Vehicle

Abstract

Provided in the present disclosure is a vehicle, comprising a vehicle body frame and a vehicle body cover part. The vehicle body frame comprises: a frame beam body having a first side facing an inner side of a vehicle body and a second side facing an outer side of the vehicle body; a first reinforcing pillar assembly disposed on the first side, the first reinforcing pillar assembly being connected between a roof cross beam assembly and a sill beam assembly; a joint assembly comprising a first joint mounted on the frame beam body, the first joint being connected to the first reinforcing pillar assembly. The vehicle body cover part comprises: a cover part body configured to cover at least a part of the vehicle body frame; and a tubular reinforcing structure connected to the cover part body, the tubular reinforcing structure having a front end section and a rear end section, in the front-rear direction of the vehicle body, the front end section being located in front of the rear end section, and in a state in which the vehicle body cover part covers the vehicle body frame, on the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the first joint at least partially overlapping the projection of at least one of the front end section and the rear end section.

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 and a body panel. The body frame includes: a frame beam body having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a first reinforcing pillar assembly disposed on the first side, the first reinforcing pillar assembly being connected between a roof crossbeam assembly and a sill beam assembly; a joint assembly including a first joint mounted on the frame beam body, the first joint being connected to the first reinforcing pillar assembly; the body panel includes: a panel body for covering at least a portion of the body frame; a tubular reinforcing structure connected to the panel body, the tubular reinforcing structure having a front end and a rear end, the front end being located further forward than the rear end along the longitudinal direction of the vehicle body, wherein, in a state where the body panel covers the body frame, in the same projection plane perpendicular to the longitudinal direction of the vehicle body, the projection of the first joint at least partially overlaps with the projection of at least one of the front end and the rear end.

[0006] Therefore, when the body panels cover the body frame, when the front and / or rear sides of the vehicle are involved in a collision, the first joint can transfer the collision load to the tubular reinforcement structure. Thus, the first reinforcing pillar assembly and the tubular reinforcement structure can jointly resist and transfer the dispersed collision load, reducing the load acting on the first reinforcing pillar assembly. This reduces the collision load borne by the first reinforcing pillar assembly and the first joint, thereby reducing the degree of deformation of the first reinforcing pillar assembly and the first joint during the collision, thus reducing the risk of large-scale pillar deformation. This improves the deformation resistance of the body frame, thereby increasing the structural stiffness of the body frame, and further reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space. Moreover, it can meet or even improve the performance of the vehicle in a 25% offset collision.

[0007] In some embodiments, the vehicle frame further includes a second reinforcing pillar assembly connected between the side beam assembly and the sill beam assembly of the vehicle frame; the second reinforcing pillar assembly is located in front of or behind the first reinforcing pillar assembly along the front-rear direction of the vehicle; and when the vehicle body panel covers the vehicle frame, the tubular reinforcing structure is located between the first reinforcing pillar assembly and the second reinforcing pillar assembly.

[0008] Therefore, when the body panels cover the body frame, when the front or rear of the vehicle is involved in a collision, the collision load can be transferred from the first reinforcing pillar assembly to the second reinforcing pillar assembly. Thus, the first and second reinforcing pillar assemblies can jointly resist and disperse the collision load. Furthermore, the second reinforcing pillar assembly further disperses the load acting on the first reinforcing pillar assembly, further reducing the risk of significant pillar deformation. This further improves the vehicle's resistance to deformation, thereby increasing the structural rigidity of the body frame and reducing the intrusion of the body frame into the vehicle's interior space.

[0009] In some embodiments, the vehicle frame further includes at least one metal connection structure disposed on the second reinforcing column assembly. The at least one metal connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter. When the vehicle body panel covers the vehicle frame, one of the front end and the rear end of the tubular reinforcing structure faces the first connector, and the other faces the metal connection structure.

[0010] The metal connection structure has high strength and rigidity. Since the body panel covers the body frame, one of the front and rear ends of the tubular reinforcement structure faces the first joint and the other faces the metal connection structure. Therefore, when the body is involved in a collision, the tubular reinforcement structure can transfer the collision load to the second reinforcement pillar assembly through the metal connection structure. This not only improves the ability to resist collision loads, but also reduces the probability of deformation or even damage to the area of ​​the second reinforcement pillar assembly opposite to the tubular reinforcement structure due to excessive load on the tubular reinforcement structure. This is more conducive to the first and second reinforcement pillar assemblies jointly resisting and dispersing the collision load.

[0011] In some embodiments, when the body panel covers the body frame, the projections of the first connector, the front end, the rear end, and the metal connection structure overlap at least partially with each other in the same projection plane perpendicular to the front-rear direction of the body.

[0012] Therefore, when the vehicle body is subjected to a collision, the tubular reinforcing structure can effectively transfer the load, thereby further improving the vehicle's resistance to deformation, thus increasing the vehicle's rigidity and reducing the amount of intrusion into the vehicle's interior space around the first reinforcing pillar assembly and the first joint.

[0013] In some embodiments, the first connector has a first limiting portion, and the metal connection structure has a second limiting portion. When the body panel covers the body frame, one of the front end and the rear end of the tubular reinforcing structure faces the first limiting portion and the other faces the second limiting portion. In the same projection plane perpendicular to the front-rear direction of the body, the projections of the first limiting portion, the front end, the rear end, and the second limiting portion overlap at least partially with each other.

[0014] Therefore, when the body panel covers the body frame, the strength and stiffness of the area opposite the tubular reinforcing structure in the first joint and / or metal connection structure can be improved along the front-rear direction of the body. It also reduces the probability that the tubular reinforcing structure will move to other positions in the metal connection structure and / or the first joint during a collision. During a collision, the tubular reinforcing structure can better transfer the load to the metal connection structure and / or the first joint along the front-rear direction of the body. Even if the tubular reinforcing structure is displaced, it is not easy to intrude into the interior space of the vehicle.

[0015] In some embodiments, the first limiting portion includes a first annular limiting rib, and / or the second limiting portion includes a second annular limiting rib.

[0016] Therefore, the strength or stiffness of the first joint and / or metal connection structure can be strengthened, reducing the probability of deformation or even damage to the area of ​​the first joint and / or metal connection structure opposite to the tubular reinforcing structure due to excessive collision load. This allows the first joint and / or metal connection structure to more efficiently transfer the load through the tubular reinforcing structure, which is more conducive to the first and second reinforcing column assemblies jointly dispersing the collision load, further improving the overall structural stiffness of the vehicle frame. Furthermore, the structure of the first annular limiting rib and / or the second annular limiting rib is simple, and the first annular limiting rib and / or the second annular limiting rib can be set to a shape similar to the tubular cross-sectional shape of the tubular reinforcing structure, making the first annular limiting rib and / or the second annular limiting rib more efficient in limiting the tubular reinforcing structure.

[0017] In some embodiments, the first limiting portion further includes a first annular limiting rib and a first strip-shaped limiting rib, the first annular limiting rib surrounding the first strip-shaped limiting rib, and at least one end of the first strip-shaped limiting rib being connected to the first annular limiting rib; and / or, the second limiting portion further includes a second annular limiting rib and a second strip-shaped limiting rib, the second annular limiting rib surrounding the second strip-shaped limiting rib, and at least one end of the second strip-shaped limiting rib being connected to the second annular limiting rib.

[0018] This can further improve the strength and stiffness of the first limiting part and / or the second limiting part, further reduce the probability of deformation or even damage to the area of ​​the first joint and / or metal connection structure opposite to the tubular reinforcing structure due to excessive collision load, improve the deformation resistance of the first joint and / or metal connection structure, and enable the first joint and / or metal connection structure to more effectively transfer the load through the tubular reinforcing structure. This is more conducive to the first reinforcing column assembly and the second reinforcing column assembly jointly resisting and dispersing the collision load, reducing the amount of intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space.

[0019] In some embodiments, the tubular reinforcing structure extends at an angle of 0 to 5 degrees to a horizontal line extending in the longitudinal direction of the vehicle body.

[0020] Therefore, when the body panels cover the body frame, when the body is involved in a collision (such as a small offset collision), the collision load from the front can be effectively dispersed along the front-rear direction of the body, further reducing the amount of intrusion into the interior space around the first reinforcing pillar assembly and the first joint.

[0021] In some embodiments, the first reinforcing pillar assembly includes a first reinforcing pillar and a second reinforcing pillar. The first reinforcing pillar is connected between the roof beam assembly in the vehicle frame and the first joint, and the second reinforcing pillar is connected between the first joint and the sill beam assembly in the vehicle frame. When the body panel covers the vehicle frame, the first joint is located on the front side of the tubular reinforcing structure in the front-rear direction of the vehicle body, and the front end of the tubular reinforcing structure faces the first joint.

[0022] Therefore, when the body panels cover the body frame, when the front of the vehicle is involved in a collision (e.g., a 25% offset collision), the first joint can transfer the collision load to the first reinforcing pillar, the second reinforcing pillar, and the tubular reinforcing structure respectively. This can effectively reduce the collision load acting on the first reinforcing pillar, the second reinforcing pillar, and the first joint, and reduce the risk of deformation in the area around the first joint. This can improve the deformation resistance of the body frame and reduce the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space.

[0023] In some embodiments, the vehicle frame further includes a second reinforcing pillar assembly connected between the side beam assembly and the sill beam assembly of the vehicle frame; the second reinforcing pillar assembly is located behind the first reinforcing pillar assembly along the front-rear direction of the vehicle; and when the body panel covers the vehicle frame, the rear end of the tubular reinforcing structure is partially facing the second reinforcing pillar assembly.

[0024] Therefore, when the body panels cover the body frame, when the front of the vehicle is involved in a collision, the collision load acting on the first reinforcing pillar assembly can not only be distributed and transferred to the body beam assembly and sill beam assembly through the joint, but also to the second reinforcing pillar assembly through the tubular reinforcing structure. Thus, the first reinforcing pillar assembly, body beam assembly, sill beam assembly, tubular reinforcing structure and second reinforcing pillar assembly can jointly disperse and resist the collision load, reducing the risk of deformation of the first reinforcing pillar assembly and the area around the first joint. This can further improve the deformation resistance of the body frame and reduce the amount of intrusion of the body frame into the interior space.

[0025] In some embodiments, the vehicle frame further includes at least one metal connection structure disposed on the second reinforcing column assembly. The at least one metal connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter. When the body panel covers the vehicle frame, the rear end of the tubular reinforcing structure faces the metal connection structure.

[0026] Since the tubular reinforcing structure faces the metal connection structure when the body panel covers the body frame, the tubular reinforcing structure can transfer the collision load to the second reinforcing pillar assembly through the metal connection structure when the body is involved in a collision. This not only improves the ability to resist collision loads, but also reduces the probability of deformation or even damage to the area of ​​the second reinforcing pillar assembly opposite to the tubular reinforcing structure due to excessive load on the tubular reinforcing structure.

[0027] In some embodiments, the first connector has a first limiting portion, and when the body panel covers the body frame, the front end of the tubular reinforcing structure faces the first limiting portion; and, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the first limiting portion and the projection of the front end portion at least partially overlap.

[0028] Therefore, the first joint can more efficiently transfer the load through the tubular reinforcement structure, disperse the collision load acting on the first reinforcing column assembly, and reduce the intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space.

[0029] In some embodiments, when the body panel covers the body frame, the outer contour of the projection of the front end does not exceed the outer contour of the projection of the first limiting part in the same projection plane perpendicular to the front-rear direction of the body.

