Vehicle and manufacturing method therefor

Abstract

Provided in the embodiments of the present disclosure are a vehicle and a manufacturing method therefor. The vehicle comprises a vehicle body frame, the vehicle body frame comprising a frame beam main body, an inner panel and a reinforcing structure; the frame beam main body is made of a fiber composite panel, and is provided with a recessed groove recessed in the direction facing away from the inner side of a vehicle body; the inner panel is connected to the frame beam main body, covers the recessed groove, and forms a cavity together with the frame beam main body. The reinforcing structure is arranged in the cavity and connected between the frame beam main body and the inner panel. The frame beam main body comprises a plurality of outer panels connected to each other, and is provided with a plurality of bent parts at the position where the recessed groove is formed, at least two bent parts being formed by different outer panels. Thus, while satisfying strength requirements and stiffness requirements of vehicles, the present disclosure can reduce effects of vehicles on fields of view of drivers.

Description

Vehicles and their manufacturing methods

[0001] Cross-reference to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411864611.0, filed on December 17, 2024, entitled “Vehicle and Method of Manufacturing Thereof”, the entire contents of which are incorporated herein by reference. Technical Field

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

[0004] A vehicle comprises a body frame, which plays a crucial role in enhancing the overall rigidity and strength of the vehicle body. However, while protecting occupants, the body frame can also obstruct the driver's view to some extent, creating blind spots. Therefore, minimizing the impact of the vehicle body frame on the driver's visibility while meeting the vehicle's strength and rigidity requirements has become a key research topic in the industry. Summary of the Invention

[0005] To address the aforementioned technical problems, this disclosure provides a vehicle and its manufacturing method that can reduce the impact of the vehicle's body frame on the driver's field of vision while meeting the vehicle's strength and rigidity requirements.

[0006] The embodiments disclosed herein are implemented through the following technical solutions.

[0007] The first aspect of this disclosure provides a vehicle, the vehicle including a body frame, the body frame including: a frame beam body, the frame beam body being made of fiber composite board, the frame beam body having a recessed groove formed in a direction away from the inner side of the vehicle body; an inner panel connected to the frame beam body, covering the recessed groove, and forming a cavity together with the frame beam body; a reinforcing structure disposed within the cavity and connected between the frame beam body and the inner panel; wherein the frame beam body includes a plurality of connected outer panels, the frame beam body having a plurality of bends at the location forming the recessed groove, and at least two bends being formed by different outer panels.

[0008] Because the main frame beam comprises multiple connected outer plates, and at least two bends are formed by different outer plates, the reinforcing structure can be connected to the outer plates while they are separated. This increases the operating space, reduces the assembly difficulty of the vehicle frame, and easily minimizes the space between the reinforcing structure and the outer plates. It allows for the assembly of the main frame beam and the reinforcing structure while reducing the internal cavity dimensions. This reduces the impact of the vehicle frame on the driver's visibility while meeting the vehicle's strength and stiffness requirements. Furthermore, since the reinforcing structure is located within the cavity and connects the main frame beam and the inner plates, it improves the bending resistance of the vehicle frame, meeting the requirements for a 25% offset crash. Additionally, because the main frame beam is made of fiber composite board, it improves the weight reduction of both the main frame beam and the vehicle while meeting the strength and stiffness requirements of the main frame beam.

[0009] In some embodiments, the plurality of outer panels include a first outer panel having a first bend and a second outer panel having a second bend, wherein a portion of the first outer panel overlaps and is bonded to each other.

[0010] Thus, the first and second outer panels can be bonded together to form the main body of the frame beam. The structure is simple and avoids weld marks or metal deformation during drying that could affect the flatness or aesthetics of the main frame beam. Furthermore, the main frame beam includes a first outer panel with a first bend and a second outer panel with a second bend. This allows the main frame beam to be disassembled, enabling separate connections between the first and second outer panels to the reinforcing structure and between the first and second outer panels. This reduces the probability of interference during assembly of the main frame beam and the reinforcing structure, and allows the reinforcing structure to occupy the majority of the cavity area, improving the space utilization of the cavity. Additionally, since a portion of the first and second outer panels overlaps, bonding and connecting the first and second outer panels is convenient and helps improve the strength and rigidity of the vehicle frame, thereby enhancing the overall strength and rigidity of the vehicle body.

[0011] In some embodiments, the reinforcing structure is bonded to at least one of the frame beam body and the inner slab.

[0012] This allows the relative position of the reinforcing structure to the main body of the frame beam and / or the inner plate to be fixed and connected to form an integral structure, which is beneficial to strengthening the strength and rigidity of the main body of the frame beam and the inner plate, thereby improving the strength and rigidity of the vehicle.

[0013] In some embodiments, the first outer panel includes a first segment and a second segment forming a first bend, and the second outer panel includes a third segment and a fourth segment forming a second bend. The first outer panel and the second outer panel are connected such that the first segment is closer to the inside of the vehicle body than the third segment and the second segment is closer to the front of the vehicle body than the fourth segment.

[0014] Therefore, the first outer panel and the second outer panel can form a recessed groove that surrounds the reinforcing structure from the front side, the outer side and the rear side of the vehicle body. The structure is simple and easy to assemble, and it is convenient to bond and assemble with the reinforcing structure.

[0015] In some embodiments, the first panel segment and the third panel segment are bonded together, and the reinforcing structure is bonded to the side of the first panel segment opposite to the third panel segment. The second panel segment is located closer to the front of the vehicle body than the reinforcing structure, and the fourth panel segment is located closer to the rear of the vehicle body than the reinforcing structure.

[0016] Because the recessed groove and the reinforcing structure can be easily bonded together, and the reinforcing structure can be placed close to both the first and second outer panels, the space around the reinforcing structure in the recessed groove can be reduced with a simple structure and easy assembly method, thereby reducing the outer contour size of the vehicle frame, and thus reducing the outer contour size of the vehicle and the impact on the driver's field of vision.

[0017] In some embodiments, the frame beam body is bonded to the inner plate.

[0018] This allows the main frame beam and inner panel to form a closed cavity, improving the strength of the vehicle frame, and the adhesive connection method is convenient to operate.

[0019] In some embodiments, the material of the frame beam body includes glass fiber reinforced composite material, and / or, the material of the inner plate includes glass fiber reinforced composite material.

[0020] Glass fiber reinforced composite materials have advantages such as lightweight, high strength, good corrosion resistance, design flexibility, and ease of processing. Therefore, the frame beam body can further improve the lightweighting of the body frame while meeting the strength and stiffness requirements of the body frame, thereby improving the lightweighting of the vehicle, enhancing the appearance of the body, and also helping to improve production efficiency.

[0021] In some embodiments, the main body of the frame beam is made of glass fiber reinforced polypropylene composite material, and / or the inner panel is made of glass fiber reinforced polypropylene composite material.

[0022] Glass fiber reinforced polypropylene composites possess high strength and rigidity, creep resistance, and good dimensional stability, which can further improve the strength and rigidity of the frame beam body and / or inner plate, thereby further improving the strength and rigidity of the vehicle and making the vehicle less prone to deformation even in high-temperature environments.

[0023] In some embodiments, the glass fiber reinforced polypropylene composite material includes glass fiber and a thermoplastic resin matrix, wherein the weight parts of the glass fiber are greater than or equal to 60 and less than or equal to 80, the weight parts of the thermoplastic resin matrix are greater than or equal to 20 and less than or equal to 40, and the sum of the weight parts of the glass fiber and the weight parts of the thermoplastic resin matrix is ​​100.

[0024] The main body of the frame beam can thus take into account the strength, rigidity, ease of processing and aesthetic appearance of the main body of the frame beam.

[0025] In some embodiments, the glass fiber in the glass fiber reinforced polypropylene composite material has a weight percentage of 68% and 75%.

[0026] This allows for further optimization of the strength, stiffness, ease of processing, and aesthetic appearance of the frame beam.

[0027] In some embodiments, the reinforcing structure is made of glass fiber reinforced composite material.

[0028] Glass fiber reinforced composites have advantages such as lightweight, high strength, good corrosion resistance, design flexibility, and ease of processing. Therefore, it is possible to improve the bending performance of a vehicle by strengthening the structure, while flexibly designing and conveniently manufacturing the strengthening structure.

[0029] In some embodiments, the reinforcing structure is made of glass fiber reinforced polyamide-6.

[0030] Because glass fiber reinforced polyamide-6 (GFRP) possesses advantages such as high strength and high rigidity, it can further enhance the strength and rigidity of reinforced structures, thereby improving the strength and rigidity of the vehicle body frame and ultimately enhancing the overall strength and rigidity of the vehicle. Furthermore, GFRP also exhibits good heat resistance and dimensional stability, making it suitable for applications in vehicle bodies. Moreover, GFRP has excellent processing properties, making it suitable for processing via injection molding, extrusion molding, and other methods, which facilitates manufacturing and improves the production efficiency of vehicle body frames, thus enhancing overall vehicle production efficiency.

[0031] In some embodiments, glass fiber reinforced polyamide-6 comprises glass fiber and a thermoplastic resin matrix, wherein the weight percentage of the glass fiber is greater than or equal to 60 and less than or equal to 80, the weight percentage of the thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of the glass fiber and the thermoplastic resin matrix is ​​100.

[0032] This approach helps to balance the strength, rigidity, and ease of fabrication of the reinforced structure.

[0033] In some embodiments, the glass fiber weight fraction of the glass fiber in the glass fiber reinforced polyamide-6 is greater than or equal to 68 or less than or equal to 75.

[0034] This will help to further optimize and strengthen the structure's strength, rigidity, ease of processing, and aesthetics.

[0035] In some embodiments, the reinforcing structure is made of metal or alloy, including aluminum alloy.

[0036] This allows for greater flexibility in selecting materials for strengthening structures.

[0037] In some embodiments, the reinforcing structure is configured as a tubular reinforcing structure with a closed cross-section.

[0038] Tubular reinforced structures with closed cross sections can effectively absorb impact energy and have high strength and rigidity, good bending resistance, and are easy to process and install, which helps to improve vehicle assembly efficiency and shorten vehicle manufacturing cycle.

[0039] In some embodiments, the tubular reinforcing structure is a glass fiber reinforced composite pultruded tube, and the wall thickness of the tubular reinforcing structure is 6 mm to 10 mm; or, the tubular reinforcing structure is an aluminum alloy pultruded tube, and the wall thickness of the tubular reinforcing structure is 3 mm to 5 mm.

[0040] Therefore, it is possible to balance the strength, stiffness, weight, and dimensions of the reinforced structure.

[0041] In some embodiments, the tubular reinforcing structure has built-in reinforcing components.

[0042] This allows for further improvement in the strength of the reinforced structure, thereby enhancing the overall strength of the vehicle.

[0043] In some embodiments, the reinforcing component includes at least one reinforcing rib, which is connected to the wall of the tubular reinforcing structure and located within the lumen.

[0044] Because the reinforcing ribs are connected to the wall of the tubular reinforcing structure and located inside the cavity, the space inside the tubular reinforcing structure can be effectively utilized, and the strength of the tubular reinforcing structure can be enhanced without increasing the outer contour dimensions of the tubular reinforcing structure, thereby increasing the strength of the reinforcing structure and thus increasing the strength of the vehicle.

[0045] In some embodiments, reinforcing ribs are formed along the entire length of the tubular reinforcing structure, and the reinforcing ribs extend along the length direction of the tubular reinforcing structure.

[0046] This can further improve the bending resistance of the reinforced structure.

[0047] In some embodiments, the reinforcing component includes a plurality of reinforcing ribs, and at least some of the reinforcing ribs are intersected when viewed along the cross section of the tubular reinforcing structure.

[0048] This can further improve the bending resistance of the reinforced structure, and also improve the bending resistance in multiple directions.

[0049] In some embodiments, the outer wall of the tubular reinforcing structure is bonded to the main body of the frame beam; the inner wall of the tubular reinforcing structure is bonded to the inner panel.

