Vehicle

Abstract

A vehicle, a vehicle body frame (10) thereof comprising a frame beam body (1), a first reinforcing column (5) and a connecting assembly (6). The frame beam body (1) comprises a first section (1131), a second section (1132) and a third section (1133), the first section (1131) being fitted to a cross beam of the vehicle body frame (10), the third section (1133) being fitted to a sill beam assembly (104) of the vehicle body frame (10), and the second section (1132) extending to connect the first section (1131) and the third section (1133). The first reinforcing column (5) is at least filled in the second section (1132), and the connecting assembly (6) comprises a first joint (62) mounted on the frame beam body (1), the first joint (62) being used for connecting the first reinforcing column (5) and the sill beam assembly (104); the first joint (62) comprises a first joint body (621) and a first reinforcing structure (6213), the first joint body (621) comprising a first reinforcing column connecting portion (6211) and a sill beam connecting portion (6212) which are connected, and the first reinforcing structure (6213) being at least formed on the first reinforcing column connecting portion (6211). Such an arrangement enables the vehicle to have enhanced deformation resistance.

Description

vehicle Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to vehicles. Background Technology

[0002] A vehicle comprises a body frame, which plays a crucial role in enhancing the overall rigidity and strength of the vehicle body. In the event of a collision, the body frame provides protection for the occupants. Therefore, improving a vehicle's resistance to deformation during a collision is a ongoing research and development topic in the industry. Summary of the Invention

[0003] To address the aforementioned technical problems, this disclosure provides a vehicle with improved resistance to deformation.

[0004] The embodiments disclosed herein are implemented through the following technical solutions.

[0005] A first aspect of this disclosure provides a vehicle, the vehicle including a body frame, the body frame including: a frame beam body, a first reinforcing column and a connecting assembly, the frame beam body including at least a first section, a second section and a third section, the first section for cooperating with a crossbeam of the body frame, the third section for cooperating with a sill beam assembly of the body frame, and the second section extending to connect the first section and the third section; the first reinforcing column at least fills the second section; the connecting assembly including a first joint installed on the frame beam body, the first joint for connecting the first reinforcing column and the sill beam assembly; wherein, the first joint includes a first joint body and a first reinforcing structure, the first joint body including a connected first reinforcing column connecting portion and a sill beam connecting portion, and the first reinforcing structure being formed at least in the first reinforcing column connecting portion.

[0006] In this disclosure, the first reinforcing pillar connection is connected to the sill beam connection. In the event of a collision, the first reinforcing structure formed at the first reinforcing pillar connection can transfer the collision load to the sill beam assembly through the sill beam connection. This design effectively reduces the load acting on the first reinforcing pillar, lowers the risk of significant deformation of the vehicle frame, and helps improve the deformation resistance of the vehicle frame.

[0007] In some embodiments, along the vertical direction of the vehicle body, the first reinforcing pillar connection is connected above the sill beam connection; the first reinforcing rib is formed at the first reinforcing pillar connection, and the first reinforcing rib is formed such that the further it extends rearward along the front-rear direction of the vehicle body, the closer it is to the sill beam connection along the vertical direction of the vehicle body.

[0008] Since the first reinforcing rib extends further rearward along the front-rear direction of the vehicle body and is closer to the sill beam connection along the vertical direction of the vehicle body, it can further strengthen the strength of the first joint and enhance its resistance to deformation. This allows the load on the first reinforcing column to be transferred to the sill beam assembly more effectively, thereby improving the deformation resistance of the vehicle body frame.

[0009] In some embodiments, at least a portion of the plurality of first reinforcing ribs extends from the front end of the first joint body in the longitudinal direction of the vehicle body to the upper end of the sill beam connection in the vertical direction of the vehicle body.

[0010] Therefore, the strength of the first joint can be further enhanced, and its resistance to deformation can be improved. This allows for better transfer of the load on the first reinforcing column to the sill beam assembly, thereby improving the deformation resistance of the vehicle frame. Furthermore, when the front end of the first joint in the longitudinal direction of the vehicle body is subjected to force, the force can be better transferred to the sill beam assembly, further strengthening the vehicle and enhancing the deformation resistance of the vehicle frame.

[0011] In some embodiments, the spacing between adjacent first reinforcing ribs along the vertical direction of the vehicle body is in the range of 20mm to 30mm.

[0012] This allows the distance between the first reinforcing ribs to be kept within a suitable range, which can strengthen the strength of the first joint, avoid the waste of materials caused by the spacing of the first reinforcing ribs being too small, and reduce the weight of the first joint, thereby reducing the weight of the vehicle and improving the vehicle's range.

[0013] In some embodiments, the first reinforcing structure further includes a plurality of second reinforcing ribs, which are arranged in a mesh-like pattern with the plurality of first reinforcing ribs.

[0014] This can further improve the deformation resistance of the first joint, increase the strength of the first joint, and thus improve the strength of the vehicle.

[0015] In some embodiments, the second reinforcing rib extends along the vertical direction of the vehicle body; and / or, among a plurality of second reinforcing ribs, the spacing between adjacent second reinforcing ribs along the longitudinal direction of the vehicle body is in the range of 40 mm to 80 mm.

[0016] This allows the distance between the second reinforcing ribs to be kept within a suitable range, which can strengthen the first joint, avoid the waste of materials caused by the spacing of the second reinforcing ribs being too small, and reduce the weight of the first joint, thereby reducing the weight of the vehicle and improving the vehicle's range.

[0017] In some embodiments, the first reinforcing pillar connection includes a first energy-absorbing part and a first reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the first energy-absorbing part is forward of the first reinforcing part, the first reinforcing pillar is connected to the first reinforcing part, and the thickness of the first joint body of the first energy-absorbing part is less than the thickness of the first joint body of the first reinforcing part.

[0018] Since the first joint body includes a first energy-absorbing part, it can absorb a portion of the load during a collision, thereby reducing the load transmitted to the first reinforcing column and / or sill beam assembly. This reduces the deformation of the first reinforcing column and / or sill beam assembly, reduces the deformation of the second and / or third sections, and improves the deformation resistance of the frame beam body. Because the thickness of the first joint body of the first energy-absorbing part is less than the thickness of the first joint body of the first reinforcing part, it can deform and absorb the load more quickly during a collision, thus reducing the force transmitted to the first reinforcing part. Furthermore, it can enhance the load-bearing capacity of the first joint body of the first reinforcing part. When subjected to external loads, the first reinforcing part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to localized damage.

[0019] In some embodiments, the thickness of the first connector body of the first energy-absorbing part is in the range of 2 mm to 3 mm, and the thickness of the first connector body of the first reinforcing part is in the range of 3 mm to 5 mm.

[0020] The thickness of the first joint body of the first energy-absorbing part and the thickness of the first joint body of the first reinforcing part are both within a reasonable range. This enables the first energy-absorbing part to better absorb the load and the first reinforcing part to better resist deformation and transmit the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0021] In some embodiments, the wall thickness of the first reinforcing rib located in the first energy-absorbing portion is less than the wall thickness of the first reinforcing rib located in the first reinforcing portion.

[0022] This allows the first energy-absorbing part to deform and absorb the load more quickly during a collision, thereby reducing the force transmitted to the first reinforcing part; it also improves the load-bearing capacity of the first reinforcing part. When subjected to external loads, the first reinforcing part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0023] In some embodiments, the wall thickness of the first reinforcing rib located in the first energy-absorbing portion is in the range of 2 mm to 3 mm, and the wall thickness of the first reinforcing rib located in the first reinforcing portion is in the range of 3 mm to 4 mm.

[0024] The wall thickness of the first reinforcing rib located in the first energy-absorbing part and the wall thickness of the first reinforcing rib located in the first reinforcing part are both within a reasonable range. This enables the first energy-absorbing part to better absorb the load and the first reinforcing part to better resist deformation and transfer the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0025] In some embodiments, the first reinforcing pillar connection includes a first energy-absorbing part and a first reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the first energy-absorbing part is forward of the first reinforcing part, the first reinforcing pillar is connected to the first reinforcing part, and the thickness of the first joint body of the first energy-absorbing part is less than the thickness of the first joint body of the first reinforcing part.

[0026] Since the first joint body includes a first energy-absorbing part, it can absorb a portion of the load during a collision, thereby reducing the load transmitted to the first reinforcing column and / or sill beam assembly. This reduces the deformation of the first reinforcing column and / or sill beam assembly, reduces the deformation of the second and / or third sections, and improves the deformation resistance of the frame beam body. Because the thickness of the first joint body of the first energy-absorbing part is less than the thickness of the first joint body of the first reinforcing part, the first joint body of the first energy-absorbing part can deform and absorb the load more quickly during a collision, thus reducing the load transmitted to the first reinforcing part. Furthermore, it can enhance the load-bearing capacity of the first joint body of the first reinforcing part. When subjected to external loads, the first reinforcing part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to localized damage.

[0027] In some embodiments, the wall thickness of the second reinforcing rib located in the first energy-absorbing portion is less than the wall thickness of the second reinforcing rib located in the first reinforcing portion.

[0028] This allows the first energy-absorbing part to deform and absorb the load more quickly during a collision, thereby reducing the load transmitted to the first reinforcing part; it also enhances the load-bearing capacity of the first reinforcing part. When subjected to external loads, the first reinforcing part can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0029] In some embodiments, the wall thickness of the second reinforcing rib located in the first energy-absorbing portion is in the range of 2 mm to 3 mm, and the wall thickness of the second reinforcing rib located in the first reinforcing portion is in the range of 3 mm to 4 mm.

[0030] The wall thickness of the second reinforcing rib located in the first energy-absorbing part and the wall thickness of the second reinforcing rib located in the first reinforcing part are both within a reasonable range. This enables the first energy-absorbing part to better absorb the load and the first reinforcing part to better resist deformation and transfer the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0031] In some embodiments, a first reinforcing structure is also formed at the sill beam connection, and the first reinforcing structure includes a plurality of third reinforcing ribs arranged intersectingly.

[0032] This strengthens the sill beam connection and improves the reliability of the connection between the first joint and the sill beam assembly.

[0033] In some embodiments, the first connector is formed with a first insertion groove, the first insertion groove being defined by a first reinforcing post connection portion and a first reinforcing structure surrounding it, and a portion of the first reinforcing post being inserted into the first insertion groove.

[0034] Since the first insertion groove is defined by the first reinforcing post connection part and the first reinforcing rib and / or the second reinforcing rib around it, the strength of the first insertion groove can be enhanced, thereby improving the connection reliability between the first insertion groove and the first reinforcing post; and this structure is simple and can also reduce the number of parts.

[0035] In some embodiments, along the front-rear direction of the vehicle body, a portion of the first energy-absorbing part protrudes forward relative to the sill beam connection.

[0036] Therefore, when a collision occurs, the first energy-absorbing part can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing column and / or sill beam assembly, thus reducing the deformation of the first reinforcing column and / or sill beam assembly, reducing the deformation of the second and / or third section, and improving the deformation resistance of the frame beam body.

[0037] In some embodiments, the vehicle frame further includes a second reinforcing column, which fills the first segment. The connecting assembly further includes a second connector for connecting the first and second reinforcing columns. The second connector includes a second connector body and a plurality of fourth reinforcing ribs. The second connector body includes a connected second energy-absorbing part and a second reinforcing part. The second reinforcing part is provided with fourth reinforcing ribs. Along the front-rear direction of the vehicle body, the second energy-absorbing part is positioned further forward than the second reinforcing part. The second energy-absorbing part is used to absorb collision loads from the front. The thickness of the second connector body of the second energy-absorbing part is less than the thickness of the second connector body of the second reinforcing part.

[0038] Because the second energy-absorbing section is positioned further forward than the second reinforcing section, in the event of a frontal collision (e.g., a 25% offset collision), the second energy-absorbing section can absorb a portion of the load during the collision and then transfer the load to the second reinforcing section. This reduces the load transferred to the second reinforcing section, thereby reducing the load transferred to the first and / or second reinforcing pillars, and consequently reducing the deformation of the first and / or second reinforcing pillars. Since the thickness of the second joint body of the second energy-absorbing section is less than that of the second joint body of the second reinforcing section, the second joint body of the second energy-absorbing section can deform and absorb the load more quickly during a collision, thus reducing the force transferred to the second reinforcing section. Furthermore, it can enhance the load-bearing capacity of the second joint body of the second reinforcing section. When subjected to external loads, the second reinforcing section can better disperse stress, reduce local stress concentration, improve the overall structural stability, and reduce the risk of overall failure due to localized damage.

[0039] In some embodiments, the second reinforcing part includes a first reinforcing section and a second reinforcing section, the first reinforcing section being connected between the second energy-absorbing part and the second reinforcing section, and the thickness of the second connector body of the first reinforcing section being less than the thickness of the second connector body of the second reinforcing section.

[0040] This allows the second reinforcement section to better resist deformation and transfer loads, reducing the intrusion into the passenger compartment and lowering the probability of danger to occupants in the event of a collision.

[0041] In some embodiments, the thickness of the second connector body of the second energy-absorbing part is in the range of 2 mm to 3 mm, and the thickness of the second connector body of the second reinforcing part is in the range of 2.5 mm to 5 mm.

[0042] The thickness of the second joint body of the second energy-absorbing part and the thickness of the second joint body of the second reinforcing part are both within a reasonable range. This allows the second energy-absorbing part to better absorb the load and the second reinforcing part to better resist deformation and transfer the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0043] In some embodiments, the thickness of the second connector body of the second energy-absorbing section is in the range of 2 mm to 3 mm, the thickness of the second connector body of the first reinforcing section is in the range of 3 mm to 4 mm, and the thickness of the second connector body of the second reinforcing section is in the range of 4 mm to 5 mm.

[0044] This allows the second energy-absorbing part to better absorb the load, and the second reinforcing part to better resist deformation and transfer the load. It also saves materials, helps reduce the vehicle's weight, and improves the vehicle's range.

[0045] In some embodiments, a fourth reinforcing rib is provided at least in the first reinforcing section.

[0046] This improves the deformation resistance of the part of the second joint used to connect the second reinforcing column, enhances the connection reliability between the second joint and the crossbeam assembly, thus facilitating the transfer of collision loads to the crossbeam assembly, improving the deformation resistance of the vehicle frame, and reducing the amount of deformation intrusion into the passenger compartment caused by a collision.

[0047] In some embodiments, the fourth reinforcing rib is located in the second joint near the second reinforcing column.

[0048] This can further improve the deformation resistance of the part of the second joint used to connect the second reinforcing column, improve the connection reliability between the second joint and the crossbeam assembly, thus facilitating the transfer of collision load to the crossbeam assembly, improving the deformation resistance of the body frame, and reducing the amount of deformation intrusion of the passenger compartment caused by a collision.

[0049] In some embodiments, multiple fourth reinforcing ribs are connected.

[0050] This structure is simple in design and can improve the deformation resistance of the second reinforcing part and improve the connection reliability between the second joint and the second reinforcing column.

[0051] In some embodiments, the plurality of fourth reinforcing ribs are arranged in a mesh pattern; or, the plurality of fourth reinforcing ribs are connected end to end in a ring.

[0052] This can further improve the deformation resistance of the second reinforcing part and improve the connection reliability between the second joint and the second reinforcing column.

[0053] In some embodiments, the plurality of fourth reinforcing ribs include a first reinforcing rib group and a second reinforcing rib group, each fourth reinforcing rib of the first reinforcing rib group extends from the second reinforcing column to the first reinforcing column, and each fourth reinforcing rib of the second reinforcing rib group is cross-connected with each fourth reinforcing rib of the first reinforcing rib group.

[0054] This can further improve the deformation resistance of the second reinforcing part, improve the connection reliability between the second joint and the second reinforcing column, and also improve the connection reliability between the second joint and the first reinforcing column.

[0055] In some embodiments, the thickness of the fourth reinforcing rib is in the range of 3 mm to 4 mm.

[0056] Setting the thickness of the fourth reinforcing rib within a reasonable range can strengthen the second reinforcing part, save materials, reduce vehicle weight, and improve the vehicle's range.

[0057] In some embodiments, the vehicle frame also includes a door anti-collision beam assembly for the door, wherein, when the door is closed, the second joint is located in front of or behind the door anti-collision beam assembly along the longitudinal direction of the vehicle body.

[0058] Therefore, the second joint can transfer the load generated by the collision to the door anti-collision beam assembly, which can further improve the deformation resistance of the body frame, reduce the intrusion of the passenger compartment during the collision, and reduce the probability of danger to the driver or passengers during the collision.

[0059] In some embodiments, the second connector is formed with a second insertion groove, which is defined by a second reinforcing portion and a portion of a fourth reinforcing rib, and a portion of the second reinforcing post is inserted into the second insertion groove.

[0060] Since the second insertion groove is defined by the second reinforcing part and part of the fourth reinforcing rib, the strength of the second insertion groove can be enhanced, thereby improving the connection reliability of the second insertion groove and the second reinforcing post, and reducing the number of parts and improving assembly efficiency.

[0061] In some embodiments, the first connector is a one-piece aluminum alloy component, and / or the first connector is a die-cast aluminum alloy component.

[0062] In some embodiments, the second connector is a one-piece aluminum alloy component, and / or the second connector is a die-cast aluminum alloy component.

[0063] Using aluminum alloy for the first and / or second connectors improves their corrosion resistance, reduces the weight of the vehicle frame, and enhances its lightweight design. Making the first and / or second connectors a single piece reduces the number of parts, increasing structural rigidity and durability. Using die-casting for the first and / or second connectors improves vehicle frame production efficiency and shortens vehicle production cycles.

[0064] In some embodiments, the aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy.

[0065] This can improve the mechanical properties of the car body frame, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0066] In some embodiments, the aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

[0067] Further reducing the grain size of aluminum alloys and making the microstructure of aluminum alloys more uniform and dense will further reduce casting defects.

[0068] In some embodiments, at least one of the first reinforcing column and the second reinforcing column is configured as a tubular shell with a closed cross-section.

[0069] Since at least one of the first and second reinforcing pillars is configured as a tubular shell with a closed cross-section, the tubular reinforcing pillar with the closed cross-section can effectively absorb impact energy, and has high strength and rigidity. It is also easy to process and install, which is beneficial to improving the assembly efficiency of the vehicle body frame and shortening the vehicle manufacturing cycle.

[0070] In some embodiments, at least one of the first reinforcing column and the second reinforcing column is configured as a shell with a closed cross-section and a reinforcing component built into the shell.

[0071] This allows for further improvement in the strength of the reinforcing pillars, thereby enhancing the overall strength of the vehicle.

[0072] In some embodiments, the reinforcing component includes at least one first reinforcing rib connected to the inner wall of the tube shell.

[0073] Since the first reinforcing rib is connected to the inner wall of the tube shell, the space inside the tube shell can be effectively utilized, and the strength of the tube shell can be enhanced without increasing the outer contour dimensions of the tube shell, thereby enhancing the strength of the reinforcing structure and thus increasing the strength of the vehicle.

[0074] In some embodiments, in a cross-section perpendicular to the extending direction of the tube shell, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube shell.

[0075] Since the first reinforcing rib is connected to the tube wall of the tube shell and is located inside the tube cavity, the space inside the tube shell cavity can be effectively utilized, and the strength of the reinforcing column can be enhanced without increasing the outer contour size of the reinforcing column, thereby increasing the strength of the vehicle.

