness and strength, the frame beam body 11 is the main load-bearing component, and the induced deformation area 10a is set in the frame beam body 11.

[0145] In this way, on the one hand, it is beneficial to allow a portion of the frame beam body 11 to deform preferentially in the event of a vehicle collision in order to absorb the collision energy, thereby reducing the probability that other areas of the frame beam body 11 will deform and intrude into the interior space of the vehicle, injuring occupants and other objects inside the vehicle; on the other hand, the position of the induced deformation area 10a on the frame beam body 11 can be adjusted to protect key human body positions, thereby further improving vehicle safety.

[0146] The specific method by which the frame beam 11 forms the induced deformation zone 10a is not limited.

[0147] For example, referring to Figures 3 and 4, the side of the frame beam body facing the interior of the vehicle is the first side and the side facing away from the interior of the vehicle is the second side. The surface of the second side is provided with an induced deformation groove 11b. The induced deformation groove 11b is recessed in the direction close to the inside of the vehicle frame 10. The area of ​​the frame beam body 11 with the induced deformation groove 11b forms an induced deformation area 10a.

[0148] Understandably, in the event of a collision, the second side of the main frame beam 11 will preferentially come into contact with the colliding object.

[0149] The induced deformation groove 11b is open to the side facing the second side.

[0150] Thus, on the one hand, setting the induced deformation area 10a as the induced deformation groove 11b facilitates processing and manufacturing; on the other hand, the induced deformation groove 11b is recessed towards the inside of the vehicle frame 10, which is beneficial for the entire induced deformation area 10a to recess towards the inside of the vehicle with the recessed position as the midpoint during deformation, while other structural areas around the induced deformation area 10a can deform in a direction away from the recess of the induced deformation groove 11b, so as to reduce the pressure of the deformed structure on people or objects inside the vehicle frame 10, thereby further improving the safety of the vehicle.

[0151] In some embodiments, the fiber composite board is provided with an induced deformation groove 11b so that the induced deformation groove 11b can be shaped in one step by molding during the formation of the frame beam body 11, thereby improving the manufacturing efficiency of the frame beam body 11.

[0152] In some embodiments, referring to Figures 3 and 4, the frame beam body 11 extends along a second direction, the relative directions of the first side and the second side are a third direction, and the induced deformation groove 11b penetrates the frame beam body 11 along the first direction, and the first direction, the second direction and the third direction intersect each other.

[0153] It is understandable that the depth direction of the induced deformation groove 11b is the third direction.

[0154] In other words, there are no solid structures at either end of the induced deformation groove 11b along the first direction that provide mechanical reinforcement.

[0155] This helps to reduce the strength and stiffness of the induced deformation area 10a, and allows the induced deformation area 10a to deform toward the interior of the vehicle after a collision, while the larger area structure of other areas around the induced deformation area 10a can deform away from the depression, thereby reducing the pressure of the deformed structure on people or objects inside the vehicle frame 10 and further improving the safety of the vehicle.

[0156] In some embodiments, referring to FIG4, the dimension of the induced deformation groove 11b along the second direction ranges from 20 mm to 30 mm. That is, the dimension of the induced deformation groove 11b along the second direction is L1, 20 mm ≤ L1 ≤ 30 mm.

[0157] Thus, by controlling the deformation-inducing groove 11b within this range, on the one hand, the loss of strength of the vehicle frame 10 is minimal, ensuring the strength of the vehicle frame 10; on the other hand, it can induce deformation in a timely manner when the vehicle frame 10 is subjected to significant external forces, thereby ensuring the safety of personnel. It should also be noted that this structural design helps to keep the size of the deformation-inducing area 10a within a reasonable range in the second direction. This reduces the probability of excessive deformation of the frame beam 11 in the second direction, which could harm occupants and objects inside the vehicle, and also reduces the risk of breakage due to an excessively small deformation-inducing area 10a.

[0158] The specific value of the dimension of the induced deformation groove 11b along the second direction can be 20mm, 22mm, 24mm, 25mm, 26mm, 28mm, 30mm, etc.

[0159] The specific method for measuring the dimension of the induced deformation groove 11b along the second direction is not limited. For example, in an environment with a room temperature of 25°C, the main scale of the vernier caliper is brought into contact with the inner wall of the induced deformation groove 11b along one side of the second direction. The vernier is then moved so that it comes into contact with the inner wall of the induced deformation groove 11b along the other side of the second direction. The dimension of the induced deformation groove 11b along the second direction can be obtained by reading the value of the vernier caliper.

[0160] In some embodiments, referring to Figures 5 to 7, the induced deformation region 10a is located in the reinforcing structure 12.

[0161] In other words, when the stiffness and strength of the frame beam 11 and the reinforcing structure 12 are higher, the reinforcing structure 12 is the main load-bearing component, and the induced deformation region 10a is set in the reinforcing structure 12.

[0162] In this way, in the event of a vehicle collision, a portion of the reinforcing structure 12 will deform preferentially to absorb the collision energy, and the probability of other areas of the reinforcing structure 12 deforming and intruding into the vehicle's interior space, thereby injuring occupants and other objects inside the vehicle, will be reduced.

[0163] In some embodiments, referring to Figures 7 and 10, the fiber composite board is made of continuous fiber composite material, and the reinforcing structure 12 is a tubular structure.

[0164] Continuous fiber composites are composite materials made by embedding continuous fibers within a matrix material. The continuous fibers provide high strength and high stiffness, while the matrix material helps to transfer loads and distribute stress between the fibers.

[0165] This helps to reduce the structural mass of the frame beam 11, allowing the frame beam 11 to meet certain stiffness and strength requirements. The reinforcing structure 12 is tubular, which helps to reduce the mass of the reinforcing structure 12 while ensuring that the stiffness and strength of the reinforcing structure 12 meet the design requirements.

[0166] The types of continuous fibers can include carbon fiber, glass fiber, aramid fiber, and ceramic fiber. The matrix material can be epoxy resin, polyester, etc.

[0167] The specific structural form of reinforced structure 12 is not limited.

[0168] In some embodiments, the reinforcing structure 12 is an extruded, one-piece metal structure.

[0169] Thus, the extrusion molding process is highly efficient, relatively mature, and low-cost, which allows for diverse cross-sectional shapes of the reinforcing structure 12 to adapt to the shape requirements of the body frame 10 and different positions of the vehicle.

[0170] The metal material used for reinforcing structure 12 is not limited, such as aluminum alloy.

[0171] In some embodiments, the reinforcing structure 12 is a pultruded integral fiber composite tubular structure.

[0172] This will help improve the production efficiency of the reinforcing structure 12 and reduce its weight.

[0173] In some embodiments, referring to Figures 8 and 9, the reinforcing structure 12 is filled with reinforcing components.

[0174] It is understandable that the reinforcing structure 12 is a tubular structure, and a second cavity 12b is formed inside it.

[0175] Thus, by utilizing the space of the second cavity 12b inside the reinforcing structure 12 to arrange the reinforcing components, the utilization rate of the space inside the vehicle frame 10 is improved, and it is beneficial to further improve the overall strength and stiffness of the reinforcing structure 12.

[0176] The specific structural form of the reinforced components is not limited.

[0177] For example, referring to Figure 8, the reinforcing component is a first reinforcing rib 121, and the first reinforcing rib 121 and the reinforcing structure 12 are an integral structure.

[0178] The first reinforcing rib 121 can suppress the deformation of the reinforcing structure 12, thereby improving the stiffness and strength of the reinforcing structure 12. The first reinforcing rib 121 and the reinforcing structure 12 are integrally formed, which is beneficial to improving the connection strength between the two. At the same time, the integral forming method is also beneficial to processing and manufacturing.

[0179] In some embodiments, the first reinforcing rib 121 is made of the same material as the reinforcing structure 12, so that the two can be integrally molded at the same time, which helps to simplify the manufacturing process of the first reinforcing rib 121 and reduce production costs.

[0180] In some embodiments, referring to FIG9, the reinforcing component is a resin-filled structure 122, which includes polyurea and / or polyurethane.

[0181] Polyurea is an elastomer material produced by the reaction of isocyanate components and amino compound components.

[0182] Polyurethane, also known as polyurethane.

[0183] In other words, by filling the second cavity 12b of the reinforcing structure 12 with at least one material, such as polyurea or polyurethane, the inner wall of the second cavity 12b is supported, which can suppress the deformation of the reinforcing structure 12 and thus improve the stiffness and strength of the reinforcing structure 12.

[0184] It is understandable that after the reinforcing structure 12 is manufactured, liquid resin filling material can be injected into the second cavity 12b of the reinforcing structure 12, and the resin filling material will form a resin filling structure 122 after cooling.

[0185] The specific method of forming the induced deformation region 10a on the reinforcing structure 12 is not limited.

[0186] For example, referring to Figures 7 and 11, the reinforcing structure 12 is provided with an induced deformation hole 12a. The reinforcing structure 12 extends along the second direction, and the induced deformation hole 12a is located on at least one side surface of the reinforcing structure 12 perpendicular to the second direction. The area of ​​the reinforcing structure 12 with the induced deformation hole 12a forms an induced deformation region 10a.

[0187] On the one hand, the structure of the induced deformation hole 12a is simple and easy to process and manufacture; on the other hand, by setting the induced deformation hole 12a, the solid structure of the induced deformation region 10a is less than that of other regions of the reinforcing structure 12, which is conducive to the reinforcing structure 12 deforming perpendicular to the second direction.

[0188] The specific method of forming the induced deformation hole 12a is not limited.

[0189] For example, during the integral molding process of the reinforcing structure 12, the induced deformation hole 12a is formed simultaneously; or, after the manufacturing of the reinforcing structure 12 is completed, the induced deformation hole 12a is formed on the reinforcing structure 12 by drilling, milling, ablation or other methods.

[0190] The specific number of induced deformation holes 12a is not limited; it can be one or more.

[0191] In some embodiments, referring to FIG8, at least part of the induced deformation hole 12a is provided on the surface of the reinforcing structure 12 on the side opposite to the interior of the vehicle.

[0192] Understandably, in the event of a collision, the side of the reinforcing structure 12 that is away from the interior of the vehicle is preferentially subjected to the impact force of the colliding object.

[0193] The deformation-inducing hole 12a is located at a position where the reinforcing structure 12 is more likely to be impacted first.

[0194] In this way, during deformation, the entire induced deformation area 10a is recessed towards the inside of the vehicle with the hole as the midpoint, while the other structures around the induced deformation area 10a can deform towards the outside of the vehicle, thereby reducing the pressure of the deformed structure on people or objects inside the vehicle frame 10 and further improving the safety of the vehicle.

[0195] In some embodiments, all the induced deformation holes 12a are located on the surface of the reinforcing structure 12 facing the second side.

[0196] Understandably, the reinforcing structure 12 has higher stiffness and strength than the outer covering, and the reinforcing structure 12 needs to bear the load of the vehicle frame 10 itself.

[0197] In some embodiments, referring to FIG11, the two ends of the induced deformation hole 12a along the first direction are closed ends, and the relative direction of the induced deformation hole 12a and the frame beam body 11 is the third direction. The first direction, the second direction and the third direction intersect each other.

[0198] In other words, the induced deformation hole 12a does not penetrate the reinforcing structure 12 along the first direction.

[0199] Thus, if the stiffness and strength of the induced deformation region 10a meet the design requirements, it is beneficial to improve the load-bearing capacity of the reinforcing structure 12 and reduce the probability of the reinforcing structure 12 deforming under the load of the vehicle itself, causing damage to the body frame 10.

[0200] In some embodiments, the first direction, the second direction, and the third direction are perpendicular to each other.