[0050] This allows for more efficient use of the space within the cavity, reduces the outer dimensions of the vehicle frame, minimizes the impact of the vehicle frame on the driver's field of vision, and simplifies the bonding and connection process.

[0051] In some embodiments, the inner panel has a raised rib portion protruding towards the outer side of the vehicle body, and the tubular wall of the tubular reinforcing structure facing the inner side of the vehicle body is bonded to the raised rib portion.

[0052] Because the inner panel has protruding ribs that extend outwards towards the vehicle body, it can improve the inner panel's resistance to deformation and also improve its support for the reinforcing structure, which is beneficial to improving the overall bending resistance of the vehicle body frame and thus improving the vehicle's strength.

[0053] In some embodiments, the vehicle frame includes a vehicle pillar assembly, a side beam assembly, a crossbeam assembly, and a door frame beam assembly; the frame beam body includes a vehicle pillar, a side beam, a crossbeam, and a door sill beam, and the frame beam body, the reinforcing structure, and the inner panel together form at least a portion of the vehicle pillar assembly and / or at least a portion of the side beam assembly and / or at least a portion of the crossbeam assembly and / or at least a portion of the door sill beam assembly.

[0054] This can enhance the strength and rigidity of the body pillars and beams, improve the bending resistance of the body frame during a collision, and reduce the space occupied by the body pillars and beams.

[0055] In some embodiments, along the longitudinal direction of the vehicle body, the vehicle pillars include at least one of a front pillar, a middle pillar, and a rear pillar; the vehicle pillar assembly includes at least one of a front pillar assembly, a middle pillar assembly, and a rear pillar assembly.

[0056] The above structure can be applied to any of the front pillars, middle pillars, and rear pillars. Therefore, on the one hand, it helps to improve the strength and rigidity of the entire vehicle body, and on the other hand, it helps to reduce the space occupied by each body pillar, increase passenger space, and improve the overall lightweighting of the vehicle body.

[0057] In some embodiments, the frame beam body, the reinforcing structure, and the inner plate together form at least a portion of the front column assembly.

[0058] This can enhance the strength and rigidity of the front pillar, improve the vehicle's performance in small offset collisions, and reduce the impact of the front pillar on the driver's field of vision.

[0059] In some embodiments, the front pillar assembly includes an upper front pillar assembly member and a lower front pillar assembly member connected together. The upper front pillar assembly member is connected to the side beam and the lower front pillar assembly member. The frame beam body, the reinforcing structure, and the inner plate together form the upper front pillar assembly member.

[0060] This improves the bending resistance of the components on the front pillar assembly of the vehicle body and reduces the encroachment on the driver's field of vision, thus providing the driver with a comfortable and wide field of vision.

[0061] In some embodiments, the vehicle further includes a chassis, a body frame mounted on the chassis and together forming a passenger compartment, the body frame including a body pillar assembly, a frame beam body, a reinforcing structure and an inner panel together forming at least a portion of the body pillar assembly.

[0062] This can improve the strength and rigidity of the vehicle body pillar assembly, and also reduce the impact of the vehicle body pillar assembly on the driver's field of vision.

[0063] In some embodiments, the vehicle also includes a battery unit mounted on the chassis.

[0064] Therefore, the vehicle achieves two advantages: firstly, it boasts excellent strength and rigidity while being lightweight and not obstructing the driver's view; secondly, it improves the utilization of space under the vehicle, reducing the space occupied by the battery pack in the passenger compartment and trunk, thus providing more spacious seating and storage. Furthermore, mounting the battery pack on the chassis reduces the direct impact on occupants during a collision. Additionally, centralized mounting of the battery pack on the chassis facilitates maintenance and replacement, reducing the complexity of daily maintenance.

[0065] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment.

[0066] This reduces vehicle redundancy, thereby lightening the overall weight. It also increases the packaging space for the battery module, optimizes the vehicle's interior layout, and improves space utilization.

[0067] In some embodiments, the vehicle frame is detachably attached to the top of the chassis.

[0068] This helps simplify assembly processes, improve vehicle production efficiency, and facilitates specialized collaboration.

[0069] A second aspect of this disclosure provides a method for manufacturing a vehicle, the method comprising: providing a plurality of outer panels, an inner panel, and a reinforcing structure; bonding the plurality of outer panels together to form a frame beam body having a recessed groove, the recessed groove being surrounded by at least two outer panels having bent portions; bonding an inner panel to the frame beam body such that the inner panel and the recessed groove of the frame beam body together form a cavity and the reinforcing structure is located in the cavity.

[0070] Because the main frame beam comprises multiple connected outer plates, and at least two bends are formed by different outer plates, the reinforcing structure can be connected to the outer plates while they are separate. This increases the operating space, reduces the difficulty of vehicle assembly, and minimizes the space between the reinforcing structure and the outer plates. This allows for the assembly of the main frame beam and the reinforcing structure while reducing the internal cavity size, thereby minimizing the impact on the driver's visibility while meeting the vehicle's strength and stiffness requirements. Furthermore, since the reinforcing structure is located within the cavity and connects the main frame beam and the inner plates, it improves the vehicle's bending resistance, meeting the requirements for a 25% offset crash. Additionally, because the main frame beam is made of fiber composite material, it achieves both increased weight for the main frame beam and the vehicle as a whole while meeting the strength requirements of the main frame beam.

[0071] In some embodiments, the plurality of outer panels include a first outer panel having a first bend and a second outer panel having a second bend; bonding the plurality of outer panels together to form a frame beam body with a recessed groove includes: bonding a reinforcing structure to a first side of the first outer panel, bonding a second outer panel to a second side of the first outer panel opposite to the first side along the thickness direction, such that the reinforcing structure is located in the recessed groove, the recessed groove being formed by at least the first outer panel and the second outer panel.

[0072] Thus, the first and second outer plates can be bonded together to form the main body of the frame beam. The structure is simple and avoids deformation or other structural issues that could affect the flatness or aesthetics of the frame beam. Furthermore, since the main body of the frame beam includes a first outer plate with a first bend and a second outer plate with a second bend, the main body of the frame beam can be disassembled. This allows one part of the main body to be connected to the reinforcing structure, while another part is connected to the reinforcing structure, reducing the probability of interference during assembly. It also allows the reinforcing structure to occupy a large portion of the cavity, improving the space utilization of the cavity. Because a portion of the first outer plate overlaps with a portion of the second outer plate, the bonding and connection of the first and second outer plates is convenient and helps improve the strength and rigidity of the main body of the frame beam, thereby increasing the strength and rigidity of the vehicle.

[0073] In some embodiments, the reinforcing structure is formed by pultrusion, extrusion, or hot air expansion.

[0074] Pultrusion molding of reinforced structures offers advantages in achieving good strength and stiffness, and allows for the creation of reinforced structures with complex cross-sections. It also facilitates further optimization of the mechanical properties and shape flexibility of the reinforced structures, and improves production efficiency. Extrusion molding of reinforced structures allows for efficient manufacturing at lower costs. Hot-air expansion molding of reinforced structures further enhances production efficiency and offers wider material applicability.

[0075] In some embodiments, the reinforcing structure is configured as a tubular reinforcing structure.

[0076] Tubular reinforcement structures can effectively absorb impact energy and have high strength and rigidity, good bending resistance, and are easy to process and install, which helps to improve vehicle assembly efficiency and shorten vehicle manufacturing cycle.

[0077] The beneficial effects of the embodiments disclosed herein include: while meeting the strength and rigidity requirements of the vehicle, the impact of the vehicle body frame on the driver's field of vision can be reduced. Attached Figure Description

[0078] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0079] Figure 1 is an exploded view of the vehicle structure provided in some embodiments of this disclosure;

[0080] Figure 2 is an exploded view of the vehicle body provided in some embodiments of this disclosure;

[0081] Figure 3 is a schematic diagram of the structure of an electric vehicle provided in some embodiments of this disclosure;

[0082] Figure 4 is a partially exploded schematic diagram of the vehicle frame provided in some embodiments of this disclosure;

[0083] Figure 5 is a schematic cross-sectional view of the frame beam body provided in some embodiments of this disclosure;

[0084] Figure 6 is an exploded view of the cross-section of a vehicle frame provided in some embodiments of this disclosure;

[0085] Figure 7 is a cross-sectional schematic diagram of a vehicle frame provided in some embodiments of this disclosure;

[0086] Figure 8 is a cross-sectional schematic diagram of a vehicle frame provided in some other embodiments of this disclosure;

[0087] Figure 9 is a cross-sectional schematic diagram of a vehicle frame provided in some further embodiments of the present disclosure;

[0088] Figure 10 is a flowchart of a vehicle manufacturing method provided in some embodiments of this disclosure.

[0089] Explanation of reference numerals in the attached drawings: 1000 Vehicle; 100 Body; 200 Battery unit; 300 Motor; 400 Controller; 10 Body frame; 11 Body panels; 20 Passenger compartment; 30 Chassis; 31 Floor; 40 Wheel; 101 Body pillar assembly; 1011 Front pillar assembly; 1011a Upper component of front pillar assembly; 1011b Lower component of front pillar assembly; 1012 Middle pillar assembly; 1013 Rear pillar assembly; 102 Crossbeam assembly; 103 Side beam assembly; 104 Sill beam assembly; 111 Hood; 112 Side wing panel; 113 Side door; 114 Tailgate; 1 Frame beam body; 13 Recessed groove; 14 Outer panel; 141 First outer panel; 1411 First panel segment; 1412 Second panel segment; 1413 Fifth panel segment; 1414 Protrusion; 142 Second outer panel; 1421 Third panel segment; 1422 Fourth panel segment; 1423 Sixth panel segment; 15 Bending section; 151 First bending section; 152 Second bending section; 2 Inner panel; 21 Protruding strip; 22 Raised section; 3 Cavity; 4 Reinforcing structure; 41 Reinforcing component; 42 Tubular reinforcing structure; 421 First tube wall; 422 Second tube wall; 423 Third tube wall; 424 Fourth tube wall; 411 Reinforcing rib; 4111 First reinforcing rib; 4112 Second reinforcing rib; X: Front-rear direction of the vehicle body; Y: Left-right direction of the vehicle body; Z: Up-down direction of the vehicle body. Detailed Implementation

[0090] The embodiments of the technical solutions disclosed herein will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solutions disclosed herein and are therefore intended to limit the scope of protection of this disclosure.

[0091] 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.

[0092] In the description of the embodiments of this disclosure, technical terms such as "first," "second," "third," "fourth," "fifth," and "sixth" 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.

[0093] 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.

[0094] 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.

[0095] In the description of the embodiments of this disclosure, the technical terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated, or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this disclosure.

[0096] 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.

[0097] 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.

[0098] The embodiments of this disclosure will now be described in detail.

[0099] A vehicle comprises a body frame, which plays a crucial role in enhancing the overall rigidity and strength of the vehicle body. However, while protecting occupants, the body frame can also obstruct the driver's view to some extent, creating blind spots. Therefore, minimizing the impact of the vehicle body frame on the driver's visibility while meeting the vehicle's strength and rigidity requirements has become a key research topic in the industry.

[0100] To address the aforementioned technical challenges, this disclosure provides a vehicle.

[0101] The vehicles involved in the embodiments of this disclosure will now be described with reference to Figures 1 to 3. Figure 1 is an exploded view of the structure of a vehicle provided in some embodiments of this disclosure; Figure 2 is an exploded view of the vehicle body provided in some embodiments of this disclosure; Figure 3 is a structural schematic diagram of an electric vehicle provided in some embodiments of this disclosure.

[0102] As shown in FIG1, the vehicle 1000 of this disclosure embodiment includes a chassis 30 and a body 100 disposed on the chassis 30. The body 100 adopts at least part of the vehicle body frame 10 provided in this disclosure embodiment.

[0103] The body 100 forms the exterior of the vehicle and the passenger compartment 20, and protects the occupants located in the passenger compartment 20. The chassis 30 is located below the body 100 and carries the engine, battery pack, and other components. Wheels 40 are mounted on the chassis 30; Figure 1 shows a four-wheeled vehicle.