[0076] In some embodiments, there are multiple first reinforcing ribs, and at least a portion of the multiple first reinforcing ribs are arranged in a cross configuration.

[0077] This helps to further enhance the strength of the casing, thereby increasing the strength of the reinforcing column and ultimately increasing the strength of the vehicle.

[0078] In some embodiments, at least one of the first reinforcing post and the second reinforcing post is formed as an integral aluminum pultruded structure; the thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or the thickness of the tube wall is in the range of 3 mm to 5 mm.

[0079] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high stiffness, reducing deformation under stress. Furthermore, aluminum's low density contributes to vehicle weight reduction compared to traditional steel bodies. The tube shell of suitable thickness and the first reinforcing rib are integrated into a single structure. This integrated structure enhances the overall structural strength and stiffness of the reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0080] In some embodiments, at least one of the first reinforcing post and the second reinforcing post is formed as a glass fiber reinforced composite pultruded tube, the thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall is in the range of 6 mm to 10 mm.

[0081] Pultrusion molding is beneficial for obtaining good strength and stiffness, and it can also be used to strengthen structures with complex cross-sections. It is also beneficial for further optimizing the mechanical properties and shape flexibility of the strengthened structure, and can improve the production efficiency of the strengthened structure.

[0082] In some embodiments, at least one of the first reinforcing column and the second reinforcing column is configured to have a shell and a resin filling structure, wherein the resin filling structure is filled inside the shell.

[0083] Resin-filled structures are used to enhance the structural strength and rigidity of the casing.

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

[0085] Thermoplastic pultruded composite tubes are composite tubes produced through the pultrusion process. Thermoplastic pultruded composite tubes have the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second reinforcing column and / or the first reinforcing column. Moreover, composite materials help to improve the lightweighting of the vehicle body frame.

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

[0087] By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle can be met. This ensures that the wall thickness of the thermoplastic pultruded composite tube is not too thin, which would prevent the vehicle from failing to meet the structural strength and stiffness requirements, while also preventing the wall thickness of the thermoplastic pultruded composite tube from being too thick, which would result in excessive performance.

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

[0089] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second reinforcing column and / or the first reinforcing column.

[0090] In some embodiments, the frame beam body is recessed in a direction away from the inside of the vehicle body to form a groove, the opening of the groove faces the inside of the vehicle body, and at least one second reinforcing rib is provided in the groove of the frame beam body.

[0091] This can further strengthen the main body of the frame beam, thereby further enhancing the strength and rigidity of the vehicle.

[0092] In some embodiments, the number of second reinforcing ribs is multiple; multiple second reinforcing ribs are arranged in a cross pattern to form a mesh structure; and / or multiple second reinforcing ribs are connected end to end to form a ring structure.

[0093] This will further strengthen the main body of the frame beam, thereby further enhancing the strength and rigidity of the vehicle.

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

[0095] The injection molding process integrates the second reinforcing rib with the main frame beam, reducing the number of assembly steps between the second reinforcing rib and the main frame beam. Moreover, the injection molding process allows the second reinforcing rib to extend into every corner of the main frame beam.

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

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

[0098] In some embodiments, the thickness of the second reinforcing rib is in the range of 2.5 mm to 3.5 mm; and / or the thickness of the frame beam body is in the range of 2.5 mm to 3.5 mm.

[0099] By setting the thickness of the frame beam body and the second reinforcing rib within this range, the frame beam body and the second reinforcing rib can meet the vehicle's strength and stiffness requirements.

[0100] In some embodiments, at least one of the first reinforcing post and the second reinforcing post is connected to both the bottom wall and the side wall of the groove, and the second reinforcing rib forms a clearance groove for mounting the first reinforcing post and / or the second reinforcing post. This helps to improve the structural strength and rigidity of the vehicle along the inward and outward directions of the vehicle body.

[0101] In some embodiments, the main body of the frame beam is a continuous fiber composite board.

[0102] Because the main body of the frame beam is made of continuous fiber composite board, the strength of the main body of the frame beam can be improved, and the lightweight of the main body of the frame beam can also be improved, thus improving the vehicle's strength while also improving its lightweight.

[0103] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

[0104] Therefore, the composite material formed by using continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam.

[0105] In some embodiments, the continuous fiber is a continuous glass fiber or a continuous carbon fiber.

[0106] Continuous glass fiber or continuous carbon fiber has low density, high strength, good corrosion resistance, and design flexibility, thus extending the service life of the frame beams and consequently the vehicle's lifespan. It also further improves the vehicle's structural strength and stiffness, enhancing its lightweight design. Continuous carbon fiber also boasts advantages such as high strength, high modulus, lightweight, high temperature resistance, impact resistance, and fatigue resistance, further extending the service life of the frame beams and consequently the vehicle's lifespan. It also further improves the vehicle's structural strength and stiffness, enhancing its lightweight design.

[0107] In some embodiments, the continuous fiber is a continuous glass fiber, the weight percentage of the continuous fiber is in the range of 60 to 80, the weight percentage of the thermoplastic resin matrix is ​​in the range of 20 to 40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0108] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations where the continuous fiber content is too high or the resin matrix content is too low, resulting in exposed continuous fibers. Conversely, it is also possible to avoid situations where the composite material's strength is insufficient due to excessively low continuous fiber content or excessively high resin matrix content. This achieves a relatively balanced state between the continuous fiber and thermoplastic resin matrix content, making the composite material suitable for manufacturing the main frame beams of vehicles. Adding additives can improve the processing properties of both the continuous fibers and the thermoplastic resin matrix, contributing to the enhancement of the composite material's final performance.

[0109] In some embodiments, the continuous fiber composite layer further includes additives.

[0110] Additives are used to improve the performance and processability of the composite material in the main body of the frame beam, thereby enhancing the performance of the main body of the frame beam. It should be noted that additives are used to improve and optimize the performance of composite materials; in this embodiment, the additives are specifically used to improve the performance of the main body of the frame beam. Additives may include any one or a mixture of any combination of compatibilizers, antioxidants, and flame retardants. Compatibilizers are used to improve the interfacial bonding performance between the resin matrix and long glass fibers, improving the mechanical properties of the composite material; for example, they may be maleic anhydride grafted compatibilizers. Antioxidants can prevent or delay the oxidative degradation of materials, reducing the possibility of degradation due to high-temperature oxidation during processing and extending the service life of the composite material; for example, they may be hindered amine antioxidants, phosphite antioxidants, etc. Flame retardants are used to improve the flame retardant properties of the composite material; for example, they may be halogenated flame retardants.

[0111] 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.

[0112] Compatibilizers are used to improve the interfacial bonding performance between the resin matrix and long glass fibers, and to improve the mechanical properties of composite materials. Antioxidants can prevent or delay the oxidative degradation of materials, reduce the possibility of degradation of composite materials due to high-temperature oxidation during processing, and extend the service life of composite materials.

[0113] In some embodiments, the water absorption rate of each continuous fiber composite layer is not higher than 0.3%.

[0114] By controlling the water absorption rate of the single-layer fiber composite material layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0115] In some embodiments, the frame beam body includes multiple layers of continuous fiber composite material, with the continuous fibers of each layer laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent layers of continuous fiber composite material are different.

[0116] The different layup angles of the continuous fibers in adjacent fiber composite layers help to optimize the performance of the composite material in different directions.

[0117] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0118] A ply pattern that is neither 0° nor 90° provides strength in multiple directions, and having at least one of the outermost two layers effectively absorbs and disperses loads, reducing damage to the internal structure from external impacts. This arrangement helps enhance the impact resistance of the frame beam structure.

[0119] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is in the range of 25° to 75°.

[0120] The continuous fiber layup angle in composite materials ranges from 25° to 75°, which helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite materials.

[0121] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0122] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, and thus ensuring the structural strength and stiffness of the frame beam as much as possible.

[0123] In some embodiments, the thickness of the frame beam body is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0124] By limiting the thickness of the main frame beam within the aforementioned range, it is possible to avoid the main frame beam being too thin, thus failing to meet the requirements for structural strength and stiffness. Limiting the thickness of the single-layer fiber composite material layer serves two purposes: firstly, it prevents the single-layer fiber composite material layer from being too thin, resulting in insufficient structural strength and stiffness; secondly, it prevents the fiber composite material layer from being too thick, which could lead to an excessively thick main frame beam when laying multiple layers of continuous fiber composite, thus affecting the overall aesthetics of the vehicle or interfering with the installation of other vehicle components.

[0125] In some embodiments, the vehicle frame includes a vehicle pillar assembly and a vehicle beam assembly. The vehicle pillar assembly includes at least one of a front pillar assembly, a middle pillar assembly, and a rear pillar assembly. The frame beam body, a first reinforcing column, and a connecting assembly together form at least a portion of the vehicle pillar assembly. The vehicle beam assembly includes a crossbeam and a sill beam assembly.

[0126] Therefore, it can improve the strength and rigidity of the vehicle, thereby enhancing the vehicle's ability to withstand collisions (such as 25% offset collisions).

[0127] In some embodiments, the vehicle frame further includes a second reinforcing pillar that fills the first segment. The connecting assembly further includes a second connector for connecting the first and second reinforcing pillars. The crossbeam assembly includes at least a front roof crossbeam assembly. The frame beam body, the first reinforcing pillar, the second reinforcing pillar, and the connecting assembly together form a front pillar assembly. The front pillar assembly is connected between the front roof crossbeam assembly and the sill beam assembly. The vehicle frame also includes a front wheel arch side reinforcing beam. Along the longitudinal direction of the vehicle body, the front wheel arch side reinforcing beam is located in front of the second connector and connected to a second energy-absorbing part of the second connector. The second energy-absorbing part is used to absorb the collision load from the front wheel arch side reinforcing beam.

[0128] Therefore, when the front of the vehicle is subjected to a collision (such as a 25% offset collision), part of the load acting on the front wheel arch side reinforcement beam can be absorbed by the second energy-absorbing part, and the other part of the load can be transferred to the front roof crossbeam assembly and the sill beam assembly through the second joint. The front wheel arch side reinforcement beam, the front pillar assembly, the front roof crossbeam assembly and the sill beam assembly jointly resist the load generated by the collision, thereby reducing the degree of vehicle deformation and reducing the intrusion of the front pillar assembly into the passenger compartment.

[0129] In some embodiments, the first reinforcing post connecting portion of the first connector is bolted to the first reinforcing post, and the sill beam connecting portion of the first connector is bolted to the sill beam assembly. The first connector and the second connector are also used to connect to the door hinge.

[0130] Improve the reliability of the connection between the first joint and the first reinforcing column and sill beam assembly.

[0131] In some embodiments, the vehicle frame further includes interior and exterior trim mounting structures disposed on the vehicle pillar assembly.

[0132] This eliminates the need for separate components that can accommodate interior and exterior trim, while also reducing the number of parts required, which helps to achieve vehicle weight reduction and improve manufacturing efficiency.

[0133] In some embodiments, the body pillar assembly includes a front pillar assembly and / or a center pillar assembly, and the body frame further includes at least one metal connection structure disposed on the interior and exterior trim mounting structure, the at least one metal connection structure being used to connect at least one of a door hinge, a door lock, and a door opening limiter.

[0134] Therefore, the metal connection structure can be set between the main body of the frame beam and the second reinforcing rib of the front column assembly and / or the middle column assembly, so that the second reinforcing rib can fix the metal connection structure to the main body of the frame beam, which helps to make the metal connection structure installed stably.

[0135] In some embodiments, the vehicle pillar assembly includes a rear pillar assembly and / or a center pillar assembly, and the interior and exterior trim mounting structure includes at least one seatbelt accessory mounting structure for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0136] This is because both the rear pillar assembly and / or the center pillar assembly require the installation of seat belt accessories, and the body pillar assembly provides a seat belt accessory mounting structure for installing seat belt accessories.

[0137] In some embodiments, the interior and exterior trim mounting structure is used to install interior trim panels, which are used to cover at least the recessed area of ​​the frame beam body from the inside of the vehicle body.

[0138] The recessed openings in the interior trim panels are designed to minimize the direct exposure of the interior and exterior trim installation structures formed on the first reinforcing pillar, second reinforcing pillar, and / or frame beam to the driver / passenger's view, thus enhancing the vehicle's aesthetics.

[0139] 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 and a body beam assembly, the frame beam body, a first reinforcing column and a connecting assembly together forming at least a portion of the body pillar assembly.

[0140] This can improve the strength and rigidity of the body pillar assembly, thereby improving the strength and rigidity of the vehicle.

[0141] In some embodiments, the vehicle also includes a battery unit mounted on the chassis.

[0142] This improves the utilization of space under the vehicle, avoiding encroachment on passenger compartment and trunk space, thus providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury in a collision. Additionally, centralized chassis mounting facilitates maintenance and replacement, reducing the complexity of routine upkeep.

[0143] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment.

[0144] 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.

[0145] In some embodiments, the vehicle frame is detachably attached to the top of the chassis.

[0146] This reduces the number of components and the overall vehicle weight, thereby increasing the vehicle's range. Furthermore, this structure simplifies the assembly process and facilitates specialized collaboration.

[0147] The beneficial effects of this disclosure include: the ability to improve the strength and stiffness of the vehicle, and to improve the vehicle's resistance to collisions (e.g., 25% offset collisions), particularly its resistance to deformation. Attached Figure Description

[0148] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0149] Figure 1 is an exploded view of the vehicle structure provided in some embodiments of this disclosure;

[0150] Figure 2 is an exploded view of the vehicle body provided in some embodiments of this disclosure;

[0151] Figure 3 is a schematic diagram of the structure of an electric vehicle provided in some embodiments of this disclosure;

[0152] Figure 4 is an exploded view of a portion of the vehicle frame provided in some embodiments of this disclosure;

[0153] Figure 5 is a schematic diagram of the first side structure of a portion of the vehicle frame provided in some embodiments of this disclosure;

[0154] Figure 6 is a schematic diagram of the second side structure of a portion of the vehicle frame provided in some embodiments of this disclosure;

[0155] Figure 7 is a structural schematic diagram of the assembly of the front column assembly and the first connector provided in some embodiments of this disclosure;

[0156] Figure 8 is a schematic diagram of the structure of the first connector provided in some embodiments of this disclosure;

[0157] Figure 9 is a schematic diagram of the structure of the second connector provided in some embodiments of this disclosure;

[0158] Figure 10 is a schematic diagram of the first side structure of a portion of a vehicle frame provided in some embodiments of the present disclosure;

[0159] Figure 11 is a schematic diagram of a partial structure of a column assembly provided in some embodiments of this disclosure;

[0160] Figure 12 is another schematic diagram of a partial structure of a column assembly provided in some embodiments of this disclosure.

[0161] Explanation of reference numerals in the attached drawings: 1000 Vehicle; 100 Body; 200 Battery unit; 300 Motor; 400 Controller; 10 Body frame; 20 Passenger compartment; 30 Chassis; 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; 1021 Front roof crossbeam assembly; 103 Side beam assembly; 104 Sill beam assembly; 111 Hood; 112 Side fender; 113 Side door; 114 Tailgate; 105 Front wheel arch side reinforcement beam assembly; 106 Door anti-collision beam assembly; 1 Frame beam main body; 1131 First section; 1132 Second section; 1133 Third section; 13 Recess; 131 Recess sidewall; 132 1. Slot bottom; 134. Second reinforcing rib; 1341. Mesh structure; 13411. First part; 13412. Second part; 13413. Third part; 135. Clearance groove; 136. Interior and exterior trim mounting structure; 137. Metal connection structure; 138. Seat belt accessory mounting structure; 2. Body beam assembly; 4. Second reinforcing pillar; 42. Tube shell; 41. Reinforcing assembly; 411. First reinforcing rib; 5. First reinforcing pillar; 6. Connecting assembly; 61. Second joint; 611. Second joint body; 6111. Second energy-absorbing part; 6112. Second reinforcing part; 61121. First reinforcing section ; 61122 Second reinforcing section; 612 Second reinforcing structure; 6121 Fourth reinforcing rib; 61211 First reinforcing rib group; 61212 Second reinforcing rib group; 613 Second insertion slot; 62 First joint; 621 First joint body; 6211 First reinforcing column connection part; 62111 First energy absorption part; 62112 First reinforcing part; 6212 Threshold beam connection part; 62121 Third reinforcing rib; 6213 First reinforcing structure; 62131 First reinforcing rib; 62132 Second reinforcing rib; 6214 First insertion slot; 8 Connecting plate. Detailed Implementation

[0162] 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.

[0163] 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.

[0164] In the description of this disclosure, the technical terms "first," "second," "third," "fourth," etc., 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 this disclosure, "a plurality of" means two or more, unless otherwise explicitly defined.

[0165] 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.

[0166] In the description 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.

[0167] In the description 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 used only for the convenience of describing 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 this disclosure.

[0168] In the description of this disclosure, unless otherwise expressly specified and limited, the technical terms "installation," "connection," "joining," "fixing," etc., 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 this disclosure according to the specific circumstances.

[0169] In the description of this disclosure, unless otherwise expressly specified and limited, the technical term "contact" shall be interpreted broadly and may refer to direct contact, contact through an intermediate medium, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0170] The following is a detailed description of this disclosure.

[0171] 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.

[0172] 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.

[0173] In the description of this disclosure, the technical terms "first," "second," "third," "fourth," etc., 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 this disclosure, "a plurality of" means two or more, unless otherwise explicitly defined.

[0174] 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.

[0175] In the description 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.

[0176] In the description 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 used only for the convenience of describing 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 this disclosure.

[0177] In the description of this disclosure, unless otherwise expressly specified and limited, the technical terms "installation," "connection," "joining," "fixing," etc., 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 this disclosure according to the specific circumstances.

[0178] In the description of this disclosure, unless otherwise expressly specified and limited, the technical term "contact" shall be interpreted broadly and may refer to direct contact, contact through an intermediate medium, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0179] The following is a detailed description of this disclosure.

[0180] A vehicle comprises a body frame, which plays a crucial role in enhancing the overall rigidity and strength of the vehicle body. In the event of a collision, the body frame provides protection for the occupants. Therefore, improving a vehicle's resistance to deformation during a collision remains a key area of ​​ongoing research and development in the industry.

[0181] To address the aforementioned technical issues, this disclosure provides a vehicle.

[0182] The vehicles involved in 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 diagram of an electric vehicle provided in some embodiments of this disclosure.

[0183] As shown in Figure 1, the vehicle 1000 of this disclosure includes a chassis 30 and a body 100 disposed on the chassis 30. The body 100 adopts at least part of the body frame 10 of the vehicle provided in this disclosure.

[0184] 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.

[0185] 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.

[0186] 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.

[0187] 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.

[0188] 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.

[0189] The following descriptions will use the combination of the vehicle frame 10 and the skateboard chassis as an example.

[0190] As shown in Figure 1, the vehicle frame 10 disclosed herein includes at least structural components such as body pillar assemblies 101, crossbeam assemblies 102, side beam assemblies 103, and sill beam assemblies 104. The body panels 11 include at least hood 111, side fenders 112, and side doors 113, and may also include tailgate 114, anti-collision beams (not shown in the figure), bumpers (not shown in the figure), and roof (not shown in the figure). The body pillar assembly 101 is a collective term for the front pillar assembly (also known as the "A-pillar assembly") 1011, the middle pillar assembly (also known as the "B-pillar assembly") 1012, and the rear pillar assembly (also known 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.