[0030] This can further enhance the strength or stiffness of the area opposite the tubular reinforcing structure in the first joint, enabling the first joint to more efficiently transfer the load through the tubular reinforcing structure. This is more conducive to dispersing and unloading the collision load acting on the first reinforcing column assembly, and reducing the intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space.

[0031] In some embodiments, the first limiting portion includes a first annular limiting rib.

[0032] Therefore, the strength or stiffness of the first joint can be enhanced, and the first joint can more efficiently transfer the load through the tubular reinforcing structure. This makes it more beneficial for the first reinforcing column assembly and the second reinforcing column assembly to jointly resist and disperse the collision load. Furthermore, the structure of the first annular limiting rib is simple, and the first annular limiting rib can be set to a shape similar to the tubular cross-sectional shape of the tubular reinforcing structure, so that the first annular limiting rib can more efficiently limit the tubular reinforcing structure.

[0033] In some embodiments, the first limiting portion further includes a first strip-shaped limiting rib, a first annular limiting rib surrounding the first strip-shaped limiting rib, and at least one end of the first strip-shaped limiting rib connected to the first annular limiting rib. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the outer contour of the projection of the front end portion does not exceed the inner circumferential contour of the projection of the first annular limiting rib, and the projection of the front end portion at least partially overlaps with the projection of the first strip-shaped limiting rib.

[0034] Therefore, the first joint can more efficiently transfer the load through the tubular reinforcing structure, which is more conducive to the first and second reinforcing pillar assemblies jointly resisting and dispersing the collision load, and reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space. Since the first limiting part also includes a first strip-shaped limiting rib, the projection of the front end of the first strip-shaped limiting rib at least partially overlaps with the projection of the first strip-shaped limiting rib. Therefore, the first strip-shaped limiting rib can play the role of supporting and blocking the tubular reinforcing structure, reducing the probability of the first joint being damaged due to excessive collision load.

[0035] In some embodiments, the metal connection structure has a second limiting portion, and when the body panel covers the body frame, the rear end of the tubular reinforcing structure faces the second limiting portion; and, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the second limiting portion and the projection of the rear end portion at least partially overlap.

[0036] Therefore, the metal connection structure can more efficiently transfer the load through the tubular reinforcement structure, which is more conducive to the first and second reinforcing pillar assemblies jointly resisting the collision load and reducing the amount of intrusion into the vehicle interior space around the first reinforcing pillar assembly and the first joint.

[0037] In some embodiments, when the body panel covers the body frame, the outer contour of the projection of the rear end portion does not exceed the outer contour of the projection of the second limiting portion in the same projection plane perpendicular to the front-rear direction of the body.

[0038] Therefore, the strength or stiffness of the area opposite the tubular reinforcing structure in the metal connection structure can be further enhanced, and the metal connection structure can more efficiently transfer the load through the tubular reinforcing structure. This makes it more conducive for the first reinforcing column assembly and the second reinforcing column assembly to jointly resist and disperse the collision load, and reduce the amount of intrusion into the vehicle interior space around the first reinforcing column assembly and the first joint.

[0039] In some embodiments, the second limiting portion includes a second annular limiting rib.

[0040] Therefore, the strength or stiffness of the metal connection structure can be enhanced, and the metal connection structure can more efficiently transfer the load through the tubular reinforcement structure. This makes it more conducive for the first and second reinforcing column assemblies to jointly resist and disperse the collision load, thereby further enhancing the strength of the vehicle. Moreover, the structure of the second annular limiting rib is simple, and the second annular limiting rib can be set to a shape similar to the tubular cross-sectional shape of the tubular reinforcement structure, so that the second annular limiting rib can more efficiently limit the tubular reinforcement structure.

[0041] In some embodiments, the second limiting portion further includes a second strip-shaped limiting rib, the second annular limiting rib surrounds the second strip-shaped limiting rib, and at least one end of the second strip-shaped limiting rib is connected to the second annular limiting rib. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the outer contour of the projection of the rear end portion does not exceed the inner circumferential contour of the projection of the second annular limiting rib, and the projection of the rear end portion at least partially overlaps with the projection of the second strip-shaped limiting rib.

[0042] Therefore, the metal connection structure can more efficiently transfer loads through the tubular reinforcement structure, which is more conducive to the first and second reinforcing pillar assemblies jointly resisting and dispersing the collision load, reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space. Since the second limiting part also includes a second strip-shaped limiting rib, the projection of the rear end of the second strip-shaped limiting rib at least partially overlaps with the projection of the second strip-shaped limiting rib. Therefore, the second strip-shaped limiting rib can play a role in supporting and blocking the tubular reinforcement structure, reducing the probability of damage to the metal connection structure due to excessive collision load.

[0043] In some embodiments, the tubular reinforcement structure is configured as a tube with a closed cross-section.

[0044] A tube with a closed cross-section can effectively resist collisions from the side of the vehicle body and can efficiently transfer loads along the extension direction of the tube. It also has high strength and rigidity, good bending resistance, and thus can efficiently transfer collision loads while having a small amount of crush deformation.

[0045] In some embodiments, the tube body is formed with a quadrilateral closed cross section, the dimension of the quadrilateral along a first direction being in the range of 38 mm to 42 mm, and the dimension along a second direction being in the range of 26 mm to 28 mm, wherein the first direction is consistent with the extension direction of the long side of the quadrilateral, and the second direction is consistent with the extension direction of the short side of the quadrilateral.

[0046] By controlling the size of the tube within this range, the needs of transmitting collision loads can be balanced with the volume occupied in the body panels and the requirements for lightweighting. This prevents the tube from being too small, which would make it easy to crush and deform during the transmission of collision loads, thus preventing the vehicle from failing to meet the structural rigidity requirements. At the same time, it prevents the tube from being too large, which would result in excessive performance and lead to a significant increase in the thickness of the doors.

[0047] In some embodiments, the tubular reinforcing structure is configured as a fiber-reinforced thermoplastic composite pultruded tube.

[0048] This gives the tubular reinforced structure the characteristics of high strength, high rigidity and high toughness, especially the high rigidity in the extension direction of the tubular reinforced structure, which is suitable for transmitting loads.

[0049] In some embodiments, the fiber-reinforced thermoplastic composite material comprises glass fiber and a thermoplastic resin matrix, wherein the glass fiber comprises 60 parts by weight or more and 80 parts by weight or less.

[0050] By controlling the content of glass fiber and thermoplastic resin matrix within a reasonable range, the tubular reinforced structure can efficiently transfer loads and reduce the probability of self-crushing deformation due to impact loads.

[0051] In some embodiments, the weight percentage of glass fiber is greater than 68 and less than 75.

[0052] It is more conducive to improving the strength and stiffness of the tubular reinforced structure, and further optimizes the ability to transfer loads along the extension direction of the tubular reinforced structure without easily causing large-scale crushing deformation.

[0053] In some embodiments, the glass fiber includes magnesium aluminosilicate glass fiber, and the thermoplastic resin matrix includes a polypropylene resin matrix.

[0054] The tubular reinforced structure of the fiber polypropylene resin matrix has good chemical corrosion resistance, high strength and stiffness, which can further enhance the strength and stiffness of the tubular reinforced structure, enabling it to transmit impact loads without easily undergoing large-scale crushing deformation; moreover, it has high heat resistance and is not easily deformed or have its load transmission capacity reduced in high-temperature environments.

[0055] In some embodiments, the wall thickness of the tube is in the range of 4 mm to 6 mm.

[0056] Therefore, it is possible to balance the strength, stiffness, weight, and dimensions of tubular reinforced structures.

[0057] In some embodiments, the tubular reinforcement structure is configured as a tube having a closed cross-section and a reinforcing member embedded within the tube.

[0058] This can further improve the stiffness of the tubular reinforced structure, which is beneficial for transmitting collision loads.

[0059] In some embodiments, the reinforcing member includes at least one first reinforcing rib, which is connected to the inner wall of the tube and extends along the extension direction of the tubular reinforcing structure.

[0060] Since the first reinforcing rib is connected to the inner wall of the tube, the space inside the tubular reinforcing structure can be effectively utilized. Furthermore, without increasing the outer contour dimensions of the tubular reinforcing structure, the strength and stiffness of the tubular reinforcing structure can be enhanced, thereby improving the performance of the tubular reinforcing structure in bearing and transmitting collision loads from the first joint.

[0061] In some embodiments, in a cross-section perpendicular to the extension direction of the tube, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube.

[0062] Since the first reinforcing rib is connected to the tube wall, the space inside the tube can be effectively utilized, and the strength and stiffness of the tubular reinforcing structure can be enhanced without increasing the outer contour dimensions of the tubular reinforcing structure, thereby improving the performance of the tubular reinforcing structure in bearing and transmitting collision loads from the first joint.

[0063] In some embodiments, the number of first reinforcing ribs is multiple, and at least a portion of the multiple first reinforcing ribs are arranged in an intersecting manner.

[0064] This will help to further enhance the strength and stiffness of the tubular reinforced structure and improve its performance in bearing and transmitting collision loads in the first reinforced column assembly.

[0065] In some embodiments, the tubular reinforcing structure is configured as an aluminum alloy pultruded tube with a wall thickness ranging from 3 mm to 5 mm; and / or the thickness of the first reinforcing rib is ranging from 2 mm to 3 mm.

[0066] It can meet the strength and stiffness requirements of tubular reinforced structures, save materials, and reduce vehicle weight.

[0067] In some embodiments, the first connector includes a first connector body and a first reinforcing structure. The first connector body includes a first energy-absorbing part and a first reinforcing part connected together. The first reinforcing part is provided with the first reinforcing structure. Along the front-rear direction of the vehicle body, the first energy-absorbing part is forward of the first reinforcing part. When the vehicle body panel covers the vehicle body frame, the front end of the tubular reinforcing structure faces the first reinforcing part.

[0068] Since the first joint body includes a first energy-absorbing part, 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 pillar and / or the second reinforcing pillar and the tubular reinforcing structure. Moreover, since the front end of the tubular reinforcing structure faces the first reinforcing part when the body panel covers the body frame, a portion of the load can be transmitted to the tubular reinforcing structure when a collision occurs. Furthermore, the first reinforcing part is not easily deformed and can efficiently transmit the collision load to the tubular reinforcing structure. Thus, the tubular reinforcing structure can more efficiently disperse the collision load acting on the first reinforcing pillar assembly and the first joint, reducing the deformation of the body pillar and the area around the joint, and reducing the intrusion into the body space.

[0069] In some embodiments, 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 reinforcement part; the vehicle frame also includes a front wheel arch side reinforcement beam assembly, which is located in front of the first connector and connected to the first energy-absorbing part of the first connector along the front-rear direction of the vehicle body. The first energy-absorbing part is used to absorb the collision load from the front wheel arch side reinforcement beam assembly.

[0070] By absorbing and unloading part of the collision load through local deformation, the load dispersed to the first reinforcement part is reduced, the overall structural stability of the first joint is improved, and the risk of overall failure due to the overall destruction of the first joint is reduced.

[0071] In some embodiments, the first connector has a first limiting portion disposed on the first reinforcing portion. When the body panel covers the body frame, the projection of the first limiting portion and the projection of the front end portion at least partially overlap in the same projection plane perpendicular to the front-rear direction of the body.