[0104] As shown in Figure 2, the vehicle body 100 includes a body frame 10 and a body panel 11. The body frame 10 forms the vehicle skeleton, providing support and protection. The body panel 11 is connected to the body frame 10, forming an enclosed interior space and exterior appearance. The body frame 10 is interconnected with the chassis 30. In some embodiments, the body frame 10 and chassis 30 are welded together; in other embodiments, the body frame 10 and chassis 30 are detachably connected by fasteners. Optionally, the fasteners may include at least one of bolts, studs, and screws. There may be multiple fasteners.

[0105] In some embodiments, the vehicle frame 10 and chassis 30 together enclose a passenger compartment 20 of the vehicle, the vehicle including a battery unit 200 (see FIG. 3), the housing of the battery unit forming at least a portion of the floor 31 of the passenger compartment 20. Integrating the battery unit into the chassis reduces additional supports and connectors, helps to reduce the overall vehicle weight, and also reduces the space occupied by the battery unit in the vehicle's interior.

[0106] For example, the body frame 10 is connected to the chassis 30 in a detachable manner. For instance, multiple bolts are used to achieve a detachable connection in the circumferential direction of both the chassis 30 and the body frame 10. Furthermore, the chassis 30 can be a skateboard chassis integrating a motor system (including the motor 300 shown in Figure 3), a battery system (including the battery device 200 shown in Figure 3), and an electronic control system (including the controller 400 shown in Figure 3) (also referred to as a "three-electric system"). This structure allows for the separation and decoupling of the body frame 10 and the chassis 30, enabling the body frame 10 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0107] The vehicles involved in this disclosure can be gasoline-powered, natural gas-powered, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicles can also be front-wheel drive, rear-wheel drive, or four-wheel drive vehicles.

[0108] The following descriptions will use the combination of the vehicle frame 10 and the skateboard chassis as an example.

[0109] As shown in Figure 1, the vehicle frame 10 involved in this embodiment includes at least structural components such as vehicle pillar assembly 101, crossbeam assembly 102, side beam assembly 103, and sill beam assembly 104. The vehicle body panel 11 includes at least hood 111, side fenders 112, and side doors 113, and may also include tailgate 114, anti-collision beam (not shown in the figure), bumper (not shown in the figure), and roof (not shown in the figure). The vehicle pillar assembly 101 is a collective term for the front pillar assembly (also referred to as the "A-pillar assembly") 1011, the middle pillar assembly (also referred to as the "B-pillar assembly") 1012, and the rear pillar assembly (also referred to as the "C-pillar assembly") 1013. Based on the context, it can be understood as a collection of the front pillar assembly 1011, the middle pillar assembly 1012, and the rear pillar assembly 1013, or at least any one of the front pillar assembly 1011, the middle pillar assembly 1012, and the rear pillar assembly 1013.

[0110] Optionally, the front pillar assembly can be located on both sides of the windshield to fix the windshield; the front pillar assembly can also be connected between the side beam assembly 103 and the sill beam assembly 104 to provide support and protection and to transfer collision loads.

[0111] In some embodiments, the front pillar assembly 1011 includes a connected upper front pillar assembly member 1011a and a lower front pillar assembly member 1011b. Optionally, the front pillar assembly may include upper front pillar assembly members 1011a mainly located on both sides of the windshield and lower front pillar assembly members 1011b mainly located on the front sides of the side doors 113, and may also include a connector (not shown) connecting the upper front pillar assembly member 1011a and the lower front pillar assembly member 1011b together.

[0112] The vehicle body 100 at least partially adopts the vehicle body frame 10 provided in this disclosure embodiment, meaning that the vehicle body frame 10 provided in this disclosure embodiment can be selectively applied to one or more parts of the vehicle body 100 according to the actual situation of the vehicle. For example, the vehicle body frame 10 provided in this disclosure embodiment can be used for at least any one of the above-mentioned front pillar assembly upper member 1011a and front pillar assembly lower member 1011b.

[0113] In some embodiments, the use of fiber-reinforced composite materials to manufacture the frame beam body 1 of the vehicle body frame 10 means that most of the structure of the frame beam body 1 is made of fiber-reinforced composite materials.

[0114] In existing related technologies, vehicles typically use welded metal sheets to form the body frame, such as the body pillar assembly. This body frame usually includes an outer panel, an inner panel, and a middle panel. The outer and inner panels are welded together to form a reinforcing cavity, and the middle panel is located within the reinforcing cavity. When manufacturing such a structure, clamping tools need to extend into the reinforcing cavity. Therefore, a large space needs to be reserved within the reinforcing cavity for these tools, making it difficult to reduce the outer panel's overall dimensions. For example, when such a structure is used for the front pillar assembly, the outer contour of the front pillar assembly easily encroaches on the driver's field of vision, potentially creating a large blind spot and hindering the provision of a wide field of vision for the driver.

[0115] Research has shown that reducing the space of the reinforcing cavity can reduce the outer contour dimensions of the vehicle body pillar assembly. Therefore, this embodiment addresses the issue of needing to reserve a large space in the reinforcing cavity for clamping tools by disassembling the main frame beam into two or more outer plates for assembly. Specifically, multiple outer plates are used to form recessed grooves with multiple bends. Since these grooves are formed by multiple outer plates, the connection between the reinforcing structure and the main frame beam can be achieved even when the outer plates are separated, eliminating the need to reserve space for clamping tools and thus reducing the outer contour dimensions of the vehicle body pillar assembly. Furthermore, using fiber composite board material instead of traditional metal for the main frame beam not only facilitates vehicle body lightweighting and manufacturing efficiency but also solves the drawbacks of metal plate welding, such as weld marks, limited welding operation space, difficulty in bonding metal plates, and easy deformation during bonding and baking.

[0116] Based on this design concept, this disclosure provides a vehicle including a vehicle body frame. The vehicle body frame includes: a frame beam body made of fiber composite board, the frame beam body having a recessed groove formed in a direction away from the inner side of the vehicle body; an inner plate connected to the frame beam body, covering the recessed groove, and forming a cavity together with the frame beam body; and a reinforcing structure disposed in the cavity and connected between the frame beam body and the inner plate; wherein the frame beam body includes multiple connected outer plates, the location of the recessed groove in the frame beam body has multiple bends, and at least two bends are formed by different outer plates.

[0117] Because the main frame beam comprises multiple connected outer plates, and at least two bends are formed by different outer plates, the reinforcing structure can be connected to the outer plates while they are separated. This increases the operating space, reduces the difficulty of vehicle assembly, and allows for easier reduction of the space between the reinforcing structure and the outer plates. It also enables the assembly of the main frame beam and the reinforcing structure while reducing the internal cavity size. This allows for minimizing the impact of the vehicle's frame on the driver's visibility while meeting the vehicle's strength and stiffness requirements. Furthermore, since the reinforcing structure is located within the cavity and connects the main frame beam and the inner plates, it improves the bending resistance of the vehicle frame, meeting the requirements for a 25% offset crash. Additionally, because the main frame beam is made of fiber composite board, it allows for improved weight reduction of both the main frame beam and the vehicle while meeting the strength and stiffness requirements of the main frame beam.

[0118] The vehicles provided in some embodiments of this disclosure will now be described in detail with reference to Figures 1 to 9.

[0119] Figure 1 is an exploded view of the vehicle structure provided in some embodiments of the present disclosure; Figure 2 is an exploded view of the vehicle body provided in some embodiments of the present disclosure; Figure 3 is a structural diagram of an electric vehicle provided in some embodiments of the present disclosure; Figure 4 is a partially exploded view of the vehicle body frame provided in some embodiments of the present disclosure; Figure 5 is a cross-sectional view of the main frame beam provided in some embodiments of the present disclosure; Figure 6 is an exploded view of the cross-section of the vehicle body frame provided in some embodiments of the present disclosure; Figure 7 is a cross-sectional view of the vehicle body frame provided in some embodiments of the present disclosure; Figure 8 is a cross-sectional view of the vehicle body frame provided in some other embodiments of the present disclosure; Figure 9 is a cross-sectional view of the vehicle body frame provided in some further embodiments of the present disclosure.

[0120] In the description of the embodiments of this disclosure, for ease of explanation, the direction of arrow X represents the "front-to-back direction of the vehicle body" and the "length direction of the vehicle body," with arrow X pointing towards the front of the vehicle body; the direction of arrow Y represents the "left-to-right direction of the vehicle body" and the "width direction of the vehicle body," with arrow Y pointing towards the left side of the vehicle body (consistent with the left-to-right direction of the driver inside the vehicle); the direction of arrow Z represents the "vertical direction of the vehicle body" and the "height direction of the vehicle body," with arrow Z pointing towards the top of the vehicle body. Additionally, the side facing the passenger compartment 20 is sometimes referred to as the inner side of the vehicle body, and the side facing away from the passenger compartment 20 and towards the outside of the vehicle body is sometimes referred to as the outer side of the vehicle body.

[0121] As shown in Figures 1 and 2, the vehicle provided in this embodiment includes a vehicle body frame 10. As shown in Figures 4 and 7 to 9, the vehicle body frame 10 includes a frame beam body 1, an inner panel 2, and a reinforcing structure 4. The frame beam body 1 is made of fiber composite board. The frame beam body 1 has a recessed groove 13 formed in a direction away from the inner side of the vehicle body. The inner panel 2 is connected to the frame beam body 1, covers the recessed groove 13, and together with the frame beam body 1, forms a cavity 3. The reinforcing structure 4 is disposed in the cavity 3 and connected between the frame beam body 1 and the inner panel 2. As shown in Figures 5 and 6, the frame beam body 1 includes a plurality of connected outer panels 14. The frame beam body 1 has a plurality of bends 15 at the location where the recessed groove 13 is formed, and at least two bends 15 are formed by different outer panels 14.

[0122] The main frame beam 1 can be covered by the reinforcing structure 4 from the outside of the vehicle body, and the inner panel 2 can be covered by the reinforcing structure 4 from the inside of the vehicle body.

[0123] In some embodiments, the frame beam body 1 is made of fiber composite material. Optionally, the inner panel 2 may also be made of fiber composite material. The material of the inner panel 2 may be the same as that of the frame beam body 1, or it may be different, for example, using different fiber composite materials. In some embodiments, the fiber composite material may be a fiber-reinforced resin composite material.

[0124] As shown in Figures 5 to 9, the frame beam body 1 has a recessed groove 13 formed in a direction opposite to the inner side of the vehicle body. The shape of the recessed groove 13 is not specifically limited in this disclosure. In some embodiments, the cross-section of the recessed groove 13 can be formed to resemble the outer contour shape of the reinforcing structure 4. Part or all of the reinforcing structure 4 can be accommodated in the recessed groove 13. In a specific embodiment, as shown in Figure 5, the cross-section of the recessed groove 13 is generally U-shaped. The shape of the recessed groove 13 in its extending direction is adapted to the shape of the vehicle body frame (e.g., the front pillar). Hereinafter, the vehicle body frame is described as being adapted to the member 1011a of the front pillar assembly. However, the vehicle body frame provided in this embodiment can also be adapted to other parts of the body frame 10.

[0125] As shown in Figures 7 to 9, the inner plate 2 is connected to the frame beam body 1, and the inner plate 2 can cover the recessed groove 13 formed by the frame beam body 1. The inner plate 2 and the frame beam body 1 together form a cavity 3.

[0126] In some embodiments, the two ends of the inner panel 2 are connected to the two ends of the frame beam body 1. Regarding the connection method, adhesive bonding may be used, but other connection methods suitable for fiber composite panels can also be employed.