[0191] 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.

[0192] 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.

[0193] The vehicle body 100 at least partially adopts the vehicle body frame 10 provided in this disclosure, meaning that the vehicle body frame 10 provided in this disclosure 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 can be used for at least any one of the aforementioned front pillar assembly upper member 1011a and front pillar assembly lower member 1011b.

[0194] 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.

[0195] In existing technologies, increasing the thickness of the reinforcing pillar assembly is typically used to improve a vehicle's collision resistance; however, this design is not conducive to achieving lightweight vehicles. Research has shown that incorporating a reinforcing structure inside the joint connecting the reinforcing pillar and the sill beam allows the collision load to be transferred to the sill beam, thereby reducing the load transmitted to the reinforcing pillar. This design helps reduce the load borne by the reinforcing pillar during a collision, thus helping to maintain the structural integrity of the reinforcing pillar and enhancing the vehicle's crashworthiness.

[0196] Based on this design concept, this disclosure provides a vehicle including a body frame. The body frame includes a frame beam body, a first reinforcing column, and a connecting assembly. The frame beam body includes at least a first section, a second section, and a third section. The first section is used to cooperate with the crossbeam of the body frame, the third section is used to cooperate with the sill beam assembly of the body frame, and the second section extends to connect the first section and the third section. The first reinforcing column is at least filled in the second section. The connecting assembly includes a first joint installed on the frame beam body. The first joint is used to connect the first reinforcing column and the sill beam assembly. The first joint includes a first joint body and a first reinforcing structure. The first joint body includes a connected first reinforcing column connecting portion and a sill beam connecting portion. The first reinforcing structure is at least formed in the first reinforcing column connecting portion.

[0197] Because the first reinforcing pillar connection is connected to the sill beam connection, the first reinforcing structure formed at the first reinforcing pillar connection during a collision can transfer the load generated by the collision to the sill beam assembly through the sill beam connection. This design effectively reduces the load acting on the first reinforcing pillar, helps to reduce the stress borne by the first reinforcing pillar during a collision, reduces the risk of large deformation, thereby helping to maintain the structural integrity of the vehicle body frame and improve the vehicle's resistance to deformation.

[0198] The vehicles provided in some embodiments of this disclosure will now be described in detail with reference to Figures 1 to 12.

[0199] 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 an exploded view of a portion of the vehicle body frame provided in some embodiments of the present disclosure; Figure 5 is a first side structural diagram of a portion of the vehicle body frame provided in some embodiments of the present disclosure; Figure 6 is a second side structural diagram of a portion of the vehicle body frame provided in some embodiments of the present disclosure; Figure 7 is a structural diagram of the assembly of the front pillar assembly and the first connector provided in some embodiments of the present disclosure; Figure 8 is a structural diagram of the first connector provided in some embodiments of the present disclosure; Figure 9 is a structural diagram of the second connector provided in some embodiments of the present disclosure; Figure 10 is a first side structural diagram of a portion of the vehicle body frame provided in some embodiments of the present disclosure; Figure 11 is a partial structural diagram of the pillar assembly provided in some embodiments of the present disclosure; Figure 12 is another partial structural diagram of the pillar assembly provided in some embodiments of the present disclosure.

[0200] 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.

[0201] As shown in Figures 1 and 2, the vehicle provided in this disclosure includes a vehicle body frame 10. As shown in Figures 4 and 5, the vehicle body frame 10 includes: a frame beam body 1, which includes at least a first segment 1131, a second segment 1132, and a third segment 1133. The first segment 1131 is used to cooperate with the crossbeam assembly 102 of the vehicle body frame 10, and the third segment 1133 is used to cooperate with the sill beam assembly 104 of the vehicle body frame 10. The second segment 1132 extends to connect the first segment 1131 and the third segment 1133; a first reinforcing post 5, which is at least filled in the second segment 1132; and a connecting assembly 6, which includes a first joint 62 installed on the frame beam body 1. The first joint 62 is used to connect the first reinforcing post 5 and the sill beam assembly 104. The first joint 62 includes a first joint body 621 and a first reinforcing structure 6213. The first joint body 621 includes a connected first reinforcing post connecting portion 6211 and a sill beam connecting portion 6212. The first reinforcing structure 6213 is formed at least in the first reinforcing post connecting portion 6211.

[0202] Since the first reinforcing pillar connection 6211 is connected to the sill beam connection 6212, in the event of a collision, the first reinforcing structure 6213 formed in the first reinforcing pillar connection can transfer the load generated by the collision to the sill beam assembly 104 via the sill beam connection, thereby reducing the load transferred to the first reinforcing pillar. This design helps reduce the load borne by the first reinforcing pillar in a collision, reduces the risk of significant deformation of the vehicle frame, and helps improve the deformation resistance of the vehicle frame.

[0203] The main frame beam 1 can cover the first reinforcing column 5 from the outside of the vehicle body.

[0204] In some embodiments, the frame beam body 1 can be a fiber composite board, and further, the frame beam body 1 can be formed of fiber reinforced composite material.

[0205] By using fiber composite panels as the main body of the frame beam 1, the high strength and stiffness of the fiber composite panels help improve the vehicle's collision resistance. Furthermore, the lightweight nature of fiber composite materials helps reduce the vehicle's weight, thereby reducing fuel consumption and improving its economic performance. Moreover, as a composite material, the fiber composite panels reduce the probability of rust, and their manufacturing process is relatively environmentally friendly, contributing to lower carbon emissions. Additionally, using fiber composite panels to manufacture the main body of the frame beam 1 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for separate stamping, welding, and painting workshops, thus reducing the manufacturing cost of the vehicle.

[0206] In some embodiments, as shown in Figure 4 or Figure 5, for ease of description, the side of the frame beam body 1 facing the inside of the vehicle body is named "first side", and the side of the frame beam body 1 facing the outside of the vehicle body is named "second side".

[0207] As shown in Figure 4, the frame beam body 1 includes a first segment 1131, a second segment 1132, and a third segment 1133 connected sequentially. The second segment 1132 connects the first segment 1131 and the third segment 1133. Furthermore, the second segment 1132 can extend along the vertical direction of the vehicle body, connecting the first segment 1131 and the third segment 1133. The second segment 1132 and the first segment 1131 can be directly or indirectly connected, such as by bonding or bolting. Similarly, the second segment 1132 and the third segment 1133 can be directly or indirectly connected, such as by bonding or bolting. In a specific embodiment, the first segment 1131, the second segment 1132, and the third segment 1133 are integrally formed. For example, they can be integrally formed by molding. This enhances the strength of the frame beam body 1.

[0208] As shown in Figures 4 and 5, the first segment 1131 is used to cooperate with the crossbeam assembly 102 of the vehicle body. The first segment 1131 can be used to cover the side of the crossbeam assembly 102 of the vehicle body that is closer to the outer side of the vehicle body. The first segment 1131 can also be connected to the crossbeam assembly 102. The connection method can be adhesive, for example, using structural adhesive.

[0209] In some embodiments, as shown in FIG4, the vehicle frame may further include a second reinforcing post 4, which at least fills the first segment 1131. Furthermore, the first segment 1131 may be recessed in a direction away from the inner side of the vehicle body to form a groove, and the second reinforcing post 4 may be filled into the groove, thereby strengthening the first segment 1131.

[0210] This disclosure does not specifically limit the shape of the second reinforcing column 4. For example, the second reinforcing column 4 is used to improve the strength and stiffness of part or the whole of the vehicle frame 10 to improve bending resistance. The second reinforcing column 4 can be a combination of reinforcing ribs or a combination of a shell and reinforcing ribs. Of course, the second reinforcing column 4 can also be other suitable structures. The shell can be a tube with a closed cross section or a tube with other cross-sectional shapes.

[0211] In some embodiments, the side of the first segment 1131 closest to the inner side of the vehicle body may also have a reinforcing rib, thereby further strengthening the first segment 1131.

[0212] In some embodiments, as shown in FIG4, the third segment 1133 is used to cooperate with the sill beam assembly 104 of the vehicle body. The third segment 1133 can be used to cover the side of the sill beam assembly 104 of the vehicle body closer to the outer side of the vehicle body. The third segment 1133 can also be connected to the sill beam assembly 104. The connection method can be adhesive, for example, using structural adhesive.

[0213] In some embodiments, the third segment 1133 may also have a reinforcing rib on the side closer to the inside of the vehicle body, thereby further strengthening the third segment 1133.

[0214] In some embodiments, as shown in FIG4, the first reinforcing post 5 at least fills the second segment 1132. Further, the second segment 1132 may be recessed in a direction away from the inner side of the vehicle body to form a groove, and the first reinforcing post 5 may fill the groove, thereby strengthening the second segment 1132. This disclosure does not specifically limit the shape of the first reinforcing post 5. The first reinforcing post 5 is used to improve the strength and stiffness of part or the whole of the vehicle body frame 10 to improve bending resistance. For example, the first reinforcing post 5 may be a reinforcing rib assembly or a combination of a shell and reinforcing ribs; of course, the first reinforcing post 5 may also be other suitable structures. The shell may be a tube with a closed cross-section or a tube with other cross-sectional shapes.

[0215] Furthermore, the outer contour of the first reinforcing column 5 can be similar to the inner contour of the second segment 1132. Taking the orientation shown in Figure 4 as an example, when viewed along the direction perpendicular to the paper, the outer contour of the first reinforcing column 5 is within the range of the inner contour of the second segment 1132.

[0216] In some embodiments, the second segment 1132 may also have a reinforcing rib on the side closer to the inside of the vehicle body, thereby further strengthening the second segment 1132.

[0217] The following describes the connection component 6.

[0218] In some embodiments, as shown in FIG4, the connecting component 6 may include a first connector 62 for connecting the first reinforcing post 5 to the sill beam assembly 104.

[0219] In other embodiments, as shown in FIG4, the connecting assembly 6 may include a first connector 62 and a second connector 61, wherein the second connector 61 is used to connect the second reinforcing pillar 4 and the first reinforcing pillar 5, and the first connector 62 is used to connect the first reinforcing pillar 5 and the sill beam assembly 104. For example, when the connecting assembly is applied to the front pillar assembly, the connecting assembly 6 may include a first connector 62 and a second connector 61. From the arrangement along the vertical direction of the vehicle body, the first connector 62 may be a lower connector, and the second connector 61 may be an upper connector.

[0220] The detailed structure of the first connector 62 will now be described. The following description uses the connector in the front pillar assembly as an example. However, the connector structure provided in this disclosure can also be applied to other parts of the vehicle body frame.

[0221] As shown in Figures 4 to 8, in this disclosure, the first connector 62 is used to connect the first reinforcing post 5 and the sill beam assembly 104. The first connector 62 can be directly connected to the first reinforcing post 5 and / or the sill beam assembly 104, or indirectly connected, for example, by bonding or by bolts. In a specific embodiment, the first connector 62 is plugged into both the first reinforcing post 5 and the sill beam assembly 104, thereby improving the reliability of the connection between the first connector 62 and the first reinforcing post 5 and the sill beam assembly 104.

[0222] In some embodiments, as shown in FIG1, FIG7 and FIG8, the first connector 62 includes a first connector body 621 and a plurality of first reinforcing ribs 62131. The first connector body 621 includes a first reinforcing column connecting portion 6211 and a sill beam connecting portion 6212 connected together. The first reinforcing ribs 62131 are formed in the first reinforcing column connecting portion 6211.

[0223] For example, the first connector body 621 can be plate-shaped. For ease of explanation, as shown in FIG8, the portion of the first connector body 621 located within the dashed frame is designated as the first reinforcing post connection portion 6211, and the portion outside the dashed frame is designated as the sill beam connection portion 6212. The first reinforcing post connection portion 6211 and the sill beam connection portion 6212 are connected to each other, and for example, are formed as a single unit by die casting.

[0224] The first reinforcing rib 62131 is disposed on one or both sides of the first connector body 621 near the interior and / or exterior of the vehicle body. The first reinforcing rib 62131 and the first connector body 621 can be welded together or can be an integral part, for example, it can be formed by die casting.

[0225] In some embodiments, as shown in Figures 7 and 8, a first reinforcing rib 62131 is formed in the first reinforcing column connection portion 6211. The first reinforcing rib 62131 may be formed in other areas of the first reinforcing column connection portion 6211 excluding the area connecting the first reinforcing column 5.

[0226] Optionally, the first reinforcing post 5 and the first reinforcing post connecting portion 6211 can be bonded or threaded together. In a specific embodiment, as shown in FIG8, the first reinforcing rib 62131 forms a groove around the area for connecting the first reinforcing post 5, and the shape of the outline formed by the first reinforcing rib 62131 around the area for connecting the first reinforcing post 5 is similar to the shape of the outer outline of the portion of the first reinforcing post 5 inserted into the first reinforcing post connecting portion 6211.

[0227] In some embodiments, exemplified by the orientation shown in FIG8, the first reinforcing post connection 6211 is located on the upper side of the first joint 62, and the sill beam connection 6212 is located on the lower side of the first joint 62, thereby making it easier to connect the first joint 62 with the first reinforcing post 5 and the sill beam assembly 104.

[0228] As shown in Figure 8, the first reinforcing rib 62131 extends obliquely, so that the further it extends rearward along the front-rear direction of the vehicle body, the closer it is to the sill beam connection portion 6212 along the vertical direction of the vehicle body. Furthermore, in the specific embodiment shown in Figure 8, the first reinforcing rib 62131 extends obliquely in a straight line.

[0229] In some embodiments, along the vertical direction of the vehicle body, the two ends of a portion of the second reinforcing rib 62132 abut against the first reinforcing post 5 and the sill beam assembly 104, respectively.

[0230] Since the first joint body 621 includes a first reinforcing column connecting portion 6211 and a sill beam connecting portion 6212, a reliable connection can be achieved between the first joint 62 and the first reinforcing column 5 and the sill beam assembly 104, and the connection method is simple. Because the first reinforcing rib 62131 is formed such that it extends rearward along the front-rear direction of the vehicle body and is closer to the sill beam connecting portion 6212 along the vertical direction of the vehicle body, it can further strengthen the strength of the first joint 62 and enhance its resistance to deformation. This allows for better transfer of loads from the first reinforcing column 5 and from the front to the sill beam assembly 104, thereby improving the vehicle's resistance to deformation.

[0231] In some embodiments, as shown in Figures 7 and 8, along the vertical direction of the vehicle body, the first reinforcing pillar connection 6211 is connected above the sill beam connection 6212; the first reinforcing structure 6213 includes a plurality of first reinforcing ribs 62131, which are formed such that the more the first reinforcing ribs extend rearward along the front-rear direction of the vehicle body, the closer they are to the sill beam connection 6212 along the vertical direction of the vehicle body.

[0232] Because the first reinforcing rib extends further rearward along the front-rear direction of the vehicle body and gets closer to the sill beam connection along the vertical direction of the vehicle body, it can further strengthen the strength of the first joint and enhance its resistance to deformation. This allows the load from the first reinforcing column and from the front to be better transferred to the sill beam assembly, thereby improving the vehicle's resistance to deformation.

[0233] In some embodiments, as shown in FIG8, at least a portion of the plurality of first reinforcing ribs 62131 extend from the front end of the first joint body 621 in the front-rear direction of the vehicle body to the upper end of the sill beam connection 6212 in the vertical direction of the vehicle body.

[0234] In the embodiments shown in Figures 7 and 8, the first reinforcing rib 62131 extends obliquely in a straight line, and one end of the first reinforcing rib 62131 is located near the front end of the first reinforcing column connection 6211, while the other end of the first reinforcing rib 62131 extends to the sill beam connection 6212.

[0235] Therefore, the strength of the first joint 62 can be further enhanced, and its resistance to deformation can be improved. This allows for better transfer of the load on the first reinforcing column 5 to the sill beam assembly 104, thereby improving the vehicle's resistance to deformation. Furthermore, when the front end of the first joint 62 in the longitudinal direction of the vehicle body is subjected to force, the force can be better transferred to the sill beam assembly 104, thereby further enhancing the vehicle's strength and resistance to deformation.

[0236] In some embodiments, as shown in FIG8, the spacing W1 between adjacent first reinforcing ribs 62131 along the vertical direction of the vehicle body is in the range of 20mm to 30mm.

[0237] That is, along the vertical direction of the vehicle body, the distance W1 between the center points of each cross section of adjacent first reinforcing ribs 62131 is in the range of 20mm to 30mm. The cross section of the first reinforcing rib 62131 is perpendicular to the plane of the paper shown in Figure 6.

[0238] Optionally, W1 can be 20mm, 21mm, 22mm, 23mm, 24mm, 25mm, 26mm, 27mm, 28mm, 29mm or 30mm, etc., or other values ​​within the above range.

[0239] Of course, the spacing between adjacent first reinforcing ribs 62131 can be the same or different. Multiple first reinforcing ribs 62131 can be arranged parallel to each other or at a certain angle. In a specific embodiment, the spacing between adjacent first reinforcing ribs 62131 is the same, and multiple first reinforcing ribs 62131 are arranged parallel to each other.

[0240] This allows the distance between the first reinforcing ribs 62131 to be kept within a suitable range, which can strengthen the strength of the first joint 62, avoid the waste of materials caused by the excessively small spacing of the first reinforcing ribs 62131, and reduce the weight of the first joint 62, thereby reducing the weight of the vehicle and improving the vehicle's range.

[0241] In some embodiments, as shown in FIG8, the first reinforcing structure 3213 further includes a plurality of second reinforcing ribs 62132, which are arranged in a mesh pattern with the plurality of first reinforcing ribs 62131.

[0242] The spacing between adjacent second reinforcing ribs 62132 can be the same or different. Multiple second reinforcing ribs 62132 can be arranged parallel to each other or at a certain angle. In one specific embodiment, the spacing between adjacent second reinforcing ribs 62132 is the same, and multiple second reinforcing ribs 62132 are arranged parallel to each other.

[0243] In one specific embodiment, as shown in FIG5, along the vertical direction of the vehicle body, the two ends of a portion of the second reinforcing rib 62132 abut against the first reinforcing column 5 and the sill beam assembly 104, respectively.

[0244] This can further improve the deformation resistance of the first joint 62, increase the strength of the first joint 62, and thus improve the strength of the vehicle.

[0245] In some embodiments, as shown in FIG8, the second reinforcing rib 62132 extends along the vertical direction of the vehicle body; and / or, among the plurality of second reinforcing ribs 62132, the spacing W2 between adjacent second reinforcing ribs 62132 along the front-rear direction of the vehicle body is in the range of 40mm to 80mm.

[0246] That is, along the front-rear direction of the vehicle body, the distance W2 between the center points of each cross section of adjacent second reinforcing ribs 62132 is in the range of 40mm to 80mm. The cross section of the second reinforcing rib 62132 is perpendicular to the plane of the paper shown in Figure 9.

[0247] Optionally, W2 can be 60mm, 61mm, 62mm, 63mm, 64mm, 65mm, 66mm, 67mm, 68mm, 69mm, 70mm, 71mm, 72mm, 73mm, 74mm, 75mm, 77mm, 77mm, 78mm, 79mm, or 80mm, or other values ​​within the above range.