[0072] Therefore, the load can be efficiently transferred to the tubular reinforcing structure through the high-strength first reinforcing part in the first joint, reducing the failure caused by the overall deformation of the first joint, and thus reducing the intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space.

[0073] In some embodiments, the first reinforcing part includes a first reinforcing segment and a second reinforcing segment, the first reinforcing segment being connected between the first energy-absorbing part and the second reinforcing segment, and the thickness of the first connector body of the first reinforcing segment being less than the thickness of the first connector body of the second reinforcing segment.

[0074] 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 absorb loads more efficiently, and the first reinforcing part to resist deformation and transfer loads more efficiently. It also saves materials, which helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0075] 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 2.5 mm to 5 mm.

[0076] This allows the first energy-absorbing part to absorb loads more efficiently, and the first reinforcing part to resist deformation and transfer loads more efficiently. It also saves materials, helps reduce vehicle weight, and improves the vehicle's range.

[0077] In some embodiments, the thickness of the first connector body of the first energy-absorbing section is in the range of 2 mm to 3 mm, the thickness of the first connector body of the first reinforcing section is in the range of 3 mm to 4 mm, and the thickness of the first connector body of the second reinforcing section is in the range of 4 mm to 5 mm.

[0078] This allows the first energy-absorbing part to absorb loads more efficiently, and the first reinforcing part to resist deformation and transfer loads more efficiently. It also saves materials, helps reduce vehicle weight, and improves the vehicle's range.

[0079] In some embodiments, the first reinforcing structure is provided at least in the first reinforcing section.

[0080] This improves the deformation resistance of the first joint used to connect the first reinforcing column, enhances the connection reliability between the first joint and the crossbeam assembly, facilitates the transfer of collision loads to the first reinforcing column and the crossbeam assembly, improves the vehicle's deformation resistance, and thus reduces the amount of deformation intrusion into the passenger compartment caused by a collision.

[0081] In some embodiments, the first reinforcing pillar assembly includes a first reinforcing pillar and a second reinforcing pillar. The first reinforcing pillar is connected between the roof beam assembly in the vehicle frame and the first joint, and the second reinforcing pillar is connected between the first joint and the sill beam assembly in the vehicle frame. A first reinforcing structure is disposed at the first joint and connects the first reinforcing pillar and the second reinforcing pillar.

[0082] This can further improve the deformation resistance of the part of the first joint used to connect the first reinforcing column, improve the connection reliability between the first joint and the crossbeam assembly, thus facilitating the transfer of the collision load on the first joint to the crossbeam assembly, improving the deformation resistance of the vehicle frame, and thereby reducing the amount of deformation intrusion of the passenger compartment caused by the collision.

[0083] In some embodiments, the first reinforcing structure includes a plurality of first reinforcing ribs, which are arranged in a mesh pattern; or, the plurality of first reinforcing ribs are connected end to end in a ring.

[0084] This structure is simple in design and can improve the deformation resistance of the first reinforcing part and the connection reliability between the first joint and the first reinforcing column, thereby effectively transferring the collision load on the first joint to the crossbeam assembly.

[0085] In some embodiments, the plurality of first reinforcing ribs includes a first reinforcing rib group and a second reinforcing rib group, each first reinforcing rib of the first reinforcing rib group extends from the first reinforcing column to the second reinforcing column, and each first reinforcing rib of the second reinforcing rib group is cross-connected with each first reinforcing rib of the first reinforcing rib group.

[0086] This can further improve the deformation resistance of the first reinforcing part, enhance the ability to transfer load from the first joint to the first and second reinforcing columns, and improve the connection reliability.

[0087] In some embodiments, the vehicle body panel includes a door, the body panel body includes an inner door panel and an outer door panel, and a tubular reinforcing structure is connected to the inner door panel.

[0088] This improves the door's ability to resist collisions from the side of the vehicle and can also efficiently transfer collision loads from the front when the door is closed, reducing the risk of significant deformation of the A-pillar assembly located in front of the door.

[0089] In some embodiments, the main body of the cover also includes a door and window frame reinforcement plate, which is connected to the inner door panel, and a tubular reinforcement structure is bonded between the inner door panel and the door and window frame reinforcement plate.

[0090] This helps to improve the installation stability of the tubular reinforcement structure, enabling it to resist and transfer loads in the event of an offset collision from the front.

[0091] In some embodiments, the first reinforcing pillar assembly includes a first reinforcing pillar and a second reinforcing pillar, and the connector assembly further includes a second connector for connecting the second reinforcing pillar and the sill beam assembly; the second connector includes a second connector body and a plurality of second reinforcing ribs, the second connector body includes a connected second reinforcing pillar connection portion and a sill beam connection portion, and the second reinforcing ribs are formed in the second reinforcing pillar connection portion; the second reinforcing pillar connection portion includes a second energy-absorbing portion and a second reinforcing portion connected along the front-rear direction of the vehicle body, and the second reinforcing pillar is connected to the second reinforcing portion.

[0092] Because the second joint body includes a second energy-absorbing part, it can absorb a portion of the load during a collision, thereby reducing the load transmitted to the second reinforcing column and thus reducing the deformation of the first reinforcing column assembly. Furthermore, the second joint is also connected to the sill beam assembly, thus effectively transferring future loads transmitted along the second reinforcing column to the stronger, less deformable sill beam assembly.

[0093] In some embodiments, the second reinforcing column connection is connected above the sill beam connection in the vertical direction of the vehicle body; the second reinforcing rib is formed such that the further it extends rearward in the front-rear direction of the vehicle body, the closer it is to the sill beam connection in the vertical direction of the vehicle body.

[0094] Therefore, the strength of the second joint can be further enhanced, and its resistance to deformation can be strengthened. This allows for more efficient transfer of loads from the second reinforcing column and from the front to the sill beam assembly, thereby improving the vehicle's resistance to deformation.

[0095] In some embodiments, at least a portion of the second reinforcing ribs extends from the front end of the second 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.

[0096] Therefore, the strength of the second joint can be further enhanced, and its resistance to deformation can be strengthened. This allows for more efficient transfer of the load on the second reinforcing column to the sill beam assembly, thereby improving the vehicle's resistance to deformation. Furthermore, when the front end of the second joint in the longitudinal direction of the vehicle body is subjected to force, the force can be transferred to the sill beam assembly more efficiently, further strengthening the vehicle's overall strength and enhancing its resistance to deformation.

[0097] In some embodiments, the second reinforcing column connection portion is further provided with a plurality of third reinforcing ribs, which are arranged in a mesh-like pattern with the plurality of second reinforcing ribs.

[0098] This can further improve the deformation resistance of the second joint, increase the strength of the second joint, and thus improve the strength of the vehicle.

[0099] In some embodiments, the second reinforcing pillar connection includes a second energy-absorbing part and a second reinforcing part connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the second energy-absorbing part is forward of the second reinforcing part, and a portion of the second energy-absorbing part protrudes forward relative to the sill beam connection. The thickness of the second joint body of the second energy-absorbing part is less than the thickness of the second joint body of the second reinforcing part, and / or the wall thickness of the second reinforcing rib located in the second energy-absorbing part is less than the wall thickness of the second reinforcing rib located in the second reinforcing part.

[0100] Therefore, in the event of a collision, the second energy-absorbing part can first absorb a portion of the collision load and then transfer the collision load to the second reinforcing column and / or sill beam assembly, which helps to reduce the deformation of the first reinforcing column assembly.

[0101] In some embodiments, the second connector has a second insertion groove defined by the second reinforcing post connection portion and the second reinforcing rib and / or the third reinforcing rib around it, a portion of the second reinforcing post is inserted into the second insertion groove, and the second reinforcing post is connected to the second connector by bolts.

[0102] Since the second insertion groove is defined by the second reinforcing post connection part and the second reinforcing rib and / or the third reinforcing rib around it, 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 this structure is simple and can also reduce the number of parts.

[0103] 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.

[0104] Improving the rigidity and durability of the first joint enhances its ability to withstand collision loads, thereby better dispersing the collision loads on the first reinforcing column assembly. It also reduces the number of components in the first joint, improves the rigidity and durability of the structure, and can increase vehicle production efficiency and shorten the vehicle production cycle.

[0105] 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.

[0106] Improving the rigidity and durability of the second joint enhances its ability to withstand collision loads, thereby better dispersing the collision loads on the first reinforcing column assembly. It also reduces the number of components in the second joint, improves the rigidity and durability of the structure, and can increase vehicle production efficiency and shorten the vehicle production cycle.

[0107] In some embodiments, the aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy.

[0108] This can improve the mechanical properties of the first and second joints, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0109] In some embodiments, the first reinforcing column assembly includes a first reinforcing column and a second reinforcing column, at least one of which is configured as a first tubular shell having a closed cross-section.

[0110] The first shell with a closed cross-section can effectively absorb impact energy, and has high strength and rigidity. It is also easy to process and install, which helps to improve vehicle assembly efficiency and shorten vehicle manufacturing cycle.

[0111] In some embodiments, the first reinforcing column assembly includes a first reinforcing column and a second reinforcing column, at least one of the first reinforcing column and the second reinforcing column being configured as a first shell having a closed cross-section and a first reinforcing component built into the first shell.

[0112] This improves the stiffness and bending resistance of the first reinforcing column assembly.

[0113] In some embodiments, the first reinforcing component includes at least one first reinforcing rib, which is connected to the inner wall of the first shell.

[0114] In some embodiments, there are multiple first reinforcing ribs, at least a portion of which are arranged in an intersecting manner, and the thickness of the first reinforcing ribs is in the range of 3 mm to 6.5 mm.

[0115] This will help to further enhance the stiffness and bending resistance of the first reinforcing column assembly.

[0116] In some embodiments, at least one of the first reinforcing column and the second reinforcing column is formed as a glass fiber reinforced composite pultruded tube with a wall thickness of 6 mm to 10 mm; or, at least one of the first reinforcing column and the second reinforcing column is formed as an aluminum alloy pultruded tube with a wall thickness of 3 mm to 5 mm.

[0117] Using glass fiber reinforced composite pultruded tubes for at least one of the first and second reinforcing columns is beneficial to improving the strength and stiffness of the two reinforcing columns, especially to improving bending resistance, and also to reducing the weight of components and improving manufacturing efficiency.

[0118] In some embodiments, at least one of the first reinforcing column and the second reinforcing column is formed as a glass fiber reinforced composite pultruded tube, the glass fiber reinforced composite material comprising glass fiber reinforced polyamide-6, wherein the weight fraction of glass fiber is greater than or equal to 60 and less than or equal to 80.

[0119] Therefore, it can extend the service life of the first reinforcing pillar 4 and / or the second reinforcing pillar 5, thereby extending the service life of the vehicle, and further improving the structural strength and rigidity of the vehicle, and enhancing the vehicle's lightweighting.

[0120] In some embodiments, the glass fiber weight fraction of the glass fiber in the glass fiber reinforced polyamide-6 is greater than or equal to 68 and less than or equal to 75.

[0121] This further improves the structural strength and rigidity of the vehicle, and enhances its lightweight nature.

[0122] In some embodiments, the second reinforcing column assembly is configured as a second shell having a closed cross-section and a second reinforcing component built into the shell.

[0123] The second reinforcing component is used to further enhance the strength and stiffness of the second reinforcing column assembly.

[0124] In some embodiments, the second reinforcing component includes at least one second reinforcing rib connected to the inner wall of the second shell.