[0201] In some embodiments, referring to FIG10, the reinforcing structure 12 is provided with a second cavity 12b, and a first reinforcing rib 121 is provided in the second cavity 12b. Both the second cavity 12b and the first reinforcing rib 121 extend along the second direction.

[0202] In other words, the first reinforcing rib 121 and the reinforcing structure 12 extend in the same direction.

[0203] This allows the first reinforcing rib 121 and the reinforcing structure 12 to be formed simultaneously by extrusion, which simplifies the manufacturing process of the first reinforcing rib 121 and the reinforcing structure 12.

[0204] In some embodiments, referring to FIG8, the first reinforcing rib 121 includes a first sub-rib 1211, at least a portion of the first sub-rib 1211 connecting the inner walls of the second cavity 12b on both sides along the opposite direction of the reinforcing structure 12 and the frame beam body 11.

[0205] Thus, the first sub-reinforcement 1211 can suppress the bending deformation of the reinforcing structure 12 along the relative direction between the reinforcing structure 12 and the frame beam body 11, which is beneficial to improving the stiffness and strength of the reinforcing structure 12 and reducing the risk of the reinforcing structure 12 breaking directly after a collision.

[0206] In some embodiments, the dimension of the first sub-rib 1211 along the second direction is the same as the dimension of the second cavity 12b along the second direction. That is, the first sub-rib 1211 extends along the second direction to both ends of the second cavity 12b along the second direction.

[0207] This can further improve the stiffness and strength of the reinforced structure 12, which helps to reduce the probability of deformation of the part other than the induced deformation region 10a in the second direction under impact.

[0208] In some embodiments, referring to FIG8, the induced deformation hole 12a penetrates one sidewall of the reinforcing structure 12 perpendicular to the second direction.

[0209] In other words, the induced deformation hole 12a connects the second cavity 12b and the external space of the reinforcing structure 12.

[0210] Thus, there is no need to control the depth of the induced deformation hole 12a during the manufacturing process, which helps to simplify the manufacturing process of the induced deformation hole 12a.

[0211] In some embodiments, referring to Figures 8 and 11, the first sub-rib 1211 is provided with a reinforcing hole 1211a. In the projection plane perpendicular to the through direction of the induced deformation hole 12a, the projection of the reinforcing hole 1211a is located within the projection range of the induced deformation hole 12a.

[0212] By setting the reinforcing hole 1211a, the solid structure of a part of the first sub-reinforcement 1211 can be reduced, which helps to reduce the stiffness and strength of a part of the first sub-reinforcement 1211, thus forming a weak area on the first sub-reinforcement 1211. Under the condition of collision, the weak area of ​​the first sub-reinforcement 1211 is more likely to deform than other areas of the first sub-reinforcement 1211.

[0213] The projection of the reinforcing hole 1211a is located within the projection range of the deformation-inducing hole 12a, which is beneficial to make the weak area of ​​the first sub-rib 1211 close to the deformation-inducing area 10a. The reinforcing hole 1211a and the deformation-inducing hole 12a together weaken the stiffness and strength of the same area of ​​the vehicle frame 10. This is beneficial to make the area of ​​the vehicle frame 10 deform in the event of a collision. It is also beneficial to reduce the reinforcing effect of the first sub-rib 1211 on the stiffness and strength of the deformation-inducing area 10a. In the event of a collision, the weak area of ​​the first sub-rib 1211 and the deformation-inducing area 10a of the reinforcing structure 12 deform synchronously.

[0214] In some embodiments, referring to Figures 8 and 11, the reinforcing hole 1211a is open on the side facing the induced deformation hole 12a to communicate with the induced deformation hole 12a.

[0215] In other words, the opening of the reinforcing hole 1211a along the direction opposite to that of the reinforcing structure 12 and the frame beam body 11 faces outward of the vehicle.

[0216] Thus, when the vehicle body frame 10 is subjected to an external impact from the outside to the inside of the vehicle, the first reinforcing rib 121 is more likely to deform.

[0217] In some embodiments, referring to FIG8, the depth direction of the reinforcing hole 1211a is perpendicular to the relative direction between the reinforcing structure 12 and the frame beam body 11, and penetrates the first sub-reinforcing bar 1211.

[0218] This is beneficial for further reducing the stiffness and strength of the preset area of ​​the first sub-rib 1211, and also beneficial for the processing and manufacturing of the reinforcing hole 1211a.

[0219] The specific method of manufacturing the reinforcing hole 1211a is not limited. For example, after the reinforcing structure 12 and the first sub-rib 1211 are manufactured, the reinforcing structure 12 is milled from one side of the reinforcing structure 12 in the opposite direction to the frame beam body 11. After penetrating one side of the reinforcing structure 12, the induced deformation hole 12a is formed, and the first sub-rib 1211 is milled until the preset milling depth is reached, thereby forming the reinforcing hole 1211a.

[0220] In some embodiments, referring to FIG8, the sum of the dimensions of the reinforcing hole 1211a and the induced deformation hole 12a along the direction relative to the frame beam body 11 ranges from 10 mm to 30 mm. That is, the sum of the dimensions of the reinforcing hole 1211a and the induced deformation hole 12a along the direction relative to the frame beam body 11 is L2, where 10 mm ≤ L2 ≤ 30 mm.

[0221] This allows the reinforcing structure 12 to deform smoothly in the event of a collision, while ensuring that the stiffness and strength of the reinforcing structure 12 meet the requirements for bearing the normal load of the vehicle.

[0222] The specific value of the sum of the dimensions of the reinforcing hole 1211a and the induced deformation hole 12a in the relative direction between the reinforcing structure 12 and the frame beam body 11 can be 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, 19mm, 20mm, etc.

[0223] The specific method for measuring the dimensions of the reinforcing hole 1211a and the induced deformation hole 12a along the relative direction between the reinforcing structure 12 and the frame beam body 11 is not limited. For example, in an environment with a room temperature of 25°C, the frame of a depth gauge is placed against the edge of the open position of the induced deformation hole 12a away from the second cavity 12b along the second direction. The gauge body is pushed to extend into the interior of the induced deformation hole 12a and through it into the reinforcing hole 1211a until the gauge body abuts against the bottom wall of the reinforcing hole 1211a away from the induced deformation hole 12a. The data from the depth gauge is then read to obtain the dimensions of the reinforcing hole 1211a and the induced deformation hole 12a along the relative direction between the reinforcing structure 12 and the frame beam body 11.

[0224] In some embodiments, referring to FIG8, the first reinforcing rib 121 further includes a second sub-rib 1212, which is located in the second cavity 12b. The second sub-rib 1212 connects the inner walls of the second cavity 12b on both sides perpendicular to the direction of the reinforcing structure 12 and the frame beam body 11 and intersects with the first sub-rib 1211. The reducing hole 1211a and the inducing deformation hole 12a are located on the same side of the second sub-rib 1212 along the direction of the reinforcing structure 12 and the frame beam body 11.

[0225] The second sub-rib 1212 helps to further improve the strength and stiffness of the reinforcing structure 12, and reduces the risk of damage to occupants and other objects inside the vehicle caused by the deformation of the reinforcing structure 12 after a vehicle collision.

[0226] In some embodiments, the second sub-rib 1212, the first sub-rib 1211, and the reinforcing structure 12 are all integrally formed structures, which facilitates the one-time manufacturing of the three, simplifies the production process, and improves production efficiency.

[0227] In some embodiments, the second sub-rib 1212, the first sub-rib 1211, and the reinforcing structure 12 are all made of the same metal material so that the three are pultruded simultaneously.

[0228] In some embodiments, referring to FIG11, the size of the induced deformation hole 12a along the second direction ranges from 20 mm to 30 mm. That is, the size of the induced deformation hole 12a along the second direction is L3, where 20 mm ≤ L3 ≤ 30 mm.

[0229] This approach not only reduces the likelihood of excessive deformation of the reinforcing structure 12 in the second direction, which could harm occupants and objects inside the vehicle, but also ensures that when deformation occurs, the entire induced deformation area 10a will indent inwards towards the vehicle, while other structural areas surrounding the induced deformation area 10a can deform outwards towards the vehicle, thus reducing the pressure of the deformed structure on people or objects inside the vehicle frame 10 and further improving vehicle safety; it also reduces the risk of the induced deformation area 10a breaking due to its small size.

[0230] The specific value of the dimension of the induced deformation hole 12a along the second direction can be 20mm, 22mm, 24mm, 25mm, 26mm, 28mm, 30mm, etc.

[0231] The specific method for measuring the dimension of the induced deformation hole 12a along the second direction is not limited. For example, in an environment with a room temperature of 25°C, the main scale of the vernier caliper is brought into contact with the inner wall of the induced deformation hole 12a on one side along the second direction, and the vernier is moved so that the vernier is brought into contact with the inner wall of the induced deformation hole 12a on the other side along the second direction. The dimension of the induced deformation hole 12a along the second direction can be obtained by reading the value of the vernier caliper.

[0232] In some embodiments, referring to FIG11, the dimension of the induced deformation hole 12a along the first direction ranges from 45mm to 55mm. The side of the frame beam body 11 facing the interior of the vehicle is the first side, and the side facing away from the interior of the vehicle is the second side. The relative direction of the first side and the second side is the third direction, and the first direction, the second direction, and the third direction intersect each other. That is, the dimension of the induced deformation hole 12a along the first direction is L4, where 45mm ≤ L4 ≤ 55mm.

[0233] In this way, the reinforcing structure 12 can normally bear the load of the vehicle itself, and when deformation occurs, the entire induced deformation area 10a will indent towards the inside of the vehicle, while the other areas around the induced deformation area 10a can deform towards the outside of the vehicle, so as to reduce the pressure of the deformed structure on people or objects inside the vehicle frame 10, thereby further improving the safety of the vehicle.

[0234] The specific value of the dimension of the induced deformation hole 12a along the first direction can be 45mm, 46mm, 47mm, 48mm, 49mm, 50mm, 51mm, 52mm, 53mm, 54mm, 55mm, etc.

[0235] The specific method by which the reinforcing structure 12 is fixed on the vehicle is not limited.

[0236] For example, referring to Figures 6, 11 and 13, at least a portion of the frame beam body 11 forms the B-pillar 132 of the vehicle. The body frame 10 also includes an upper connector 14 and a lower connector 15. The first cavity of the B-pillar 132 includes a first cavity 11a in which a reinforcing structure 12 is provided, and the reinforcing structure 12 is connected to the upper side beam 16 and the sill beam 17 of the vehicle through the upper connector 14 and the lower connector 15, respectively.

[0237] B-pillar 132 refers to the vehicle body pillar 13 located between the front and rear doors. B-pillar 132 forms the rear door frame of the front door and the front door frame of the rear door.

[0238] The upper beam 16 refers to the beam structure located at the top of both sides of the vehicle in the width direction and extending along the length direction of the vehicle. The upper beam 16 can form the top frame of the front door and the top frame of the rear door.

[0239] The sill beam 17 refers to the beam structure located at the bottom of both sides of the vehicle in the width direction and extending along the length direction of the vehicle. The sill beam 17 forms the bottom frame of the front door and the bottom frame of the rear door.

[0240] The reinforcing structure 12 forms at least a portion of the B-pillar 132, and the reinforcing structure 12 extends along the height direction of the vehicle, that is, in these embodiments, the second direction is the height direction of the vehicle.

[0241] The reinforcing structure 12 is connected to the upper beam 16 via the upper connector 14, and the reinforcing structure 12 is connected to the sill beam 17 via the lower connector 15.