[0248] This allows the distance between the second reinforcing ribs 62132 to be kept within a suitable range, which can strengthen the strength of the first joint 62, avoid the waste of materials caused by the spacing of the second reinforcing ribs 62132 being too small, and reduce the weight of the first joint 62, thereby reducing the weight of the vehicle and improving the vehicle's range.

[0249] In some embodiments, as shown in Figures 7 and 8, the first reinforcing post connecting portion 6211 includes a first energy-absorbing portion 62111 and a first reinforcing portion 62112 connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the first energy-absorbing portion 62111 is located further forward than the first reinforcing portion 62112. The first reinforcing post 5 is connected to the first reinforcing portion 62112. The thickness of the first connector body 621 of the first energy-absorbing portion 62111 is less than the thickness of the first connector body 621 of the first reinforcing portion 62112.

[0250] For ease of explanation, as shown in Figure 8, the portion of the first reinforcing pillar connector 6211 located to the right of the dashed line L3 is designated as the first energy-absorbing portion 62111, and the portion of the first reinforcing pillar connector 6211 located to the left of L3 is designated as the first reinforcing portion 62112. It should be understood that the position of the dashed line L3 is illustrative and can be appropriately varied along the longitudinal direction of the vehicle body. Similarly, the dashed lines L1 and L2 mentioned earlier are also illustrative and can be appropriately varied.

[0251] In some embodiments, the first energy-absorbing portion 62111 and the first reinforcing portion 62112 can be directly connected or indirectly connected. For example, the first energy-absorbing portion 62111 and the first reinforcing portion 62112 can be bonded, welded, or connected by bolts. In the embodiments shown in FIG7 and FIG8, the first energy-absorbing portion 62111 and the first reinforcing portion 62112 can also be integrally molded parts, for example, by die casting.

[0252] It should be noted that when a collision occurs, the first energy-absorbing part 62111 is mainly used to absorb the load generated by the collision, and the first reinforcing part 62112 is mainly used to transfer the load that the first energy-absorbing part 62111 fails to absorb to other structures connected to the first joint 62.

[0253] For example, as shown in Figure 8, along the front-rear direction of the vehicle body, the first energy-absorbing part 62111 is located in front of the first reinforcing part 62112.

[0254] This disclosure does not limit the specific shape of the first energy-absorbing part 62111. For example, the outer contour of the first energy-absorbing part 62111 can be a straight line or a curve, or it can be a straight line in one part and a curve in the other.

[0255] In some embodiments, along the front-rear direction of the vehicle body, the first energy-absorbing part 62111 is closer to the front side of the vehicle body than the first reinforcing pillar 5 and / or the sill beam assembly 104, so that in the event of a collision, the first energy-absorbing part 62111 can first absorb a portion of the collision load and then transfer the collision load to the first reinforcing pillar 5 and / or the sill beam assembly 104.

[0256] In some embodiments, as shown in Figures 7 and 8, the thickness of the first connector body 621 of the first energy-absorbing part 62111 is less than the thickness of the first connector body 621 of the first reinforcing part 62112. Furthermore, when the thicknesses of the first connector bodies 621 of the first reinforcing part 62112 are different, the thickness of the first connector body 621 of the first energy-absorbing part 62111 is less than the minimum thickness of the first connector body 621 of the first reinforcing part 62112. Taking the orientation shown in Figure 8 as an example, the thickness of the first connector body 621 of the first energy-absorbing part 62111 and the thickness of the first connector body 621 of the first reinforcing part 62112 both refer to the thickness of the plate.

[0257] Since the first joint body 621 includes a first energy-absorbing part 62111, when a collision occurs, the first energy-absorbing part 62111 can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing column 5 and / or the sill beam assembly 104, thus reducing the deformation of the first reinforcing column 5 and / or the sill beam assembly 104, reducing the deformation of the second section 1132 and / or the third section 1133, and improving the deformation resistance of the frame beam body 1; since the thickness of the first joint body 621 of the first energy-absorbing part 62111 is less than that of the first reinforcing part 62111, the first energy-absorbing part 62111 is also less than that of the first reinforcing part 62111. The thickness of the first joint body 621 of the first energy-absorbing part 62111 allows the first joint body 621 of the first energy-absorbing part 62111 to deform and absorb the load more quickly during a collision, thereby reducing the collision load transmitted to the first reinforcing part 62112; it can also improve the load-bearing capacity of the first joint body 621 of the first reinforcing part 62112. When subjected to external loads, the first reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0258] In some embodiments, as shown in FIG8, the thickness of the first connector body 621 of the first energy-absorbing part 62111 is in the range of 2mm to 3mm, and the thickness of the first connector body 621 of the first reinforcing part 62112 is in the range of 3mm to 5mm.

[0259] Optionally, the thickness of the first connector body 621 of the first energy-absorbing part 62111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.8mm or 3.0mm, etc., or of course, other values ​​within the above range.

[0260] Optionally, the thickness of the first connector body 621 of the first reinforcing part 62112 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4.0mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5.0mm, or other values ​​within the above range. However, the thickness of the first connector body 621 of the first energy-absorbing part 62111 must be less than the thickness of the first connector body 621 of the first reinforcing part 62112.

[0261] The thickness of the first joint body 621 of the first energy-absorbing part 62111 and the thickness of the first joint body 621 of the first reinforcing part 62112 are both within a reasonable range. This allows the first energy-absorbing part 62111 to better absorb the load and the first reinforcing part 62112 to better resist deformation and transmit the load. It also saves materials, helps to reduce the weight of the vehicle body, and improves the range of the vehicle 1000.

[0262] In some embodiments, as shown in FIG7 and 8, the wall thickness of the first reinforcing rib 62131 located in the first energy-absorbing portion 62111 is less than the wall thickness of the first reinforcing rib 62131 located in the first reinforcing portion 62112.

[0263] It should be noted that the wall thickness of the first reinforcing rib 62131 refers to the thickness perpendicular to the extension direction of the first reinforcing rib 62131 and parallel to the paper surface (see Figure 8).

[0264] This allows the first energy-absorbing part 62111 to deform and absorb the load more quickly during a collision, thereby reducing the force transmitted to the first reinforcing part 62112; it also enhances the load-bearing capacity of the first reinforcing part 62112. When subjected to external loads, the first reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0265] In some embodiments, as shown in Figures 7 and 8, the wall thickness of the first reinforcing rib 62131 located in the first energy-absorbing portion 62111 is in the range of 2 mm to 3 mm, and the wall thickness of the first reinforcing rib 62131 located in the first reinforcing portion 62112 is in the range of 3 mm to 4 mm.

[0266] Optionally, the wall thickness of the first reinforcing rib 62131 located in the first energy-absorbing part 62111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.8mm or 3.0mm, etc., or of course, other values ​​within the above range.

[0267] Optionally, the wall thickness of the first reinforcing rib 62131 located in the first reinforcing portion 62112 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4.0mm, or other values ​​within the above range. However, the wall thickness of the first reinforcing rib 62131 located in the first energy-absorbing portion 62111 must be less than the wall thickness of the first reinforcing rib 62131 located in the first reinforcing portion 62112.

[0268] The wall thickness of the first reinforcing rib 62131 located in the first energy-absorbing part 62111 and the wall thickness of the first reinforcing rib 62131 located in the first reinforcing part 62112 are both within a reasonable range. This allows the first energy-absorbing part 62111 to better absorb the load, and the first reinforcing part 62112 to better resist deformation and transfer the load. It also saves materials, helps to reduce the weight of the vehicle body, and improves the vehicle's range.

[0269] In some embodiments, as shown in Figures 7 and 8, the first reinforcing post connecting portion 6211 includes a first energy-absorbing portion 62111 and a first reinforcing portion 62112 connected along the front-rear direction of the vehicle body. Along the front-rear direction, the first energy-absorbing portion 62111 is positioned forward of the first reinforcing portion 62112. The first reinforcing post 5 is connected to the first reinforcing portion 62112. The thickness of the first connector body 621 of the first energy-absorbing portion 62111 is less than the thickness of the first connector body 621 of the first reinforcing portion 62112. The wall thickness of the second reinforcing rib 62132 located in the first energy-absorbing portion 62111 is less than the wall thickness of the second reinforcing rib 62132 located in the first reinforcing portion 62112.

[0270] It should be noted that the wall thickness of the second reinforcing rib 62132 refers to the thickness perpendicular to the extension direction of the second reinforcing rib 62132 and parallel to the paper surface (see Figure 8).

[0271] Since the first joint body 621 includes a first energy-absorbing part 62111, when a collision occurs, the first energy-absorbing part 62111 can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing column 5 and / or the sill beam assembly 104, thus reducing the deformation of the first reinforcing column 5 and / or the sill beam assembly 104, reducing the deformation of the second section 1132 and / or the third section 1133, and improving the deformation resistance of the frame beam body 1; since the thickness of the first joint body 621 of the first energy-absorbing part 62111 is less than that of the first reinforcing part. The thickness of the first joint body 621 of the first energy-absorbing part 62111 allows the first joint body 621 of the first energy-absorbing part 62111 to deform and absorb load more quickly during a collision, thereby reducing the load transmitted to the first reinforcing part 62112; it can also improve the load-bearing capacity of the first joint body 621 of the first reinforcing part 62112. When subjected to external loads, the first reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0272] In some embodiments, as shown in Figures 7 and 8, the wall thickness of the second reinforcing rib 62132 located in the first energy-absorbing portion 62111 is less than the wall thickness of the second reinforcing rib 62132 located in the first reinforcing portion 62112.

[0273] It should be noted that the wall thickness of the second reinforcing rib 62132 refers to the thickness of the plate body.

[0274] This enables the first energy-absorbing part 62111 to deform and absorb the load more quickly during a collision, thereby reducing the load transmitted to the first reinforcing part 62112; and it can also improve the load-bearing capacity of the first reinforcing part 62112. When subjected to external loads, the first reinforcing part 62112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0275] In some embodiments, referring to Figures 7 and 8, the wall thickness of the second reinforcing rib 62132 located in the first energy-absorbing portion 62111 is in the range of 2 mm to 3 mm, and the wall thickness of the second reinforcing rib 62132 located in the first reinforcing portion 62112 is in the range of 3 mm to 4 mm.

[0276] Optionally, the wall thickness of the second reinforcing rib 62132 located in the first energy-absorbing part 62111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.8mm or 3.0mm, etc., or of course, other values ​​within the above range.

[0277] Optionally, the wall thickness of the second reinforcing rib 62132 located in the first reinforcing part 62112 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, or 4.0mm, or other values ​​within the above range. However, the wall thickness of the second reinforcing rib 62132 located in the first energy-absorbing part 62111 must be less than the wall thickness of the first reinforcing rib 62131 located in the third reinforcing part.

[0278] The wall thickness of the second reinforcing rib 62132 located in the first energy-absorbing part 62111 and the wall thickness of the second reinforcing rib 62132 located in the first reinforcing part 62112 are both within a reasonable range. This allows the first energy-absorbing part 62111 to better absorb the load, and the first reinforcing part 62112 to better resist deformation and transfer the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0279] In some embodiments, as shown in Figures 7 and 8, a first reinforcing structure 6213 is also formed on the sill beam connection portion 6212. The first reinforcing structure 6213 includes a plurality of third reinforcing ribs 62121, which are arranged in a cross pattern.

[0280] In some embodiments, as shown in Figures 7 and 8, a third reinforcing rib 62121 is arranged around the portion for connecting the sill beam assembly in the sill beam connection 6212. The third reinforcing rib 62121 may be arranged in the entire area around the portion for connecting the sill beam assembly, or in a portion of the area around the portion for connecting the sill beam assembly.

[0281] This strengthens the sill beam connection 6212 and improves the reliability of the connection between the first joint 62 and the sill beam assembly 104.

[0282] In some embodiments, as shown in FIG7 and FIG8, the first connector 62 is formed with a first insertion groove 6214, which is defined by the first reinforcing post connecting portion 6211 and the surrounding first reinforcing rib 62131 and / or second reinforcing rib 62132, and a portion of the first reinforcing post 5 is inserted into the first insertion groove 6214.

[0283] In some embodiments, as shown in Figures 7 and 8, the first connector 62 has a first insertion groove 6214, and one end of the first reinforcing post 5 extends into the first insertion groove 6214 of the first connector 62. Optionally, the second insertion groove 613 can be tubular or recessed.

[0284] In a specific embodiment, as shown in Figures 7 and 8, the first reinforcing post 5 can be tubular, and the first insertion groove 6214 can be a groove adapted to the shape of the first reinforcing post 5, with the first reinforcing post 5 inserted into the first insertion groove 6214.

[0285] In a specific embodiment, as shown in FIG8, the first reinforcing post 5 can be a square tube, and the inner contour of the first insertion groove 6214 can be a groove similar to the outer contour of the first reinforcing post 5. The first reinforcing post 5 is inserted into the first insertion groove 6214.

[0286] Since the first insertion groove 6214 is defined by the first reinforcing post connecting portion 6211 and its surrounding first reinforcing ribs 62131 and / or second reinforcing ribs 62132, the strength of the first insertion groove 6214 can be enhanced, thereby improving the connection reliability between the first insertion groove 6214 and the first reinforcing post 5; moreover, this structure is simple and can reduce the number of parts. The first reinforcing post 5 and the first insertion groove 6214 can be connected by fasteners such as bolts.

[0287] In some embodiments, as shown in Figures 7 and 8, a portion of the first energy-absorbing portion 62111 protrudes forward relative to the sill beam connection portion 6212 along the front-rear direction of the vehicle body.

[0288] Alternatively, along the front-rear direction of the vehicle body, a portion of the first energy-absorbing part 62111 may protrude forward relative to the sill beam connecting part 6212, or the entire first energy-absorbing part 62111 may protrude forward relative to the sill beam connecting part 6212.

[0289] Therefore, when a collision occurs, the first energy-absorbing part 62111 can absorb a portion of the load, thereby reducing the load transmitted to the sill beam assembly 104. This reduces the deformation of the first reinforcing column 5 and / or the sill beam assembly 104, reduces the deformation of the second section 1132 and / or the third section 1133, and improves the deformation resistance of the frame beam body 1. In a specific scenario, when a 25% offset frontal collision occurs, the wheel 40 collides with the first energy-absorbing part 62111. As the first energy-absorbing part 62111 undergoes local deformation, the wheel 40 exhibits an upward tendency. Therefore, compared to the sill beam connection part 6212, the first energy-absorbing part 62111 is more prone to deformation or has a greater degree of deformation.

[0290] The second connector 61 will be described below.

[0291] As shown in Figures 4, 5, and 9, the second connector 61 in this disclosure can be used to connect the second reinforcing post 4 and the first reinforcing post 5. The second connector 61 can be directly connected to the second reinforcing post 4 and / or the first reinforcing post 5, or indirectly connected, for example, by bonding or by bolts. In a specific embodiment, the second connector 61 is plugged into both the second reinforcing post 4 and the first reinforcing post 5, thereby improving the reliability of the connection between the second connector 61 and the second reinforcing post 4 and the first reinforcing post 5. The second connector 61 can also be fixed to the second reinforcing post 4 and the first reinforcing post 5 by fasteners.

[0292] In some embodiments, as shown in FIG9, the second connector 61 includes a second connector body 611 and a second reinforcing structure 612. The second connector body 611 includes a second energy-absorbing part 6111 and a second reinforcing part 6112 connected together. The second reinforcing part 6112 is provided with the second reinforcing structure 612.

[0293] In some embodiments, the second connector body 611 may be configured as a plate, with a portion serving as the second energy-absorbing part 6111 and another portion serving as the second reinforcing part 6112. For example, in FIG9, the portion of the second connector body 611 located to the right of the dashed line L1 can be considered the second energy-absorbing part 6111; the portion located to the left of the dashed line L1 can be considered the second reinforcing part 6112. The second energy-absorbing part 6111 and the second reinforcing part 6112 can be directly connected or indirectly connected; for example, the second energy-absorbing part 6111 and the second reinforcing part 6112 can be bonded, welded, or connected by bolts, etc. In the specific embodiment shown in FIG9, the second energy-absorbing part 6111 and the second reinforcing part 6112 are integrally formed parts.

[0294] It should be noted that when a collision occurs, the second energy-absorbing part 6111 is used to absorb the load generated by the collision, and the second reinforcing part 6112 is used to transfer the load that the second energy-absorbing part 6111 fails to absorb to other structures connected to the second joint 61.

[0295] In some embodiments, as shown in FIG9, the second connector 61 includes a second connector body 611 and a plurality of fourth reinforcing ribs 6121. The second connector body 611 includes a second energy-absorbing part 6111 and a second reinforcing part 6112 connected together. The second reinforcing part 6112 is provided with the fourth reinforcing ribs 6121. Along the front-rear direction of the vehicle body, the second energy-absorbing part 6111 is forward of the second reinforcing part 6112. The second energy-absorbing part 6111 is used to absorb the collision load from the front. The thickness of the second connector body 611 of the second energy-absorbing part 6111 is less than the thickness of the second connector body 611 of the second reinforcing part 6112.

[0296] In some embodiments, the second connector body 611 may be configured as a plate, with a portion serving as the second energy-absorbing part 6111 and another portion serving as the second reinforcing part 6112. For example, in FIG9, the portion of the second connector body 611 located to the right of the dashed line L1 can be considered the second energy-absorbing part 6111; the portion located to the left of the dashed line L1 can be considered the second reinforcing part 6112. The second energy-absorbing part 6111 and the second reinforcing part 6112 can be directly connected or indirectly connected; for example, the second energy-absorbing part 6111 and the second reinforcing part 6112 can be bonded, welded, or connected by bolts, etc. In the specific embodiment shown in FIG9, the second energy-absorbing part 6111 and the second reinforcing part 6112 are integrally formed parts.

[0297] It should be noted that when a collision occurs, the second energy-absorbing part 6111 is used to absorb the load generated by the collision, and the second reinforcing part 6112 is used to transfer the load that the second energy-absorbing part 6111 fails to absorb to other structures connected to the second joint 61.

[0298] This disclosure does not limit the specific shape of the second energy-absorbing part 6111. For example, the outer contour of the second energy-absorbing part 6111 facing forward can be a straight line or a curve, or it can be partly straight and partly curved. In a specific embodiment, the second energy-absorbing part 6111 is plate-shaped, and its outer contour facing forward is generally straight. Therefore, the second energy-absorbing part 6111 can effectively absorb collision energy during a vehicle collision and is more easily deformable, thereby absorbing the load generated during the collision.

[0299] In some embodiments, as shown in Figures 4 and 5, the second energy-absorbing part 6111 is connected to the front wheel arch side reinforcing beam assembly 105, either directly or indirectly, for example, by bolts.

[0300] In some embodiments, as shown in Figures 4, 5, and 9, the second reinforcing portion 6112 is provided with a fourth reinforcing rib 6121. Further, a portion of the second connector body 611 constitutes the second reinforcing portion 6112. The second connector body 611 can be plate-shaped, and the fourth reinforcing rib 6121 can be disposed on the side of the second connector body 611 of the second reinforcing portion 6112 near the inner side of the vehicle body. Optionally, the fourth reinforcing rib 6121 can also be disposed on the side of the second connector body 611 of the second reinforcing portion 6112 near the outer side of the vehicle body; the fourth reinforcing rib 6121 can also be disposed on both the side of the second connector body 611 of the second reinforcing portion 6112 near the inner side of the vehicle body and the side of the second connector body 6111 of the second reinforcing portion 6112 near the outer side of the vehicle body, thereby improving the deformation resistance of the second reinforcing portion 6112.