[0125] This can further enhance the structural strength and stiffness of the second reinforcing column assembly.

[0126] In some embodiments, the second reinforcing column assembly is formed as a one-piece aluminum pultruded structure; the thickness of the second reinforcing rib is in the range of 3 mm to 6.5 mm; and / or the wall thickness of the second tube shell is in the range of 3 mm to 5 mm.

[0127] This helps to further enhance the strength of the second shell, thereby increasing the structural strength and rigidity of the second reinforcing column assembly, and also helps to reduce the weight of the vehicle frame.

[0128] In some embodiments, the second reinforcing column assembly is formed as a glass fiber reinforced composite pultruded tube, the thickness of the second reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the wall thickness of the second tube shell is in the range of 6 mm to 10 mm.

[0129] This will help to further enhance the strength of the second shell, thereby increasing the structural strength and rigidity of the second reinforcing column assembly, and will also help to improve the lightweighting of the vehicle frame and increase manufacturing efficiency.

[0130] In some embodiments, the second reinforcing column assembly is configured to have a second tube shell and a resin filling structure, wherein the resin filling structure is filled inside the second tube shell, and the second tube shell is a thermoplastic pultruded composite material tube.

[0131] Therefore, it can extend the service life of the second reinforcing pillar assembly, thereby extending the service life of the vehicle, and further improve the structural strength and rigidity of the vehicle, as well as enhance the vehicle's lightweighting.

[0132] 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, at least one third reinforcing rib is provided in the groove of the frame beam body, the third reinforcing rib is connected to the bottom wall and side wall of the groove, the third reinforcing rib forms a clearance groove, and the second reinforcing column assembly is at least partially accommodated in the clearance groove and connected to at least part of the third reinforcing rib.

[0133] This further enhances the strength and stiffness of the second reinforcing column assembly, making it more effective in resisting impact loads from the front-rear and lateral directions.

[0134] In some embodiments, the frame beam body is a continuous fiber composite plate comprising multiple layers of continuous fiber composite material, each layer of continuous fiber composite material comprising continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

[0135] The use of the aforementioned continuous fiber composite panels helps to improve the structural strength, structural stiffness, and lightweighting of the main frame beam.

[0136] In some embodiments, the continuous fiber is a continuous glass fiber, the continuous fiber is 60 to 80 parts by weight, and the thermoplastic resin matrix is ​​20 to 40 parts by weight.

[0137] 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.

[0138] In some embodiments, the vehicle further includes a chassis, a body frame mounted on the chassis and together forming a passenger compartment, the body frame including a body pillar assembly, a roof crossbeam assembly, a side beam assembly and a front wheel arch side reinforcement beam assembly, and a body panel including a door, the door being hinged to a first reinforcement pillar assembly, and a tubular reinforcement structure disposed on the door.

[0139] This improves the strength and rigidity of the car door, enhances its ability to resist collisions from the side of the vehicle, and also helps to transfer loads, thereby improving the deformation resistance of the vehicle frame.

[0140] In some embodiments, the vehicle body frame further includes a second reinforcing pillar assembly, and the door is located between the first reinforcing pillar assembly and the second reinforcing pillar assembly, including a front door.

[0141] This not only improves the door's ability to resist side impacts, but also enhances the overall structural rigidity of the vehicle frame by using the second reinforcing pillar assembly to resist offset impact loads from the front.

[0142] In some embodiments, the vehicle also includes a battery unit mounted on the chassis.

[0143] 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.

[0144] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment.

[0145] 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.

[0146] In some embodiments, the vehicle frame is detachably attached to the top of the chassis.

[0147] This reduces the number of components and the overall vehicle weight, thereby improving the vehicle's range. Furthermore, this structure simplifies the assembly process and facilitates specialized collaboration.

[0148] 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

[0149] 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:

[0150] Figure 1 is an exploded view of the structure of a vehicle provided in an embodiment of this disclosure;

[0151] Figure 2 is an exploded view of a vehicle body provided in an embodiment of this disclosure;

[0152] Figure 3 is a structural schematic diagram of an electric vehicle provided in an embodiment of this disclosure;

[0153] Figure 4 is a schematic diagram of a portion of the vehicle body when the door assembly provided in an embodiment of the present disclosure is in the closed state;

[0154] Figure 5 is a schematic cross-sectional view of Figure 2 provided in an embodiment of this disclosure;

[0155] Figure 6 is a schematic diagram of the connector, reinforcing component and metal connection structure of a door assembly in the closed state according to an embodiment of the present disclosure;

[0156] Figure 7 is a schematic cross-sectional view of Figure 6 (BB section) provided in an embodiment of this disclosure;

[0157] Figure 8 is a schematic CC cross-sectional view of Figure 6 provided in an embodiment of this disclosure;

[0158] Figure 9 is a cross-sectional schematic diagram of a reinforcing structure provided in another embodiment of this disclosure;

[0159] Figure 10 is an exploded view of a portion of the vehicle frame provided in some embodiments of this disclosure;

[0160] Figure 11 is a schematic diagram of the first side structure of a portion of a vehicle frame provided in some embodiments of the present disclosure;

[0161] Figure 12 is a schematic diagram of the second side structure of a portion of a vehicle frame provided in some embodiments of the present disclosure;

[0162] Figure 13 is a schematic diagram of the structure of the first connector provided in some embodiments of this disclosure;

[0163] Figure 14 is a three-dimensional structural schematic diagram of the second connector provided in some embodiments of this disclosure;

[0164] Figure 15 is a schematic diagram of the first side structure of the second connector provided in some embodiments of this disclosure;

[0165] Figure 16 is a schematic diagram of the first side structure of a portion of a vehicle frame provided in some embodiments of the present disclosure;

[0166] Figure 17 is a schematic diagram of a partial structure of a column assembly provided in some embodiments of this disclosure;

[0167] Figure 18 is another schematic diagram of a partial structure of a column assembly provided in some embodiments of this disclosure.

[0168] Explanation of reference numerals in the attached drawings: 1000 Vehicle; 100 Body; 200 Battery unit; 300 Motor; 400 Controller; 10 Body frame; 11 Body panel; 110 Body panel body; 20 Passenger compartment; 30 Chassis; 31 Floor; 40 Wheel; 101 Body pillar assembly; 1011 Front pillar assembly; 1011a Upper component of front pillar assembly; 1011b Lower component of front pillar assembly; 1012 Middle pillar assembly; 1013 Rear pillar assembly; 2 Body beam assembly; 102 Crossbeam assembly; 1021 Roof crossbeam assembly; 103 Side beam assembly; 104 Sill beam assembly; 111 Hood; 112 Side wing; 113 Side door; 114 Tailgate; 105 Front wheel arch side reinforcement beam assembly; 21 Tubular reinforcement structure Structure; 211 Front end; 212 Rear end; 213 Pipe body; 214 Reinforcing member; 2141 First reinforcing rib; 1 Frame beam main body; 1131 First section; 1132 Second section; 1133 Third section; 13 Groove; 131 Groove sidewall; 132 Groove 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 installation structure; 137 Metal connection structure; 1371 Second limiting part; 13711 Second annular limiting rib; 13712 Second Strip-shaped limiting rib; 138 Safety belt accessory installation structure; 50 First reinforcing column assembly; 60 Second reinforcing column assembly; 4 First reinforcing column; 421 First tube shell; 41 First reinforcing assembly; 411 First reinforcing rib; 5 Second reinforcing column; 6 Connector assembly; 61 First connector; 611 First connector body; 6111 First energy-absorbing part; 6112 First reinforcing part; 61121 First reinforcing section; 61122 Second reinforcing section; 612 First reinforcing structure; 6121 First reinforcing rib; 61211 First reinforcing rib group; 61212 Second reinforcing rib group; 613 First insertion joint 614 First limiting part; 6141 First annular limiting rib; 6142 First strip limiting rib; 62 Second connector; 621 Second connector body; 6211 Second reinforcing column connection part; 62111 Second energy-absorbing part; 62112 Second reinforcing part; 6212 Sill beam connection part; 62121 Fourth reinforcing rib; 622 Second reinforcing rib; 623 Third reinforcing rib; 624 Second insertion groove; 8 Connecting plate; 9 Bolt hole; 90 Outer door panel; 91 Inner door panel; 92 Door window frame reinforcing plate; X Front-rear direction of the vehicle body; Y Left-right direction of the vehicle body; Z Up-down direction of the vehicle body. Detailed Implementation

[0169] 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.

[0170] 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.

[0171] 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.

[0172] 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.

[0173] 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.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] The following is a detailed description of this disclosure.

[0178] 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.

[0179] To address the aforementioned technical issues, this disclosure provides a vehicle.

[0180] 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.

[0181] 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.

[0182] 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.

[0183] 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.

[0184] 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.

[0185] 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.

[0186] 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.

[0187] The following descriptions will use the combination of the vehicle frame 10 and the skateboard chassis as an example.

[0188] 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.

[0189] 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.

[0190] 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.

[0191] 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.

[0192] The reinforced pillar assembly is prone to deformation during a collision, which is detrimental to improving the overall vehicle's collision safety.

[0193] 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.

[0194] In existing technologies, increasing the thickness of a vehicle body is typically used to improve its strength and stiffness, which increases the overall weight of the vehicle and does not necessarily provide adequate collision resistance. Therefore, it is necessary to further improve the vehicle's strength and stiffness to enhance its collision resistance. Research has shown that adding a tubular reinforcing structure can enhance the vehicle's strength and stiffness. Furthermore, the tubular reinforcing structure can be connected to the joints of the reinforcing pillar assembly. In the event of a collision, the tubular reinforcing structure and the reinforcing pillar assembly can work together to resist and disperse the collision load, thereby improving the vehicle's resistance to deformation and ultimately enhancing its strength and stiffness.

[0195] Based on this design concept, this disclosure provides a vehicle including a vehicle frame and a vehicle body panel. The vehicle frame includes: a frame beam body having a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; a first reinforcing pillar assembly disposed on the first side, the first reinforcing pillar assembly being connected between a roof crossbeam assembly and a sill beam assembly; a joint assembly including a first joint mounted on the frame beam body, the first joint being connected to the first reinforcing pillar assembly; the vehicle body panel includes: a panel body for covering at least a portion of the vehicle frame; a tubular reinforcing structure connected to the panel body, the tubular reinforcing structure having a front end and a rear end, the front end being located further forward than the rear end along the longitudinal direction of the vehicle body, and in the state where the vehicle body panel covers the vehicle frame, in the same projection plane perpendicular to the longitudinal direction of the vehicle body, the projection of the first joint at least partially overlaps with the projection of at least one of the front end and the rear end.

[0196] Therefore, when the body panels cover the body frame, the first joint can transfer the collision load to the tubular reinforcement structure when the front and / or rear sides of the vehicle are involved in a collision. Thus, the first reinforcing pillar assembly and the tubular reinforcement structure can jointly resist and disperse the collision load, reduce the load acting on the first reinforcing pillar assembly, and reduce the risk of large deformation of the pillar. This can improve the vehicle's resistance to deformation, thereby improving the strength and stiffness of the body frame, and further reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle's interior space. Moreover, it can meet or even improve the vehicle's performance in a 25% offset collision.

[0197] The vehicles provided in some embodiments of this disclosure will now be described in detail with reference to Figures 1 to 18.