[0127] Optionally, the cross-sectional shape of the cavity 3 can be circular, rectangular, or other shapes. In some embodiments, the cross-sectional shape of the cavity 3 is substantially similar to the outer contour shape of the reinforcing structure 4. For example, the shape of the outer contour of the reinforcing structure 4 is substantially the same as the shape of the inner contour of the cavity 3 enclosed by the inner panel 2 and the outer panel 14. In a specific embodiment, the cross-section of the reinforcing structure 4 is quadrilateral, and the cross-sectional shape of the cavity 3 is also substantially quadrilateral. Regarding the size of the cavity 3, from a cross-sectional perspective, it only needs to be able to accommodate the reinforcing structure 4, and the outer contour of the reinforcing structure 4 can be close to or in contact with the outer panel 14 and / or the inner panel 2. Optionally, along the front-rear direction of the vehicle body, the front portion of the cross-section can be narrower than the rear portion, which helps to further reduce obstruction of the driver's view.

[0128] As shown in Figures 6 to 9, the reinforcing structure 4 is used to improve the strength and stiffness of part or the whole of the vehicle body frame 10, thereby improving its bending resistance. The reinforcing structure 4 can be a combination of reinforcing ribs, a tubular reinforcing structure 42, or a combination of a tubular reinforcing structure 42 and reinforcing ribs. Of course, the reinforcing structure 4 can also be other suitable structures. The tubular reinforcing structure 42 can be a tubular reinforcing structure with a closed cross-section, or a tubular reinforcing structure with other cross-sectional shapes.

[0129] In some embodiments, as shown in Figures 7 to 9, the reinforcing structure 4 is located between the frame beam body 1 and the inner plate 2. The reinforcing structure 4 can be connected to at least one of the frame beam body 1 and the inner plate 2. In one specific embodiment, the reinforcing structure 4 is connected to both the frame beam body 1 and the inner plate 2.

[0130] In some embodiments, as shown in Figures 5 to 9, the frame beam body 1 includes a plurality of interconnected outer plates 14. Optionally, from the cross-section of a beam member of the frame beam body 1 (e.g., section AA shown in Figure 2), two, three, or four equal outer plates 14 may be interconnected to form the frame beam body 1. The following description uses the case where two outer plates 14 (first outer plate 141 and second outer plate 142) are interconnected to form the frame beam body 1 as an example.

[0131] In some embodiments, as shown in Figures 5 and 6, the frame beam body 1 has multiple bends 15 at the locations forming the recessed groove 13. For example, the bends 15 may have two, three, or four, etc. When the cross-sectional shape of the recessed groove 13 is polygonal, more bends 15 can be designed according to the number of sides.

[0132] In some embodiments, at least two bends 15 are formed by different outer plates 14. In one specific embodiment, as shown in Figures 5 and 6, there are two bends 15, each formed by bending two outer plates 14. Specifically, there is one bend 15 at each end of the bottom of the recessed groove 13, and the recessed groove 13 is formed by joining the first outer plate 141 and the second outer plate 142, which each has a bend 15. Alternatively, at the opening of the recessed groove 13, the first outer plate 141 and the second outer plate 142 each have a bend, through which the outer plate 14 forms an interface that is easy to bond with the inner plate 2. Regarding the assembly method, as exemplarily shown in Figure 6, one of the outer plates 14 (first outer plate 141) with a bend 15 can be connected to the reinforcing structure 4, and another outer plate 14 (second outer plate 142) with a bend 15 can be connected to the side of the first outer plate 141 facing away from the reinforcing structure 4. The assembly of the outer plate 14 and the reinforcing structure 4 is then connected to the inner plate 2. Thus, since the first outer plate 141 and the second outer plate 142 can be separated during assembly, there is ample operating space, reducing the possibility of interference between components or between tools and components during the assembly of the reinforcing structure 4 to the outer plate 14 and the inner plate 2. This reduces the assembly difficulty of the vehicle frame 10 and allows for easy reduction of the space between the reinforcing structure and the outer plate, enabling the assembly of the frame beam body 1 and the reinforcing structure 4 while reducing the internal cavity size. Therefore, while meeting the vehicle's strength and rigidity requirements, the impact of the vehicle frame on the driver's field of vision can be reduced.

[0133] Because the main frame beam 1 is made of fiber composite board, its strength and weight reduction are both improved, thus enhancing both the strength and weight reduction of the vehicle body frame 10. Furthermore, since the reinforcing structure 4 is located within the cavity 3 and connects the main frame beam 1 and the inner panel 2, it allows for more efficient use of the cavity 3's space, improving the bending resistance of the vehicle body frame 10 and meeting or even enhancing its performance in 25% offset collisions.

[0134] The 25% offset collision test for vehicles refers to the 25% overlap offset frontal collision test. This test is one of the indicators for testing vehicle safety performance. It simulates the offset collision situation of a vehicle on the road. Here, 25% means that the overlap rate between the vehicle and the barrier in front is 25%. When the vehicle collides with the deformable barrier, the width of the overlap portion is within the range of 25% ± 20 mm of the vehicle width.

[0135] The test can be conducted as follows: the vehicle impacts a rigid barrier 1.5 meters high at a speed of 64±1 km / h. During this process, the deformation of the front pillar (front pillar assembly 1011), steering column, and pedals is monitored. To more realistically simulate actual collision conditions, a 50th percentile male Hybrid III dummy is placed in the front driver's seat during the test.

[0136] In some embodiments, as shown in Figures 5 and 6, the plurality of outer panels 14 include a first outer panel 141 having a first bend 151 and a second outer panel 142 having a second bend 152, wherein a portion of the first outer panel 141 overlaps with a portion of the second outer panel 142 and is bonded to each other.

[0137] The first outer plate 141 and the second outer plate 142 can each be an integral plate. The first outer plate 141 has at least one bend; the second outer plate 142 has at least one bend. The first outer plate 141 and the second outer plate 142 are joined together in a partially overlapping manner, and at least two of these bends 15 form the corner of the recessed groove 13.

[0138] In one specific embodiment, the first outer plate 141 is an integrally formed part, and the first outer plate 141 is molded to form a first bent portion 151, wherein the angle formed by the first bent portion 151 can be in the range of 60° to 120°, and further, the angle formed by the first bent portion 151 can be in the range of 80° to 100°.

[0139] In one specific embodiment, the second outer plate 142 is an integrally formed part, and the second outer plate 142 is molded to form a second bent portion 152. The angle formed by the second bent portion 152 can be in the range of 60° to 120°, and further, the angle formed by the second bent portion 152 can be in the range of 80° to 100°.

[0140] In some embodiments, as shown in Figures 5 and 6, the first outer panel 141 and the second outer panel 142 have overlapping portions that can be bonded together. The overlapping portions can be the portions of the first outer panel 141 and the second outer panel 142 that are close to each other along the front-rear direction of the vehicle body. In the bonded state, the overlapping portions are located between the first bend 151 and the second bend 152, forming the bottom of the recessed groove 13.

[0141] In some embodiments, the first outer panel 141 and the second outer panel 142 are both fiber composite boards. Thus, the first outer panel 141 and the second outer panel 142 can be bonded with fast-curing adhesive, which is easy to operate and takes little time. Moreover, it is less likely to cause defects such as deformation after the bonding and baking of metal parts.

[0142] Thus, the first outer plate 141 and the second outer plate 142 can be bonded together to form the frame beam body 1. The structure is simple and there are no weld marks or metal parts drying deformations that would affect the flatness or aesthetics of the frame beam body 1. Furthermore, the frame beam body 1 includes a first outer plate 141 with a first bend 151 and a second outer plate 142 with a second bend 152. This allows the frame beam body 1 to be disassembled, and the first outer plate 141 can be connected to the reinforcing structure 4 and the second outer plate 142 can be connected separately while the first outer plate 141 and the second outer plate 142 are separated. This reduces the probability of interference during the assembly of the frame beam body 1 and the reinforcing structure 4, and allows the reinforcing structure 4 to occupy most of the area of ​​the cavity 3, thereby improving the space utilization of the cavity 3. In addition, since a portion of the first outer panel 141 overlaps with a portion of the second outer panel 142, it facilitates the bonding and connection of the first outer panel 141 and the second outer panel 142, and helps to improve the strength and rigidity of the vehicle frame 10, thereby improving the overall strength and rigidity of the vehicle body.

[0143] In some embodiments, as shown in Figures 7 to 9, the reinforcing structure 4 is bonded to at least one of the frame beam body 1 and the inner plate 2.

[0144] Optionally, the reinforcing structure 4 may be bonded only to the frame beam body 1. For example, the portion of the reinforcing structure 4 facing the outer side of the vehicle body may be bonded to the portion of the recessed groove 13 facing the inner side of the vehicle body. The reinforcing structure 4 may also be bonded only to the inner panel 2. Of course, it may also be bonded to both the frame beam body 1 and the inner panel 2. In a specific embodiment, as shown in Figures 7 to 9, the second outer panel 142 is bonded to the first outer panel 141 in a partially overlapping manner. The reinforcing structure 4 is bonded to the first outer panel 141 at the position where the first outer panel 141 and the second outer panel 142 overlap. The inner panel 2 is bonded to the reinforcing structure 4, the first outer panel 141, and the second outer panel 142, thereby forming an assembly with a closed cross-section.

[0145] This allows the relative position of the reinforcing structure 4 to the frame beam body 1 and / or the inner plate 2 to be fixed and connected to form an integral structure, which is beneficial to strengthening the strength and rigidity of the frame beam body 1 and the inner plate 2, thereby improving the strength and rigidity of the vehicle body frame 10.

[0146] In some embodiments, as shown in Figures 5 and 6, the first outer panel 141 includes a first segment 1411 and a second segment 1412 forming a first bend 151, and the second outer panel 142 includes a third segment 1421 and a fourth segment 1422 forming a second bend 152. The first outer panel 141 and the second outer panel 142 are connected such that the first segment 1411 is closer to the inside of the vehicle body than the third segment 1421 and the second segment 1412 is closer to the front of the vehicle body than the fourth segment 1422.

[0147] In some embodiments, as shown in Figures 5 and 6, the first plate segment 1411 is bonded to the third plate segment 1421, and the reinforcing structure 4 is bonded to the side of the first plate segment 1411 opposite to the third plate segment 1421. The second plate segment 1412 is closer to the front of the vehicle body than the reinforcing structure 4, and the fourth plate segment 1422 is closer to the rear of the vehicle body than the reinforcing structure 4.

[0148] The reinforcing structure 4 can be bonded to the first plate segment 1411 while the first outer plate 141 and the second outer plate 142 are separated. In this way, the reinforcing structure 4 can be placed as close as possible to the second plate segment 1412. When the third plate segment 1421 of the second outer plate 142 is bonded to the first plate segment 1411, the fourth plate segment 1422 can be placed as close as possible to the reinforcing structure 4. Thus, the first plate segment 1411, the second plate segment 1412, the third plate segment 1421, the fourth plate segment 1422, and the reinforcing structure 4 can be assembled together compactly.

[0149] Thus, the first outer plate 141 and the second outer plate 142 form a recessed groove 13 that surrounds the reinforcing structure 4 from the front side, the outer side and the rear side of the vehicle body. The structure is simple and easy to assemble, and it is convenient to bond and assemble with the reinforcing structure 4.

[0150] Furthermore, the recessed groove 13 and the reinforcing structure 4 can be easily bonded together, and the reinforcing structure 4 can be brought close to both the first outer panel 141 and the second outer panel 142. Therefore, the space around the reinforcing structure in the recessed groove 13 can be reduced with a simple structure and easy assembly method, thereby reducing the outer contour size of the vehicle and reducing the impact on the driver's field of vision.

[0151] The lengths of the first plate segment 1411, the second plate segment 1412, the third plate segment 1421, and the fourth plate segment 1422 are all sufficient to form a recessed groove 13 and for the reinforcing structure 4 to be partially or completely located in the recessed groove 13.

[0152] In some embodiments, the first plate segment 1411 and the third plate segment 1421 may partially overlap or almost completely overlap. In a specific embodiment, as shown in FIG5, the third plate segment 1421 is formed to be slightly longer than the first plate segment 1411, and the third plate segment 1421 covers the entire first plate segment 1411. Therefore, the overlap area between the first plate segment 1411 and the third plate segment 1421 is relatively large, resulting in a strong bond and improving the strength and stiffness of the laminated structure formed by the bonding of the first plate segment 1411 and the third plate segment 1421, thus enhancing its bending resistance.