[0301] In some embodiments, the second reinforcing portion 6112 and the fourth reinforcing rib 6121 in the second connector body 611 can be directly connected, for example, by welding, or they can be indirectly connected. In a specific embodiment, the second connector body 611 and the fourth reinforcing rib 6121 are an integral part, for example, they can be formed by die casting.

[0302] In some embodiments, the fourth reinforcing rib 6121 may include one or more reinforcing ribs, which may be arranged generally in parallel or intersecting directions; or some may be arranged radially as shown in FIG9.

[0303] Since the second joint body 611 includes a second energy-absorbing part 6111, when a collision occurs, the second energy-absorbing part 6111 can absorb a portion of the load, thereby reducing the load transmitted to the second reinforcing column 4 and / or the first reinforcing column 5, thus reducing the deformation of the second reinforcing column 4 and / or the first reinforcing column 5, reducing the deformation of the first segment 1131 and / or the second segment 1132, and improving the deformation resistance of the frame beam body 1. Since the fourth reinforcing rib 6121 is provided on the second reinforcing part 6112, the strength and stiffness of the second reinforcing part 6112 of the second joint 61 can be improved, and the deformation resistance of the second reinforcing part 6112 can be improved, thereby more effectively transmitting external forces to the second reinforcing column 4 and / or the first reinforcing column 5, thereby improving the vehicle's deformation resistance, and improving the vehicle's strength and stiffness. Therefore, the above structure can improve the vehicle's strength and stiffness, thereby improving the vehicle's performance in resisting collisions (e.g., 25% offset collisions).

[0304] In some embodiments, as shown in FIG9, along the front-rear direction of the vehicle body, the second energy-absorbing part 6111 is positioned further forward than the second reinforcing part 6112, and the second energy-absorbing part 6111 is used to absorb collision loads from the front; the thickness of the second connector body 611 of the second energy-absorbing part 6111 is less than the thickness of the second connector body 611 of the second reinforcing part 6112.

[0305] It should be noted that when the second joint 61 is located in the front pillar assembly 1011 shown in Figure 1, the second energy-absorbing part 6111 is positioned forward of the second reinforcing part 6112, and the second energy-absorbing part 6111 is mainly used to absorb collision loads from the front; when the second joint 61 is located in the rear pillar assembly 1013 shown in Figure 1, the second energy-absorbing part 6111 can be positioned rearward of the second reinforcing part 6112, and the second energy-absorbing part 6111 is used to absorb collision loads from the rear. The second reinforcing part 6112 is mainly used to resist deformation and / or transfer loads.

[0306] In some embodiments, the thickness of the second connector body of the second energy-absorbing portion 6111 is less than the thickness of the second connector body of the second reinforcing portion 6112. Further, the second reinforcing portion 6112 may be configured to have substantially the same thickness along the front-rear direction, or it may have different thicknesses. When the thicknesses of the second reinforcing portions 6112 are different, the thickness of the second energy-absorbing portion 6111 may be less than the minimum thickness of the second reinforcing portion 6112.

[0307] Taking the orientation shown in Figure 9 as an example, the thickness of the second energy-absorbing part 6111 and the thickness of the second reinforcing part 6112 both refer to the thickness of the plate. It should be noted that the vehicle width direction refers to the left-right direction of the vehicle, where the left-right direction, the up-down direction, and the front-back direction of the vehicle intersect in pairs.

[0308] Since the second energy-absorbing part 6111 is positioned further forward than the second reinforcing part 6112, when a collision occurs at the front of the vehicle body (e.g., a 25% offset collision), the second energy-absorbing part 6111 can absorb a portion of the load during the collision and then transfer the load to the second reinforcing part 6112, thereby reducing the load transferred to the second reinforcing part 6112, and further reducing the load transferred to the second reinforcing pillar 4 and / or the first reinforcing pillar 5, thereby reducing the deformation of the second reinforcing pillar 4 and / or the first reinforcing pillar 5. Since the thickness of the second joint body 611 of the second energy-absorbing part 6111 is less than the thickness of the second joint body 611 of the second reinforcing part 6112, the second joint body 611 of the second energy-absorbing part 6111 is more likely to deform and absorb loads during a collision, thereby reducing the load transmitted to the second reinforcing part 6112; and it can improve the load-bearing capacity of the second joint body 611 of the second reinforcing part 6112. When subjected to external loads, the second reinforcing part 6112 can better disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0309] 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.

[0310] 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 seated in the front driver's seat during the test.

[0311] In some embodiments, as shown in FIG9, the second reinforcing part 6112 includes a first reinforcing section 61121 and a second reinforcing section 61122. The first reinforcing section 61121 is connected between the second energy-absorbing part 6111 and the second reinforcing section 61122. The thickness of the second connector body 611 of the first reinforcing section 61121 is less than the thickness of the second connector body 611 of the second reinforcing section 61122.

[0312] In some embodiments, the second energy-absorbing part 6111, the first reinforcing section 61121 and the second reinforcing section 61122 are connected sequentially from the front side to the rear side of the vehicle body. The connection method can be direct or indirect, such as welding or bonding. In a specific embodiment, the second energy-absorbing part 6111, the first reinforcing section 61121 and the second reinforcing section 61122 are integrally formed parts.

[0313] Taking the orientation shown in Figure 9 as an example, in the second reinforcing part 6112, the portion located to the right of the dashed line L2 and to the left of the dashed line L1 can be considered as the first reinforcing segment 61121, and the portion located to the left of the dashed line L2 can be considered as the second reinforcing segment 61122. The thickness of the second joint body 611 of the first reinforcing segment 61121 and the thickness of the second joint body 611 of the second reinforcing segment 61122 both refer to the thickness of the plate.

[0314] As shown in Figures 4 and 9, the first reinforcing section 61121 is equivalent to a transitional reinforcing area, which can connect the second reinforcing pillar 4 and the first reinforcing pillar 5. The second reinforcing section 61122 is a further reinforcing area, which mainly plays the role of resisting deformation and / or transmitting load. When an off-center collision occurs on the front side of the vehicle body, the second energy-absorbing part 6111 mainly plays the role of absorbing the load, while the first reinforcing section 61121 mainly plays the role of transmitting the load. The thickness of the second reinforcing section 61122 is greater than the thickness of the first reinforcing section 61121 and the thickness of the second energy-absorbing part 6111. Therefore, the second reinforcing section 61122 can better resist deformation and transmit load, reduce the intrusion of the passenger compartment, and reduce the probability of danger to the occupants due to a collision.

[0315] This allows the second reinforcing section 61122 to better resist deformation and transfer loads, reduce the intrusion into the passenger compartment, and lower the probability of danger to occupants due to a collision.

[0316] In some embodiments, as shown in FIG9, the thickness of the second connector body 611 of the second energy-absorbing part 6111 is in the range of 2 mm to 3 mm, and the thickness of the second connector body 611 of the second reinforcing part 6112 is in the range of 2.5 mm to 5 mm.

[0317] Optionally, the thickness of the second connector body 611 of the second energy-absorbing part 6111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.8mm or 3.0mm, etc., or of course, other values ​​within the above range.

[0318] Optionally, the thickness of the second connector body 611 of the second reinforcing part 6112 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm, 4.0mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm, or 5.0mm, or other values ​​within the above range.

[0319] The thickness of the second reinforcing part 6112 and the second connector body 611 can be the same or different at various points. However, the thickness of the second connector body 611 of the second energy-absorbing part 6111 must be less than the minimum thickness of the second connector body 611 of the second reinforcing part 6112. Of course, the thickness of the second connector body 611 of the second energy-absorbing part 6111 can be the same or different at various points, but its maximum thickness must be less than the minimum thickness of the second connector body 611 of the second reinforcing part 6112. For example, when the minimum thickness of the second connector body 611 of the second reinforcing part 6112 is 2.5 mm, the maximum thickness of the second connector body 611 of the second energy-absorbing part 6111 can be 2 mm, 2.1 mm, 2.2 mm, 2.3 mm, or 2.4 mm, etc.

[0320] The thickness of the second connector body 611 of the second energy-absorbing part 6111 and the thickness of the second connector body 611 of the second reinforcing part 6112 are both within a reasonable range. This allows the second energy-absorbing part 6111 to better absorb the load and the second reinforcing part 6112 to better resist deformation and transmit the load. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0321] In some embodiments, as shown in FIG9, the thickness of the second connector body 611 of the second energy-absorbing section 6111 is in the range of 2mm to 3mm, the thickness of the second connector body 611 of the first reinforcing section 61121 is in the range of 3mm to 4mm, and the thickness of the second connector body 611 of the second reinforcing section 61122 is in the range of 4mm to 5mm.

[0322] Optionally, the thickness of the second connector body 611 of the second energy-absorbing part 6111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.8mm or 3.0mm, etc., or of course, other values ​​within the above range.

[0323] Optionally, the thickness of the second connector body 611 of the first reinforcing section 61121 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm or 4.0mm, etc., or other values ​​within the above range.

[0324] Optionally, the thickness of the second connector body 611 of the second reinforcing section 61122 can be 4.0mm, 4.1mm, 4.2mm, 4.3mm, 4.4mm, 4.5mm, 4.6mm, 4.7mm, 4.8mm, 4.9mm or 5.0mm, etc., or other values ​​within the above range.

[0325] This allows the second energy-absorbing part 6111 to better absorb the load, and the second reinforcing part 6112 to better resist deformation and transfer the load. It also saves materials, helps to reduce the weight of the vehicle body, and improves the vehicle's range.

[0326] In some embodiments, as shown in FIG9, the fourth reinforcing rib 6121 is provided at least in the first reinforcing segment 61121.

[0327] In some embodiments, the fourth reinforcing rib 6121 is provided in the first reinforcing section 61121, and of course, the fourth reinforcing rib 6121 may also be provided in the second reinforcing section 61122.

[0328] Optionally, the fourth reinforcing rib 6121 can be laid in almost the entire area of ​​the second joint body 611 of the first reinforcing section 61121. In this case, the upper and lower ends of the second joint 61 can be connected to the second reinforcing post and the first reinforcing post respectively, or it can be laid in a part of the second joint body 611 of the first reinforcing section 61121. In a specific embodiment, as shown in FIG9, the fourth reinforcing rib 6121 is laid in the area of ​​the second joint body 611 of the first reinforcing section 61121 near the second reinforcing post. This can improve the deformation resistance of the part of the second joint 61 used to connect to the second reinforcing post, improve the connection reliability of the second joint 61 and the crossbeam assembly 102, thereby facilitating the transfer of collision load to the second reinforcing post 4 and the crossbeam assembly 102, improving the vehicle's deformation resistance, and thus reducing the amount of deformation intrusion of the passenger compartment caused by the collision.

[0329] In some embodiments, as shown in Figures 4 and 9, the fourth reinforcing rib 6121 is located in the second joint 61 near the second reinforcing post 4.

[0330] This can further improve the deformation resistance of the part of the second joint 61 used to connect the second reinforcing column 4, improve the connection reliability between the second joint 61 and the crossbeam assembly 102, thereby facilitating the transfer of collision load to the crossbeam assembly 102, improving the deformation resistance of the body frame 10, and thus reducing the amount of deformation intrusion of the passenger compartment 20 caused by the collision.

[0331] In some embodiments, as shown in FIG9, a plurality of fourth reinforcing ribs 6121 are connected and arranged.

[0332] Multiple fourth reinforcing ribs 6121 can be arranged roughly in parallel, at a certain angle, or even cross each other.

[0333] This structure is simple in design and can improve the deformation resistance of the first reinforcing part and improve the connection reliability between the second joint 61 and the second reinforcing column.

[0334] As shown in Figure 9, multiple fourth reinforcing ribs 6121 extend in different directions and intersect each other to form a mesh; there are also some fourth reinforcing ribs 6121 that do not intersect but are connected end to end to form a ring. Here, the ring mainly refers to a closed ring, and is not limited to a circular shape, but can also be square, polygonal, etc.

[0335] This can further improve the deformation resistance of the first reinforcing part and improve the connection reliability between the second joint 61 and the second reinforcing column 4.

[0336] In some embodiments, as shown in FIG9, a plurality of fourth reinforcing ribs 6121 are arranged in a staggered mesh; or, a plurality of fourth reinforcing ribs 6121 are connected end to end in a ring.

[0337] As shown in Figure 9, multiple fourth reinforcing ribs 6121 extend in different directions and intersect each other to form a mesh; there are also some fourth reinforcing ribs 6121 that do not intersect but are connected end to end to form a ring. Here, the ring mainly refers to a closed ring, and is not limited to a circular shape, but can also be square, polygonal, etc.

[0338] This can further improve the deformation resistance of the first reinforcing part and improve the connection reliability between the second joint 61 and the second reinforcing column 4.

[0339] In some embodiments, as shown in FIG9, the plurality of fourth reinforcing ribs 6121 include a first reinforcing rib group 61211 and a second reinforcing rib group 61212. Each fourth reinforcing rib 6121 of the first reinforcing rib group 61211 extends from the second reinforcing column 4 to the first reinforcing column 5, and each fourth reinforcing rib 6121 of the second reinforcing rib group 61212 is cross-connected with each fourth reinforcing rib 6121 of the first reinforcing rib group 61211.

[0340] The multiple reinforcing ribs connected in this way make it easier for impact loads from the front to be transmitted along the reinforcing ribs. For example, each of the fourth reinforcing ribs 6121 in the first reinforcing rib group 61211 can be configured to extend in an arc shape; each of the fourth reinforcing ribs 6121 in the second reinforcing rib group 61212 can be configured to extend in a straight line.

[0341] This can further improve the deformation resistance of the second reinforcing part, improve the connection reliability between the second joint 61 and the second reinforcing column 4, and also improve the connection reliability between the second joint 61 and the first reinforcing column 5.

[0342] In some embodiments, the thickness of the fourth reinforcing rib 6121 is in the range of 3 mm to 4 mm.

[0343] The thickness of the fourth reinforcing rib 6121 refers to the thickness of the fourth reinforcing rib 6121 along the direction perpendicular to the extension direction and parallel to the paper surface.

[0344] Optionally, the thickness of the fourth reinforcing rib 6121 can be 3.0mm, 3.1mm, 3.2mm, 3.3mm, 3.4mm, 3.5mm, 3.6mm, 3.7mm, 3.8mm, 3.9mm or 4.0mm, etc., or other values ​​within the above range.

[0345] By setting the thickness of the fourth reinforcing rib 6121 within a reasonable range, the strength of the second reinforcing part 6112 can be enhanced, materials can be saved, the vehicle body weight can be reduced, and the vehicle's range can be improved.

[0346] In some embodiments, as shown in FIG3, the vehicle frame 10 further includes a door anti-collision beam assembly 106 for the door. When the door is closed, along the front-rear direction of the vehicle body, the second connector 61 is located in front of or behind the door anti-collision beam assembly 106.

[0347] In some embodiments, as shown in Figures 4 and 10, the vehicle frame 10 also includes a door anti-collision beam assembly 106 for the door. When the door is closed, along the front-rear direction of the vehicle body, the second connector 61 is located in front of or behind the door anti-collision beam assembly 106.

[0348] When the second connector 61 is installed on the front pillar assembly 1011, with the door closed, along the front-rear direction of the vehicle body, the second connector 61 is located in front of the door anti-collision beam assembly 106. At this time, the door anti-collision beam assembly 106 can be connected to the second connector 61 near the second reinforcing pillar 4, or to the second connector 61 near the first reinforcing pillar 5, or to the second connector 61 at approximately the middle position along the vertical direction of the vehicle body.

[0349] When the second connector 61 is installed on the front pillar assembly 1011, with the door closed, along the longitudinal direction of the vehicle body, the second connector 61 is located in front of the door anti-collision beam assembly 106. In this case, the door anti-collision beam assembly 106 can be connected to the second connector 61 near the second reinforcing pillar 4, or near the first reinforcing pillar 5, or approximately in the middle of the second connector 61 along the vertical direction of the vehicle body. When the second connector 61 is installed on the center pillar assembly 1012, with the door closed, along the longitudinal direction of the vehicle body, the second connector 61 is located behind the front door anti-collision beam assembly 106, or in front of the rear door anti-collision beam assembly. The specific connection position is not specifically limited in this disclosure.

[0350] The door anti-collision beam assembly 106 and the second connector 61 can be directly connected or indirectly connected. For example, they can be connected by welding, plugging, or bolting, etc. This disclosure does not make specific limitations.

[0351] Therefore, the second connector 61 can transfer the load generated by the collision to the door anti-collision beam assembly, which can further improve the vehicle's resistance to deformation, reduce the intrusion of the passenger compartment during the collision, and reduce the probability of danger to the driver or passengers during the collision.

[0352] In some embodiments, as shown in Figures 4 and 9, the second connector 61 has a second insertion groove 613, which is defined by a second reinforcing portion 6112 and a portion of a fourth reinforcing rib 6121. A portion of the first reinforcing post 5 is inserted into the second insertion groove 613. The second insertion groove 613 may be formed as a recess with an opening facing the inside of the vehicle body. Alternatively, the second connector 61 may also have an insertion groove for inserting the second reinforcing post 4.

[0353] In some embodiments, the second connector 61 has a second insertion groove 613, and one end of the first reinforcing post 5 extends into the second insertion groove 613 of the second connector 61. Optionally, the second insertion groove 613 can be tubular or groove-shaped.

[0354] In a specific embodiment, as shown in Figures 4 and 9, the first reinforcing post 5 can be tubular, and the second insertion groove 613 can be tubular and adapted to the shape of the first reinforcing post 5, with the first reinforcing post 5 inserted into the second insertion groove 613.

[0355] Since the second insertion slot 613 is defined by the second reinforcing part 6112 and part of the second reinforcing structure 612 (fourth reinforcing rib 6121), the strength of the second insertion slot 613 can be enhanced, thereby improving the connection reliability between the second insertion slot 613 and the first reinforcing post 5, and reducing the number of parts and improving assembly efficiency. Moreover, since the second insertion slot 613 can cooperate with the first reinforcing post 5 from the front-rear direction of the vehicle body, it is beneficial for the first reinforcing post 5 to resist offset collision loads from the front side.

[0356] In some embodiments, the second connector 61 is a one-piece aluminum alloy component, and / or the second connector 61 is a die-cast aluminum alloy component; the first connector 62 is a one-piece aluminum alloy component, and / or the first connector 62 is a die-cast aluminum alloy component.

[0357] In some embodiments, the second connector 61 can be a single piece of aluminum alloy, which can be a single piece formed by die casting, or of course, other suitable manufacturing methods.

[0358] In some embodiments, the first connector 62 can be a one-piece piece made of aluminum alloy, which can be a one-piece piece formed by die casting, or of course, other suitable manufacturing methods.

[0359] The use of aluminum alloy for the second connector 61 and / or the first connector 62 improves their corrosion resistance, reduces vehicle weight, and enhances the vehicle's lightweight design. The integrated design of the second connector 61 and / or the first connector 62 reduces the number of parts, improving structural rigidity and durability. The die-casting of the second connector 61 and / or the first connector 62 improves vehicle production efficiency and shortens the vehicle production cycle.

[0360] In some embodiments, the aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy.