[0242] The upper connector 14 and the lower connector 15 form a force transmission path with the upper side beam 16 and the sill beam 17 respectively. This makes the overall structure of the vehicle more stable and also helps the reinforced structure 12 to transfer collision energy to the upper side beam 16 and the sill beam 17 in the event of a collision, thereby reducing the deformation of the reinforced structure 12 and preventing damage to the occupants and objects inside the vehicle.

[0243] In some embodiments, referring to Figures 12 and 13, both the upper connector 14 and the lower connector 15 are generally T-shaped.

[0244] In some embodiments, referring to Figure 12, the upper connector 14 is provided with an upper groove 14a, which extends through the upper connector 14 along the length direction of the vehicle, and the upper side beam 16 passes through the upper groove 14a. The inner wall of the upper groove 14a and the upper side beam 16 achieve a stop fit along the height direction of the vehicle, which is beneficial to stabilizing the force transmission path between the reinforcing structure 12 and the upper side beam 16.

[0245] In some embodiments, referring to Figure 13, the lower connector 15 is provided with a lower groove 15a, which extends through the lower connector 15 along the length of the vehicle, and the sill beam 17 passes through the lower groove 15a. The inner wall of the lower groove 15a and the lower side beam achieve a stop fit along the height direction of the vehicle, which is beneficial to stabilizing the force transmission path between the reinforcing structure 12 and the sill beam 17.

[0246] In some embodiments, the upper connector 14 is inserted into the reinforcing structure 12 inside the B-pillar 132, so that the upper connector 14 and the reinforcing structure 12 achieve a stop fit, which helps to maintain the connection stability between the upper connector 14 and the reinforcing structure 12.

[0247] In some embodiments, the upper connector 14 is provided with an upper insertion cavity that is open on the lower side along the height direction of the vehicle. The reinforcing structure 12 is inserted into the upper insertion cavity through the opening of the upper insertion cavity, so that the upper connector 14 and the reinforcing structure 12 are engaged in a stop-fitting relationship in the height direction perpendicular to the vehicle.

[0248] In some embodiments, the lower connector 15 is inserted into the reinforcing structure 12 inside the B-pillar 132, so that the lower connector 15 and the reinforcing structure 12 achieve a stop fit, which helps to maintain the connection stability between the lower connector 15 and the reinforcing structure 12.

[0249] In some embodiments, the lower connector 15 is provided with a lower insertion cavity 15b, which is open on the upper side along the height direction of the vehicle. The reinforcing structure 12 is inserted into the lower insertion cavity 15b through the open portion of the lower insertion cavity 15b, so that the lower connector 15 and the reinforcing structure 12 are engaged in a stop-locking engagement in the height direction perpendicular to the vehicle.

[0250] In some embodiments, the vehicle frame 10 includes a third reinforcing rib, which is disposed within the upper connector 14 and abuts against the reinforcing structure 12.

[0251] The third reinforcing rib forms a force transmission path between the upper joint 14 and the reinforcing structure 12, which helps to maintain the stability of the force transmission path between the upper joint 14 and the reinforcing structure 12 and improves the rigidity and strength of the overall vehicle structure.

[0252] In some embodiments with an upper insertion cavity, a third reinforcing rib is disposed on the inner wall of the upper insertion cavity.

[0253] In some embodiments, the vehicle frame 10 includes a third reinforcing rib, which is disposed within the lower connector 15 and abuts against the reinforcing structure 12.

[0254] The third reinforcing rib forms a force transmission path between the lower joint 15 and the reinforcing structure 12, which helps to maintain the stability of the force transmission path between the lower joint 15 and the reinforcing structure 12, and helps to improve the rigidity and strength of the overall vehicle structure.

[0255] In some embodiments where a lower insertion cavity 15b is provided, a third reinforcing rib is provided on the inner wall of the lower insertion cavity 15b.

[0256] In some embodiments, referring to FIG12, the vehicle frame 10 includes a fourth reinforcing rib, which is disposed outside the upper connector 14 and is connected to the frame beam body 11.

[0257] The frame beam body 11 covers at least part of the exterior of the upper joint 14, and the fourth reinforcing rib forms a force transmission path between the frame beam body 11 and the upper joint 14, so as to facilitate the transfer of the load on the frame beam body 11 to the upper joint 14 and then to the reinforcing structure 12.

[0258] The upper joint 14 and the fourth reinforcing rib are both located on the first side of the frame beam body 11.

[0259] In some embodiments, the fourth reinforcing rib located on the upper connector 14 has a mesh structure to improve the stiffness and strength of the upper connector 14.

[0260] In some embodiments, the vehicle frame 10 includes a fourth reinforcing rib, which is located outside the lower connector 15 and is connected to the frame beam body 11.

[0261] The frame beam body 11 covers at least part of the exterior of the lower joint 15, and the fourth reinforcing rib forms a force transmission path between the frame beam body 11 and the lower joint 15, so as to facilitate the transfer of the load on the frame beam body 11 to the lower joint 15 and then to the reinforcing structure 12.

[0262] The lower joint 15 and the fourth reinforcing rib are both located on the first side of the frame beam body 11.

[0263] In some embodiments, the fourth reinforcing rib located in the lower connector 15 has a mesh structure to improve the stiffness and strength of the lower connector 15.

[0264] In some embodiments where a fourth reinforcing rib is provided, at least a portion of the fourth reinforcing rib of at least one of the upper connector 14 and the lower connector 15 extends in the same direction as the reinforcing structure 12.

[0265] This facilitates the transmission of the applied force to the reinforcing structure 12 by the fourth reinforcing rib, which helps to improve the rigidity and strength of the vehicle frame 10.

[0266] In some embodiments, referring to Figures 14 to 16, at least a portion of the frame beam body 11 forms a vehicle body pillar 13, and a reinforcing structure 12 is provided in the first cavity 11a of the body pillar 13. At least a portion of the reinforcing structure 12 forms an interior mounting structure 18, which is used to mount the vehicle interior.

[0267] Vehicle interior trim refers to functional and decorative structural components located within the passenger compartment, storage compartment, and other spaces inside the vehicle. Examples include B-pillar interior panels, A-pillar interior panels, and C-pillar interior panels.

[0268] The interior mounting structure 18 provides a mounting location for the vehicle interior.

[0269] In other words, the reinforcing structure 12 can be used to install the vehicle's interior trim.

[0270] The interior mounting structure 18 can transfer the load of the vehicle body interior to the frame beam 11 and the reinforcing structure 12, thereby reducing the risk of misalignment and deformation of the vehicle body interior after long-term use. It eliminates the need for separate components with interior mounting functions, and reduces the number of components and the assembly between components, which helps to achieve lightweighting of the vehicle body frame 10 and improve manufacturing efficiency.

[0271] In some embodiments, the one with higher strength and stiffness, the frame beam body 11 and the reinforcing structure 12, is provided with an interior trim installation structure 18.

[0272] In some embodiments where the body pillar 13 is provided with an interior mounting structure 18, the body pillar 13 includes at least one of A-pillar 131, B-pillar 132, and C-pillar 133.

[0273] A-pillar 131 refers to the connecting pillar located at the front of the vehicle, connecting the roof and the front compartment.

[0274] The C-pillar 133 refers to the connecting pillar located at the rear of the vehicle, connecting the roof and the tailgate.

[0275] It is understandable that A-pillar 131, B-pillar 132, and C-pillar 133 are the parts with relatively high rigidity and strength in the entire vehicle.

[0276] In this way, the load of the vehicle interior can be transferred to the A-pillar 131, B-pillar 132 and C-pillar 133, improving the installation stability of the vehicle interior.

[0277] The specific form of the interior installation structure 18 is not limited.

[0278] For example, referring to Figures 14 and 15, the interior mounting structure 18 includes a seat belt accessory mounting structure 184 for mounting seat belt accessories, which include at least one of a seat belt height adjuster 181 and a seat belt retractor 182.

[0279] The seatbelt height adjuster 181 is used to adjust the height of the seatbelt to suit the needs of different occupants.

[0280] Seatbelt retractor 182 is used to tighten the seatbelt so that the occupant can be secured to the seat 50 in the event of a vehicle collision.

[0281] Thus, by setting the seat belt accessory installation structure 184 on the frame beam body 11 and the reinforcing structure 12, the installation of the seat belt accessory installation structure 184 is more stable, reducing the safety hazards to occupants caused by displacement or deformation of the seat belt accessory installation structure 184 in the event of a vehicle collision.

[0282] The number of interior mounting structures 18 installed on the main frame beam 11 and the reinforcing structure 12 is unlimited; there can be one or more.

[0283] In some embodiments, referring to FIG16, the interior mounting structure 18 includes an interior panel mounting structure 183 for mounting an interior panel 20, the interior panel 20 for covering at least a partially open position of at least a partially recessed position of the first cavity 11a of the frame beam body 11 from the inside direction of the vehicle frame 10.

[0284] In other words, the first cavity 11a is open toward the inside of the vehicle frame 10 in order to strengthen the installation and fixation of the structure 12.

[0285] Interior panel 20 is used to form the exterior surface of the passenger compartment.

[0286] In this way, the load on the interior panel 20 can be transferred to the frame beam body 11 and the reinforcing structure 12 through the interior installation structure 18, which helps to improve the installation stability of the interior panel 20 and reduce the risk of misalignment, deformation and other problems of the interior panel 20 after long-term use of the vehicle.

[0287] In some embodiments, referring to FIG17, at least a portion of the frame beam body 11 forms the vehicle body pillar 13, and the body frame 10 also includes at least one door mounting structure 19, which is used to connect at least one of the door hinge 191, door lock, and door opening limiter.

[0288] The door hinge 191 is used to connect the door to the body frame 10, and to enable the door and the body frame 10 to rotate relative to each other to open and close the door.

[0289] Door locks are used to lock the door relative to the vehicle body frame 10 when the door is closed.

[0290] The door opening limiter is used to limit the relative rotation angle between the door and the body frame 10.

[0291] This makes the installation of the door mounting structure 19 more stable, reduces the risk of misalignment of the door connection structure after a vehicle collision, and facilitates the door opening function to help occupants escape.

[0292] In some embodiments where the body pillar 13 is provided with a door connection structure, the body pillar 13 includes at least one of A pillar 131, B pillar 132, and C pillar 133.

[0293] In this way, the load of the door connection structure can be transferred to the A-pillar 131, B-pillar 132 and C-pillar 133, improving the installation stability of the door connection structure.

[0294] In some embodiments, the one with higher strength and stiffness, the frame beam body 11 and the reinforcing structure 12, is provided with a door connection structure.

[0295] In some embodiments, referring to FIG3, at least a portion of the frame beam body 11 forms the B-pillar 132 and the sill beam 17 of the vehicle. A reinforcing structure 12 is provided within the first cavity 11a of the B-pillar 132. One of the reinforcing structure 12 and the B-pillar 132 itself has an induced deformation region 10a. The lowest point of the induced deformation region 10a is higher than the top surface of the sill beam 17, and the vertical distance between them ranges from 190mm to 230mm. That is, the vertical distance between the lowest point of the induced deformation region 10a and the top surface of the sill beam 17 is L5, where 190mm ≤ L5 ≤ 230mm.

[0296] Vertical direction, that is, the height direction of the vehicle.

[0297] After a side collision, the B-pillar 132 will bend inwards towards the passenger compartment 10c, potentially colliding with the occupants. The deformation-inducing region 10a on the B-pillar 132 will deform first, and because the deformation-inducing region 10a has lower stiffness and strength, its deformation is more likely to be greater than other parts of the B-pillar 132, making it more likely to cause injury to the occupants.