[0198] Figure 1 is an exploded view of the structure of a vehicle provided in an embodiment of the present disclosure; Figure 2 is an exploded view of the body provided in an embodiment of the present disclosure; Figure 3 is a structural diagram of an electric vehicle provided in an embodiment of the present disclosure; Figure 4 is a structural diagram of a portion of the body when the door assembly is in the closed state provided in an embodiment of the present disclosure; Figure 5 is a cross-sectional view of Figure 2 (AA) provided in an embodiment of the present disclosure; Figure 6 is a schematic diagram of the joint, reinforcing component, and metal connection structure of the door assembly in the closed state provided in an embodiment of the present disclosure; Figure 7 is a cross-sectional view of Figure 6 (BB) provided in an embodiment of the present disclosure; Figure 8 is a cross-sectional view of Figure 6 (CC) provided in an embodiment of the present disclosure; Figure 9 is a cross-sectional view of the reinforcing structure provided in another embodiment of the present disclosure; Figure 10 is a body provided in some embodiments of the present disclosure. Figure 11 is an exploded view of a portion of the frame; Figure 12 is a schematic diagram of the first side structure of a portion of the vehicle frame provided in some embodiments of the present disclosure; Figure 13 is a schematic diagram of the structure of the first connector provided in some embodiments of the present disclosure; Figure 14 is a three-dimensional schematic diagram of the structure of the second connector provided in some embodiments of the present disclosure; Figure 15 is a schematic diagram of the first side structure of the second connector provided in some embodiments of the present disclosure; Figure 16 is a schematic diagram of the first side structure of a portion of the vehicle frame provided in some embodiments of the present disclosure; Figure 17 is a schematic diagram of a partial structure of the pillar assembly provided in some embodiments of the present disclosure; Figure 18 is another schematic diagram of a partial structure of the pillar assembly provided in some embodiments of the present disclosure.

[0199] 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.

[0200] A first aspect of this disclosure provides a vehicle, as shown in Figures 1 and 2. The vehicle 1000 includes a body frame 10 and a body panel 11. As shown in Figures 1, 6, and 10, the body frame 10 includes: a frame beam body 1 having a first side facing the interior of the vehicle body and a second side facing the exterior of the vehicle body; a first reinforcing pillar assembly 50 disposed on the first side, the first reinforcing pillar assembly 50 being connected between a roof crossbeam assembly 1021 and a sill beam assembly 104; and a connector assembly 6 including a first connector 61 mounted on the frame beam body 1, the first connector 61 being connected to the first reinforcing pillar. Component 50; Body panel 11 includes: a panel body 110 for covering at least a portion of a body frame 10; a tubular reinforcing structure 21 connected to the panel body 110, the tubular reinforcing structure 21 having a front end 211 and a rear end 212, the front end 211 being located in front of the rear end 212 along the longitudinal direction of the vehicle body, and in the state where the body panel 11 covers the body frame 10, in the same projection plane perpendicular to the longitudinal direction of the vehicle body, the projection of the first connector 61 at least partially overlaps with the projection of at least one of the front end 211 and the rear end 212.

[0201] It should be noted that the first reinforcing column assembly 50 and the second reinforcing column assembly 60, as shown in Figure 4, are located on the side of the frame beam body 1 closer to the inside of the vehicle body.

[0202] It should also be noted that in this disclosure, the state in which the body panels cover the body frame refers to the state in which the doors are closed.

[0203] As shown in Figure 4, the frame beam body 1 can be directly or indirectly connected to the tubular reinforcing structure 21 by bonding.

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

[0205] In some embodiments, the tubular reinforcing structure 21 can be a fiber-reinforced composite material, whereby the frame beam body can be bonded to the tubular reinforcing structure 21, for example, by structural adhesive.

[0206] 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.

[0207] In some embodiments, as shown in Figures 1, 2 and 4, 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".

[0208] As shown in Figure 10, this disclosure does not specifically limit the shape of the first reinforcing pillar assembly 50. For example, the first reinforcing pillar assembly 50 is used to improve the strength and stiffness of part or the whole of the vehicle frame 10 to improve bending resistance. The first reinforcing pillar assembly 50 can be a combination of reinforcing ribs, a tube, or a combination of a tube and reinforcing ribs. Of course, the first reinforcing pillar assembly 50 can also be other suitable structures. The tube can be a tube with a closed cross-section.

[0209] In this disclosure, as shown in Figures 1 and 10, the first reinforcing pillar assembly 50 can be considered as part of the vehicle body pillar assembly 101. The following description will use the case where the first reinforcing pillar assembly 50 is the front pillar assembly 1011 (also referred to as the "A-pillar assembly") as an example. However, the first reinforcing pillar assembly 50 provided in this embodiment can also refer to a part of the middle pillar assembly 1012 (also referred to as the "B-pillar assembly") 1012 or a part of the rear pillar assembly 1013 (also referred to as the "C-pillar assembly") 1013.

[0210] In some embodiments, as shown in Figures 1 and 10, the first reinforcing pillar assembly 50 is connected between the roof crossbeam assembly 1021 and the sill beam assembly 104 along the vertical direction of the vehicle body.

[0211] The first reinforcing column assembly 50 can be connected to the roof crossbeam assembly 1021, and the connection method can be adhesive bonding, for example, using structural adhesive.

[0212] As shown in Figures 4 and 10, the frame beam body 1 can cover the first reinforcing column assembly 50 from the outside of the vehicle body.

[0213] In some embodiments, as shown in FIG11, the first connector 61 is used to connect the first reinforcing column assembly 50. The first connector 61 and the first reinforcing column assembly 50 can be directly connected or indirectly connected, such as by bonding or by bolts. In a specific embodiment, the first reinforcing column assembly 50 includes a first reinforcing column 4 and a second reinforcing column 5. The first connector 61 is located between the first reinforcing column 4 and the second reinforcing column 5, and the first connector 61 is plugged into both the first reinforcing column 4 and the second reinforcing column 5. It can also be further fixed by bolts, thereby improving the connection reliability between the first connector 61 and the first reinforcing column assembly 50.

[0214] Along the front-rear direction of the vehicle body, as shown in Figure 4, the two opposite ends of the tubular reinforcing structure 21 are the front end 211 and the rear end 212, and the front end 211 is closer to the front side of the vehicle body than the rear end 212.

[0215] In some embodiments, as shown in FIG11, the first reinforcing pillar assembly 50 extends generally along the vertical direction of the vehicle body, and the first connector 61 can be connected to the upper region, the middle region, or the lower region of the first reinforcing pillar assembly 50 along the vertical direction of the vehicle body.

[0216] In some embodiments, as shown in Figures 1, 2, 4 and 11, when the first reinforcing pillar assembly 50 is the front pillar assembly 1011 (also referred to as the "A-pillar assembly"), and the body panel covers the body frame, the first connector 61 can be located on the front side of the tubular reinforcing structure 21, with the rear end of the first connector 61 opposite to the front end 211 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 and the projection of the first connector 61 at least partially overlap. Furthermore, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 can be located within the range of the projection of the first connector 61. Therefore, when the front of the vehicle body is hit by a collision, the first joint 61 can transfer the collision load to the tubular reinforcing structure 21. Thus, the first reinforcing pillar assembly 50 and the tubular reinforcing structure 21 can jointly resist and disperse the collision load, reduce the load acting on the first reinforcing pillar assembly, reduce the risk of large deformation of the pillar, and reduce the probability of the first reinforcing pillar assembly being crushed. This can reduce the amount of intrusion into the vehicle interior space around the first reinforcing pillar assembly and the first joint, improve the deformation resistance of the vehicle body frame, and thus improve the structural rigidity of the vehicle body frame.

[0217] In some embodiments, when the first reinforcing pillar assembly 50 is the rear pillar assembly 1013 (also referred to as the "C-pillar assembly"), with the body panel covering the body frame, the first connector 61 can be located on the rear side of the tubular reinforcing structure 21, with the front end of the first connector 61 facing the rear end 212 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the rear end 212 and the projection of the first connector 61 at least partially overlap. Furthermore, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the rear end 212 can be located within the range of the projection of the first connector 61. Thus, when the rear side of the vehicle body is hit by a collision, the first connector 61 can transfer the collision load to the tubular reinforcing structure 21, thereby enabling the first reinforcing pillar assembly 50 and the tubular reinforcing structure 21 to jointly resist and disperse the collision load.

[0218] In some embodiments, when the first reinforcing pillar assembly 50 is a center pillar assembly 1012 (also referred to as the "B-pillar assembly"), in the state where the body panel covers the body frame, the first connector 61 can be located on the front side of the tubular reinforcing structure 21, with the rear end of the first connector 61 facing the front end 211 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 and the projection of the first connector 61 at least partially overlap. Further, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 can be located within the range of the projection of the first connector 61. Alternatively, the first connector 61 can be located on the rear side of the tubular reinforcing structure 21, with the front end of the first connector 61 facing the rear end 212 of the tubular reinforcing structure 21. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the front end 211 and the projection of the first connector 61 at least partially overlap. In the same projection plane in the front-rear direction of the vehicle body, the projection of the rear end 212 at least partially overlaps with the projection of the first connector 61. Furthermore, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the rear end 212 can be located within the range of the projection of the first connector 61. Alternatively, the tubular reinforcing structure 21 can be provided with the first connector 61 on both the front and rear sides, with the front end 211 of the tubular reinforcing structure 21 facing the rear end of the first connector 61 located on its front side, and the rear end 212 of the tubular reinforcing structure 21 facing the front end of the first connector 61 located on its rear side. Thus, when the front or rear side of the vehicle body is hit by a collision, the first connector 61 can transfer the collision load to the tubular reinforcing structure 21, thereby enabling the first reinforcing pillar assembly 50 and the tubular reinforcing structure 21 to jointly resist and disperse the collision load.

[0219] In some embodiments, as shown in FIG5, the tubular reinforcing structure 21 can be a tube 213 or a combination of a tube 213 and a reinforcing rib. The tubular reinforcing structure 21 can be a tube 213 with a closed cross section.

[0220] Therefore, when the body panel 11 covers the body frame 10, when the front and / or rear sides of the vehicle are involved in a collision, the first joint 61 can transfer the collision load to the tubular reinforcing structure 21. Thus, the first reinforcing pillar assembly 50 and the tubular reinforcing structure 21 can jointly resist and transfer the dispersed collision load, thereby reducing the collision load borne by the first reinforcing pillar assembly 50 and the first joint 61. This reduces the degree of deformation of the first reinforcing pillar assembly 50 and the first joint 61 during the collision, thereby reducing the risk of large deformation of the pillar. This improves the deformation resistance of the vehicle frame, thereby improving the structural rigidity of the vehicle frame. It also reduces the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space. Moreover, it can meet or even improve the performance of the vehicle in a 25% offset collision.

[0221] 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.

[0222] 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 10111011), steering column, and pedals is monitored. To more realistically simulate actual collision conditions, a 50th percentile male Hybrid III dummy is placed in the front driver's seat during the test.

[0223] In some embodiments, as shown in Figures 1, 2 and 4, the vehicle frame 10 further includes a second reinforcing pillar assembly 60, which is connected between the side beam assembly 103 and the sill beam assembly 104 of the vehicle frame; along the front-rear direction of the vehicle body, the second reinforcing pillar assembly 60 is located in front of or behind the first reinforcing pillar assembly 50; when the vehicle body panel covers the vehicle frame, the tubular reinforcing structure 21 is located between the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60.