[0361] This can improve the mechanical properties of the vehicle, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0362] In some embodiments, the aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy.

[0363] Further reducing the grain size of the aluminum alloy makes its microstructure more uniform and dense, thereby further reducing casting defects. Moreover, the overall toughness and plasticity of the second joint 61 and the first joint 62 are improved, which is beneficial for absorbing impact and is less prone to breakage; compared with steel joints, the weight can be reduced, which is beneficial for the lightweighting of the body frame 10.

[0364] In some embodiments, as shown in FIG4 and FIG7, at least one of the second reinforcing column 4 and the first reinforcing column 5 is configured as a shell 42 having a closed cross-section. It should be noted that the cross-section refers to the section perpendicular to the extending direction of the second reinforcing column 4 and the first reinforcing column 5.

[0365] Optionally, one of the second reinforcing column 4 and the first reinforcing column 5 may be configured as a shell 42 with a closed cross-section, or both the second reinforcing column 4 and the first reinforcing column 5 may be shells 42 with closed cross-sections.

[0366] A closed cross-section refers to a shape in which the tube wall forms a ring shape when viewed from the cross-section of the tube shell 42. 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.

[0367] The shell 42 can be hollow, or structural components can be further installed in the cavity.

[0368] Optionally, one of the second reinforcing column 4 and the first reinforcing column 5 may be configured as a shell 42 with a closed cross-section, or both the second reinforcing column 4 and the first reinforcing column 5 may be shells 42 with closed cross-sections.

[0369] This disclosure uses the example of the second reinforcing column 4 being configured as a tube shell 42 with a closed cross section. In a specific embodiment, part of the frame beam body 1 is recessed towards the outside of the vehicle body to form a groove. The extension direction of the groove is consistent with the extension direction of the second reinforcing column 4. Furthermore, the inner contour dimension of the groove is larger than the outer contour dimension of the second reinforcing column 4, so that the second reinforcing column 4 can be located in the groove.

[0370] Furthermore, the tube shell 42 can be a composite pultruded tube beam, an aluminum alloy pultruded tube beam, or a hot-expanded tube beam, etc.

[0371] Since at least one of the second reinforcing column 4 and the first reinforcing column 5 is configured as a tubular shell 42 with a closed cross section, the tubular reinforcing column with the closed cross section can effectively absorb impact energy, and has high strength and rigidity. It is also easy to process and install, which is beneficial to improving the assembly efficiency of the vehicle and shortening the vehicle manufacturing cycle.

[0372] In some embodiments, as shown in Figures 4 and 7, at least one of the second reinforcing column 4 and the first reinforcing column 5 is configured as a shell 42 having a closed cross-section and a reinforcing component 41 built into the shell 42.

[0373] The reinforcing component 41 is used to further enhance the strength of the reinforcing column. For example, the reinforcing component 41 may include reinforcing ribs, reinforcing plates, or other structures that can be used to enhance the strength of the shell.

[0374] In some embodiments, the shell 42 has a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extending direction of the shell 42. This arrangement facilitates better connection between the shell wall of the shell 42 and the frame beam body 1, and helps to increase the contact area between the shell wall of the shell 42 and the frame beam body 1, thereby helping to improve the structural strength and rigidity of the vehicle.

[0375] It is understandable that the polygonal shape of the cross-section of the shell 42 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0376] This allows for further improvement in the strength of the reinforcing pillars, thereby enhancing the overall strength of the vehicle.

[0377] In some embodiments, as shown in FIG7, the reinforcing component 41 includes at least one first reinforcing rib 411, which is connected to the inner wall of the housing 42.

[0378] In the cross-section of the shell 42, the opposite ends of the first reinforcing rib 411 are connected to the inner wall of the shell 42. By providing reinforcing ribs inside the shell 42, the structural strength and rigidity of the reinforced column are further improved.

[0379] It is understood that the number of the first reinforcing ribs 411 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle.

[0380] Since the first reinforcing rib 411 is connected to the inner wall of the tube shell 42, the space inside the tube shell can be effectively utilized, and the strength of the tube shell can be enhanced without increasing the outer contour size of the tube shell, thereby enhancing the strength of the reinforcing structure and increasing the strength of the vehicle frame 10.

[0381] In some embodiments, as shown in FIG7, in a cross-section perpendicular to the extending direction of the shell 42, the opposite ends of the first reinforcing rib 411 are respectively connected to the inner wall of the shell 42.

[0382] Since the first reinforcing rib 411 is connected to the wall of the tube shell 42 and located inside the tube cavity, the space inside the tube shell 42 can be effectively utilized, and the strength of the reinforcing post can be enhanced without increasing the outer contour size of the reinforcing post, thereby increasing the strength of the vehicle.

[0383] In some embodiments, as shown in FIG7, there are multiple first reinforcing ribs 411, and at least a portion of the multiple first reinforcing ribs 411 are arranged in a cross pattern.

[0384] For example, in some embodiments, as shown in FIG7, one of the first reinforcing ribs 411 extends along the inner and outer directions of the vehicle frame 10, and the extension direction of the other first reinforcing rib 411 intersects with it. Thus, the first reinforcing ribs 411 strengthen the shell 42 from two directions, which helps to improve the structural strength and structural stiffness of the shell 42.

[0385] This will help to further enhance the strength of the casing 42, thereby enhancing the strength of the reinforcing column and thus increasing the strength of the vehicle.

[0386] In some embodiments, at least one of the second reinforcing column 4 and the first reinforcing column 5 is formed as an integral aluminum pultruded structure; as shown in FIG7, the thickness W3 of the first reinforcing rib 411 is in the range of 3 mm to 6.5 mm; and / or the thickness W4 of the tube wall of the tube shell 42 is in the range of 3 mm to 5 mm.

[0387] Optionally, the thickness W3 of the first reinforcing rib 411 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm or 6.5mm, etc. By controlling the thickness W3 of the first reinforcing rib 411 within this range, the strength and rigidity requirements of the vehicle can be met, materials can be saved, and the weight of the vehicle can be reduced.

[0388] Optionally, the wall thickness W4 of the tube shell 42 can be 3mm, 3.5mm, 4mm, 5mm, etc. By controlling the wall thickness within this range, the strength and stiffness requirements of the vehicle frame 10 can be met, ensuring that the wall is not too thin so that the vehicle frame 10 cannot meet the structural strength and stiffness requirements, while also ensuring that the wall is not too thick so that the performance is excessive.

[0389] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, can withstand significant mechanical loads, and have high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density, contributing to vehicle weight reduction compared to traditional steel bodies. The tube shell 42 and the first reinforcing rib 411 are an integral structure. This integrated structure enhances the overall structural strength and rigidity of the reinforcing column. Additionally, it eliminates the need for further assembly of the first reinforcing rib 411 and the tube shell 42 with other components, thus reducing manufacturing costs.

[0390] In some embodiments, at least one of the first reinforcing post 5 and the second reinforcing post 3 is formed as a glass fiber reinforced composite pultruded tube, the thickness of the first reinforcing rib 411 is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall is in the range of 6 mm to 10 mm.

[0391] Pultrusion molding is beneficial for obtaining good strength and stiffness, and it can also be used to strengthen structures with complex cross-sections. It is also beneficial for further optimizing the mechanical properties and shape flexibility of the strengthened structure, and can improve the production efficiency of the strengthened structure.

[0392] In some embodiments, as shown in FIG4 and FIG7, at least one of the second reinforcing column 4 and the first reinforcing column 5 is configured to have a shell 42 and a resin filling structure, wherein the resin filling structure is filled inside the shell 42.

[0393] The resin-filled structure is used to enhance the structural strength and rigidity of the tube shell 42.

[0394] In some embodiments, the shell 42 is a thermoplastic pultruded composite tube. The thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second reinforcing column 4 and / or the first reinforcing column 5. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 10.

[0395] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0396] In some embodiments, the thermoplastic pultruded composite material may include a glass fiber reinforced composite material comprising a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers comprise continuous glass fibers, and the thermoplastic resin matrix may be a polypropylene (PP) resin matrix or a polyamide-6 (PA6) resin matrix. Alternatively, the same material as the glass fiber reinforced composite material used in the frame beam body 1 described later may be used.

[0397] In some embodiments, the continuous fibers in the fiber-reinforced composite material have a weight percentage of 60% and 80%, the thermoplastic resin matrix has a weight percentage of 20% and 40%, and the sum of the weight percentages of the continuous fibers and the thermoplastic resin matrix is ​​100%.

[0398] The weight percentage of continuous fibers in the fiber-reinforced composite material is 60, 65, 70, 75, 80 or any two of these values, and the weight percentage of the thermoplastic resin matrix in the fiber-reinforced composite material is 20, 25, 30, 35, 40 or any two of these values.

[0399] In some embodiments, the first reinforcing column 5 and the second reinforcing column 4 may both be integral aluminum pultruded tubes; they may both be composite material pultruded tubes; or one of them may be an integral aluminum pultruded tube and the other may be a composite material pultruded tube. For example, the first reinforcing column 5 is a composite material pultruded tube and the second reinforcing column 4 is an integral aluminum pultruded tube.

[0400] In some embodiments, as shown in FIG7, the wall thickness W4 of the tube shell 42 is in the range of 6 mm to 10 mm.

[0401] For example, the wall thickness W4 of the tube shell 42 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle can be met. This ensures that the wall of the thermoplastic pultruded composite tube is not too thin, which would prevent the vehicle frame from failing to meet the structural strength and stiffness requirements, while also preventing the wall of the thermoplastic pultruded composite tube from being too thick, which would result in excessive performance.

[0402] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0403] Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second reinforcing column and / or the first reinforcing column.

[0404] In some embodiments, as shown in Figures 11 and 12, the frame beam body 1 is recessed in a direction away from the inside of the vehicle body to form a groove 13, the opening of the groove 13 faces the inside of the vehicle body, and at least one second reinforcing rib 134 is provided in the groove 13 of the frame beam body 1.

[0405] As shown in Figure 11, the frame beam body 1 is recessed in the direction away from the inner side of the vehicle body to form a groove 13. The shape of the groove 13 is not specifically limited in this disclosure. In one specific embodiment, the cross-section of the groove 13 is generally rectangular.

[0406] In some embodiments, as shown in FIG11, at least one second reinforcing rib 134 is provided in the groove 13. Optionally, there may be one or more second reinforcing ribs 134. When there are multiple second reinforcing ribs 134, the multiple second reinforcing ribs 134 may be arranged in a generally parallel manner or may be arranged in a cross manner, wherein the distance between adjacent second reinforcing ribs 134 may be equal or unequal.

[0407] In a specific embodiment, as shown in FIG11, the frame beam body 1 is recessed in the direction away from the inner side of the vehicle body to form a groove 13. The groove 13 of the frame beam body 1 is provided with a second reinforcing rib 134, but the second reinforcing rib 134 forms a relief groove 135. The second reinforcing post 4 and / or the first reinforcing post 5 are at least partially located in the relief groove 135, and the shell of the first reinforcing post 5 and / or the second reinforcing post 4 is connected to a portion of the second reinforcing rib 134.

[0408] This can further strengthen the strength of the main frame beam 1, thereby further enhancing the strength and rigidity of the vehicle.

[0409] In some embodiments, as shown in FIG11, there are multiple second reinforcing ribs 134; multiple second reinforcing ribs 134 are arranged in a cross pattern to form a mesh structure 1341; and / or multiple second reinforcing ribs 134 are connected end to end to form a ring structure.

[0410] For example, multiple second reinforcing ribs 134 are arranged in a staggered, mesh-like pattern; or, multiple second reinforcing ribs are connected end-to-end in a ring shape. This allows the second reinforcing ribs 134 to distribute the force more evenly.

[0411] It is understandable that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the second reinforcing rib 134 can include several rings, which can have the same shape or different shapes.

[0412] This can further strengthen the strength of the main frame beam 1, thereby further enhancing the strength and rigidity of the vehicle body frame 10.

[0413] In some embodiments, the second reinforcing rib 134 is injection molded into the groove 13 of the frame beam body 1.

[0414] In some embodiments, the second reinforcing rib 134 is injection molded onto the inner surface of the frame beam body 1. The injection molding process integrates the second reinforcing rib 134 with the frame beam body 1, reducing the need for assembly between multiple second reinforcing ribs 134 and the frame beam body 1. Furthermore, the injection molding process allows the second reinforcing rib 134 to extend into various corners of the frame beam body 1. Moreover, the injection molding process facilitates the processing of the second reinforcing rib 134 into various shapes according to the vehicle's collision stress conditions, and allows for the increase of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of each second reinforcing rib 134 on the frame beam body 1 can be optimized according to the vehicle's collision stress conditions.

[0415] In some embodiments, the thickness of the root of the second reinforcing rib 134 is 80% to 120% of the thickness of the frame beam body 1.

[0416] This configuration ensures that the second reinforcing rib 134 provides sufficient reinforcement, thereby improving the vehicle's strength and rigidity. It is understood that the thickness of the root of the second reinforcing rib 134 can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 1. The specific thickness can be determined based on the collision stress conditions of the vehicle body frame 10. Since the frame beam body 1 is made of fiber composite board, which has a high modulus, even a larger root thickness of the second reinforcing rib 134 helps reduce or even prevent shrinkage defects from forming on the outer surface of the frame beam body 1 at the root of the second reinforcing rib 134.

[0417] In some embodiments, the thickness of the root of the second reinforcing rib 134 is 100% of the thickness of the frame beam body 1, that is, the thickness of the root of the second reinforcing rib 134 is consistent with the thickness of the frame beam body 1.

[0418] It should be noted that the thickness of the root of the second reinforcing rib 134 refers to the extension dimension of the second reinforcing rib 134 along the inward and outward directions of the vehicle body.

[0419] For example, the inward and outward directions of the vehicle body include both inward and outward directions.

[0420] In some embodiments, the thickness of the second reinforcing rib 134 is in the range of 2.5 mm to 3.5 mm; and / or the thickness of the frame beam body 1 is in the range of 2.5 mm to 3.5 mm.

[0421] By setting the thickness of the frame beam body 1 and the second reinforcing rib 134 within this range, the frame beam body 1 and the second reinforcing rib 134 can meet the strength and stiffness requirements of the vehicle body frame 10. It is understood that in this embodiment, the thickness of the root of the second reinforcing rib 134 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the frame beam body 1 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the root of the second reinforcing rib 134 can be the same as or different from the thickness of the frame beam body 1.

[0422] Understandably, the thickness of the root of the second reinforcing rib 134 and the thickness of the frame beam body 1 can be set according to the actual situation of the vehicle. For example, the body frame 10 includes an A-pillar, the thickness of the frame beam body 1 of the A-pillar is 3mm, and the thickness of the second reinforcing rib 134 of the A-pillar is 3mm.

[0423] In some embodiments, at least one of the first reinforcing post 5 and the second reinforcing post 4 is connected to both the bottom wall and the side wall of the groove 13, and the second reinforcing rib 134 is formed with a clearance groove for installing the first reinforcing post and / or the second reinforcing post.

[0424] In some embodiments, as shown in Figures 11 and 12, the sidewall of the groove 13 includes a groove bottom 132 furthest from the opening and opposite to the opening, and groove sidewalls 131 located on both sides of the groove bottom 132. The side of the two groove sidewalls 131 away from the groove bottom 132 forms an opening. A plurality of second reinforcing ribs 134 are arranged crosswise to form a mesh structure 1341. The mesh structure 1341 includes a first part 13411, a second part 13412, and a third part 13413. The first part 13411 is disposed on the surface of the groove bottom 132, the second part 13412, the second part 13413, the third part 13412, the third ... 13412 and the third part 13413 are located on opposite sides of the first part 13411 along the width direction of the groove 13. The dimensions of the second part 13412 and the third part 13413 along the width direction of the vehicle body are both larger than the dimensions of the first part 13411 along the width direction of the vehicle body. The first part 13411, the second part 13412, and the third part 13413 surround and form a clearance groove 135. A part of the second reinforcing post 4 or a part of the first reinforcing post 5 extends into the clearance groove 135 and is connected to at least one second reinforcing rib 134.

[0425] In some embodiments, the frame beam body 1 is recessed in a direction away from the inner side of the vehicle body to form a groove 13. Reinforcing posts (first reinforcing post and / or second reinforcing post) extend at least partially into the groove 13 and are connected to the groove sidewall 131 and / or the groove bottom 132. The groove 13 serves two purposes: firstly, it strengthens the structure; secondly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact loads; and thirdly, it provides installation space for the interior and exterior trim mounting structures 136. The connection between the reinforcing post and the groove sidewall 131 and / or the groove bottom 132 helps to improve the strength of the frame beam body 1. Furthermore, the groove 13 has second reinforcing ribs 134, and multiple second reinforcing ribs 134 form a clearance groove 135. The reinforcing post extends at least partially into the clearance groove 135 and is connected to the second reinforcing ribs 134.

[0426] In one specific embodiment, as shown in FIG11, the opening of the groove 13 forms an opening, and the groove 13 includes a groove bottom 132 that is furthest from the opening and opposite to the opening. The reinforcing post is at least connected to the groove bottom 132. That is, the reinforcing post is at least fixed to the groove bottom 132, which at least helps to improve the structural strength and structural stiffness of the vehicle frame 10 in the direction of the vehicle body's interior and exterior.

[0427] In some embodiments, as shown in FIG4, the frame beam body 1 is a continuous fiber composite board.

[0428] Since the frame beam body 1 is made of continuous fiber composite board, the strength of the frame beam body 1 can be improved, and the lightweighting of the frame beam body 1 can also be improved, thereby improving the vehicle's strength while also improving its lightweighting.

[0429] In some embodiments, the frame beam body 1 includes multiple layers of continuous fiber composite material, each layer of continuous fiber composite material including continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

[0430] Composite materials formed using continuous fibers and thermoplastic resin matrices have the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 1.

[0431] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers. Organic fibers have high strength, good elasticity, and flexibility. Inorganic fibers have high strength and modulus. The use of one or more combinations of organic and inorganic fibers in combination with thermoplastic resins helps to improve the strength of the single-layer fiber composite layer.

[0432] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0433] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0434] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer fiber composite material layer, enabling the fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0435] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0436] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0437] Therefore, the composite material formed by using continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the frame beam body 1.

[0438] In some embodiments, the continuous fiber is a continuous glass fiber or a continuous carbon fiber.

[0439] Continuous glass fiber or continuous carbon fiber has low density, high strength, good corrosion resistance, and design flexibility, thus extending the service life of the main frame beam 1, thereby extending the service life of the body frame 10. It also further improves the structural strength and stiffness of the body frame 10, enhancing its lightweight design. Continuous carbon fiber also possesses advantages such as high strength, high modulus, lightweight, high temperature resistance, impact resistance, and fatigue resistance, thus extending the service life of the main frame beam 1, thereby extending the service life of the body frame 10. Furthermore, it can further improve the structural strength and stiffness of the body frame 10, enhancing its lightweight design.

[0440] In some embodiments, the continuous fiber is a continuous glass fiber, the continuous fiber is in the range of 60 to 80 parts by weight, the thermoplastic resin matrix is ​​in the range of 20 to 40 parts by weight, and the sum of the continuous fiber and the thermoplastic resin matrix is ​​100 parts by weight.

[0441] Optionally, the weight percentage of continuous fibers can be 60, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78 or 80, or other values ​​within the above range.