[0153] In some embodiments, as shown in Figures 5 and 6, the first plate segment 1411 has protrusions 1414 on the side opposite to the third plate segment 1421. These protrusions 1414 can be adhesively connected to the reinforcing structure 4. The shape of these protrusions 1414 can be a strip that generally coincides with the direction in which the first plate segment 1411 extends along the front-rear direction of the vehicle body, or it can be a scattered dot. There can be multiple protrusions 1414. These protrusions 1414 help to improve the strength and stiffness of the first plate segment 1411 and the third plate segment 1421, which is beneficial to improving bending resistance. In addition, the first plate segment 1411 and the third plate segment 1421 are generally located on the outer side in the width direction of the vehicle body. The improved bending resistance helps to reduce the possibility of the structure formed by the frame beam body 1, the inner plate 2 and the reinforcing structure 4 partially intruding into the vehicle body, which is beneficial to improving the protection effect for the occupants located in the passenger compartment 20.

[0154] In some embodiments, the frame beam body 1 is bonded to the inner plate 2.

[0155] In a specific embodiment, as shown in Figures 5 to 9, the first outer panel 141 further includes a fifth panel segment 1413, with the first panel segment 1411, the second panel segment 1412, and the fifth panel segment 1413 connected in sequence. The second outer panel 142 further includes a sixth panel segment 1423, with the third panel segment 1421, the fourth panel segment 1422, and the sixth panel segment 1423 connected in sequence. The inner panel 2 is connected to the fifth panel segment 1413 and the sixth panel segment 1423. The connection method can be adhesive bonding, for example, using fast-curing adhesive, which is easy to operate and has a short operation time.

[0156] In the bonded state, the fifth plate segment 1413 and the sixth plate segment 1423 have overlapping portions with the inner plate 2.

[0157] Thus, the frame beam body 1 and the inner plate 2 can form a closed cavity 3, which improves the strength of the vehicle body frame and thus the strength of the vehicle. In addition, the bonding connection method is convenient to operate.

[0158] The inner plate 2 can be formed into a shape with concave and convex surfaces.

[0159] In some embodiments, as shown in Figures 7 to 9, the inner panel 2 has a protruding strip 21 that protrudes toward the outer side of the vehicle body, and the tubular wall of the tubular reinforcing structure 42 that faces the inner side of the vehicle body is bonded to the protruding strip 21.

[0160] This disclosure does not specifically limit the shape of the raised strip 21. For example, the raised strip 21 can be a strip with a flat surface or a strip with a slight arc or curvature on the surface.

[0161] Since the inner panel 2 has a protruding rib 21 that protrudes outward toward the outside of the vehicle body, it is more conducive to the bonding of the inner panel 2 to the tube wall and can fix the relative position of the inner panel 2 and the reinforcing structure 4, thereby strengthening the strength of the vehicle body frame 10. Moreover, since the inner panel 2 has a protruding rib 21 that protrudes outward toward the outside of the vehicle body, it can improve the deformation resistance of the inner panel 2, thereby further strengthening the strength of the vehicle body frame 10.

[0162] Furthermore, the inner panel 2 can also have a structure that protrudes towards the side opposite to the inner cavity 3. As shown in Figures 7 to 9, the portion of the inner panel 2 that is bonded to the sixth panel segment 1423 can be referred to as the first bonding portion, and the portion of the inner panel 2 that is bonded to the fifth panel segment 1413 can be referred to as the second bonding portion. The inner panel 2 has a raised strip 21 that protrudes towards the outer side of the vehicle body (towards the inner cavity 3). A raised portion 22 is also formed between the raised strip 21 and the first bonding portion and / or the second bonding portion. The raised portion 22 can protrude towards the inner side of the vehicle body (opposite to the inner cavity 3). Such a structure is beneficial for further improving bending resistance.

[0163] The material of the main frame beam 1 will be described in detail below.

[0164] The main body of the frame beam 1 includes multiple layers of continuous fiber composite material. Each layer of continuous fiber composite material includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0165] In the above technical solution, the continuous fiber composite material formed by continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity, and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 1. By setting multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material can be improved by adjusting the laying angle of the continuous fibers in different continuous fiber composite material layers.

[0166] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the frame beam body 1.

[0167] In the above technical solution, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and then the continuous fiber composite board is molded to form the frame beam body 1 with recessed grooves 13. The molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body, so as to ensure the mechanical properties and structural integrity of the frame beam body as much as possible.

[0168] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0169] In the above technical solutions, organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins helps to improve the strength of single-layer continuous fiber composite layers.

[0170] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0171] The above technical solution lists the specific types of inorganic and organic fibers suitable for manufacturing the main body 1 of the frame beam.

[0172] In some embodiments, the thermoplastic resin matrix includes a polypropylene (PP) resin matrix, or any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0173] In some embodiments, in the glass fiber reinforced composite material, the weight percentage of glass fiber is greater than or equal to 60 and less than or equal to 80, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0174] In addition to the thermoplastic resin matrix and glass fiber, glass fiber reinforced composite materials may also include additives.

[0175] Additives are used to improve and optimize the properties of composite materials. Additives can include any one or a mixture of any combination of compatibilizers, antioxidants, and flame retardants. Compatibilizers improve the interfacial adhesion between the resin matrix and long glass fibers, enhancing the mechanical properties of the composite material; examples include maleic anhydride grafted compatibilizers. Antioxidants prevent or delay oxidative degradation of materials, reducing the likelihood of degradation due to high-temperature oxidation during processing and extending the service life of the composite material; examples include hindered amine antioxidants and phosphite antioxidants. Flame retardants improve the flame retardant properties of composite materials; examples include halogenated flame retardants.

[0176] By controlling the weight percentage of additives in glass fiber reinforced composites within the aforementioned range, the processing performance of continuous fibers and thermoplastic resin matrices can be improved through the addition of additives, which helps to enhance the final performance of the composite material.

[0177] In some embodiments, the adjuvant includes 1 to 5 parts by weight of a compatibilizer and 0.2 to 0.6 parts by weight of an antioxidant. For example, the weight of the compatibilizer in the adjuvant may be 1, 1.5, 2, 2.5, 3, 3.5, 4, 4.5, 5, or any two of these values, and the weight of the antioxidant in the adjuvant may be 0.2, 0.3, 0.4, 0.5, 0.6, or any two of these values.

[0178] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0179] Antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0180] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0181] By selecting maleic anhydride grafted compatibilizers and acrylic compatibilizers, the interfacial bonding properties between continuous fibers and the thermoplastic resin matrix can be improved, thereby enhancing the mechanical properties of the composite material. Antioxidants can reduce the likelihood of degradation of the composite material due to high-temperature oxidation during processing, extending its service life. Adding compatibilizers and antioxidants to the continuous fibers and thermoplastic resin matrix helps to improve the mechanical properties and service life of the vehicle body frame 10.

[0182] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0183] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body 1 is kept in a low range, thereby reducing the deformation of the components caused by excessive water absorption in the frame beam body 1.

[0184] In some embodiments, in a multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0185] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. By limiting the performance of the single-layer continuous fiber composite material, the continuous fiber composite material formed by the multi-layer continuous fiber composite material can at least meet the performance requirements of the main frame beam 1 of the vehicle.

[0186] The number of continuous fiber composite material layers and the number of continuous fiber composite material layers that meet the performance requirements of elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3% can be designed according to the specific position of the frame beam body 1 in the vehicle. It can be that all multiple layers of fiber composite board continuous fiber composite material layers meet the requirements, or one or several layers can meet the requirements.

[0187] In some embodiments, at least one continuous fiber composite layer in the multilayer continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer. In some embodiments, the elastic modulus of each continuous fiber composite material layer is not less than 34 GPa, the tensile strength of each continuous fiber composite material layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite material layer is not less than 3%. This further improves the performance of the continuous fiber composite material layer, enabling the frame beam body 1 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements.

[0188] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 918 MPa to 1300 MPa, and the elongation at break of each continuous composite layer is 3% to 6%.

[0189] That is, the elastic modulus of the continuous fiber composite layer is ≤40GPa, the tensile strength of the continuous fiber composite layer is ≤1300MPa, and the elongation at break of the continuous fiber composite layer is ≤6% (3% ≤ 6%). This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0190] In some implementations, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0191] In the above technical solution, the laying angle of continuous fibers has a significant impact on the performance of composite materials, and the laying direction of continuous fibers affects the stress distribution inside the composite material. Different laying angles of continuous fibers in two adjacent continuous fiber composite material layers help to optimize the performance of composite materials in different directions.

[0192] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body 1 along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0193] In the above technical solution, the non-0° and non-90° ply layup 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 energy, reducing the damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam main body.

[0194] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0195] In the above technical solution, when the layup angle of continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite material.

[0196] 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.

[0197] In the above technical solution, the non-0° and non-90° layup is within a reasonable proportion range, so as to ensure that the multi-directional strength, shear strength and fatigue resistance of the composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the frame beam as much as possible.

[0198] In some embodiments, the frame beam body 1 is made of glass fiber reinforced composite material, and / or the inner plate 2 is made of glass fiber reinforced composite material.

[0199] In some embodiments, the materials of the frame beam body 1 and the inner plate 2 may be the same or different. Specifically, only the frame beam body 1 may be made of glass fiber reinforced composite material, only the inner plate 2 may be made of glass fiber reinforced composite material, or both the frame beam body 1 and the inner plate 2 may be made of glass fiber reinforced composite material. The glass fiber content in the glass fiber reinforced composite material used in the frame beam body 1 and the inner plate 2 may be the same or different.

[0200] Glass fiber reinforced composite materials have advantages such as lightweight, high strength, good corrosion resistance, design flexibility, and ease of processing. Therefore, the frame beam body can further improve the vehicle's lightweighting and aesthetic appearance while meeting the vehicle's strength and stiffness requirements, and also help improve production efficiency.

[0201] In some embodiments, as shown in Figures 4 to 6, the material of the frame beam body 1 includes glass fiber reinforced polypropylene composite material, and / or the material of the inner plate 2 includes glass fiber reinforced polypropylene composite material.

[0202] Optionally, only the frame beam body 1 may be made of glass fiber reinforced polypropylene composite material, or only the inner plate 2 may be made of glass fiber reinforced polypropylene composite material, or both the frame beam body 1 and the inner plate 2 may be made of glass fiber reinforced polypropylene composite material. The glass fiber content in the glass fiber reinforced polypropylene composite material used in the frame beam body 1 and the inner plate 2 may be the same or different.

[0203] Glass fiber reinforced polypropylene composite material has high strength and rigidity, creep resistance and good dimensional stability, which can further improve the strength and rigidity of the frame beam body 1 and / or inner plate 2, thereby further improving the strength and rigidity of the vehicle body frame 10, and making the vehicle body frame 10 less prone to deformation even in high temperature environments.

[0204] In some embodiments, the glass fiber reinforced polypropylene composite material includes glass fiber and a thermoplastic resin matrix (polypropylene resin matrix), wherein the weight parts of the glass fiber are greater than or equal to 60 and less than or equal to 80, the weight parts of the thermoplastic resin matrix (polypropylene resin matrix) are greater than or equal to 20 and less than or equal to 40, and the sum of the weight parts of the glass fiber and the weight parts of the thermoplastic resin matrix (polypropylene resin matrix) is 100.

[0205] Optionally, the weight percentage of glass fiber in the glass fiber reinforced polypropylene composite material can be 60, 65, 68, 70, 72, 75, 78, 80, etc., or other values ​​within the above range.

[0206] This facilitates the molding of the frame beam body 1 and / or inner plate 2.

[0207] In some embodiments, the glass fiber weight fraction of the glass fiber in the glass fiber reinforced polypropylene composite is greater than or equal to 68 and less than or equal to 75, and more specifically 70 (which can be expressed as PP+GF70). This is more advantageous for the compression molding of the frame beam body 1 and / or the inner plate 2.