[0298] By controlling the position of the induced deformation area 10a relative to the top surface of the sill beam 17, it is beneficial to make the position of the induced deformation area 10a lower than the buttocks of the occupants in the driver's seat and the front passenger seat. This is beneficial to ensure that after a side collision, the deformed induced deformation area 10a is far away from the upper torso of the occupant, thus reducing the damage to the occupant.

[0299] The specific distance between the lowest position of the induced deformation zone 10a and the top surface of the threshold beam 17 can be 190mm, 195mm, 200mm, 205mm, 210mm, 215mm, 220mm, 225mm, 230mm, etc.

[0300] The specific method for measuring the distance between the lowest position of the induced deformation region 10a and the top surface of the sill beam 17 is not limited. For example, in an environment with a room temperature of 25°C, the vehicle frame 10 is placed in the measurement area of ​​a coordinate measuring machine (CMM). A coordinate system is established on the CMM to determine the direction of the vertical direction between the lowest position of the induced deformation region 10a and the top surface of the sill beam 17. The probe of the CMM is placed at the lowest position of the induced deformation region 10a, and the coordinates of the lowest position of the induced deformation region 10a in the measurement coordinate system are recorded. The probe of the CMM is placed at the top surface of the sill beam 17, and the coordinates of the top surface of the sill beam 17 in the measurement coordinate system are recorded. Based on the coordinates of the lowest position of the induced deformation region 10a and the coordinates of the top surface of the sill beam 17, the vertical distance between the lowest position of the induced deformation region 10a and the top surface of the sill beam 17 is calculated.

[0301] In some embodiments where the reinforcing structure 12 is tubular, referring to FIG8, the wall thickness of the reinforcing structure 12 ranges from 3 mm to 5 mm. That is, the wall thickness of the reinforcing structure 12 is L10, where 3 mm ≤ L10 ≤ 5 mm.

[0302] This helps ensure that the stiffness and strength of the reinforced structure 12 meet the requirements, and also helps to reduce the weight of the reinforced structure 12.

[0303] The specific wall thickness values ​​for the reinforcing structure 12 are 3mm, 3.5mm, 4mm, 4.5mm, 5mm, etc.

[0304] In some embodiments, referring to Figures 6, 18 and 20, the vehicle frame 10 further includes a plurality of second reinforcing ribs 21, which are disposed in the first cavity 11a of the frame beam body 11.

[0305] In this way, the stiffness and strength of the frame beam body 11 are improved by the second reinforcing rib 21.

[0306] In some embodiments, multiple second reinforcing ribs 21 are interlaced to form a mesh structure.

[0307] In this way, multiple second stiffeners 21 form a force transmission path with each other, so that the load on the frame beam body 11 is transferred to each second stiffener 21, which is beneficial to further improve the stiffness and strength of the frame beam body 11.

[0308] In some embodiments, multiple second reinforcing ribs 21 are connected end to end to form a closed ring structure.

[0309] In this way, multiple second stiffeners 21 form a force transmission path with each other, so that the load on the frame beam body 11 is transferred to each second stiffener 21, which is beneficial to further improve the stiffness and strength of the frame beam body 11.

[0310] It is understandable that the annular closed structure can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the second reinforcing rib 21 can be arranged to form multiple annular closed structures. The shapes of the multiple annular closed structures can be the same or different.

[0311] In some embodiments, the second reinforcing rib 21 is injection molded onto the surface of the frame beam body 11.

[0312] By employing injection molding, the second reinforcing rib 21 and the frame beam body 11 form an integrated structure, eliminating the need for further assembly of the second reinforcing rib 21 and the frame beam body 11, thus simplifying the manufacturing process of the vehicle body frame 10. At the same time, by making the injection mold into different shapes, it is beneficial to optimize the shape and size of the second reinforcing rib 21 according to the main stress distribution of the frame beam body 11, which helps to improve the rigidity and strength of the frame beam body 11 while reducing excessive structural redundancy.

[0313] In some embodiments, referring to FIG14, the thickness of the root of the second reinforcing rib 21 is 80% to 120% of the thickness of the frame beam body 11. That is, the thickness of the root of the second reinforcing rib 21 is L6, the thickness of the frame beam body 11 is L7, and 0.8≤L6 / L7≤1.2.

[0314] The root of the second reinforcing rib 21 refers to the connection position between the second reinforcing rib 21 and the frame beam body 11.

[0315] This helps to improve the connection stability between the second reinforcing rib 21 and the frame beam body 11; at the same time, the thicker root of the reinforcing rib helps to reduce the probability of shrinkage defects on the surface of the frame beam body 11 at the root of the reinforcing rib during the injection molding process.

[0316] The thickness of the stiffener at the root can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 105%, 110%, 115%, 120% of the thickness of the frame beam 11.

[0317] In some embodiments, the thickness of the root of the second reinforcing rib 21 is equal to the thickness of the frame beam body 11.

[0318] In some embodiments, referring to FIG14, the thickness of the root of the second reinforcing rib 21 ranges from 2.5 mm to 3.5 mm. That is, 2.5 mm ≤ L6 ≤ 3.5 mm.

[0319] In this way, the second reinforcing rib 21 can reduce its mass while maintaining a certain strength and rigidity, which is beneficial to reducing the mass of the vehicle frame 10.

[0320] The specific thickness of the root of the second reinforcing rib 21 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc.

[0321] In some embodiments, referring to Figure 14, the thickness of the frame beam body 11 ranges from 2.5 mm to 3.5 mm. That is, 2.5 mm ≤ L7 ≤ 3.5 mm.

[0322] In this way, the frame beam body 11 can reduce its mass while maintaining a certain strength and rigidity, which is beneficial to reducing the mass of the vehicle body frame 10.

[0323] The specific thickness of the root of the frame beam 11 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, etc.

[0324] The specific method for measuring the thickness of the root of the second reinforcing rib 21 and the thickness of the frame beam body 11 is not limited. For example, in an environment with a room temperature of 25°C, the main scale and vernier scale of a vernier caliper are respectively brought into contact with one side of the root of the second reinforcing rib 21, and the readings of the vernier caliper are taken to obtain the thickness of the root of the second reinforcing rib 21; the main scale and vernier scale of a vernier caliper are respectively brought into contact with one side of the thickness direction of the frame beam body 11, and the readings of the vernier caliper are taken to obtain the thickness of the frame beam body 11.

[0325] In some embodiments, referring to Figures 21 to 23, at least a portion of the frame beam body 11 forms a vehicle body pillar 13, and a second reinforcing rib 21 is provided in the first cavity 11a of the body pillar 13. At least one second reinforcing rib 21 is provided with an interior trim mounting structure 18, which is used to install the vehicle body interior trim.

[0326] In other words, the load of the vehicle interior is transmitted to the frame beam body 11 through the second reinforcing rib 21.

[0327] In this way, the installation stability of the vehicle body interior is improved by using the second reinforcing rib 21 and the frame beam body 11.

[0328] In some embodiments where the second reinforcing rib 21 is provided with an interior mounting structure 18, the vehicle body pillar 13 includes at least one of the A-pillar 131, B-pillar 132, and C-pillar 133.

[0329] In this way, the load of the interior mounting structure 18 can be transferred to the A-pillar 131, B-pillar 132 and C-pillar 133 through the second reinforcing rib 21, thereby improving the installation stability of the interior mounting structure 18.

[0330] In some embodiments where the second reinforcing rib 21 is provided with an interior trim mounting structure 18, referring to Figures 21 and 22, the interior trim mounting structure 18 includes a seat belt accessory mounting structure 184, which is used to mount seat belt accessories, including at least one of a seat belt height adjuster 181 and a seat belt retractor 182.

[0331] Thus, by connecting the frame beam body 11 and the seat belt accessory installation structure 184 through the second reinforcing rib 21, the installation of the seat belt accessory installation structure 184 is more stable, reducing the safety hazards to occupants caused by displacement or deformation of the seat belt accessory installation structure 184 in the event of a vehicle collision.

[0332] In some embodiments, referring to FIG23, the interior mounting structure 18 includes an interior panel mounting structure 183 for mounting an interior panel 20, the interior panel 20 for covering at least a partially open position of the first cavity of the frame beam body 11 from the inside direction of the vehicle frame 10.

[0333] In this way, the load on the interior panel 20 can be transferred to the frame beam body 11 through the second reinforcing rib 21, which helps to improve the installation stability of the interior panel 20 and reduce the risk of misalignment, deformation and other problems of the interior panel 20 after long-term use of the vehicle.

[0334] The method of fixing the second reinforcing rib 21 to the interior trim mounting structure 18 is not limited. For example, the second reinforcing rib 21 can be fixed to the interior trim mounting structure 18 by bolts and nuts.

[0335] In some embodiments, referring to FIG24, at least a portion of the frame beam body 11 forms the vehicle body pillar 13, and the body frame 10 also includes a door mounting structure 19. At least a portion of the second reinforcing rib 21 is injection molded onto the surface of the frame beam body 11 and the surface of the door mounting structure 19 to fix the door mounting structure 19. At least one door mounting structure 19 is used to connect at least one of the door hinge 191, door lock, and door opening limiter.

[0336] Understandably, the second reinforcing rib 21 is injection molded into the inner wall of the space formed by the recess in the frame beam body 11.

[0337] The frame beam body 11, door mounting structure 19 and second reinforcing rib 21 are directly fixedly connected by injection molding, which simplifies the manufacturing process and helps to improve production efficiency. Through the second reinforcing rib 21, the door mounting structure 19 can transfer the load to the frame beam body 11, which helps to make the installation of the door connection structure more stable.

[0338] In some embodiments, the door mounting structure 19 is made of metal to reduce the likelihood of the door mounting structure 19 deforming due to heating during the injection molding process of the second reinforcing rib 21.

[0339] In some embodiments with a door mounting structure 19 and a second reinforcing rib 21, the vehicle body pillar 13 includes at least one of an A-pillar 131, a B-pillar 132, and a C-pillar 133.

[0340] In this way, the load of the door connection structure can be transferred to the A-pillar 131, B-pillar 132 and C-pillar 133 through the second reinforcing rib 21, thereby improving the installation stability of the door connection structure.

[0341] In some embodiments, referring to Figures 18 and 19, the first cavity 11a is open on the side facing the interior of the vehicle to form an open slot. The second reinforcing rib 21 includes a third sub-rib 211 and a fourth sub-rib 212, both of which are connected to the bottom wall of the open slot. The third sub-rib 211 extends along a first direction to the inner walls of both sides of the open slot along the first direction, and the fourth sub-rib 212 extends along a second direction to the inner walls of both sides of the open slot along the second direction. The first direction and the second direction intersect and are both perpendicular to the relative directions of the reinforcing structure 12 and the frame beam body 11.

[0342] The bottom wall of the open channel is the inner wall of the side facing away from the open side of the open channel, along the opposite direction of the reinforcing structure 12 and the frame beam body 11.

[0343] The third sub-reinforcement bar 211 and the fourth sub-reinforcement bar 212 intersect each other to form a mesh structure. The third sub-reinforcement bar 211 and the fourth sub-reinforcement bar 212 extend along two intersecting directions, which helps to improve the ability of the frame beam body 11 to suppress deformation in two mutually perpendicular directions.

[0344] Understandably, the third sub-reinforcement 211 and the fourth sub-reinforcement 212 are both connected to the reinforcing structure 12 so that the energy of the collision can be transferred from the frame beam body 11 to the reinforcing structure 12.

[0345] It is understandable that there are multiple third sub-reinforcement bars 211 and multiple fourth sub-reinforcement bars 212, with the multiple third sub-reinforcement bars 211 arranged in parallel with each other, and the multiple fourth sub-reinforcement bars 212 arranged in parallel with each other.