[0224] In some embodiments, the second reinforcing pillar assembly 60 includes a linear or curved component that serves to support, connect, and enhance the overall rigidity of the vehicle body. These components possess high strength and rigidity.

[0225] In some embodiments, as shown in Figures 1 and 4, along the vertical direction of the vehicle body, the second reinforcing pillar assembly 60 is connected between the side beam assembly 103 and the sill beam assembly 104. The second reinforcing pillar assembly 60 may be the front pillar assembly 1011 (also referred to as the "A-pillar assembly"), the middle pillar assembly 1012 (also referred to as the "B-pillar assembly"), or the rear pillar assembly 1013 (also referred to as the "C-pillar assembly").

[0226] When the second reinforcing pillar assembly 60 is the center pillar assembly 1012 (also referred to as the "B-pillar assembly"), the first reinforcing pillar assembly 50 is the front pillar assembly 1011 (also referred to as the "A-pillar assembly"). With the body panel covering the body frame, along the front-rear direction X of the body, the reinforcing structure is located between the front pillar assembly 1011 (also referred to as the "A-pillar assembly") and the center pillar assembly 1012 (also referred to as the "B-pillar assembly").

[0227] When the second reinforcing pillar assembly 60 is the rear pillar assembly 1013 (also referred to as the "C-pillar assembly"), the first reinforcing pillar assembly 50 is the middle pillar assembly 1012 (also referred to as the "B-pillar assembly"). With the body panel covering the body frame, along the front-rear direction X of the body, the reinforcing structure is located between the middle pillar assembly 1012 (also referred to as the "B-pillar assembly") and the rear pillar assembly 1013 (also referred to as the "C-pillar assembly").

[0228] Of course, the second reinforcing column assembly 60 can also be the front column assembly 1011 and the first reinforcing column assembly 50 can be the middle column assembly 1012; or the second reinforcing column assembly 60 can be the middle column assembly 1012 and the first reinforcing column assembly 50 can be the rear column assembly 1013, which will not be elaborated here.

[0229] The second reinforcing column assembly 60 can be directly connected to the edge beam assembly 103 or indirectly connected to it; the second reinforcing column assembly 60 can be directly connected to the threshold beam assembly 104 or indirectly connected to it.

[0230] Therefore, when the body panel 11 covers the body frame 10, when the front or rear side of the vehicle is hit, the collision load can be transferred from the first reinforcing pillar assembly 50 to the second reinforcing pillar assembly 60. Thus, the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60 can jointly resist and disperse the collision load. Furthermore, the second reinforcing pillar assembly 60 further disperses the load acting on the first reinforcing pillar assembly 50, further reducing the risk of large deformation of the pillar. This can further improve the vehicle's resistance to deformation, thereby improving the structural rigidity of the body frame and reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space.

[0231] In some embodiments, as shown in Figures 4 and 6, the vehicle frame further includes at least one metal connection structure 137 disposed on the second reinforcing column assembly 60. The at least one metal connection structure 137 is used to connect at least one of the door hinge, door lock, and door opening limiter. When the body panel covers the vehicle frame, one of the front end 211 and the rear end 212 of the tubular reinforcing structure 21 faces the first connector 61, and the other faces the metal connection structure 137.

[0232] The metal connection structure 137 and the second reinforcing column assembly 60 can be directly or indirectly connected. In one specific embodiment, the metal connection structure 137 is fixed to the second reinforcing column assembly 60 using a metal insert injection molding process. This process helps improve the stability of the fixed metal connection structure 137 and also enhances the structural strength and rigidity of the vehicle. Furthermore, reinforcing ribs can be provided between the metal connection structure 137 and the second reinforcing column assembly 60 to further secure the metal connection structure 137.

[0233] 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, so that the metal connection structure 137 maintains structural integrity in multiple cycles.

[0234] 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.

[0235] Optionally, the body panel can be positioned such that its front end 211 faces the first connector 61 and its rear end 212 faces the metal connection structure 137; or its rear end 212 faces the first connector 61 and its front end 211 faces the metal connection structure 137.

[0236] The metal connection structure 137 has high strength and rigidity. Since the body panel covers the body frame, one of the front end 211 and the rear end 212 of the tubular reinforcing structure 21 faces the first joint 61 and the other faces the metal connection structure 137. Therefore, when the body is hit by a collision, the tubular reinforcing structure 21 can transfer the collision load to the second reinforcing pillar assembly 60 through the metal connection structure 137. This not only improves the ability to resist collision loads, but also reduces the probability that the structure of the area of ​​the second reinforcing pillar assembly 60 opposite to the tubular reinforcing structure 21 will deform or even break due to excessive load on the tubular reinforcing structure 21. This is more conducive to the first reinforcing pillar assembly and the second reinforcing pillar assembly jointly resisting and dispersing the collision load.

[0237] In some embodiments, as shown in Figures 6 to 8, when the body panel covers the body frame, the projections of the first connector 61, the front end 211, the rear end 212, and the metal connection structure 137 overlap at least partially with each other in the same projection plane perpendicular to the front-rear direction of the body.

[0238] When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the first connector 61 overlaps at least partially with the projection of the front end 211, the projection of the rear end 212, and the projection of the metal connection structure 137.

[0239] Therefore, when the vehicle body is involved in a collision, the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60 can more efficiently transfer the load through the tubular reinforcing structure 21, thereby further improving the vehicle's resistance to deformation, thereby increasing the vehicle's rigidity, and thus reducing the amount of intrusion into the vehicle's interior space around the first reinforcing pillar assembly and the first joint.

[0240] In some embodiments, as shown in Figures 6 to 8, the first connector 61 has a first limiting portion 614, and the metal connection structure 137 has a second limiting portion 1371. When the body panel covers the body frame, one of the front end portion 211 and the rear end portion 212 of the tubular reinforcing structure 21 faces the first limiting portion 614, and the other faces the second limiting portion 1371. In the same projection plane perpendicular to the front-rear direction of the vehicle body, the projections of the first limiting portion 614, the front end portion 211, the rear end portion 212, and the second limiting portion 1371 overlap at least partially with each other.

[0241] In some embodiments, as shown in Figures 6 and 8, with the body panel covering the body frame, along the front-rear direction of the vehicle body, the first limiting part 614 is located on the side of the first joint 61 near the tubular reinforcing structure 21. The first limiting part 614 is used to strengthen the strength and stiffness of the area of ​​the first joint 61 opposite to the tubular reinforcing structure 21, improve the deformation resistance of the area of ​​the first joint 61 opposite to the tubular reinforcing structure 21, thereby enabling more efficient transfer of the load on the first joint 61 to the tubular reinforcing structure 21. Moreover, the first limiting part 614 can be used to limit the relative position of the first joint 61 and the tubular reinforcing structure 21, reduce the probability of the tubular reinforcing structure 21 moving to other positions in the first joint 61 during a collision, and enable the tubular reinforcing structure 21 to move more efficiently toward the first joint 61 along the front-rear direction X of the vehicle body during a collision, thereby more efficiently transferring the load between the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60.

[0242] The specific structures of the first limiting part 614 and the second limiting part 1371 will be described in detail below.

[0243] In some embodiments, as shown in Figures 6 and 7, with the body panel covering the body frame, the second limiting portion 1371 is located on the side of the metal connection structure 137 near the tubular reinforcing structure 21 along the front-rear direction of the vehicle body. The first limiting portion 614 is used to strengthen the strength and stiffness of the area of ​​the metal connection structure 137 opposite to the tubular reinforcing structure 21, and improve the deformation resistance of the area of ​​the metal connection structure 137 opposite to the tubular reinforcing structure 21. This allows the load on the tubular reinforcing structure 21 to be transferred to the metal connection structure 137 more efficiently. Moreover, the second limiting portion 1371 can be used to limit the relative position of the metal connection structure 137 and the tubular reinforcing structure 21, reducing the probability that the tubular reinforcing structure 21 will move to other positions in the metal connection structure 137 during a collision. During a collision, the tubular reinforcing structure 21 can move more efficiently toward the metal connection structure 137 along the front-rear direction X of the vehicle body, and more efficiently transfer the load between the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60.

[0244] In some embodiments, as shown in FIG6, when the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the vehicle body, the projection of the first limiting portion 614 at least partially overlaps with the projection of the front end portion 211, the projection of the rear end portion 212, and the projection of the second limiting portion 1371.

[0245] Therefore, when the body panel covers the body frame, the strength and stiffness of the area opposite the tubular reinforcing structure 21 in the first joint 61 and / or the metal connection structure 137 in the front-rear direction of the body can be improved, and the probability of the tubular reinforcing structure 21 moving to other positions in the metal connection structure 137 and / or the first joint 61 during the collision can be reduced. In addition, during the collision, the tubular reinforcing structure 21 can move more efficiently towards the metal connection structure 137 and / or the first joint 61 in the front-rear direction of the body, and more efficiently transfer the load between the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60.

[0246] In some embodiments, the first limiting portion 614 includes a first annular limiting rib 6141, and / or the second limiting portion 1371 includes a second annular limiting rib 13711.

[0247] In some embodiments, as shown in Figures 6 and 8, when the body panel covers the body frame, the surface of the first connector 61 near the tubular reinforcing structure 21 has a first annular limiting rib 6141 that protrudes along the X direction of the body. When viewed perpendicular to the front-rear direction of the body, the first annular limiting rib 6141 is formed as a continuous closed ring. Of course, the first annular limiting rib 6141 can also be a ring formed by multiple protrusions spaced apart.

[0248] In some embodiments, as shown in Figures 6 and 7, when the body panel covers the body frame, the surface of the metal connection structure 137 near the tubular reinforcing structure 21 along the front-rear direction X of the body has a second annular limiting rib 13711 that protrudes along the front-rear direction X of the body. When viewed perpendicular to the front-rear direction of the body, the second annular limiting rib 13711 is formed as a continuous closed ring. Of course, the second annular limiting rib 13711 can also be a ring formed by multiple protrusions spaced apart.

[0249] Therefore, the strength or stiffness of the first joint 61 and / or the metal connection structure 137 can be strengthened, and the probability of deformation or even damage to the area of ​​the first joint 61 and / or the metal connection structure 137 opposite to the tubular reinforcement structure 21 due to excessive load on the tubular reinforcement structure 21 can be reduced. This allows the first joint 61 and / or the metal connection structure 137 to transmit the load more efficiently through the tubular reinforcement structure 21, which is more conducive to the first reinforcement column assembly 50 and the second reinforcement column assembly 60 jointly resisting and dispersing the collision load, further improving the overall structural stiffness of the vehicle frame. Moreover, the structure of the first annular limiting rib 6141 and / or the second annular limiting rib 13711 is simple, and the first annular limiting rib 6141 and / or the second annular limiting rib 13711 can be set to a shape similar to the tubular cross-sectional shape of the tubular reinforcement structure 21, so that the first annular limiting rib 6141 and / or the second annular limiting rib 13711 can more efficiently limit the tubular reinforcement structure 21.

[0250] In some embodiments, as shown in FIG8, the first limiting portion 614 further includes a first annular limiting rib 6141 and a first strip-shaped limiting rib 6142. The first annular limiting rib 6141 surrounds the first strip-shaped limiting rib 6142, and at least one end of the first strip-shaped limiting rib 6142 is connected to the first annular limiting rib 6141. And / or, as shown in FIG7, the second limiting portion 1371 further includes a second annular limiting rib 13711 and a second strip-shaped limiting rib 13712. The second annular limiting rib 13711 surrounds the second strip-shaped limiting rib 13712, and at least one end of the second strip-shaped limiting rib 13712 is connected to the second annular limiting rib 13711.