[0208] In some embodiments, the thickness of the frame beam body 1 is 1.2 mm to 5 mm; and / or the thickness of the single-layer glass fiber reinforced composite material is 0.2 mm to 0.3 mm.

[0209] For example, the thickness of the frame beam 1 is 1.2mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, 5mm or any two of these values, and / or the thickness of the single-layer glass fiber reinforced composite material is 0.2mm, 0.22mm, 0.25mm, 0.27mm, 0.3mm or any two of these values.

[0210] In some embodiments, the continuous fiber in the first fiber-reinforced composite material is glass fiber, and the thermoplastic resin matrix is ​​polypropylene, wherein the melt index of the polypropylene is not less than 30 g / 10 min and not more than 100 g / 10 min. Additionally, the elongation at break of the polypropylene is not less than 50% and not more than 200%. The composite material formed by the combination of continuous glass fiber and polypropylene combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polypropylene, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and polypropylene is easy to mold.

[0211] Table 1 presents experimental data for the continuous fiber composite layer comprising glass fiber and polypropylene resin matrix provided in the embodiments of this disclosure.

[0212] PP-1 refers to polypropylene, grade ADXP770, with a melt index greater than 40 and an elongation at break greater than 100.

[0213] Compatibilizer: PP-1 is made of high melt index PP grafted with maleic anhydride.

[0214] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0215] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0216] Table 2 shows the components and experimental data for some comparative examples.

[0217] PP-2 refers to polypropylene, grade PP 7032E3, with a melt index of 5 and an elongation at break of >100.

[0218] Compatibilizer: PP-2 is made of high melt index PP grafted with maleic anhydride.

[0219] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0220] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0221] Based on Tables 1 and 2, the weight percentages of glass fiber in Examples 1 and 2 are 65 and 70, respectively, falling within the range of 60-80%. The weight percentages of polypropylene in Examples 1 and 2 are 35 and 30, respectively, falling within the range of 20-40. The compatibilizer has a weight percentage of 2, and the antioxidant has a weight percentage of 0.3. The tensile strengths of the produced continuous fiber composite layers are 1024 MPa and 1180 MPa, respectively; the elongation at break is 3.6% and 3.3%, respectively; and the elastic modulus is 34.7 GPa and 35.5 GPa, respectively. All of these meet the performance requirements for continuous fiber composite layers in this disclosure.

[0222] As can be seen from Example 1 and Comparative Example 1, when the melt index of polypropylene is less than 30 g / 10 min, the tensile strength and elongation at break of the produced continuous fiber composite layer cannot meet the performance requirements.

[0223] As shown in Comparative Example 2, when the total weight of polypropylene and glass fiber is less than 100, the tensile strength and elongation at break of the produced continuous fiber composite layer cannot meet the performance requirements.

[0224] The material of reinforced structure 4 will be explained below.

[0225] In some embodiments, the material of the reinforcing structure 4 includes glass fiber reinforced composite material.

[0226] The glass fiber reinforced composite material used in the reinforcing structure 4 can be the same as or different from the glass fiber reinforced composite material used in the main frame beam 1; it can be different in resin matrix and / or fiber content.

[0227] Glass fiber reinforced composite materials have advantages such as lightweight, high strength, good corrosion resistance, design flexibility, and ease of processing. Therefore, it is possible to improve the bending performance of the vehicle by strengthening the structure 4, while flexibly designing and conveniently manufacturing the strengthening structure.

[0228] In some embodiments, the material of the reinforcing structure 4 includes glass fiber reinforced polyamide-6.

[0229] In some embodiments, the thermoplastic resin matrix of the glass fiber reinforced composite material includes a polyamide-6 (PA6) resin matrix.

[0230] Because glass fiber reinforced polyamide-6 material has high strength and high rigidity, it can further improve the strength and rigidity of the reinforced structure 4, thereby improving the strength and rigidity of the body frame 10. Moreover, because glass fiber reinforced polyamide-6 material also has good heat resistance and dimensional stability, it is suitable for use in bodywork. Furthermore, glass fiber reinforced polyamide-6 material has good processing performance and is suitable for processing by injection molding, extrusion molding, and other methods, making it relatively easy to process and manufacture, which is conducive to improving the production efficiency of the body frame 10.

[0231] In some embodiments, glass fiber reinforced polyamide-6 includes glass fiber and a thermoplastic resin matrix (polyamide-6 resin matrix), wherein the weight percentage of glass fiber is greater than or equal to 60 and less than or equal to 80, the weight percentage of thermoplastic resin matrix (polyamide-6 resin matrix) is greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0232] Optionally, the weight percentage of glass fiber in glass fiber reinforced polyamide-6 can be 60, 65, 68, 70, 72, 75, 78, 80, etc., or other values ​​within the above range.

[0233] This is beneficial for balancing the strength, stiffness, and ease of processing of the reinforced structure 4.

[0234] In some embodiments, the glass fiber weight fraction of the glass fiber in the glass fiber reinforced polyamide-6 is greater than or equal to 68 or less than or equal to 75.

[0235] Glass fiber reinforced polyamide-6 with a glass fiber weight of 70 parts can be represented as PA6+GF70; glass fiber reinforced polyamide-6 with a glass fiber weight of 80 parts can be represented as PA6+GF80.

[0236] This facilitates further optimization of the strength, stiffness, ease of processing, and aesthetics of the reinforced structure. In some embodiments, the material of the reinforced structure 4 includes metal or alloy, with the alloy including aluminum alloy.

[0237] When the reinforcing structure 4 is made of an alloy, it can be extruded. When the reinforcing structure 4 is made of metal, it can be thermoformed.

[0238] This allows for greater flexibility in the selection of materials for the reinforced structure.

[0239] The structure of reinforcement structure 4 will be described in detail below.

[0240] In some embodiments, as shown in Figures 7 to 9, the reinforcing structure 4 is configured as a tubular reinforcing structure 42 with a closed cross-section.

[0241] A closed cross-section refers to a shape in which the tube wall, viewed from the cross-section of the tubular reinforcing structure 42, forms a ring shape with its ends connected. Here, the ring shape is not limited to a circular ring; it can be a triangular ring, a quadrilateral ring, a polygonal ring, an elliptical ring, an oblong ring, etc. The tubular reinforcing structure 42 can be hollow, or structural components can be further arranged within the tube cavity.

[0242] The tubular reinforcing structure 42 with a closed cross section can effectively absorb impact energy and has high strength and rigidity, good bending resistance, and is easy to process and install, which helps to improve the assembly efficiency of the body frame 10 and shorten the vehicle manufacturing cycle.

[0243] In some embodiments, the tubular reinforcing structure 42 is a glass fiber reinforced composite pultruded tube, and the wall thickness of the tubular reinforcing structure 42 is 6mm to 10mm; or, the tubular reinforcing structure is an aluminum alloy pultruded tube, and the wall thickness of the tubular reinforcing structure 42 is 3mm to 5mm.

[0244] As previously stated, the tubular reinforcing structure 42 can be made of glass fiber reinforced composite material, and can be obtained by pultrusion molding to form a glass fiber reinforced composite pultruded tube. The tube wall of the tubular reinforcing structure 42 can have a uniform thickness over its entire circumference or a non-uniform thickness. In one specific embodiment, the tube wall of the tubular reinforcing structure 42 has a substantially uniform thickness over its entire circumference.

[0245] The wall thickness of the tubular reinforcing structure 42 made of glass fiber reinforced composite material is in the range of 6mm to 10mm, for example, it can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 10mm, or other thickness values ​​within the range.

[0246] As before, the tubular reinforcing structure 42 can also be made of aluminum alloy, and aluminum alloy pultruded tubes can be obtained through pultrusion molding. The thickness of the tube wall can also be uniform or non-uniform.

[0247] The wall thickness of the aluminum alloy tubular reinforcing structure 42 is in the range of 3mm to 5mm, for example, it can be 3mm, 3.5mm, 4mm, 4.5mm, 5mm, or other thickness values ​​within the range.

[0248] Therefore, it is possible to balance the strength, stiffness, weight, and dimensions of the reinforced structure.

[0249] In some embodiments, as shown in FIG8, the tubular reinforcing structure 42 has a built-in reinforcing component 41.

[0250] The reinforcing component 41 is used to further enhance the strength of the tubular reinforcing structure 42.

[0251] In some embodiments, the elastic modulus of the reinforcing component 41 is ≥5 GPa, the tensile strength is ≥100 MPa, and the elongation at break is ≥1%.

[0252] This allows for further improvement in the strength of the reinforcing structure 4, thereby increasing the strength of the vehicle body frame 10.

[0253] In some embodiments, as shown in FIG8, the reinforcing component 41 includes at least one reinforcing rib 411 (FIG8 shows a structure with two reinforcing ribs 411), each reinforcing rib 411 being connected to the wall of the tubular reinforcing structure 42 and located within the lumen.

[0254] In some embodiments, there may be one or more reinforcing ribs 411. When there are multiple reinforcing ribs 411, the multiple reinforcing ribs 411 may be arranged in a generally parallel or intersecting manner in the cavity, and the two ends of each reinforcing rib 411 may be connected to the tube wall of the tubular reinforcing structure 42.

[0255] Since the reinforcing rib 411 is connected to the tube wall of the tubular reinforcing structure 42 and is located inside the tube cavity, the space inside the tube cavity of the tubular reinforcing structure can be effectively utilized, and the strength of the tubular reinforcing structure 42 can be enhanced without increasing the outer contour size of the tubular reinforcing structure 42, thereby enhancing the strength of the reinforcing structure 4 and increasing the strength of the vehicle frame 10.

[0256] In some embodiments, reinforcing ribs 411 are formed along the entire length of the tubular reinforcing structure 42, and the reinforcing ribs 411 extend along the length direction of the tubular reinforcing structure 42.

[0257] The reinforcing rib 411 can be formed as a strip extending along the extension direction of the tubular reinforcing structure 42. The reinforcing rib 411 and the tubular reinforcing structure 42 can be integrally formed, for example, integrally pultruded.

[0258] Along the extension direction of the tubular reinforcing structure 42, the reinforcing rib 411 may have a length of extension that is substantially the same as that of the tubular reinforcing structure 42.

[0259] This allows for a further improvement in the bending resistance of the reinforced structure along its entire length.

[0260] In some embodiments, the reinforcing component 41 includes a plurality of reinforcing ribs, and when viewed along the cross section of the tubular reinforcing structure 42, at least some of the reinforcing ribs 411 are intersected.

[0261] This can further improve the bending resistance of the reinforced structure, and also improve the bending resistance in multiple directions.

[0262] In some embodiments, as shown in FIG8, the reinforcing component 41 includes a first reinforcing rib 4111 and a second reinforcing rib 4112 that are intersecting and connected to each other. The tubular reinforcing structure 42 has a tube wall including a first tube wall 421, a second tube wall 422, a third tube wall 423 and a fourth tube wall 424 that are connected end to end to each other, wherein the first tube wall 421 and the third tube wall 423 are disposed opposite to each other, the second tube wall 422 and the fourth tube wall 424 are disposed opposite to each other, the first reinforcing rib 4111 is connected to the first tube wall 421 and the third tube wall 423 respectively, and the second reinforcing rib 4112 is connected to the second tube wall 422 and the fourth tube wall 424 respectively.

[0263] In some embodiments, the first pipe wall 421, the second pipe wall 422, the third pipe wall 423, and the fourth pipe wall 424 can each be generally flat, or they can be arc-shaped plates. The shapes of the first pipe wall 421, the second pipe wall 422, the third pipe wall 423, and the fourth pipe wall 424 can be the same or different. The first pipe wall 421, the second pipe wall 422, the third pipe wall 423, and the fourth pipe wall 424 can be separate structures or integrally formed parts.