[0346] In some embodiments, referring to FIG14, the third sub-reinforcement 211 is provided with a first clearance groove 211a. The first clearance groove 211a penetrates the third sub-reinforcement 211 along the second direction and opens towards the side of the reinforcing structure 12 in the opposite direction of the reinforcing structure 12 and the frame beam body 11. A part of the reinforcing structure 12 is embedded in the first clearance groove 211a through the opening of the first clearance groove 211a to cooperate with the stop of the third sub-reinforcement 211.

[0347] Thus, the groove wall of the first clearance groove 211a can limit the reinforcing structure 12 along the first direction, which is beneficial to improving the positional stability of the reinforcing structure 12 relative to the outer cover.

[0348] In some embodiments, referring to FIG19, the fourth sub-reinforcing bar 212 is provided with a second clearance groove 212a. The second clearance groove 212a passes through the fourth sub-reinforcing bar 212 in a first direction and opens towards the side of the reinforcing structure 12 in the opposite direction of the reinforcing structure 12 and the frame beam body 11. A part of the reinforcing structure 12 is embedded in the second clearance groove 212a through the opening of the second clearance groove 212a to cooperate with the fourth sub-reinforcing bar 212.

[0349] Thus, the groove wall of the second clearance groove 212a can limit the reinforcing structure 12 along the second direction, which is beneficial to improving the positional stability of the reinforcing structure 12 relative to the outer cover.

[0350] In some embodiments, referring to FIG19, the first clearance groove 211a and the second clearance groove 212a are connected to each other so that they form a larger mounting groove to accommodate a portion of the reinforcing structure 12.

[0351] In some embodiments, referring to FIG19, the second reinforcing rib 21 includes a first part 21a, a second part 21b, and a third part 21c. The first part 21a is disposed on the bottom wall of the first cavity 11a. The second part 21b and the third part 21c are connected to the first part 21a and are respectively located on one side of the opposite side walls of the first cavity 11a. The dimensions of the second part 21b and the third part 21c along the inward and outward directions of the vehicle frame 10 are both larger than the dimensions of the first part 21a along the inward and outward directions of the vehicle frame 10. The first part 21a, the second part 21b, and the third part 21c surround and form an mounting groove.

[0352] The specific material of the second reinforcing rib 21 is not limited.

[0353] For example, the second reinforcing rib 21 includes a first thermoplastic resin matrix and long glass fibers, wherein the weight percentage of the long glass fibers is 30-65, the weight percentage of the first thermoplastic resin matrix is ​​35-70, and the sum of the weight percentages of the long glass fibers and the first thermoplastic resin matrix is ​​100.

[0354] Long glass fiber refers to glass fiber whose fiber length is approximately the same as the granule length.

[0355] The composite material formed by combining long glass fibers and a first 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 second reinforcing rib 21. Moreover, the first thermoplastic resin matrix is ​​easy to mold, which helps to simplify the production process of the second reinforcing rib 21.

[0356] The specific weight percentages of the long glass fibers can be 30, 35, 40, 45, 50, 55, 60, or 65, and the corresponding weight percentages of the first thermoplastic resin matrix are 35, 40, 45, 50, 55, 60, 65, or 70.

[0357] In some embodiments, the second reinforcing rib 21 further includes a first compatibilizer in parts by weight of 1-2.

[0358] The first compatibilizer can improve the interfacial adhesion between the long glass fiber and the first thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0359] It should be noted that when the total weight of the first thermoplastic resin matrix and the long glass fiber is 100, the corresponding weight of the first compatibilizer added ranges from 1 to 2.

[0360] The specific weight percentage of the first compatibilizer can be 1, 1.2, 1.4, 1.5, 1.6, 1.8, 2, etc.

[0361] The first compatibilizer can be a maleic anhydride graft compatibilizer, an acrylic compatibilizer, etc.

[0362] In some embodiments, the first 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.

[0363] In some embodiments, the second reinforcing rib 21 further includes 0.1-0.4 parts by weight of a first antioxidant. The first antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, thereby extending the service life of the composite material.

[0364] It should be noted that when the total weight of the first thermoplastic resin matrix and the long glass fiber is 100, the corresponding weight of the first antioxidant added ranges from 0.1 to 0.4.

[0365] The specific weight percentage of the first antioxidant can be 0.1, 0.2, 0.3, 0.4, etc.

[0366] The primary antioxidant can be phenolic antioxidants, phosphite antioxidants, etc.

[0367] In some embodiments, the first 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.

[0368] Adding a first compatibilizer and a first antioxidant to the long glass fiber and the first thermoplastic resin matrix helps to improve the mechanical properties and service life of the second reinforcing rib 21.

[0369] In some embodiments, the fiber composite board includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a second thermoplastic resin matrix, the second thermoplastic resin matrix connecting the continuous fibers.

[0370] The composite material formed by continuous fibers and a second 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 11.

[0371] In some embodiments, the material of the second thermoplastic resin matrix in the fiber composite board is one or more of polypropylene and polyamide.

[0372] Polypropylene (PP) is a thermoplastic. It has high impact resistance, strong mechanical properties, and can resist corrosion from various organic solvents and acids and alkalis.

[0373] Polyamide (PA), commonly known as nylon, has good wear resistance and fatigue resistance.

[0374] This allows the fiber composite board to better adapt to various operating conditions encountered during vehicle operation, and helps extend the service life of the fiber composite board.

[0375] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0376] 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.

[0377] 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.

[0378] In some embodiments, the material of the second thermoplastic resin matrix in the fiber composite board is the same as the material of the first thermoplastic resin matrix in the second reinforcing rib 21.

[0379] The multi-layer continuous fiber composite material can be heated and molded to form the frame beam body 11 of the required shape according to the different shapes of the molding die.

[0380] In some embodiments, the continuous fiber is continuous glass fiber. Continuous glass fiber has high strength and good resilience. Combining continuous glass fiber with a second thermoplastic resin matrix helps to improve the tensile strength of the frame beam body 11.

[0381] In some embodiments, the continuous fiber has a weight percentage of 60-80, the second thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the second thermoplastic resin matrix is ​​100.

[0382] By controlling the content of continuous fiber and the second thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and the content of the second thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material meets the mechanical performance requirements of the frame beam body 11.

[0383] In some embodiments, the continuous fiber composite layer comprises 68-75 parts by weight of continuous fibers and 25-32 parts by weight of a second thermoplastic resin matrix. This further limits the content of the continuous fibers and the second thermoplastic resin matrix, achieving a more balanced state between the content of the continuous fibers and the content of the second thermoplastic resin matrix.

[0384] In some embodiments, the continuous fiber composite layer further includes a second compatibilizer in parts by weight of 1-5.

[0385] The second compatibilizer can improve the interfacial bonding between the continuous fiber and the second thermoplastic resin matrix, thereby improving the mechanical properties of the composite material. For example, it can be a maleic anhydride graft compatibilizer.

[0386] For example, the second 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.

[0387] It should be noted that when the total weight of the second thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight of the second compatibilizer added ranges from 1 to 5.

[0388] The specific weight percentage of the second compatibilizer can be 1, 2, 3, 4, 5, etc.

[0389] In some embodiments, the continuous fiber composite layer further includes a second antioxidant in the form of 0.2-0.6 parts by weight.

[0390] The second type of antioxidant can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing and extend the service life of composite materials. Examples of such antioxidants include hindered amine antioxidants and phosphite antioxidants.

[0391] For example, the second 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.

[0392] It should be noted that when the total weight of the second thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight of the added second antioxidant ranges from 0.2 to 0.6.

[0393] The specific weight percentage of the second antioxidant can be 0.2, 0.3, 0.4, 0.5, 0.6, etc.

[0394] Adding a second compatibilizer and a second antioxidant to the continuous fiber and the second thermoplastic resin matrix helps to improve the mechanical properties and service life of the frame beam body 11.

[0395] In some embodiments, the continuous fiber composite layer further includes a flame retardant to improve the flame retardant properties of the composite material, such as a halogenated flame retardant.

[0396] In some embodiments, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0397] 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 11 is kept low, thereby reducing the deformation of the frame beam body 11 caused by excessive absorption of water from the external environment during vehicle use.

[0398] 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.

[0399] In some embodiments of this disclosure, the continuous fiber is continuous glass fiber. The second thermoplastic resin matrix is ​​polyamide. The composite material formed by the combination of continuous glass fiber and polyamide combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polyamide, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite layer, and the polyamide matrix is ​​easy to mold.

[0400] The composition and experimental data of some embodiments of continuous fiber composite layers are described below with reference to Table 1.

[0401] Table 1. Experimental data of the continuous fiber composite layer including glass fiber and polyamide resin matrix provided in the embodiments of this disclosure.

[0402] Second compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0403] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0404] Second antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0405] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0406] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0407] Table 2 shows the components and experimental data of some comparative examples.

[0408] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0409] It should be noted that the comparative examples refer to test data that do not conform to the requirements of the embodiments disclosed herein.

[0410] Combining Tables 1 and 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-)n. In a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, that is, the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0411] The molecular formula of PA11 is H(NH(CH2)10CO)nOH. In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0412] The molecular formula of PA12 is -(NH-(CH2)11-CO)n-. In a single structural unit of PA12, there are 12 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0413] 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.

[0414] 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.

[0415] 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.

[0416] 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.

[0417] 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.

[0418] 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 second 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 second thermoplastic resin matrix are between 20 and 40.

[0419] 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.

[0420] In Examples 1 to 9, the weight parts of the second compatibilizer were all 2, and the weight parts of the second antioxidant were all 0.3 (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0421] 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.

[0422] 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.

[0423] 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 in the main carbon chain of a single structural unit is less than 8, or when the amount of polyamide with a ratio of less than 8 exceeds 20 parts by weight, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0424] 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.

[0425] 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%.

[0426] 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.

[0427] Comparing Example 1 and Comparative Example 5, it can be found that when the weight percentage of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer. In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angle of the continuous fibers in adjacent continuous fiber composite layers is different.

[0428] This is beneficial to improving the stress distribution of the frame beam body 11, and to making the mechanical properties of the frame beam body 11 approximately the same in different directions, thereby reducing the risk of reduced service life due to differences in the mechanical properties of the frame beam body 11 in a certain direction.

[0429] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body 11 along the thickness direction, the laying angle of the continuous fibers in at least one continuous fiber composite material layer is neither 0° nor 90°.

[0430] The non-0° and non-90° laying method can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impact to the internal structure of the frame beam body 11, and help enhance the impact resistance of the frame beam body 11.

[0431] It should be noted that 0° refers to the length direction of the structural member formed by the main frame beam 11, and 90° refers to the width direction of the structural member formed by the main frame beam 11. 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°. For instance, when the vehicle frame 10 includes the B-pillar 132, the extension direction of the B-pillar 132 is along the height direction of the vehicle, that is, the height direction of the vehicle is the direction where the continuous fiber layup angle is 0°, and the length direction of the vehicle is the direction where the continuous fiber layup angle is 90°.

[0432] In some embodiments, the continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0433] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0434] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0435] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus enabling the structural strength and structural stiffness of the frame beam 11 to meet the requirements.

[0436] In some embodiments, referring to Figure 14, the thickness of the frame beam body 11 is not less than 1.2 mm. That is, 1.2 mm ≤ L7.

[0437] This ensures that the thickness of the main frame beam 11 meets the stiffness and strength requirements of the vehicle body frame 10.

[0438] In some embodiments, the thickness of the single-layer continuous fiber composite layer is 0.2 mm to 0.3 mm.