[0251] As shown in Figures 6 and 8, when the body panel covers the body frame, along the front-rear direction X, the surface of the first connector 61 near the tubular reinforcing structure 21 has a first strip-shaped limiting rib 6142 that protrudes along the front-rear direction of the body. When viewed along the front-rear direction of the body, the first strip-shaped limiting rib 6142 can be annular, strip-shaped, or other irregular shapes.

[0252] Optionally, the first strip-shaped limiting rib 6142 can be one or more.

[0253] In some embodiments, when the vehicle body panel covers the vehicle frame, viewed along the front-rear direction, the first strip-shaped limiting rib 6142 is located within the first annular limiting rib 6141. Optionally, the first strip-shaped limiting rib 6142 can be annular, and viewed along the front-rear direction, the annular first strip-shaped limiting rib 6142 can be layered along the outer side to the inner side of the first annular limiting rib 6141; the first strip-shaped limiting rib 6142 can also be strip-shaped, and viewed along the front-rear direction, the strip-shaped first strip-shaped limiting rib 6142 is connected to the inner edge of the first annular limiting rib 6141. Further, the first strip-shaped limiting rib 6142 is located within the first strip-shaped limiting rib 6141. The two ends of the extension direction of 42 are respectively connected to the inner wall of the first annular limiting rib 6141. Furthermore, there are multiple strip-shaped first limiting ribs 6142, and at least a portion of the multiple first strip-shaped limiting ribs 6142 are intersected. Thus, the first strip-shaped limiting ribs 6142 can strengthen the first limiting part 614 from two directions, which helps to improve the structural strength and structural rigidity of the first limiting part 614. The first strip-shaped limiting ribs 6142 can also be other regular or irregular shapes.

[0254] As shown in Figures 6 and 7, when the body panel covers the body frame, the surface of the metal connection structure 137 near the tubular reinforcing structure 21 has a second strip-shaped limiting rib 13712 that protrudes along the front-rear direction of the body. When viewed along the front-rear direction of the body, the second strip-shaped limiting rib 13712 can be ring-shaped, strip-shaped, or other irregular shapes.

[0255] Optionally, the second strip-shaped limiting rib 13712 can be one or more.

[0256] In some embodiments, when the vehicle body panel covers the vehicle frame, viewed along the front-rear direction, the second strip-shaped limiting rib 13712 is located within the second annular limiting rib 13711. Optionally, the second strip-shaped limiting rib 13712 can be annular, and viewed along the front-rear direction, the annular second strip-shaped limiting rib 13712 can be layered along the outer side to the inner side of the second annular limiting rib 13711; the second strip-shaped limiting rib 13712 can also be strip-shaped, and viewed along the front-rear direction, the strip-shaped second strip-shaped limiting rib 13712 is connected to the inner edge of the second annular limiting rib 13711. Further, the second strip-shaped limiting rib 13712... The two ends of 12 along the extension direction of the second strip-shaped limiting rib 13712 are respectively connected to the inner wall of the second annular limiting rib 13711. Furthermore, there are multiple strip-shaped second limiting ribs 13712, and at least a portion of the multiple second strip-shaped limiting ribs 13712 are arranged in an intersecting manner. Thus, the second strip-shaped limiting ribs 13712 strengthen the second limiting part 1371 from two directions, which helps to improve the structural strength and structural rigidity of the second limiting part 1371.

[0257] The first strip-shaped limiting rib 6142 and / or the second strip-shaped limiting rib 13712 can support the tubular reinforcing structure 21.

[0258] This can further improve the strength and rigidity of the first limiting part 614 and / or the second limiting part 1371, and further reduce the probability of deformation or even damage to the area of ​​the first joint 61 and / or the metal connection structure 137 opposite to the tubular reinforcing structure 21 due to excessive load on the tubular reinforcing structure 21. This is beneficial to improve the deformation resistance of the first joint 61 and / or the metal connection structure 137, and enables the first joint 61 and / or the metal connection structure 137 to transmit the load more efficiently through the tubular reinforcing structure 21. This is more conducive to the first reinforcing column assembly 50 and the second reinforcing column assembly 60 jointly resisting and dispersing the collision load, and reducing the amount of intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space.

[0259] In some embodiments, as shown in FIG6, the tubular reinforcing structure 21 extends at an angle θ between 0 degrees and 5 degrees to a horizontal line extending in the longitudinal direction of the vehicle body.

[0260] Optionally, the angle θ between the tubular reinforcing structure 21 and the horizontal line extending along the front-rear direction of the vehicle body can be 0 degrees, 1 degree, 2 degrees, 3 degrees, 4 degrees or 5 degrees, or other values ​​within the above range.

[0261] Therefore, when the body panels cover the body frame, when the body is subjected to a collision (e.g., a small offset collision), the tubular reinforcing structure 21 can effectively disperse the collision load from the front along the front-rear direction of the body. This allows the first reinforcing pillar assembly 50, the second reinforcing pillar assembly 60, the tubular reinforcing structure 21, the side beam assembly 103, and the sill beam assembly 104 to jointly resist and disperse the collision load, thereby improving the deformation resistance of the body frame, thus increasing the structural stiffness of the body frame, and further reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the interior space.

[0262] In some embodiments, as shown in FIG10, the first reinforcing pillar assembly 50 includes a first reinforcing pillar 4 and a second reinforcing pillar 5. As shown in FIG1 and FIG11, the first reinforcing pillar 4 is connected between the roof crossbeam assembly 1021 in the vehicle frame and the first joint 61, and the second reinforcing pillar 5 is connected between the first joint 61 and the sill beam assembly 104 in the vehicle frame. As shown in FIG6 or FIG8, when the vehicle body panel covers the vehicle frame, the first joint 61 is located on the front side of the tubular reinforcing structure 21 in the front-rear direction of the vehicle body and the front end 211 of the tubular reinforcing structure 21 faces the first joint 61.

[0263] As shown in Figures 4 and 11, along the direction from the upper side of the vehicle body to the lower side of the vehicle body, the first reinforcing column 4, the first joint 61, the second reinforcing column 5 and the sill beam assembly 104 are connected in sequence. When the body panel covers the body frame, along the front-rear direction of the vehicle body, the rear end 212 of the first joint 61 is opposite to the front end 211 of the tubular reinforcing structure 21.

[0264] This disclosure does not specifically limit the shape of the first reinforcing column 4. For example, the first reinforcing column 4 can be tubular. This disclosure does not specifically limit the shape of the second reinforcing column 5. For example, the second reinforcing column 5 can be tubular.

[0265] In some embodiments, as shown in FIG11, one end of the first reinforcing post 4 along its extension direction is connected to the roof beam assembly, and the other end of the first reinforcing post 4 along its extension direction is connected to the first connector 61. The first reinforcing post 4 and the first connector 61 can be directly connected or indirectly connected. In a specific embodiment, the first connector 61 has a plug-in portion, and the first reinforcing post 4 is plugged into the first connector 61, allowing the first reinforcing post 4 to extend into the plug-in portion.

[0266] In some embodiments, as shown in FIG11, one end of the second reinforcing post 5 along its extension direction is connected to the first connector 61, and the other end of the second reinforcing post 5 along its extension direction is connected to the sill beam assembly 104. The second reinforcing post 5 and the first connector 61 can be directly connected or indirectly connected. In one specific embodiment, the second reinforcing post 5 and the first connector 61 are connected by bolts. The second reinforcing post 5 and the sill beam assembly 104 can be directly connected or indirectly connected. In one specific embodiment, the second reinforcing post 5 and the sill beam assembly 104 are indirectly connected, for example, through another first connector 61.

[0267] Therefore, when the body panel covers the body frame, when the front of the vehicle is involved in a collision (e.g., a 25% offset collision), the first joint 61 can transfer the collision load to the first reinforcing pillar 4, the second reinforcing pillar 5, and the tubular reinforcing structure 21 respectively. This can effectively reduce the collision load acting on the first reinforcing pillar 4, the second reinforcing pillar 5, and the first joint 61, thereby reducing the risk of deformation of the first reinforcing pillar 4, the second reinforcing pillar 5, and the first joint 61 due to the collision. This can improve the deformation resistance of the body frame and reduce the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space.

[0268] In some embodiments, as shown in Figures 1 and 4, the vehicle frame further includes a second reinforcing pillar assembly 60, which is connected between the side beam assembly 103 and the sill beam assembly 104 of the vehicle frame; along the front-rear direction X, the second reinforcing pillar assembly 60 is located behind the first reinforcing pillar assembly 50; when the body panel covers the vehicle frame, the rear end portion 212 of the tubular reinforcing structure 21 faces a portion of the second reinforcing pillar assembly 60.

[0269] In some embodiments, along the longitudinal direction of the vehicle body, the first reinforcing pillar assembly 50 is located in front of the second reinforcing pillar assembly 60, the front end portion 211 of the tubular reinforcing structure 21 faces the first connector 61, and the rear end portion 212 of the tubular reinforcing structure 21 faces a portion of the second reinforcing pillar assembly 60. In a specific embodiment, the first reinforcing pillar assembly 50 may be a front pillar assembly 1011, and the second reinforcing pillar assembly 60 may be a rear pillar assembly 1013.

[0270] Therefore, when the body panels cover the body frame, when the front of the vehicle is involved in a collision, the collision load acting on the first reinforcing pillar assembly 50 can not only be distributed and transferred to the body beam assembly and sill beam assembly 104 through the first joint, but also the collision load acting on the first reinforcing pillar assembly 50 can be transferred to the second reinforcing pillar assembly 60 through the tubular reinforcing structure 21. Thus, the first reinforcing pillar assembly 50, body beam assembly 2, sill beam assembly 104, tubular reinforcing structure 21 and second reinforcing pillar assembly 60 can jointly resist and distribute the collision load, thereby further improving the deformation resistance of the body frame, thereby improving the structural rigidity of the body frame, and thus reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space.

[0271] In some embodiments, as shown in Figures 4 and 6, the vehicle frame further includes at least one metal connection structure 137 disposed on the second reinforcing column assembly 60. 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. When the body panel covers the vehicle frame, the rear end 212 of the tubular reinforcing structure 21 faces the metal connection structure 137.

[0272] Since the rear end 212 of the tubular reinforcing structure 21 faces the metal connection structure 137 when the body panel covers the body frame, the tubular reinforcing structure 21 can transfer the collision load to the second reinforcing pillar assembly 60 through the metal connection structure 137 when the body is involved in a collision. This not only improves the ability to resist collision loads, but also reduces the probability that the structure of the area of ​​the second reinforcing pillar assembly 60 opposite to the tubular reinforcing structure 21 will deform or even break due to excessive load on the tubular reinforcing structure 21.

[0273] In some embodiments, as shown in Figures 6 and 8, the first connector 61 has a first limiting portion 614, and when the body panel covers the body frame, the front end portion 211 of the tubular reinforcing structure 21 faces the first limiting portion 614; and, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the first limiting portion 614 at least partially overlaps with the projection of the front end portion 211.