[0264] In some embodiments, as shown in FIG8, generally along the vertical direction of the vehicle body, one end of the first reinforcing rib 4111 is connected to the side of the first pipe wall 421 located within the cavity, and the other end of the first reinforcing rib 4111 is connected to the side of the third pipe wall 423 located within the cavity; generally along the horizontal direction of the vehicle body, one end of the second reinforcing rib 4112 is connected to the side of the second pipe wall 422 located within the cavity, and the other end of the second reinforcing rib 4112 is connected to the side of the fourth pipe wall 424 located within the cavity. Further, the two ends of the first reinforcing rib 4111 are respectively connected to the generally middle positions of the first pipe wall 421 and the third pipe wall 423; the two ends of the second reinforcing rib 4112 are respectively connected to the generally middle positions of the second pipe wall 422 and the fourth pipe wall 424.

[0265] Optionally, the first reinforcing rib 4111 and the second reinforcing rib 4112 can be separate structures or integral molded parts. In a specific embodiment, the first reinforcing rib 4111 and the second reinforcing rib 4112 are integral molded parts, and the first reinforcing rib 4111 and the second reinforcing rib 4112 are arranged in a generally perpendicular and intersecting manner.

[0266] Since the reinforcing rib 411 is connected to the tube wall of the tubular reinforcing structure 42 and is located inside the tube cavity, the space inside the tube cavity of the tubular reinforcing structure 42 can be effectively utilized, and the strength of the tubular reinforcing structure 42 can be enhanced without increasing the outer contour size of the tubular reinforcing structure 42, thereby improving the strength of the reinforcing structure 4 and thus increasing the strength of the vehicle frame 10.

[0267] In some embodiments, as shown in Figures 7 to 9, the outer wall of the tubular reinforcing structure 42 is bonded to the frame beam body 1; the inner wall of the tubular reinforcing structure 42 is bonded to the inner panel 2.

[0268] Optionally, the outer wall of the tubular reinforcing structure 42 can be bonded to the frame beam body 1; the inner wall of the tubular reinforcing structure 42 can be bonded to the inner panel 2; or the outer wall of the tubular reinforcing structure 42 can be bonded to the frame beam body 1, and the inner wall of the tubular reinforcing structure 42 can be bonded to the inner panel 2.

[0269] In some embodiments, the two opposing outer surfaces of the tubular reinforcing structure 42 are bonded to the frame beam body 1 and the inner plate 2, respectively. Taking the orientation shown in FIG8 as an example, generally along the vehicle width direction (left-right direction of the vehicle body), the two opposing outer surfaces of the tubular reinforcing structure 42 relative to the cavity are bonded to the frame beam body 1 and the inner plate 2, respectively.

[0270] This allows for more efficient use of the space within the cavity 3, reduces the outer contour dimensions of the vehicle frame 10, minimizes the impact of the vehicle frame 10 on the driver's field of vision, and simplifies the bonding process compared to welding.

[0271] The vehicle body frame 10 described above will now be explained.

[0272] In some embodiments, as shown in Figures 1 and 2, the vehicle frame 10 includes a vehicle pillar assembly 101, a crossbeam assembly 102, a side beam assembly 103, and a sill beam assembly 104; the frame beam body 1 includes a vehicle pillar, a side beam, a crossbeam, and a sill beam, and the frame beam body 1, the reinforcing structure 4, and the inner plate 2 together form at least a portion of the vehicle pillar assembly 101 and / or at least a portion of the crossbeam assembly 102 and / or at least a portion of the side beam assembly 103 and / or at least a portion of the sill beam assembly 104.

[0273] In some embodiments, along the longitudinal direction of the vehicle body, the vehicle pillar assembly 101 may include at least one of a front pillar assembly (also referred to as "A-pillar assembly") 1011, a middle pillar assembly (also referred to as "B-pillar assembly") 1012, and a rear pillar assembly (also referred to as "C-pillar assembly") 1013; the vehicle pillars include at least one of the front pillar, middle pillar, and rear pillar. The structure formed by the aforementioned frame beam body 1, reinforcing structure 4, and inner panel 2 may be part or all of the front pillar assembly (also referred to as "A-pillar assembly") 1011, and / or, part or all of the middle pillar assembly (also referred to as "B-pillar assembly") 1012, and / or, part or all of the rear pillar assembly (also referred to as "C-pillar assembly") 1013.

[0274] This can enhance the strength and rigidity of the body pillars and beams, improve the bending resistance of the body frame 10 in the event of a collision, and reduce the space occupied by the body pillars and beams.

[0275] Moreover, the above structure can be applied to any of the front pillars, middle pillars, and rear pillars. Therefore, on the one hand, it helps to improve the strength and rigidity of the entire vehicle body, and on the other hand, it helps to reduce the space occupied by each body pillar, which helps to increase passenger space and improve the overall lightweighting of the vehicle body.

[0276] In some embodiments, the structure formed by the frame beam body 1, the reinforcing structure 4, and the inner plate 2 serves as at least a part of the front column assembly (also referred to as the "A-pillar assembly") 1011.

[0277] Therefore, the strength and stiffness requirements of the front pillar assembly are met, and the front pillar assembly has high bending resistance, meeting the vehicle's requirements for a 25% offset collision. It can suppress the intrusion or degree of intrusion of the front pillar assembly into the passenger compartment 20, which is beneficial for protecting the occupants (such as the driver) located in the passenger compartment 20. In addition, it can also reduce the impact of the front pillar assembly 1011 on the driver's field of vision.

[0278] In some embodiments, the front pillar assembly 1011 includes a front pillar assembly upper member 1011a and a front pillar assembly lower member 1011b connected together. The front pillar assembly upper member 1011a is connected to the side beam assembly 103 and the front pillar assembly lower member 1011b. The frame beam body 1, the reinforcing structure 4 and the inner plate 2 together form the front pillar assembly upper member 1011a.

[0279] The front pillar assembly 1011 includes a connected upper front pillar assembly member 1011a and a lower front pillar assembly member 1011b. Optionally, the upper front pillar assembly member 1011a and the lower front pillar assembly member 1011b are connected via a front pillar connector (not shown in the figure). Typically, a front pillar assembly 1011 is provided on each side along the vehicle width direction, and the respective upper front pillar assembly member 1011a supports the windshield. The upper front pillar assembly member 1011a can adopt any of the embodiments of this disclosure described above.

[0280] This improves the bending resistance of the components on the front pillar assembly of the vehicle body and reduces the encroachment on the driver's field of vision, thus providing the driver with a comfortable and wide field of vision.

[0281] In some embodiments, the vehicle 1000 includes a body frame 10, which includes the structure formed by the aforementioned frame beam body 1, reinforcing structure 4, and inner panel 2.

[0282] This allows for increased strength of the vehicle frame 10 while simultaneously improving its lightweight nature and reducing its impact on the driver's visibility.

[0283] In some embodiments, as shown in FIG1, the vehicle further includes a chassis 30, a body frame 10 mounted on the chassis and together forming a passenger compartment 20, the body frame 10 including a body pillar assembly 101, a frame beam body 1, a reinforcing structure 4 and an inner panel 2 together forming at least a portion of the body pillar assembly 101.

[0284] This can improve the strength of the vehicle body pillar assembly 101 and reduce the impact of the vehicle body pillar assembly 101 on the driver's field of vision.

[0285] In some embodiments, as shown in FIG3, the vehicle 1000 further includes a battery device 200, which is mounted on the chassis 30.

[0286] The battery device 200 may include a housing defining a receiving space and multiple battery cells, busbars, etc., housed within the receiving space of the housing. The structure of the battery device 200 may adopt the structure of an existing battery device 200 (e.g., a battery pack), which will not be described in detail here.

[0287] The housing of the battery device 200 can be mounted on the chassis 30. The chassis 30 may include a floor 31, and the battery device 200 may be mounted below the floor 31, or the housing itself may constitute at least a part of the floor 31.

[0288] Therefore, vehicle 1000 possesses excellent strength and rigidity while being lightweight and not obstructing the driver's view. Furthermore, it improves the space utilization of the vehicle's undercarriage, reducing the space occupied by the battery pack 200 in the passenger compartment and trunk, thus providing more spacious seating and storage. Moreover, mounting the battery pack 200 on the chassis 30 reduces the direct impact on occupants during a collision. Additionally, the centralized mounting of the battery pack 200 on the chassis 30 facilitates maintenance and replacement, reducing the complexity of daily maintenance.

[0289] In some embodiments, as shown in Figures 1 and 7, the housing of the battery device 200 forms at least a portion of the floor 31 of the passenger compartment 20.

[0290] For example, the upper housing wall of the battery device 200 housing is part of or the entire floor 31.

[0291] This reduces vehicle redundancy, thereby lightening the overall weight. It also increases the packaging space for the battery module, optimizes the vehicle's interior layout, and improves space utilization.

[0292] In some embodiments, as shown in FIG1, the vehicle frame 10 is detachably connected to the upper part of the chassis 30.

[0293] The body frame 10 and the chassis 30 can be connected by bolts or the like.

[0294] This helps simplify assembly processes, improve vehicle production efficiency, and facilitates specialized collaboration.

[0295] The second aspect of this disclosure provides a method for manufacturing a vehicle, as shown in FIG10, the method comprising the following steps S1 to S3.

[0296] S1: Provides multiple outer panels 14, inner panels 2, and reinforcing structures 4;

[0297] S2: Multiple outer plates 14 are bonded together to form a frame beam body 1 with a recessed groove 13, the recessed groove 13 being surrounded by at least two outer plates 14 with bent portions 15.

[0298] S3: The inner plate 2 is bonded to the frame beam body 1, so that the inner plate 2 and the recessed groove 13 of the frame beam body 1 together form a cavity 3 and the reinforcing structure 4 is located in the cavity 3.

[0299] Since the frame beam body 1 includes multiple connected outer plates 14, and at least two bends 15 are formed by different outer plates 14, when the reinforcing structure 4 is connected to the frame beam body 1, the reinforcing structure 4 can be connected to the outer plates 14 while the multiple outer plates 14 are separated. This increases the operating space, reduces the assembly difficulty of the vehicle, and reduces the space between the reinforcing structure 4 and the outer plates 14. This allows for the assembly of the frame beam body 1 and the reinforcing structure 4 while reducing the internal cavity size. Thus, while meeting the vehicle's strength and stiffness requirements, the impact of the vehicle's outer contour on the driver's field of vision can be reduced. Furthermore, since the reinforcing structure 4 is located within the cavity 3 and connected between the frame beam body 1 and the inner plate 2, the vehicle's bending resistance can be improved, meeting the requirements for a 25% offset collision. Additionally, since the frame beam body 1 is made of fiber composite board, the weight reduction of the frame beam body 1 and even the vehicle can be improved while meeting the strength requirements of the frame beam body 1.

[0300] In some embodiments, as shown in Figures 5 to 9, a plurality of outer plates 14 include a first outer plate 141 having a first bend 151 and a second outer plate 142 having a second bend 152; the plurality of outer plates 14 are bonded together to form a frame beam body 1 with a recessed groove 13, including: bonding a reinforcing structure 4 to a first side of the first outer plate 141, bonding a second outer plate 142 to a second side of the first outer plate 141 opposite to the first side along the thickness direction, such that the reinforcing structure 4 is located in the recessed groove 13, the recessed groove 13 being at least surrounded by the first outer plate 141 and the second outer plate 142.

[0301] In a specific embodiment, as shown in FIG6, a first outer panel 141, a second outer panel 142, and a reinforcing structure 4 are prepared, wherein the first outer panel 141 and the second outer panel 142 are fiber composite boards and both have a bent portion 15; the first outer panel 141 and the reinforcing structure 4 can be bonded together to form an assembly, wherein the reinforcing structure 4 is located in the semi-groove formed by the bent first outer panel 141; then, the second outer panel 142 is bonded to the side of the first outer panel 141 away from the reinforcing structure 4 (i.e., the outer side along the width direction of the vehicle body), wherein the first outer panel 141 and the second outer panel 142 form a recessed groove 13 and the reinforcing structure 4 is located in the recessed groove 13; further, the inner panel 2 is bonded to the first outer panel 141 and the second outer panel 142, thereby the first outer panel 141, the second outer panel 142, and the inner panel 2 form a cavity 3, and the reinforcing structure 4 is located in the cavity 3, thereby forming the structure shown in FIG7 to FIG9.