[0439] In this way, on the one hand, the risk of insufficient structural strength and stiffness of the single-layer continuous fiber composite material due to excessively low thickness of the single-layer continuous fiber composite material layer is reduced. On the other hand, it is to reduce the problem of excessive thickness of the frame beam body 11 due to excessive thickness of the continuous fiber composite material layer when laying multiple layers of continuous fiber composite ply, thereby reducing the risk of problems such as interference with the overall aesthetic performance of the vehicle frame 10 or the installation of other vehicle components.

[0440] The specific values ​​for the thickness of a single-layer continuous fiber composite material layer can be 0.2mm, 0.22mm, 0.24mm, 0.25mm, 0.26mm, 0.28mm, 0.3mm, etc.

[0441] The following describes the laying methods and experimental data of some embodiments of continuous fiber composite material layers in conjunction with Table 3.

[0442] Table 3. Laying methods and experimental data of some embodiments of this disclosure.

[0443] The following section, in conjunction with Table 4, introduces some comparative laying methods and experimental data.

[0444] Table 4 shows some comparative examples of laying methods and experimental data.

[0445] 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 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°.

[0446] In Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0447] 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.

[0448] 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.

[0449] The fiber composite boards formed in Examples 1 to 10 have a minimum 0° tensile strength of 421 MPa and a maximum of 485 MPa; and a minimum 0° elastic modulus of 14.5 GPa and a maximum of 17.5 GPa.

[0450] The fiber composite boards formed in Examples 1 to 10 have a minimum 90° tensile strength of 425 MPa and a maximum of 490 MPa; and a minimum 90° elastic modulus of 15.5 GPa and a maximum of 17.7 GPa.

[0451] The resulting fiber composite board has a minimum tensile strength of 260 MPa and a maximum tensile strength of 392 MPa at 45°; and a minimum elastic modulus of 9 GPa and a maximum elastic modulus of 14.5 GPa at 45°.

[0452] As can be seen from Comparative Example 1, the continuous fiber laying angles of the multi-layer continuous fiber composite material layers of the fiber composite board are only 0° and 90°, and the resulting fiber composite board cannot meet the performance requirements of the frame beam body 11.

[0453] Comparative Examples 2, 3 and 4 show that if the laying angle of the continuous fibers in the outermost two layers on any side along the thickness direction is only 0° and / or 90°, the resulting fiber composite board cannot meet the performance requirements of the frame beam body 11.

[0454] 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 11 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body 11 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 11 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 11 to meet the performance requirements of different locations in the vehicle as much as possible. In other words, it allows the frame beam body 11 in each location of the vehicle to use the continuous fiber composite material provided in this disclosure embodiment as much as possible, thereby contributing to the lightweight design of the vehicle.

[0455] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the frame beam body 11 in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the frame beam body 11 in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0456] That is, the tensile strength of the frame beam body 11 in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the frame beam body 11 in all directions perpendicular to the thickness direction is ≤35GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 11.

[0457] 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 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 fiber composite boards formed without the laying angles provided in the embodiments of this disclosure.

[0458] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0459] 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.

[0460] It should be noted that the frame beam body 11 is made of fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 11 in this embodiment are the same as the performance data of the fiber composite board.

[0461] Based on the performance of the continuous fiber composite material layer and the second reinforcing rib 21 provided in this embodiment, the simulation is as follows:

[0462] The thickness of the frame beam body 11 is 3mm; the thickness of the continuous fiber composite material layer is 0.2mm; and the thickness of the second reinforcing rib 21 is 3mm.

[0463] Each continuous fiber composite layer has an elastic modulus greater than 20 GPa, a tensile strength greater than 1000 MPa, and an elongation at break greater than 5%.

[0464] The second reinforcing rib 21 has an elastic modulus greater than 20 GPa, a tensile strength greater than 200 MPa, and an elongation at break greater than 20%.

[0465] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 11 and the second reinforcing rib 21 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 132 of this embodiment is comparable to that of the existing steel B-pillar 132. This indicates that when the frame beam body 11 provided in this embodiment constitutes the B-pillar of a vehicle, it can meet the requirements of vehicle body collision.

[0466] Table 5 Simulation test data for some embodiments of this disclosure

[0467] In other words, the vehicle frame 10 provided in this embodiment can at least meet the collision performance requirements of the B-pillar 132.

[0468] Based on the performance of the fiber composite board provided in this embodiment, including multi-layer continuous fiber composite material layers, reinforcing structure 12, and second reinforcing rib 21, the simulation is as follows:

[0469] The thickness of the frame beam body 11 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the second reinforcing rib 21 is as follows: the thickness of the first part 21a is 1mm, and the thickness of the second part 21b and the third part 21c is 2mm.

[0470] 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%.

[0471] The reinforcing structure 12 is a 6-series aluminum pultruded tube structure, which includes a first sub-rib 1211 and a second sub-rib 1212.

[0472] The maximum cross-sectional dimension of the reinforcing structure 12 is 60mm*90mm, and all cross-sectional dimensions of the reinforcing structure 12 are the same. The wall thickness of the reinforcing structure 12 is 3.5mm, and the thickness of the first sub-rib 1211 and the second sub-rib 1212 are the same as the wall thickness of the reinforcing structure 12.

[0473] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 11, the reinforcing structure 12, and the second reinforcing rib 21 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 132 of this embodiment is comparable to that of the existing steel B-pillar, indicating that when the frame beam body 11 provided in this embodiment constitutes the B-pillar of a vehicle, it can meet the requirements of vehicle body collision.

[0474] Table 6 Simulation test data for some embodiments of this disclosure

[0475] In some embodiments, referring to Figures 25 and 26, the vehicle further includes a floor member 40, which encloses an installation space 10b. The bottom side of the installation space 10b is open. The floor member 40 is disposed at the open portion of the installation space 10b to enclose a passenger compartment 10c with the vehicle frame 10. At least a portion of the frame beam body 11 forms a B-pillar 132 of the vehicle. A reinforcing structure 12 is provided in the first cavity 11a of the B-pillar 132. One of the reinforcing structure 12 and the B-pillar 132 is provided with an induced deformation region 10a. The lowest point of the induced deformation region 10a is higher than the top surface of the floor member 40, and the vertical distance between the two ranges from 255mm to 295mm. That is, the vertical distance between the lowest point of the induced deformation region 10a and the top surface of the floor member 40 is L8, where 255mm ≤ L8 ≤ 295mm.

[0476] The floor piece 40 can be used to arrange the seats 50 for occupants to sit on.

[0477] By controlling the height of the induced deformation area 10a relative to the top surface of the floor component 40, it is beneficial to ensure that the position of the induced deformation area 10a is lower than the buttocks of the occupants in the driver's seat and the front passenger seat. This is beneficial to ensure that after a side collision, the deformed induced deformation area 10a is far away from the upper torso of the occupant, thus reducing the damage to the occupant.

[0478] The specific distance between the lowest point of the induced deformation area 10a and the top surface of the floor component 40 can be 255mm, 260mm, 265mm, 270mm, 275mm, 280mm, 285mm, 290mm, 295mm, etc.

[0479] The specific method for measuring the distance between the lowest position of the induced deformation region 10a and the top surface of the floor component 40 is not limited. For example, in an environment with a room temperature of 25°C, the vehicle is placed in the measurement area of ​​a coordinate measuring machine (CMM). A coordinate system is established on the CMM to determine the vertical direction between the lowest position of the induced deformation region 10a and the top surface of the sill beam 17. The probe of the CMM is placed at the lowest position of the induced deformation region 10a, and the coordinates of the lowest position of the induced deformation region 10a in the measurement coordinate system are recorded. The probe of the CMM is placed at the top surface of the floor component 40, and the coordinates of the top surface of the sill beam 17 in the measurement coordinate system are recorded. Based on the coordinates of the lowest position of the induced deformation region 10a and the coordinates of the top surface of the floor component 40, the vertical distance between the lowest position of the induced deformation region 10a and the top surface of the floor component 40 is calculated.

[0480] In some embodiments, referring to Figures 25 and 27, the vehicle further includes a seat 50, and the vehicle enclosure forms an installation space 10b. The installation space 10b includes a passenger compartment 10c, in which the seat 50 is located. At least a portion of the frame beam body 11 forms a B-pillar 132 of the vehicle. A reinforcing structure 12 is provided in the first cavity 11a of the B-pillar 132. One of the reinforcing structure 12 and the B-pillar 132 has an induced deformation region 10a. The lowest position of the induced deformation region 10a is lower than the seating reference point 50a of the seat 50, and the vertical distance between them ranges from 85mm to 125mm. That is, the distance between the lowest position of the induced deformation region 10a and the seating reference point 50a of the seat 50 is L9, where 255mm ≤ L9 ≤ 295mm.

[0481] The reference point 50a, or R point, refers to the position used to simulate the hinge center of the human torso and thighs when an occupant is seated on seat 50.

[0482] By controlling the height of the top surface of the induced deformation area 10a relative to the seating reference point 50a, it is beneficial to ensure that the position of the induced deformation area 10a is lower than the buttocks of the occupants in the driver's seat and the front passenger seat. This is beneficial to ensure that after a side collision, the deformed induced deformation area 10a is far away from the upper torso of the occupant, thus reducing the damage to the occupant.

[0483] The specific distance between the lowest position of the induced deformation region 10a and the riding reference point 50a can be 85mm, 90mm, 95mm, 100mm, 105mm, 110mm, 115mm, 120mm, 125mm, etc.

[0484] The specific method for measuring the distance between the lowest position of the induced deformation region 10a and the seating reference point 50a is not limited. For example, in an environment with a room temperature of 25°C, the vehicle is placed in the measurement area of ​​the coordinate measuring machine (CMM), the HPM (three-dimensional H-point machine) is placed on the seat 50, the seating reference point 50a of the seat 50 is measured, a measurement coordinate system is established on the CMM, and the position of the seating reference point 50a in the measurement coordinate system is determined. The probe of the CMM is placed at the lowest position of the induced deformation region 10a, and the coordinates of the lowest position of the induced deformation region 10a in the measurement coordinate system are recorded. Based on the coordinates of the lowest position of the induced deformation region 10a and the coordinates of the seating reference point 50a, the vertical distance between the lowest position of the induced deformation region 10a and the seating reference point 50a is calculated.

[0485] In some embodiments, referring to FIG1, the vehicle includes a chassis 60, a body frame 10 disposed on the chassis 60 to jointly enclose a passenger compartment 10c of the vehicle, the chassis 60 including a battery device 61, the housing of the battery device 61 forming at least a portion of the bottom wall of the passenger compartment 10c.

[0486] In other words, the housing of the battery device 61 forms at least a portion of the floor component 40 of the passenger compartment 10c.

[0487] This allows for a more compact vehicle structure and improves the utilization of the vehicle's interior space.

[0488] In some embodiments, referring to FIG1, the vehicle further includes a chassis 60, a body frame 10 disposed on and above the chassis 60, and the body frame 10 is detachably connected to the chassis 60.