[0442] Optionally, the weight percentage of the thermoplastic resin matrix can be 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35 or 40, or other values ​​within the above range.

[0443] For example, the continuous fiber may be 75 or 70 parts by weight, and the thermoplastic resin matrix may be 23 or 30 parts by weight.

[0444] The composite material formed by continuous glass fiber and thermoplastic resin matrix combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of thermoplastic resin. It helps to improve the elastic modulus, tensile strength and elongation at break of the frame beam body. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding and compression molding.

[0445] By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations where the continuous fiber content is too high or the resin matrix content is too low, resulting in exposed continuous fibers. Conversely, it is also possible to avoid situations where the composite material strength is insufficient due to excessively low continuous fiber content or excessively high resin matrix content. This achieves a relatively balanced state between the continuous fiber and thermoplastic resin matrix content, making the composite material suitable for manufacturing the main frame beam of a vehicle. Adding additives can improve the processing properties of both the continuous fibers and the thermoplastic resin matrix, thus contributing to the enhancement of the final performance of the composite material.

[0446] In some embodiments, the continuous fiber composite layer further includes additives.

[0447] Optionally, the weight percentage of the adjuvant can be 2, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, 2.9, 3.0, 3.1, 3.2, 3.3, 3.4 or 3.5, or other values ​​within the above range.

[0448] Additives are used to improve the performance and processability of the composite material of the frame beam body 1, thereby enhancing the performance of the frame beam body 1. It should be noted that additives are used to improve and optimize the performance of composite materials; in this embodiment, the additives are specifically used to improve the performance of the frame beam body 1. Additives may include any one or a mixture of any combination of compatibilizers, antioxidants, and flame retardants. Compatibilizers are used to improve the interfacial bonding performance between the resin matrix and long glass fibers, improving the mechanical properties of the composite material; for example, they may be maleic anhydride grafted compatibilizers. Antioxidants can prevent or delay the oxidative degradation of materials, reducing the possibility of degradation due to high-temperature oxidation during processing and extending the service life of the composite material; for example, they may be hindered amine antioxidants, phosphite antioxidants, etc. Flame retardants are used to improve the flame retardant properties of the composite material; for example, they may be halogenated flame retardants.

[0449] In some embodiments, the adjuvant comprises 1-5 parts by weight of a compatibilizer and 0.2-0.6 parts by weight of an antioxidant.

[0450] 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.

[0451] In some embodiments, the antioxidant includes antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), which is one or more combinations of phenolic antioxidants and antioxidant PEP-36. Antioxidant 1098 belongs to the hindered amine class of antioxidants, while antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0452] Optionally, the weight percentage of the compatibilizer can be 1.5, 1.6, 1.7, 1.8, 1.9, 2, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, 2.9 or 3.0, or other values ​​within the above range.

[0453] The antioxidant comprises 0.1–0.3 parts by weight of a primary antioxidant and 0.1–0.3 parts by weight of a secondary antioxidant. The primary antioxidant captures and terminates free radical chain reactions, thereby preventing oxidation. The secondary antioxidant decomposes already formed peroxides, preventing their decomposition from generating more free radicals, thus further inhibiting oxidation.

[0454] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0455] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0456] For example, the lubricant includes white oil.

[0457] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0458] It is understandable that in this example, when the weight percentage of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0459] In some embodiments, in a multilayer continuous fiber composite material layer, the properties of at least one continuous fiber composite material layer simultaneously satisfy the following three conditions:

[0460] 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 layer, the continuous fiber composite material layer formed by the multi-layer continuous fiber composite material layer can at least meet the performance requirements of the main frame beam 1 of the vehicle.

[0461] 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.

[0462] In some embodiments, in the multilayer continuous fiber composite material layers, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer. 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 the continuous fiber composite material layer to be suitable for locations with higher vehicle collision performance requirements.

[0463] 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%.

[0464] 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.

[0465] In some embodiments, the continuous fibers in the fiber-reinforced composite material are continuous glass fibers, and the thermoplastic resin matrix is ​​polypropylene, with a melt index of 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 fibers and polypropylene combines the high strength and high modulus of continuous glass fibers 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. In some embodiments, the water absorption rate of each continuous fiber composite material layer is not higher than 0.3%. Optionally, the water absorption rate of each continuous fiber composite material layer can be 0.05%, 0.1%, 0.15%, 0.2%, 0.25%, or 0.3%, etc.

[0466] By controlling the water absorption rate of the single-layer 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 components caused by excessive water absorption in the frame beam body 1.

[0467] In some embodiments, the frame beam body 1 includes multiple layers of continuous fiber composite material, with the continuous fibers of each layer laid in a single direction and the laying angles of the continuous fibers of adjacent layers of continuous fiber composite material being different.

[0468] In some embodiments, the continuous fibers of each fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent fiber composite layers are different. This is because the layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material, and different layup angles of the continuous fibers in adjacent fiber composite layers help to optimize the performance of the composite material in different directions.

[0469] 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°.

[0470] This is because a ply pattern that is neither 0° nor 90° can provide strength in multiple directions, and having at least one of the outermost two layers can effectively absorb and disperse loads, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 1.

[0471] It should be noted that 0° refers to the extension direction of the fiber composite board. For example, when the body frame 10 includes the A-pillar, the extension direction of the A-pillar is along the vertical direction of the body frame, that is, the vertical direction of the body frame is the direction in which the continuous fiber is laid at an angle of 0°.

[0472] The layup angle of the continuous fibers in the remaining fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0473] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer that is neither 0° nor 90° is in the range of 25° to 75°.

[0474] Optionally, the layup angle of the continuous fibers in the continuous fiber composite layer can be 25°, 26°, 27°, 28°, 29°, 35°, 40°, 45°, 50°, 55°, 60°, 65°, 70° or 75°, or other values ​​within the above range.

[0475] The continuous fiber layup angle in composite materials ranges from 25° to 75°, which helps to enhance the multidirectional strength, shear strength and fatigue resistance of the composite materials.

[0476] In some embodiments, the sum of the number of continuous fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0477] Optionally, the sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° can be 20%, 22%, 24%, 26%, 28%, 29%, 30%, 31%, 32%, 34%, 36%, 37%, 38%, 39%, or 40% of the total number of continuous fiber composite material layers, or other values ​​within the above range.

[0478] This ensures that the non-0° and non-90° layups are within a reasonable range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, and thus ensuring the structural strength and stiffness of the frame beam 1 as much as possible.

[0479] In some embodiments, the thickness of the frame beam body 1 is in the range of 1.2 mm to 5 mm; and / or the thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm.

[0480] Optionally, the thickness of the frame beam body 1 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc., or other values ​​within the above range.

[0481] Optionally, the thickness of the single-layer fiber composite material layer can be 0.2mm, 0.23mm, 0.25mm, 0.27mm, 0.3mm, etc., or other values ​​within the above range.

[0482] By limiting the thickness of the main frame beam 1 within the aforementioned range, it is possible to avoid the main frame beam 1 being too thin, thus failing to meet the requirements for structural strength and stiffness. Limiting the thickness range of the single-layer fiber composite material layer serves two purposes: firstly, it prevents the single-layer fiber composite material layer from being too thin, resulting in insufficient structural strength and stiffness; secondly, it prevents the fiber composite material layer from being too thick, which would lead to an excessively thick main frame beam 1 when laying multiple layers of continuous fiber composite, thus affecting the overall aesthetics of the vehicle or interfering with the installation of other vehicle components.

[0483] In some embodiments, as shown in Figures 1 to 4, the vehicle frame 10 includes a vehicle pillar assembly 101 and a vehicle beam assembly 102. The vehicle pillar assembly 101 includes at least one of a front pillar assembly 1011, a middle pillar assembly 1012, and a rear pillar assembly 1013. The frame beam body 1, the first reinforcing column 5, and the connecting assembly 6 together form at least a portion of the vehicle pillar assembly 101. The vehicle beam assembly 2 includes a crossbeam assembly 102 and a sill beam assembly 104.

[0484] In other embodiments, the frame beam body 1, the second reinforcing column 4, the first reinforcing column 5, and the connecting assembly 6 together form at least a portion of the vehicle body pillar assembly 101.

[0485] Therefore, the strength and rigidity of the body frame 10 can be improved, thereby enhancing the body frame 10's resistance to collisions (e.g., 25% offset collisions).

[0486] In some embodiments, as shown in Figures 1 to 4, the crossbeam assembly 102 includes at least a front roof crossbeam assembly 1021. The frame beam body 1, the first reinforcing column 5, the second reinforcing column 4, and the connecting assembly 6 together form a front pillar assembly 1011. The front pillar assembly 1011 is connected between the front roof crossbeam assembly 1021 and the sill beam assembly 104. The body beam assembly 2 also includes a front wheel arch side reinforcing beam assembly 105. Along the front-rear direction of the vehicle body, the front wheel arch side reinforcing beam assembly 105 is located in front of the second connector 61 and connected to the second energy-absorbing part 6111 of the second connector 61 (see Figure 7). The second energy-absorbing part 6111 is used to absorb the collision load from the front wheel arch side reinforcing beam assembly 105.

[0487] The first reinforcing pillar 5 is connected to the outer sill beam located on the outer side of the vehicle body in the sill beam assembly by bolts; the first reinforcing pillar 5 is connected to the front wheel arch side reinforcing beam assembly 105 by connecting plate 8, and the first reinforcing pillar 5 provides support for the front wheel arch side reinforcing beam assembly 105 by connecting plate 8; the outer sill beam is connected to the inner sill beam located on the inner side of the vehicle body in the sill beam assembly by bolts; the frame beam body 1 is fixed to the load-bearing structure of the A-pillar assembly by bolts. Therefore, when the front of the vehicle is subjected to a collision (e.g., a 25% offset collision), part of the load acting on the front wheel arch side reinforcement beam assembly 105 can be absorbed by the second energy-absorbing part 6111, and the other part of the load can be transferred to the roof front crossbeam assembly 1021 and the sill beam connection part 6212 through the second joint 61. The front wheel arch side reinforcement beam assembly 105, the front pillar assembly 1011, the roof front crossbeam assembly 1021 and the sill beam assembly 104 jointly resist the load generated by the collision, thereby reducing the degree of vehicle deformation and reducing the intrusion of the front pillar assembly 1011 into the passenger compartment 20.

[0488] In some embodiments, as shown in Figures 4 and 8, the first reinforcing post connecting portion 6211 of the first connector 62 is bolted to the first reinforcing post 5, and the sill beam connecting portion 6212 of the first connector 62 is bolted to the sill beam assembly 104. The second connector 61 and the first connector 62 are also used to connect to the door hinge (not shown). This design improves the reliability of the connection between the first connector 62 and the first reinforcing post 5 and the sill beam assembly 104.

[0489] In some embodiments, as shown in Figures 11 and 12, the vehicle frame further includes an interior and exterior trim mounting structure 136, which is disposed on at least one of the frame beam body 1, the second reinforcing column 4, and the first reinforcing column 5.

[0490] In some embodiments, an interior and exterior trim mounting structure 136 is formed on the frame beam body 1 and / or the second reinforcing column 4 and / or the first reinforcing column 5, thereby eliminating the need for separately provided components with interior and exterior trim mounting functions, reducing component assembly, and helping to achieve vehicle lightweighting and improve manufacturing efficiency.

[0491] It should be noted that the inner and outer decorative installation structure 136 formed on the frame beam body 1 and / or the second reinforcing column 4 and / or the first reinforcing column 5 means that the frame beam body 1 and / or the second reinforcing column 4 and / or the first reinforcing column 5 have the inner and outer decorative installation structure 136, that is, the inner and outer decorative installation structure 136 is part of the frame beam body 1 and / or the second reinforcing column 4 and / or the first reinforcing column 5.

[0492] It should be noted that the interior and exterior trim of a vehicle refers to various decorative and functional components inside or outside the vehicle, such as seat belt accessories, door hinges, door opening limiters, interior trim panels 139, and curtain airbags. Understandably, depending on the location of the vehicle frame, the specific interior or exterior trim mounting structures 136 formed on the main frame beam 1 and / or the second reinforcing pillar 4 and / or the first reinforcing pillar 5 may differ. For example, seat belt accessories may be installed on the B-pillar (e.g., the middle pillar assembly 1012 shown in Figure 2) or the C-pillar (e.g., the rear pillar assembly 1013 shown in Figure 2), while door hinges may be installed on the A-pillar (e.g., the front pillar assembly 1011 shown in Figure 2) or the B-pillar (e.g., the middle pillar assembly 1012 shown in Figure 2).

[0493] In some embodiments, as shown in Figures 1 and 11, the body pillar assembly 101 includes a front pillar assembly 1011 and / or a center pillar assembly 1012, and the body frame 10 further includes at least one metal connection structure 137. The at least one metal connection structure 137 is disposed on the interior and exterior trim mounting structure 136, and the at least one metal connection structure 137 is used to connect at least one of a door hinge, a door lock, and a door opening limiter.

[0494] As shown in Figure 11, the metal connection structure 137 is fitted to the groove sidewall 131 of the front pillar assembly 1011 and / or the center pillar assembly 1012. The second reinforcing rib 134 is injection molded onto the surfaces of the groove sidewall 131 and the metal connection structure 137, thereby fixing the metal connection structure 137. In other words, the metal connection structure 137 is fixed between the groove sidewall 131 and / or the second reinforcing rib 134 through a metal insert injection molding process. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure 137; on the other hand, the metal insert injection molding process helps to improve the structural strength and rigidity of the vehicle.

[0495] In this embodiment, the door hinge, door lock, and door opening limiter are all used for opening and closing the door. In practical applications, the door needs to be opened and closed frequently, the door hinge and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure 137 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 137 good fatigue performance, allowing the metal connection structure 137 to maintain structural integrity during multiple cycles. The metal connection structure 137 is located between the frame beam body 1 and the second reinforcing rib 134 of the front pillar assembly 1011 and / or the middle pillar assembly 1012, so that the second reinforcing rib 134 can fix the metal connection structure 137 to the frame beam body 1, which helps to make the metal connection structure 137 installed stably.

[0496] In this embodiment, the door hinge, door lock, and door opening limiter are all used for opening and closing the door. In practical applications, the door needs to be opened and closed frequently, the door hinge and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure 137 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 137 good fatigue performance, allowing the metal connection structure 137 to maintain structural integrity during multiple cycles. The metal connection structure 137 is located between the frame beam body 1 and the second reinforcing rib 134 of the front pillar assembly 1011 and / or the middle pillar assembly 1012, so that the second reinforcing rib 134 can fix the metal connection structure 137 to the frame beam body 1, which helps to make the metal connection structure 137 installed stably.

[0497] It is understood that there can be one metal connection structure 137, used to connect at least one of the door hinge, door lock, and door opening limiter. There can be two metal connection structures 137, used to connect at least two of the door hinge, door lock, and door opening limiter respectively. There can be three metal connection structures 137, used to connect the door hinge, door lock, and door opening limiter. The position of the metal connection structure 137 can be set according to the actual situation of the vehicle.

[0498] In some embodiments, as shown in Figures 1 and 11, the vehicle body pillar assembly 101 includes a rear pillar assembly 1013 and / or a center pillar assembly 1012, and the interior and exterior trim mounting structure 136 includes at least one seat belt accessory mounting structure 138 for mounting seat belt accessories (not shown), wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor.

[0499] As shown in Figure 11, the metal connection structure 137 is fitted to the groove sidewall 131 of the front pillar assembly 1011 and / or the center pillar assembly 1012. The second reinforcing rib 134 is injection molded onto the surfaces of the groove sidewall 131 and the metal connection structure 137, thereby fixing the metal connection structure 137. In other words, the metal connection structure 137 is fixed between the groove sidewall 131 and / or the second reinforcing rib 134 through a metal insert injection molding process. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure 137; on the other hand, the metal insert injection molding process helps to improve the structural strength and rigidity of the vehicle.

[0500] In this embodiment, the door hinge, door lock, and door opening limiter are all used for opening and closing the door. In practical applications, the door needs to be opened and closed frequently, the door hinge and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure 137 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 137 good fatigue performance, allowing the metal connection structure 137 to maintain structural integrity during multiple cycles. The metal connection structure 137 is located between the frame beam body 1 and the second reinforcing rib 134 of the front pillar assembly 1011 and / or the middle pillar assembly 1012, so that the second reinforcing rib 134 can fix the metal connection structure 137 to the frame beam body 1, which helps to make the metal connection structure 137 installed stably.

[0501] It is understood that there can be one metal connection structure 137, used to connect at least one of the door hinge, door lock, and door opening limiter. There can be two metal connection structures 137, used to connect at least two of the door hinge, door lock, and door opening limiter respectively. There can be three metal connection structures 137, used to connect the door hinge, door lock, and door opening limiter. The position of the metal connection structure 137 can be set according to the actual situation of the vehicle.

[0502] In some embodiments, as shown in Figures 1, 11, and 12, the vehicle pillar assembly 101 includes a rear pillar assembly 1013 and / or a center pillar assembly 1012, and the interior / exterior trim mounting structure 136 includes at least one seatbelt accessory mounting structure 138. The at least one seatbelt accessory mounting structure is formed on at least one second reinforcing rib 134 of the rear pillar assembly 1013 and / or the center pillar assembly 1012. The at least one seatbelt accessory mounting structure 138 is used to mount a seatbelt accessory; in other words, the second reinforcing rib 134 can provide a mounting position for the seatbelt accessory.

[0503] In other words, in the embodiment with the second reinforcing rib 134, the seat belt accessory mounting structure 138 of the rear pillar assembly 1013 and / or the center pillar assembly 1012 is formed in the tube shell 42 of the second reinforcing pillar. In other words, the tube shell 42 can provide a mounting position for the seat belt accessory.

[0504] This is because both the rear pillar assembly 1013 and / or the center pillar assembly 1012 require the installation of seat belt accessories, and the first reinforcing pillar provides a seat belt accessory mounting structure 138 for installing seat belt accessories.

[0505] It is understood that in other embodiments, the seat belt accessory mounting structure may also be directly formed on the frame beam body 1.

[0506] In some embodiments, the vehicle frame includes a rear pillar assembly 1013 and / or a center pillar assembly 1012, and the interior and exterior trim mounting structure 136 includes at least one seatbelt accessory mounting structure 138. The at least one seatbelt accessory mounting structure is formed on at least one second reinforcing rib 134 of the rear pillar assembly 1013 and / or the center pillar assembly 1012. The at least one seatbelt accessory mounting structure 138 is used to mount a seatbelt accessory; in other words, the second reinforcing rib 134 can provide a mounting position for the seatbelt accessory.

[0507] In some embodiments, as shown in Figures 11 and 12, the interior and exterior trim mounting structure 136 is used to mount an interior trim panel 139, which is used to at least cover the recessed area of ​​the frame beam body 1 from the inside of the vehicle body.

[0508] The interior trim panel 139 is used for the opening of the recess 13, thereby minimizing the direct exposure of the interior and exterior trim mounting structures 136 formed on the second reinforcing pillar, the first reinforcing pillar and / or the frame beam body 1 to the driver / passenger's view, which helps to improve the vehicle's aesthetics.

[0509] A second aspect of this disclosure provides a vehicle 1000, as shown in FIG1, the vehicle 1000 including the aforementioned body frame 10.

[0510] This can improve the strength and rigidity of the vehicle by 1000.