[0302] Thus, the first outer plate 141 and the second outer plate 142 can be bonded together to form the frame beam body 1, resulting in a simple structure. Furthermore, since the frame beam body 1 includes the first outer plate 141 with a first bend 151 and the second outer plate 142 with a second bend 152, the frame beam body 1 can be disassembled. This allows one part of the frame beam body 1 to be connected to the reinforcing structure 4, and the other part to be connected to the reinforcing structure 4, reducing the probability of interference when the frame beam body 1 is connected to the reinforcing structure 4. Additionally, the reinforcing structure 4 can occupy a large portion of the cavity 3, improving the space utilization of the cavity 3. Because a portion of the first outer plate 141 overlaps with a portion of the second outer plate 142, the bonding connection between the first outer plate 141 and the second outer plate 142 is convenient, and this improves the strength and rigidity of the frame beam body 1, thereby increasing the strength and rigidity of the vehicle frame 10.

[0303] In some embodiments, the reinforcing structure 4 is formed by pultrusion, extrusion, or hot air expansion.

[0304] When the reinforcing structure 4 is made of fiber composite material, it can be formed by pultrusion; when the reinforcing structure 4 is made of alloy material, such as aluminum alloy, it can be formed by extrusion; when the reinforcing structure 4 is made of hot-formed steel, it can be formed by hot gas expansion.

[0305] Pultrusion molding of reinforced structure 4 facilitates the achievement of good strength and stiffness, and allows for the creation of reinforced structures with complex cross-sections. This also allows for further optimization of the mechanical properties and shape flexibility of the reinforced structure, and improves production efficiency. Extrusion molding of reinforced structure 4 allows for efficient manufacturing at a lower cost. Hot air expansion molding of reinforced structure 4 further enhances production efficiency and provides wider material applicability.

[0306] In some embodiments, the reinforcing structure 4 is configured as a tubular reinforcing structure 42.

[0307] The tubular reinforcing structure 42 can effectively absorb impact energy and has high strength and rigidity, good bending resistance, and is easy to process and install, which helps to improve the assembly efficiency of the body frame 10 and shorten the vehicle manufacturing cycle.

[0308] A specific embodiment of this disclosure will now be described with reference to Figures 1 to 9.

[0309] In this specific embodiment, the vehicle includes a vehicle body frame 10, which includes a frame beam body 1. The structure of this specific embodiment mainly relates to the front pillar assembly 1011 within the vehicle body frame 10. The frame beam body 1 is made of fiber-reinforced composite material. The frame beam body 1 (at least the portion forming the front pillar) is disassembled into a first outer panel 141 and a second outer panel 142. The first outer panel 141 and a pultruded tube serving as a reinforcing structure 42 are glued together. The glued assembly is then further glued to the second outer panel 142, and then an inner panel 2 is glued to form a closed, limited cavity 3. This structure objectively solves the interference problem during the assembly of the reinforcing structure 4 and the frame beam body 1. The reinforcing structure 4 can fully utilize the spatial structure of the front pillar assembly 1011, greatly improving the bending resistance of the front pillar assembly 1011 and significantly improving the small offset collision effect. Moreover, it also reduces the field of vision angle of the front pillar assembly 1011, increasing the driver's field of vision.

[0310] The tubular reinforcement structure can be made of composite material pultruded tubes (as shown in Figure 4), aluminum alloy extruded beams (as shown in Figure 5), or hot-expanded tube beams (as shown in Figure 6).

[0311] The above embodiments are merely illustrative of the technical solutions of this disclosure and are not intended to limit it. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure, and all should be covered within the scope of this disclosure. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. This disclosure is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of this disclosure.

Claims

1. A vehicle, including a body frame, the body frame comprising: The frame beam body is made of fiber composite board and has a recessed groove formed in the direction away from the inside of the vehicle body. The inner plate is connected to the main body of the frame beam, covers the recessed groove, and forms a cavity together with the main body of the frame beam; A reinforcing structure is provided within the cavity and connected between the main frame beam and the inner plate; The frame beam body includes multiple connected outer plates, and the frame beam body has multiple bends at the location where the recessed groove is formed, with at least two of the bends being formed by different outer plates.

2. The vehicle according to claim 1, wherein, The plurality of outer panels include a first outer panel having a first bend and a second outer panel having a second bend, wherein a portion of the first outer panel overlaps with a portion of the second outer panel and is bonded to each other.

3. The vehicle according to claim 1 or 2, wherein, The reinforcing structure is bonded to at least one of the frame beam body and the inner plate.

4. The vehicle according to claim 2, wherein, The first outer panel includes a first segment and a second segment forming the first bend, and the second outer panel includes a third segment and a fourth segment forming the second bend. The first outer panel and the second outer panel are connected such that the first panel segment is closer to the inside of the vehicle body than the third panel segment, and the second panel segment is closer to the front of the vehicle body than the fourth panel segment.

5. The vehicle according to claim 4, wherein, The first plate segment is bonded to the third plate segment, and the reinforcing structure is bonded to the side of the first plate segment opposite to the third plate segment. The second plate segment is closer to the front of the vehicle body than the reinforcing structure, and the fourth plate segment is closer to the rear of the vehicle body than the reinforcing structure.

6. The vehicle according to any one of claims 1 to 5, wherein, The main body of the frame beam is bonded to the inner plate.

7. The vehicle according to any one of claims 1 to 6, wherein, The main body of the frame beam is made of glass fiber reinforced composite material, and / or the inner plate is made of glass fiber reinforced composite material.

8. The vehicle according to any one of claims 1 to 7, wherein, The main body of the frame beam is made of glass fiber reinforced polypropylene composite material, and / or the inner plate is made of glass fiber reinforced polypropylene composite material.

9. The vehicle according to claim 8, wherein, The glass fiber reinforced polypropylene composite material includes glass fiber and a thermoplastic resin matrix, wherein the weight percentage of the glass fiber is greater than or equal to 60 and less than or equal to 80, the weight percentage of the thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of the glass fiber and the thermoplastic resin matrix is ​​100.

10. The vehicle according to claim 8 or 9, wherein, The glass fiber reinforced polypropylene composite material has a glass fiber weight percentage of 68% and 75%.

11. The vehicle according to any one of claims 1 to 10, wherein, The reinforcing structure is made of glass fiber reinforced composite material.

12. The vehicle according to claim 11, wherein, The reinforcing structure is made of glass fiber reinforced polyamide-6.

13. The vehicle according to claim 12, wherein, The glass fiber reinforced polyamide-6 comprises glass fiber and a thermoplastic resin matrix, wherein the weight percentage of the glass fiber is greater than or equal to 60 and less than or equal to 80, the weight percentage of the thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of the glass fiber and the thermoplastic resin matrix is ​​100.

14. The vehicle according to claim 12 or 13, wherein, The glass fiber reinforced polyamide-6 has a weight percentage of glass fiber greater than or equal to 68 or less than or equal to 75.

15. The vehicle according to any one of claims 1 to 10, wherein, The reinforcing structure is made of metal or alloy, and the alloy includes aluminum alloy.

16. The vehicle according to any one of claims 1 to 15, wherein, The reinforcing structure is configured as a tubular reinforcing structure with a closed cross-section.

17. The vehicle according to claim 16, wherein, The tubular reinforcing structure is a glass fiber reinforced composite pultruded tube, and the wall thickness of the tubular reinforcing structure is 6mm to 10mm; or, The tubular reinforcing structure is an aluminum alloy pultruded tube, and the wall thickness of the tubular reinforcing structure is 3mm to 5mm.

18. The vehicle according to claim 16 or 17, wherein, The tubular reinforcing structure has built-in reinforcing components.

19. The vehicle according to claim 18, wherein, The reinforcing component includes at least one reinforcing rib, each of which is connected to the wall of the tubular reinforcing structure and located within the cavity.

20. The vehicle according to claim 19, wherein, The reinforcing ribs are formed along the entire length of the tubular reinforcing structure, and the reinforcing ribs extend along the length direction of the tubular reinforcing structure.

21. The vehicle according to claim 20, wherein, The reinforcing component includes multiple reinforcing ribs. When viewed in cross-section of the tubular reinforcing structure, at least some of the reinforcing ribs are intersecting and connected.

22. The vehicle according to any one of claims 16 to 21, wherein, The tubular reinforcing structure is bonded to the outer wall of the vehicle body and the main body of the frame beam. The tubular reinforcing structure has its inner wall, facing the inside of the vehicle body, bonded to the inner panel.

23. The vehicle according to any one of claims 16 to 22, wherein, The inner panel has a raised rib that protrudes outward toward the outer side of the vehicle body. The tubular reinforcing structure has its inner wall bonded to the protruding part.

24. The vehicle according to any one of claims 1 to 23, wherein, The vehicle frame includes a body pillar assembly, side beam assembly, cross beam assembly, and door frame beam assembly; the main body of the frame beam includes body pillars, side beams, cross beams, and door sill beams. The frame beam body, the reinforcing structure, and the inner plate together form at least a portion of the vehicle body pillar assembly and / or at least a portion of the side beam assembly and / or at least a portion of the crossbeam assembly and / or at least a portion of the sill beam assembly.

25. The vehicle according to claim 24, wherein, Along the longitudinal direction of the vehicle body, the vehicle pillars include at least one of a front pillar, a middle pillar, and a rear pillar; the vehicle pillar assembly includes at least one of a front pillar assembly, a middle pillar assembly, and a rear pillar assembly.

26. The vehicle according to claim 25, wherein, The main frame beam, the reinforcing structure, and the inner plate together form at least a portion of the front column assembly.

27. The vehicle according to claim 25 or 26, wherein, The front pillar assembly includes an upper front pillar assembly member and a lower front pillar assembly member connected together. The upper front pillar assembly member is connected to the side beam assembly and the lower front pillar assembly member. The main frame beam, the reinforcing structure, and the inner plate together form the upper component of the front column assembly.

28. The vehicle according to any one of claims 1 to 27, wherein, The vehicle also includes a chassis, the body frame is mounted on the chassis and together they form a passenger compartment, the body frame including body pillar assemblies. The frame beam body, the reinforcing structure, and the inner panel together form at least a portion of the vehicle body pillar assembly.

29. The vehicle according to claim 28, wherein, The vehicle also includes a battery unit mounted on the chassis.

30. The vehicle according to claim 29, wherein, The housing of the battery device forms at least a portion of the floor of the passenger compartment.

31. The vehicle according to any one of claims 28 to 30, wherein, The vehicle frame is detachably connected to the top of the chassis.

32. A method for manufacturing a vehicle, the method comprising: Multiple outer panels, inner panels, and reinforcing structures are available; Multiple outer panels are bonded together to form a frame beam body with recessed grooves, the recessed grooves being surrounded by at least two outer panels with bent portions; The inner plate is bonded to the frame beam body such that the inner plate and the recessed groove of the frame beam body together form a cavity, and the reinforcing structure is located in the cavity.

33. The method for manufacturing a vehicle according to claim 32, wherein, The plurality of outer panels includes a first outer panel having a first bend and a second outer panel having a second bend. The main body of the frame beam with recessed grooves is formed by bonding and connecting multiple outer panels, including: The reinforcing structure is bonded to a first side of the first outer plate, and a second outer plate is bonded to a second side of the first outer plate opposite to the first side along the thickness direction, such that the reinforcing structure is located in the recessed groove, the recessed groove being formed by at least the first outer plate and the second outer plate.

34. The method of manufacturing a vehicle according to claim 32 or 33, wherein, The reinforcing structure is formed by pultrusion, extrusion, or hot air expansion.

35. The method for manufacturing a vehicle according to claim 34, wherein, The reinforcing structure is configured as a tubular reinforcing structure.

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