[0489] This allows vehicle body frames 10 of different shapes and sizes to be adapted to chassis 60s of different performance and sizes, thereby reducing vehicle development costs. The vehicle in one embodiment of this disclosure is as follows:

[0490] The vehicle includes a body frame 10, seats 50, and a chassis 60. The body frame 10 includes a frame beam body 11, a reinforcing structure 12, a sill beam 17, an upper joint 14, a lower joint 15, a second reinforcing rib 21, a third reinforcing rib, a fourth reinforcing rib, and a door mounting structure 19. The frame beam body 11 includes a fiber composite board and forms a first cavity 11a. At least a portion of the reinforcing structure 12 is located within the first cavity 11a to improve the strength of the frame beam body 11. An induced deformation region 10a is provided on at least the frame beam body 11 or the reinforcing structure 12, where the strength and stiffness are simultaneously higher. The strength and stiffness are lowest at the induced deformation region 10a on either the frame beam body 11 or the reinforcing structure 12 corresponding to the induced deformation region 10a. The fiber composite board is made of continuous fiber composite material, and the reinforcing structure 12 is a tubular structure. The reinforcing structure 12 is an extruded, one-piece metal structure. Reinforcing components are filled within the reinforcing structure 12. The reinforcing component is a first reinforcing rib 121, which is integral with the reinforcing structure 12. The reinforcing structure 12 is provided with induced deformation holes 12a. The side of the frame beam body 11 facing the interior of the vehicle is the first side, and the side facing away from the interior of the vehicle is the second side. The reinforcing structure 12 extends along the second direction, and at least some of the induced deformation holes 12a are provided on the surface of the reinforcing structure 12 facing the second side. The area of ​​the reinforcing structure 12 with the induced deformation holes 12a forms an induced deformation region 10a. The two ends of the induced deformation holes 12a along the first direction are closed ends, and the direction opposite to the induced deformation holes 12a and the frame beam body 11 is the third direction. The first direction, the second direction, and the third direction intersect each other. The reinforcing structure 12 includes a second cavity 12b, within which a first reinforcing rib 121 is provided. Both the second cavity 12b and the first reinforcing rib 121 extend along a second direction. The first reinforcing rib 121 includes a first sub-rib 1211, at least a portion of which connects to the inner walls of both sides of the second cavity 12b along the direction opposite to the reinforcing structure 12 and the frame beam body 11. An induced deformation hole 12a penetrates one side wall of the reinforcing structure 12 perpendicular to the second direction. The first sub-rib 1211 has a reducing hole 1211a. In a projection plane perpendicular to the penetration direction of the induced deformation hole 12a, the projection of the reducing hole 1211a lies within the projection range of the induced deformation hole 12a. The reducing hole 1211a is open on the side facing the induced deformation hole 12a, thus communicating with the induced deformation hole 12a. The sum of the dimensions of the reinforcing hole 1211a and the deformation-inducing hole 12a along the relative direction between the reinforcing structure 12 and the frame beam body 11 ranges from 10 mm to 30 mm.The first reinforcing rib 121 also includes a second sub-rib 1212, which is located in the second cavity 12b. The second sub-rib 1212 connects to the inner walls of both sides of the second cavity 12b perpendicular to the direction opposite to the reinforcing structure 12 and the frame beam body 11, and intersects with the first sub-rib 1211. The reducing hole 1211a and the induced deformation hole 12a are located on the same side of the second sub-rib 1212 along the direction opposite to the reinforcing structure 12 and the frame beam body 11. The induced deformation hole 12a has a size range of 20mm to 30mm along the second direction and a size range of 45mm to 55mm along the first direction. At least a portion of the frame beam body 11 forms a B-pillar 132. The first cavity 11a of the B-pillar 132 is provided with a reinforcing structure 12, and the reinforcing structure 12 is connected to the upper side beam 16 and the sill beam 17 of the vehicle through an upper connector 14 and a lower connector 15, respectively. Both the upper connector 14 and the lower connector 15 are inserted into the reinforcing structure 12. A third reinforcing rib is disposed within the upper connector 14 and the lower connector 15, abutting against the reinforcing structure 12. A fourth reinforcing rib is disposed outside the upper connector 14 and the lower connector 15, connecting to the frame beam body 11. At least a portion of the fourth reinforcing rib of at least one of the upper connector 14 and the lower connector 15 extends in the same direction as the reinforcing structure 12. At least a portion of the reinforcing structure 12 forms an interior trim mounting structure 18 for mounting the vehicle interior trim. The interior trim mounting structure 18 includes a seatbelt accessory mounting structure 184 and an interior panel mounting structure 183. The seatbelt accessory mounting structure 184 is used to mount seatbelt accessories, which include at least one of a seatbelt height adjuster 181 and a seatbelt retractor 182. The interior panel mounting structure 183 is used to mount an interior panel 20, which covers at least a partially open portion of the first cavity of the frame beam body 11 from the inside of the vehicle frame 10. The portion of the frame beam body 11 forming the B-pillar 132 is provided with a door mounting structure 19, and at least one door connecting structure is used to connect at least one of the door hinge 191, door lock, and door opening limiter. The lowest point of the induced deformation region 10a is higher than the top surface of the sill beam 17, and the vertical distance between the two ranges from 190mm to 230mm. A second reinforcing rib 21 is disposed in the first cavity 11a, and multiple second reinforcing ribs 21 are interwoven to form a mesh structure. The second reinforcing ribs 21 are injection molded onto the surface of the frame beam body 11. The thickness of the root of the second reinforcing rib 21 ranges from 2.5mm to 3.5mm; the thickness of the frame beam body 11 ranges from 2.5mm to 3.5mm.The first cavity 11a is open on the side facing the interior of the vehicle to form an open slot. The second reinforcing rib 21 includes a third sub-rib 211 and a fourth sub-rib 212. Both the third sub-rib 211 and the fourth sub-rib 212 are connected to the bottom wall of the open slot. The third sub-rib 211 extends along a first direction to the inner walls of both sides of the open slot along the first direction. The fourth sub-rib 212 extends along a second direction to the inner walls of both sides of the open slot along the second direction. The first direction and the second direction intersect and both intersect the opening direction of the first cavity 11a. The third sub-reinforcing bar 211 is provided with a first clearance groove 211a. The first clearance groove 211a penetrates the third sub-reinforcing bar 211 along the second direction and opens to one side of the reinforcing structure 12 in the direction opposite to the main body of the frame beam 11. A part of the reinforcing structure 12 is embedded in the first clearance groove 211a through the opening to cooperate with the stop of the third sub-reinforcing bar 211. The fourth sub-reinforcing bar 212 is provided with a second clearance groove 212a. The second clearance groove 212a penetrates the fourth sub-reinforcing bar 212 along the first direction and opens to one side of the reinforcing structure 12 in the direction opposite to the main body of the frame beam 11. A part of the reinforcing structure 12 is embedded in the second clearance groove 212a through the opening to cooperate with the stop of the fourth sub-reinforcing bar 212. The second reinforcing rib 21 comprises a first thermoplastic resin matrix and long glass fibers. The long glass fibers comprise 30-65 parts by weight, the first thermoplastic resin matrix comprises 35-70 parts by weight, and the sum of the weight percentages of the long glass fibers and the first thermoplastic resin matrix is ​​100. The second reinforcing rib 21 also comprises 1-2 parts by weight of a first compatibilizer and 0.1-0.4 parts by weight of a first antioxidant. The fiber composite board comprises multiple layers of continuous fiber composite material. Each layer of continuous fiber composite material comprises continuous fibers and a second thermoplastic resin matrix, with the second thermoplastic resin matrix connecting the continuous fibers. The continuous fibers are continuous glass fibers. The continuous fibers comprise 60-80 parts by weight, the second thermoplastic resin matrix comprises 20-40 parts by weight, and the sum of the weight percentages of the continuous fibers and the second thermoplastic resin matrix is ​​100. The continuous fiber composite material layer also comprises 1-5 parts by weight of a second compatibilizer and 0.2-0.6 parts by weight of a second antioxidant. The water absorption rate of each continuous fiber composite layer is no higher than 0.3%. The continuous fibers in each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers in adjacent continuous fiber composite layers are different. In the outermost two continuous fiber composite layers on any side of the frame beam body 11 along the thickness direction, at least one continuous fiber composite layer has a continuous fiber laying angle that is neither 0° nor 90°. The continuous fiber laying angle of the continuous fiber composite layer with a non-0° and non-90° laying angle is between 25° and 75°. The sum of the number of continuous fiber composite layers with continuous fiber laying angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.The vehicle body frame 10 is mounted on and above the chassis 60. The vehicle body frame 10 is detachably connected to the chassis 60. The vehicle body frame 10 and the chassis 60 together enclose the passenger compartment 10c of the vehicle. The chassis 60 includes a battery device 61, and the housing of the battery device 61 forms at least a portion of the bottom wall of the passenger compartment 10c. The lowest point of the induced deformation region 10a is higher than the top surface of the floor member 40, and the vertical distance between them ranges from 255mm to 295mm. The seat 50 is located in the passenger compartment 10c. The lowest point of the induced deformation region 10a is lower than the seating reference point 50a of the seat 50, and the vertical distance between them ranges from 85mm to 125mm.

[0491] The various embodiments / implementations provided in this disclosure can be combined with each other without creating contradictions.

[0492] The above are merely preferred embodiments of this disclosure and are not intended to limit the embodiments therein. Those skilled in the art will recognize various modifications and variations of the embodiments of this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this disclosure should be included within the protection scope of the embodiments of this disclosure.

Claims

1. A vehicle comprising: The vehicle body frame includes: The frame beam body includes a fiber composite board, and the frame beam body forms a first cavity; A reinforcing structure, at least partially located within the first cavity, is used to improve the strength of the main frame beam. Specifically, at least one of the frame beam body and the reinforcing structure with higher strength and stiffness is provided with an induced deformation region, and the strength and stiffness are lowest at the induced deformation region on the frame beam body or the reinforcing structure corresponding to the induced deformation region.

2. The vehicle of claim 1, wherein, Both the main frame beam and the reinforcing structure are made of fiber composite materials.

3. The vehicle of claim 2, wherein, The induced deformation region is located in the main body of the frame beam.

4. The vehicle of claim 2 or 3, wherein, The side of the frame beam body facing the interior of the vehicle is the first side, and the side facing away from the interior of the vehicle is the second side. The surface of the second side is provided with an induced deformation groove. The induced deformation groove is recessed towards the inside of the vehicle frame. The area of ​​the frame beam body with the induced deformation groove forms the induced deformation area.

5. The vehicle of claim 4, wherein, The frame beam body extends along the second direction, the relative directions of the first side and the second side are the third direction, the induced deformation groove penetrates the frame beam body along the first direction, and the first direction, the second direction and the third direction intersect each other.

6. The vehicle of claim 5, wherein, The dimension of the induced deformation groove along the second direction ranges from 20 mm to 30 mm.

7. The vehicle of any one of claims 1 to 6, wherein, The induced deformation region is located in the reinforcing structure.

8. The vehicle of claim 7, wherein, The fiber composite board is made of continuous fiber composite material, and the reinforcing structure is a tubular structure.

9. The vehicle of claim 8, wherein, The reinforcing structure is an extruded, one-piece metal structure.

10. The vehicle of claim 8 or 9, wherein, The reinforcing structure is a pultruded, integral fiber composite tubular structure.

11. The vehicle of any one of claims 8-10, wherein, The reinforcing structure is filled with reinforcing components.

12. The vehicle of claim 11, wherein, The reinforcing component is a first reinforcing rib, and the first reinforcing rib and the reinforcing structure are an integral structure.

13. The vehicle of claim 11 or 12, wherein, The reinforcing component is a resin-filled structure, which includes polyurea and / or polyurethane.

14. The vehicle of any one of claims 8-13, wherein, The reinforcing structure is provided with deformation-inducing holes. The reinforcing structure extends along a second direction. The deformation-inducing holes are located on at least one side surface of the reinforcing structure perpendicular to the second direction. The area of ​​the reinforcing structure with the deformation-inducing holes forms the deformation-inducing region.

15. The vehicle of claim 14, wherein, At least a portion of the induced deformation holes are located on the surface of the reinforcing structure opposite to the interior of the vehicle.