[0511] In some embodiments, as shown in Figures 1 to 3, the vehicle 1000 further includes a chassis 30, a body frame 10 mounted on the chassis 30 and together forming a passenger compartment 20, the body frame 10 including a body pillar assembly 101 and a body beam assembly 102, the frame beam body 1, the second reinforcing column 4, the first reinforcing column 5 and the connecting assembly 6 together forming at least a portion of the body pillar assembly 101.

[0512] This can improve the strength and rigidity of the body pillar assembly 101, thereby improving the strength and rigidity of the vehicle 1000.

[0513] In some embodiments, as shown in FIG1, the vehicle 1000 further includes a battery device 200, which is mounted on the chassis 30.

[0514] This improves the utilization of space under the vehicle, avoiding encroachment on the passenger compartment and trunk space, thus providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury from a collision. Additionally, centralized mounting of the battery pack on the chassis facilitates maintenance and replacement, reducing the complexity of routine maintenance.

[0515] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment 20.

[0516] This reduces the redundancy of the vehicle frame by 10%, thereby reducing the overall weight. It also increases the packaging space for the battery module, optimizes the vehicle's internal layout, and improves space utilization.

[0517] In some embodiments, as shown in FIG1, the vehicle frame 10 is detachably connected to the upper part of the chassis 30.

[0518] This reduces the number of components and the overall vehicle weight, thereby increasing the vehicle's range by 1,000 km. Furthermore, this structure simplifies the assembly process and facilitates specialized collaboration.

[0519] The following describes a specific embodiment.

[0520] As shown in Figures 1 to 11, in a specific embodiment, the vehicle frame 10 includes: a frame beam body 1, a sill beam assembly 104, a second reinforcing column 4, a first reinforcing column 5, a second connector 61, and a first connector 62. The second connector 61 is used to connect the second reinforcing column 4 and the first reinforcing column 5, and the first connector 62 is used to connect the first reinforcing column 5 and the sill beam assembly 104. The first connector 62 includes a first connector body 621 and a first reinforcing structure 6213. The first connector body 621 includes a connected first reinforcing column connecting portion 6211 and a sill beam connecting portion 6212. The first reinforcing structure 6213 is formed at least in the first reinforcing column connecting portion 6211.

[0521] The first connector 62 includes a first connector body 621 and a plurality of first reinforcing ribs 62131. The first connector body 621 includes a connected first reinforcing post connecting portion 6211 and a sill beam connecting portion 6212. The first reinforcing ribs 62131 are formed in the first reinforcing post connecting portion 6211. As shown in Figure 8, the first reinforcing ribs 62131 extend obliquely, so that the further they extend rearward along the front-rear direction of the vehicle body, the closer they are to the sill beam connecting portion 6212 along the vertical direction of the vehicle body.

[0522] By distributing the first reinforcing rib 62131 diagonally downwards, the stiffness of the first joint 62 diagonally downwards is greater than that in other directions, thereby effectively transferring the load of a small offset collision to the lower vehicle body (e.g., the sill beam assembly), reducing the load borne by the A-pillar structure. Because the load transferred to the A-pillar structure is significantly reduced, the risk of the A-pillar structure bending and encroaching on the occupant's survival space is decreased.

[0523] In addition, the wall thickness of the area of ​​the first joint 62 directly impacted by the wheel is smaller than that of the area not directly impacted. During the wheel impact, the impact area is crushed and deformed to absorb the impact energy, thereby reducing the impact load generated by the impact.

[0524] The crash simulation software LS-DYNA was used to conduct crash tests on the aforementioned vehicle body frame and a comparative vehicle body frame. In the comparative vehicle body frame, the A-pillar (at least the first reinforcing pillar 5) is directly connected to the sill beam assembly 104.

[0525] Simulation results show that the A-pillar in the comparative body frame suffers severe bending. In the body frame of this disclosure, the A-pillar only experiences slight bending. The vehicle 1000 provided by this disclosure exhibits improved resistance to small offset (e.g., 25% offset) impacts, particularly its resistance to deformation.

[0526] 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

A type of vehicle, in which, The vehicle includes a body frame, the body frame comprising: The frame beam body includes at least a first section, a second section and a third section, the first section is used to cooperate with the crossbeam assembly of the vehicle frame, the third section is used to cooperate with the sill beam assembly of the vehicle frame, and the second section extends to connect the first section and the third section; The first reinforcing column shall at least fill the second segment; A connecting assembly includes a first joint installed on the main body of the frame beam, the first joint being used to connect the first reinforcing column and the sill beam assembly; in, The first connector includes a first connector body and a first reinforcing structure. The first connector body includes a first reinforcing column connection portion and a sill beam connection portion connected together. The first reinforcing structure is formed at least in the first reinforcing column connection portion. The vehicle according to claim 1, wherein, Along the vertical direction of the vehicle body, the first reinforcing pillar connection is connected above the sill beam connection. The first reinforcing structure includes a plurality of first reinforcing ribs, which are formed at the first reinforcing column connection portion. The first reinforcing ribs are formed such that the further they extend rearward along the front-rear direction of the vehicle body, the closer they are to the sill beam connection portion along the vertical direction of the vehicle body. The vehicle according to claim 2, wherein, Of the plurality of first reinforcing ribs, at least a portion of the first reinforcing ribs extend from the front end of the first joint body in the longitudinal direction of the vehicle body to the upper end of the sill beam connection in the vertical direction of the vehicle body. The vehicle according to claim 2 or 3, wherein, Among the plurality of first reinforcing ribs, the spacing between adjacent first reinforcing ribs along the vertical direction of the vehicle body is in the range of 20mm to 30mm. The vehicle according to any one of claims 2 to 4, wherein, The first reinforcing structure also includes a plurality of second reinforcing ribs, which are arranged in a mesh-like pattern with the plurality of first reinforcing ribs. The vehicle according to claim 5, wherein, The second reinforcing rib extends along the vertical direction of the vehicle body; and / or, Among the multiple second reinforcing ribs, the spacing between adjacent second reinforcing ribs along the front-rear direction of the vehicle body is in the range of 40mm to 80mm. The vehicle according to any one of claims 2 to 4, wherein, The first reinforcing pillar connection includes a first energy-absorbing part and a first reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the first energy-absorbing part is positioned forward of the first reinforcing part, and the first reinforcing pillar is connected to the first reinforcing part. The thickness of the first connector body of the first energy-absorbing part is less than the thickness of the first connector body of the first reinforcing part. The vehicle according to claim 7, wherein, The thickness of the first connector body of the first energy-absorbing part is in the range of 2mm to 3mm. The thickness of the first joint body of the first reinforcing part is in the range of 3mm to 5mm. The vehicle according to claim 7 or 8, wherein, The wall thickness of the first reinforcing rib located in the first energy-absorbing part is less than that of the first reinforcing rib located in the first reinforcing part. The vehicle according to claim 9, wherein, The wall thickness of the first reinforcing rib located in the first energy-absorbing part is in the range of 2mm to 3mm. The wall thickness of the first reinforcing rib located in the first reinforcing part is in the range of 3mm to 4mm. The vehicle according to claim 5 or 6, wherein, The first reinforcing pillar connection includes a first energy-absorbing part and a first reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the first energy-absorbing part is positioned forward of the first reinforcing part, and the first reinforcing pillar is connected to the first reinforcing part. The thickness of the first connector body of the first energy-absorbing part is less than the thickness of the first connector body of the first reinforcing part. The vehicle according to claim 11, wherein, The wall thickness of the second reinforcing rib located in the first energy-absorbing part is less than the wall thickness of the second reinforcing rib located in the first reinforcing part. The vehicle according to claim 12, wherein, The wall thickness of the second reinforcing rib located in the first energy-absorbing part is in the range of 2mm to 3mm. The wall thickness of the second reinforcing rib located in the first reinforcing part is in the range of 3mm to 4mm. The vehicle according to any one of claims 1 to 13, wherein, The first reinforcing structure is also formed at the sill beam connection. The first reinforcing structure includes a plurality of third reinforcing ribs, which are arranged in a cross pattern. The vehicle according to any one of claims 4 to 14, wherein, The first connector has a first insertion groove, which is defined by the first reinforcing post connection portion and the surrounding first reinforcing structure, and a portion of the first reinforcing post is inserted into the first insertion groove. The vehicle according to any one of claims 7 to 12, wherein, Along the front-rear direction of the vehicle body, a portion of the first energy-absorbing part protrudes forward relative to the sill beam connection. The vehicle according to claim 16, wherein, The vehicle frame also includes a second reinforcing column, which fills the first section. The connecting assembly further includes a second connector for connecting the first reinforcing column and the second reinforcing column. The second connector includes a second connector body and a plurality of fourth reinforcing ribs. The second connector body includes a connected second energy-absorbing part and a second reinforcing part, and the second reinforcing part is provided with the fourth reinforcing ribs. Along the front-rear direction of the vehicle body, the second energy-absorbing part is positioned further forward than the second reinforcing part, and the second energy-absorbing part is used to absorb collision loads from the front. The thickness of the second connector body of the second energy-absorbing part is less than the thickness of the second connector body of the second reinforcing part. The vehicle according to claim 17, wherein, The second reinforcing part includes a first reinforcing section and a second reinforcing section. The first reinforcing section is connected between the second energy-absorbing part and the second reinforcing section. The thickness of the second connector body of the first reinforcing section is less than the thickness of the second connector body of the second reinforcing section. The vehicle according to claim 17, wherein, The thickness of the second connector body of the second energy-absorbing part is in the range of 2mm to 3mm. The thickness of the second connector body of the second reinforcing part is in the range of 2.5mm to 5mm. The vehicle according to claim 18, wherein, The thickness of the second connector body of the second energy-absorbing part is in the range of 2mm to 3mm. The thickness of the second joint body of the first reinforcing section is in the range of 3mm to 4mm. The thickness of the second joint body of the second reinforcing section is in the range of 4mm to 5mm. The vehicle according to any one of claims 17 to 20, wherein, The fourth reinforcing rib is provided at least in the first reinforcing section. The vehicle according to any one of claims 17 to 21, wherein, The fourth reinforcing rib is located in the second joint near the second reinforcing column. The vehicle according to any one of claims 17 to 22, wherein, Multiple fourth reinforcing ribs are connected. The vehicle according to claim 23, wherein, The plurality of the fourth reinforcing ribs are arranged in an interlaced mesh; or the plurality of the fourth reinforcing ribs are connected end to end in a ring. The vehicle according to claim 23 or 24, wherein, The plurality of fourth reinforcing ribs includes a first reinforcing rib group and a second reinforcing rib group. Each fourth reinforcing rib of the first reinforcing rib group extends from the second reinforcing column to the first reinforcing column, and each fourth reinforcing rib of the second reinforcing rib group is cross-connected with each fourth reinforcing rib of the first reinforcing rib group. The vehicle according to any one of claims 23 to 25, wherein, The thickness of the fourth reinforcing rib is in the range of 3mm to 4mm. The vehicle according to any one of claims 17 to 26, wherein, The vehicle body frame also includes door anti-collision beam assemblies for the doors. With the door closed, the second connector is located in front of or behind the door anti-collision beam assembly along the front-rear direction of the vehicle body. The vehicle according to any one of claims 17 to 26, wherein, The second connector has a second insertion groove, which is defined by the second reinforcing part and a portion of the fourth reinforcing rib, and a portion of the first reinforcing column is inserted into the second insertion groove. The vehicle according to any one of claims 1 to 28, wherein, The first connector is a one-piece aluminum alloy component, and / or the first connector is a die-cast aluminum alloy component. The vehicle according to any one of claims 17 to 28, wherein, The second connector is a one-piece aluminum alloy component, and / or the second connector is a die-cast aluminum alloy component. The vehicle according to claim 29 or 30, wherein, The aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy. The vehicle according to claim 29 or 30, wherein, The aluminum alloy material includes AlSi that has undergone T7 heat treatment. 10 MnMg alloy. The vehicle according to any one of claims 17 to 28, wherein, At least one of the first reinforcing column and the second reinforcing column is configured as a shell with a closed cross-section. The vehicle according to any one of claims 17 to 28, wherein, At least one of the first reinforcing column and the second reinforcing column is configured as a shell with a closed cross-section and a reinforcing component built into the shell. The vehicle according to claim 34, wherein, The reinforcing component includes at least one first reinforcing rib, which is connected to the inner wall of the tube shell. The vehicle according to claim 35, wherein, In a cross-section perpendicular to the extending direction of the tube shell, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube shell. The vehicle according to claim 35 or 36, wherein, The number of the first reinforcing ribs is multiple, and at least a portion of the multiple first reinforcing ribs are arranged in an intersecting manner. The vehicle according to any one of claims 35 to 37, wherein, At least one of the first reinforcing column and the second reinforcing column is formed as an integral aluminum pultruded structure; The thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall of the shell is in the range of 3 mm to 5 mm. The vehicle according to any one of claims 35 to 37, wherein, At least one of the first reinforcing column and the second reinforcing column is formed as a glass fiber reinforced composite pultruded tube. The thickness of the first reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the thickness of the tube wall of the shell is in the range of 6 mm to 10 mm. The vehicle according to any one of claims 17 to 28, wherein, At least one of the second reinforcing column and the first reinforcing column is configured to have a shell and a resin filling structure, wherein the resin filling structure is filled inside the shell. The vehicle according to claim 40, wherein, The tube shell is a thermoplastic pultruded composite material tube. The vehicle according to claim 40 or 41, wherein, The wall thickness of the tube shell is in the range of 6 mm to 10 mm. The vehicle according to any one of claims 40 to 42, wherein, The resin-filled structure includes polyurea and / or polyurethane. The vehicle according to any one of claims 17 to 43, wherein, The main body of the frame beam is recessed in a direction away from the inside of the vehicle body, forming a groove, and the opening of the groove faces the inside of the vehicle body. At least one second reinforcing rib is provided in the groove of the main body of the frame beam. The vehicle according to claim 44, wherein, The number of the second reinforcing ribs is multiple; Multiple second reinforcing ribs are arranged in a cross pattern to form a mesh structure; and / or Multiple second reinforcing ribs are connected end to end to form a ring structure. The vehicle according to claim 44 or 45, wherein, The second reinforcing rib is injection molded into the groove of the frame beam body. The vehicle according to any one of claims 44 to 46, wherein, The thickness of the root of the second reinforcing rib is 80% to 120% of the thickness of the main frame beam. The vehicle according to any one of claims 44 to 47, wherein, The thickness of the second reinforcing rib is in the range of 2.5 mm to 3.5 mm; and / or The thickness of the main frame beam is in the range of 2.5mm to 3.5mm. The vehicle according to any one of claims 44 to 48, wherein, At least one of the first reinforcing post and the second reinforcing post is connected to both the bottom wall and the side wall of the groove. The second reinforcing rib has a clearance groove for mounting the first reinforcing post and / or the second reinforcing post. The vehicle according to any one of claims 1 to 49, wherein, The main body of the frame beam is a continuous fiber composite board. The vehicle according to claim 50, wherein, The main body of the frame beam includes multiple layers of continuous fiber composite material. Each layer of the continuous fiber composite material includes continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix connects the continuous fibers. The vehicle according to claim 51, wherein, The continuous fiber is either continuous glass fiber or continuous carbon fiber. The vehicle according to claim 51, wherein, The continuous fiber is a continuous glass fiber, the weight percentage of the continuous fiber is in the range of 60 to 80, the weight percentage of the thermoplastic resin matrix is ​​in the range of 20 to 40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100. The vehicle according to claim 53, wherein, The continuous fiber composite layer further includes additives, which include a compatibilizer in the range of 1 to 5 parts by weight and an antioxidant in the range of 0.2 to 0.6 parts by weight. The vehicle according to any one of claims 51 to 54, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%. The vehicle according to any one of claims 51 to 55, wherein, The main body of the frame beam includes multiple layers of continuous fiber composite material. The continuous fibers of each layer of continuous fiber composite material are laid in one direction, and the laying angle of the continuous fibers of adjacent layers of continuous fiber composite material is different. The vehicle according to claim 56, wherein, In the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a laying angle that is neither 0° nor 90°. The vehicle according to claim 57, wherein, The continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is in the range of 25° to 75°. The vehicle according to claim 57 or 58, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers. The vehicle according to any one of claims 51 to 59, wherein, The thickness of the main frame beam is in the range of 1.2mm to 5mm; and / or The thickness of the single-layer continuous fiber composite material layer is in the range of 0.2 mm to 0.3 mm. The vehicle according to any one of claims 1 to 60, wherein, The vehicle frame includes a body pillar assembly and a body beam assembly. The vehicle pillar assembly includes at least one of a front pillar assembly, a center pillar assembly, and a rear pillar assembly, wherein the frame beam body, the first reinforcing column, and the connecting assembly together form at least a portion of the vehicle pillar assembly. The vehicle body beam assembly includes the crossbeam assembly and the sill beam assembly. The vehicle according to claim 61, wherein, The vehicle frame also includes a second reinforcing column, which fills the first section. The connecting assembly further includes a second connector for connecting the first reinforcing column and the second reinforcing column. The crossbeam assembly includes at least a front roof crossbeam assembly. The frame beam body, the first reinforcing column, the second reinforcing column, and the connecting assembly together form the front pillar assembly, which connects the front roof crossbeam assembly and the sill beam assembly. The vehicle body beam assembly also includes a front wheel arch side reinforcement beam. Along the front-rear direction of the vehicle body, the front wheel arch side reinforcement beam is located in front of the second joint and connected to a second energy-absorbing part in the second joint. The second energy-absorbing part is used to absorb the collision load from the front wheel arch side reinforcement beam. The vehicle according to claim 62, wherein, The first reinforcing post connecting part of the first connector is bolted to the first reinforcing post, and the sill beam connecting part of the first connector is bolted to the sill beam assembly. The first connector and the second connector are also used to connect to the door hinge. The vehicle according to any one of claims 61 to 63, wherein, The vehicle frame also includes interior and exterior trim mounting structures, which are disposed on the vehicle pillar assembly. The vehicle according to claim 64, wherein, The vehicle body pillar assembly includes the front pillar assembly and / or the center pillar assembly. The vehicle body frame also includes at least one metal connection structure. The at least one metal connection structure is disposed on the interior and exterior trim mounting structure. The at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter. The vehicle according to claim 64, wherein, The vehicle body pillar assembly includes the rear pillar assembly and / or the center pillar assembly, and the interior and exterior trim mounting structure includes at least one seat belt accessory mounting structure for mounting seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor. The vehicle according to claim 64, wherein, The interior and exterior trim mounting structure is used to install interior trim panels, which are used to cover at least the recessed area of ​​the frame beam body from the inside of the vehicle body. The vehicle according to claim 67, wherein, The vehicle also includes a chassis, the body frame is mounted on the chassis and together form a passenger compartment, the body frame includes a body pillar assembly and a body beam assembly, the main body of the frame beam, the first reinforcing column and the connecting assembly together form at least a portion of the body pillar assembly. The vehicle according to claim 68, wherein, The vehicle also includes a battery unit mounted on the chassis. The vehicle according to claim 69, wherein, The housing of the battery device forms at least a portion of the floor of the passenger compartment. The vehicle according to any one of claims 68 to 70, wherein, The vehicle frame is detachably connected to the top of the chassis.

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