16. The vehicle of claim 15, wherein, The two ends of the induced deformation hole along the first direction are closed ends, and the relative direction of the induced deformation hole and the main body of the frame beam is the third direction. The first direction, the second direction and the third direction intersect each other.

17. The vehicle of claim 15 or 16, wherein, The reinforcing structure has a second cavity, and the second cavity has a first reinforcing rib. Both the second cavity and the first reinforcing rib extend along the second direction. The first reinforcing rib includes a first sub-rib, and at least part of the first sub-rib connects to the inner walls of both sides of the second cavity along the opposite direction of the reinforcing structure and the main body of the frame beam.

18. The vehicle of claim 17, wherein, The induced deformation hole penetrates the side wall of the reinforcing structure perpendicular to the second direction. The first sub-rib is provided with a reinforcement reduction hole. In the projection plane perpendicular to the penetration direction of the induced deformation hole, the projection of the reinforcement reduction hole is located within the projection range of the induced deformation hole.

19. The vehicle of claim 18, wherein, The reinforcing hole is open to one side facing the induced deformation hole, so as to communicate with the induced deformation hole.

20. The vehicle of claim 19, wherein, The sum of the dimensions of the reinforcing hole and the induced deformation hole along the relative direction between the induced deformation hole and the main body of the frame beam ranges from 10 mm to 30 mm.

21. The vehicle of claim 19 or 20, wherein, The first reinforcing rib also includes a second sub-rib, which is located in the second cavity. The second sub-rib connects the inner walls of the second cavity on both sides perpendicular to the direction of the reinforcing structure and the main body of the frame beam and intersects with the first sub-rib. The reducing hole and the induced deformation hole are located on the same side of the second sub-rib along the direction of the reinforcing structure and the main body of the frame beam.

22. The vehicle of any one of claims 14-21, wherein, The size of the induced deformation hole along the second direction ranges from 20 mm to 30 mm; And / or, the size range of the induced deformation hole along the first direction is 45mm to 55mm, the side of the frame beam body facing the interior of the vehicle is the first side and the side facing away from the interior of the vehicle is the second side, the relative direction of the first side and the second side is the third direction, and the first direction, the second direction and the third direction intersect each other.

23. The vehicle of any one of claims 8-22, wherein, At least a portion of the main body of the frame beam forms the B-pillar of the vehicle. The vehicle body frame also includes an upper connector and a lower connector. The first cavity of the B-pillar is provided with the reinforcing structure, and the reinforcing structure is connected to the upper side beam and the sill beam of the vehicle through the upper connector and the lower connector, respectively.

24. The vehicle of claim 23, wherein, Both the upper connector and the lower connector are inserted into the reinforcing structure inside the B-pillar.

25. The vehicle of claim 23 or 24, wherein, The vehicle includes a third reinforcing rib, which is disposed within the upper connector and the lower connector, and abuts against the reinforcing structure.

26. The vehicle of any one of claims 23-25, wherein, The vehicle includes a fourth reinforcing rib, which is located outside the upper joint and the lower joint, and is connected to the main body of the frame beam.

27. The vehicle of claim 26, wherein, At least a portion of the fourth reinforcing rib of at least one of the upper connector and the lower connector extends in the same direction as the reinforcing structure.

28. The vehicle of any one of claims 1-27, wherein, At least a portion of the main body of the frame beam forms the vehicle body pillar, and the first cavity of the body pillar is provided with the reinforcing structure. At least a portion of the reinforcing structure forms the interior mounting structure, which is used to install the vehicle body interior.

29. The vehicle of claim 28, wherein, The vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar.

30. The vehicle of claim 28 or 29, wherein, The interior mounting structure includes a seat belt accessory mounting structure for mounting seat belt accessories, the seat belt accessories including at least one of a seat belt height adjuster and a seat belt retractor.

31. The vehicle of any one of claims 28-30, wherein, The interior installation structure includes an interior panel installation structure for installing an interior panel, which covers at least a partially open portion of the first cavity of the frame beam body from the inside of the vehicle.

32. The vehicle of any one of claims 1-31, wherein, At least a portion of the main body of the frame beam forms the vehicle body pillar, and the vehicle body frame also includes at least one door mounting structure, the door mounting structure being disposed on the vehicle body pillar. At least one door connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter.

33. The vehicle of claim 32, wherein, The vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar.

34. The vehicle of any one of claims 1-33, wherein, At least a portion of the main body of the frame beam forms the B-pillar and sill beam of the vehicle. The first cavity of the B-pillar is provided with the reinforcing structure. One of the reinforcing structure in the B-pillar and the B-pillar is provided with the induced deformation area. The lowest position of the induced deformation area is higher than the top surface of the sill beam and the vertical distance between the two ranges from 190mm to 230mm.

35. The vehicle of any one of claims 1-34, wherein, The vehicle frame also includes a plurality of second reinforcing ribs, which are disposed in the first cavity, and the plurality of second reinforcing ribs are interlaced to form a mesh structure; or, the plurality of second reinforcing ribs are connected end to end to form a closed ring structure.

36. The vehicle of claim 35, wherein, The second reinforcing rib is injection molded onto the surface of the main frame beam.

37. The vehicle of claim 35 or 36, wherein, The thickness of the root of the second reinforcing rib is 80% to 120% of the thickness of the main frame beam.

38. The vehicle of claim 35, wherein, The thickness of the root of the second reinforcing rib is in the range of 2.5 mm to 3.5 mm; and / or, the thickness of the main body of the frame beam is in the range of 2.5 mm to 3.5 mm.

39. The vehicle of claim 35, wherein, At least a portion of the main body of the frame beam forms the vehicle body pillar, and the first cavity of the body pillar is provided with the second reinforcing rib. At least one of the second reinforcing ribs forms an interior mounting structure, which is used to install the vehicle body interior.

40. The vehicle of claim 39, wherein, The vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar.

41. The vehicle of claim 39 or 40, wherein, The interior mounting structure includes a seat belt accessory mounting structure for mounting seat belt accessories, the seat belt accessories including at least one of a seat belt height adjuster and a seat belt retractor.

42. The vehicle of any one of claims 39-41, wherein, The interior installation structure includes an interior panel installation structure for installing an interior panel, which covers at least a partially open portion of the first cavity of the frame beam body from the inside of the vehicle.

43. The vehicle of any one of claims 35-42, wherein, At least a portion of the main body of the frame beam forms the vehicle body pillar, the vehicle body frame also includes a door mounting structure, at least a portion of the second reinforcing rib is injection molded on the surface of the body pillar and the surface of the door mounting structure to fix the door mounting structure, and at least one of the door connecting structures is used to connect at least one of the door hinge, door lock, and door opening limiter.

44. The vehicle of claim 43, wherein, The vehicle body pillars include at least one of the A-pillar, B-pillar, and C-pillar.

45. The vehicle of any one of claims 35-44, wherein, The first cavity is open on the side facing the interior of the vehicle to form an open slot. The second reinforcing rib includes a third sub-rib and a fourth sub-rib. Both the third sub-rib and the fourth sub-rib are connected to the bottom wall of the open slot. The third sub-rib extends along a first direction to the inner walls of the open slot on both sides along the first direction. The fourth sub-rib extends along a second direction to the inner walls of the open slot on both sides along the second direction. The first direction and the second direction intersect each other and both intersect the opening direction of the first cavity.

46. The vehicle of claim 45, wherein, The third sub-reinforcing bar is provided with a first clearance groove. The first clearance groove passes through the third sub-reinforcing bar along the second direction and opens towards one side of the reinforcing structure along the opposite direction of the reinforcing structure and the frame beam body. A part of the reinforcing structure is embedded in the first clearance groove through the opening of the first clearance groove to cooperate with the stop of the third sub-reinforcing bar. And / or, the fourth sub-reinforcing bar is provided with a second clearance groove, the second clearance groove passing through the fourth sub-reinforcing bar along the first direction and opening towards one side of the reinforcing structure along the opposite direction of the reinforcing structure and the frame beam body, a part of the reinforcing structure being embedded in the second clearance groove through the opening of the second clearance groove to cooperate with the fourth sub-reinforcing bar for stopping.

47. The vehicle of any one of claims 35-46, wherein, The second reinforcing rib includes a first thermoplastic resin matrix and long glass fibers, wherein the long glass fibers are 30-65 parts by weight, the first thermoplastic resin matrix is ​​35-70 parts by weight, and the sum of the weight parts of the long glass fibers and the first thermoplastic resin matrix is ​​100.

48. The vehicle according to claim 47, wherein, The second reinforcing rib sheet includes a first compatibilizer in parts by weight of 1-2.

49. The vehicle according to claim 47 or 48, wherein, The second reinforcing rib also includes a first antioxidant in the form of 0.1%-0.4% by weight.

50. The vehicle according to any one of claims 1 to 49, wherein, The fiber composite board includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a second thermoplastic resin matrix, wherein the second thermoplastic resin matrix is ​​connected to the continuous fibers.

51. The vehicle according to claim 50, wherein, The continuous fiber is a continuous glass fiber.

52. The vehicle according to claim 50 or 51, wherein, The continuous fiber has a weight percentage of 60-80, the second thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the second thermoplastic resin matrix is ​​100.

53. The vehicle according to claim 52, wherein, The continuous fiber composite layer also includes a second compatibilizer in parts by weight of 1-5.

54. The vehicle according to claim 52 or 53, wherein, The continuous fiber composite layer also includes a second antioxidant in a weight ratio of 0.2-0.

6.

55. The vehicle according to any one of claims 50 to 54, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

56. The vehicle according to any one of claims 50 to 55, 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.

57. The vehicle according to claim 56, wherein, In the outermost two layers of continuous fiber composite material on any side along the thickness direction of the frame beam body, the laying angle of the continuous fibers in at least one layer of the continuous fiber composite material is neither 0° nor 90°.

58. The vehicle according to claim 57, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is between 25° and 75°.

59. The vehicle according to claim 58, wherein, 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.

60. The vehicle according to any one of claims 50 to 59, wherein, The thickness of the main frame beam is not less than 1.2 mm; and / or the thickness of a single layer of the continuous fiber composite material is 0.2 mm to 0.3 mm.

61. The vehicle according to any one of claims 1 to 60, wherein, The vehicle also includes a floor component, which is arranged to form an installation space. The bottom side of the installation space is open. The floor component is located at the open part of the installation space to form a passenger compartment with the vehicle body frame. At least a portion of the frame beam body forms the B-pillar of the vehicle. The first cavity of the B-pillar is provided with the reinforcing structure. One of the reinforcing structure in the B-pillar and the B-pillar is provided with the deformation-inducing area. The lowest position of the deformation-inducing area is higher than the top surface of the floor component, and the vertical distance between the two ranges from 255mm to 295mm.

62. The vehicle according to any one of claims 1 to 61, wherein, The vehicle also includes a seat, and the vehicle enclosure forms an installation space, the installation space including a passenger compartment, the seat being located in the passenger compartment, at least a portion of the main frame beam forming the B-pillar of the vehicle, the first cavity of the B-pillar being provided with the reinforcing structure, the lowest position of the reinforcing structure in the B-pillar and the B-pillar having the induced deformation area being lower than the seating reference point of the seat, and the vertical distance between the two being in the range of 85mm to 125mm.

63. The vehicle according to any one of claims 1 to 62, wherein, The vehicle also includes a chassis, the body frame being disposed on the chassis to jointly enclose and form the passenger compartment of the vehicle, the chassis including a battery device, the housing of the battery device forming at least a portion of the bottom wall of the passenger compartment.

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

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