[0274] Optionally, when the body panel covers the body frame, when viewed along the front-rear direction of the body, a portion of the outer contour of the front end 211 of the tubular reinforcing structure 21 may be located within the outer contour range of the first limiting portion 614, or the entire outer contour of the front end 211 of the tubular reinforcing structure 21 may be located within the outer contour range of the first limiting portion 614, or the entire outer contour of the first limiting portion 614 may be located within the outer contour range of the front end 211 of the tubular reinforcing structure 21.

[0275] Therefore, the first joint 61 can more efficiently transfer the load through the tubular reinforcing structure 21, which is more conducive to the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60 jointly resisting and dispersing the collision load, and reducing the amount of intrusion into the vehicle interior space by the first reinforcing pillar assembly and the area around the first joint.

[0276] In some embodiments, as shown in Figures 6 and 8, when the body panel covers the body frame, the outer contour of the projection of the front end portion 211 does not exceed the outer contour of the projection of the first limiting portion 614 in the same projection plane perpendicular to the front-rear direction X of the body.

[0277] Furthermore, when the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction X of the body, the outer contour of the projection of the front end 211 does not exceed and is adjacent to the inner circumferential contour of the projection of the first limiting part 614. Even further, when the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the outer contour of the projection of the front end 211 does not exceed and is adjacent to the inner circumferential contour of the projection of the second annular limiting rib 13711.

[0278] This can further enhance the strength or stiffness of the area of ​​the first joint 61 opposite to the tubular reinforcing structure 21, enabling the first joint 61 to transmit loads more efficiently through the tubular reinforcing structure 21. This is more conducive to the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60 jointly resisting and dispersing the collision load, and reducing the amount of intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space.

[0279] In some embodiments, as shown in FIG8, the first limiting portion 614 includes a first annular limiting rib 6141.

[0280] Therefore, the strength or stiffness of the first joint 61 can be enhanced, enabling the first joint 61 to transmit the load more efficiently through the tubular reinforcing structure 21. This is more conducive to the first reinforcing column assembly 50 and the second reinforcing column assembly 60 jointly resisting and dispersing the collision load. Furthermore, the structure of the first annular limiting rib 6141 is simple, and the first annular limiting rib 6141 can be set to a shape similar to the tubular cross-sectional shape of the tubular reinforcing structure 21, so that the first annular limiting rib 6141 can more efficiently limit the tubular reinforcing structure 21.

[0281] In some embodiments, as shown in Figures 6 and 8, the first limiting portion 614 further includes a first strip-shaped limiting rib 6142, a first annular limiting rib 6141 surrounding the first strip-shaped limiting rib 6142, and at least one end of the first strip-shaped limiting rib 6142 being connected to the first annular limiting rib 6141. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction X of the body, the outer contour of the projection of the front end portion 211 does not exceed the inner circumferential contour of the projection of the first annular limiting rib 6141, and the projection of the front end portion 211 at least partially overlaps with the projection of the first strip-shaped limiting rib 6142.

[0282] Optionally, as shown in Figures 6 and 8, when the body panel covers the body frame, when viewed along the front-rear direction X, the front end 211 overlaps with the first strip-shaped limiting rib 6142. It is possible that part of the first strip-shaped limiting rib 6142 overlaps with the front end 211, or all of the first strip-shaped limiting rib 6142 overlaps with the front end 211, or the entire area of ​​the front end 211 overlaps with the first strip-shaped limiting rib 6142.

[0283] Therefore, the first joint 61 can more efficiently transfer the load through the tubular reinforcing structure 21, which is more conducive to the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60 jointly resisting and dispersing the collision load, and reducing the intrusion of the first reinforcing pillar assembly and the area around the first joint into the vehicle interior space. Since the first limiting part 614 also includes a first strip-shaped limiting rib 6142, the projection of the front end 211 and the projection of the first strip-shaped limiting rib 6142 at least partially overlap, so the first strip-shaped limiting rib 6142 can play the role of supporting and blocking the tubular reinforcing structure 21, reducing the probability of the first joint being damaged due to excessive collision load.

[0284] In some embodiments, as shown in Figures 6 and 7, the metal connection structure 137 has a second limiting portion 1371. When the body panel covers the body frame, the rear end portion 212 of the tubular reinforcing structure 21 faces the second limiting portion 1371. Furthermore, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the second limiting portion 1371 and the projection of the rear end portion 212 at least partially overlap.

[0285] Optionally, as shown in Figures 6 and 7, when the body panel covers the body frame, when viewed along the front-rear direction X of the body, a portion of the outer contour of the rear end 212 of the tubular reinforcing structure 21 may be located within the outer contour range of the second limiting portion 1371, or the entire outer contour of the rear end 212 of the tubular reinforcing structure 21 may be located within the outer contour range of the second limiting portion 1371, or the entire outer contour of the second limiting portion 1371 may be located within the outer contour range of the rear end 212 of the tubular reinforcing structure 21.

[0286] Therefore, the metal connection structure 137 can more efficiently transfer the load through the tubular reinforcing structure 21, which is more conducive to the first reinforcing pillar assembly and the second reinforcing pillar assembly jointly resisting and dispersing the collision load, and reducing the amount of intrusion into the vehicle interior space around the first reinforcing pillar assembly and the first joint.

[0287] In some embodiments, when the body panel covers the body frame, the outer contour of the projection of the rear end 212 does not exceed the outer contour of the projection of the second limiting portion 1371 in the same projection plane perpendicular to the front-rear direction X of the body.

[0288] Furthermore, when the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction X of the body, the outer contour of the projection of the rear end 212 does not exceed and is adjacent to the inner circumferential contour of the projection of the second limiting part 1371. Even further, when the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction X of the body, the outer contour of the projection of the rear end 212 does not exceed and is adjacent to the inner circumferential contour of the projection of the second annular limiting rib 13711.

[0289] This can further enhance the strength or stiffness of the area in the metal connection structure 137 opposite to the tubular reinforcing structure 21, enabling the metal connection structure 137 to more efficiently transfer loads through the tubular reinforcing structure 21. This is more conducive to the first reinforcing pillar assembly 50 and the second reinforcing pillar assembly 60 jointly resisting and dispersing collision loads, and reducing the amount of intrusion into the vehicle interior space around the first reinforcing pillar assembly and the first joint.

[0290] In some embodiments, the second limiting portion 1371 includes a second annular limiting rib 13711.

[0291] Therefore, the strength or stiffness of the metal connection structure 137 can be enhanced, and the metal connection structure 137 can more efficiently transfer the load through the tubular reinforcing structure 21. This makes it more advantageous for the first reinforcing column assembly 50 and the second reinforcing column assembly 60 to jointly resist and disperse the collision load, thereby further enhancing the strength of the vehicle. Furthermore, the structure of the second annular limiting rib 13711 is simple, and the second annular limiting rib 13711 can be set to a shape similar to the tubular cross-sectional shape of the tubular reinforcing structure 21, so that the second annular limiting rib 13711 can more efficiently limit the tubular reinforcing structure 21.

[0292] In some embodiments, as shown in Figures 6 and 7, the second limiting portion 1371 further includes a second strip-shaped limiting rib 13712, a second annular limiting rib 13711 surrounding the second strip-shaped limiting rib 13712, and at least one end of the second strip-shaped limiting rib 13712 being connected to the second annular limiting rib 13711. When the vehicle body panel covers the vehicle frame, in the same projection plane perpendicular to the front-rear direction X of the vehicle body, the outer contour of the projection of the rear end portion 212 does not exceed the inner circumferential contour of the projection of the second annular limiting rib 13711, and the projection of the rear end portion 212 at least partially overlaps with the projection of the second strip-shaped limiting rib 13712.

[0293] Optionally, as shown in Figures 6 and 7, when the body panel covers the body frame, when viewed along the front-rear direction X of the body, the rear end 212 overlaps with the second strip-shaped limiting rib 13712. It is possible that a portion of the second strip-shaped limiting rib 13712 overlaps with the rear end 212, or that the entire second strip-shaped limiting rib 13712 overlaps with the rear end 212, or that the entire area of ​​the rear end 212 overlaps with the second strip-shaped limiting rib 13712.

[0294] Therefore, the metal connection structure 137 can more efficiently transfer the load through the tubular reinforcing structure 21, which is more conducive to the first reinforcing column assembly 50 and the second reinforcing column assembly 60 jointly resisting and dispersing the collision load, and reducing the intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space. Since the second limiting part 1371 also includes a second strip-shaped limiting rib 13712, the projection of the rear end 212 at least partially overlaps with the projection of the second strip-shaped limiting rib 13712, so that the second strip-shaped limiting rib 13712 can play the role of supporting and blocking the tubular reinforcing structure 21, reducing the probability of damage to the metal connection structure due to excessive collision load.

[0295] The tubular reinforcing structure 21 will now be described in detail.

[0296] In some embodiments, as shown in Figures 4 and 5, the tubular reinforcing structure 21 is configured as a tube 213 having a closed cross-section.

[0297] The tubular reinforcing structure 21 can be a tube body 213 or a combination of reinforcing ribs and tube body 213.

[0298] A closed cross-section refers to a shape in which the tube wall, viewed from the cross-section of tube 213, forms a ring shape with the ends connected. Here, the ring shape is not limited to a circular ring; it can be a triangular ring, a quadrilateral ring, a polygonal ring, an elliptical ring, an oblong ring, etc.

[0299] The tube body 213 can be hollow, or structural components can be further installed in the tube cavity.

[0300] The tube 213 with a closed cross section can effectively resist collisions from the side of the vehicle body and can efficiently transfer loads along the extension direction of the tube. It has high strength and rigidity and good bending resistance. Therefore, it can efficiently transfer collision loads while having a small amount of crushing deformation.

[0301] In some embodiments, as shown in FIG5 or FIG9, the tube body 213 is formed with a quadrilateral closed cross section, the dimension of the quadrilateral along a first direction is in the range of 38mm to 42mm, and the dimension along a second direction is in the range of 26mm to 28mm, wherein the first direction is consistent with the extension direction of the long side of the quadrilateral, and the second direction is consistent with the extension direction of the short side of the quadrilateral.

[0302] For ease of description, the orientation shown in Figure 5 is used as an example. The dimension W1 of the quadrilateral along the first direction refers to the distance from the upper edge to the lower edge of the outer contour of the tube 213. The dimension W1 of the quadrilateral along the first direction can be 38mm, 39mm, 40mm, 41mm, or 42mm, or other values ​​within the above range. In a specific embodiment, the dimension of the quadrilateral along the first direction is 42mm.

[0303] In one specific embodiment, as shown in Figures 5 and 8, with the body panel covering the body frame, viewed along the front-rear direction X, the first annular limiting rib 6141 is formed as a closed ring, which is generally rectangular. The dimension of the rectangular first annular limiting rib 6141 in the first direction is in the range of 43mm to 47mm, and the dimension in the second direction is in the range of 29mm to 32mm. In one specific embodiment, the dimension of the rectangular first annular limiting rib 6141 in the first direction is 44mm, and the dimension in the second direction is 30mm.

[0304] For ease of description, the orientation shown in Figure 5 is used as an example. The dimension W2 of the quadrilateral along the second direction refers to the dimension from the left edge to the right edge of the outer contour of the tube 213. The dimension W2 of the quadrilateral along the second direction can be 26mm, 26.5mm, 27mm, 27.5mm, or 28mm, or other values ​​within the aforementioned range. In a specific embodiment, the dimension of the quadrilateral along the second direction is 27mm. The first direction is generally the vertical direction of the vehicle body (vehicle height direction), and the second direction is generally the horizontal direction of the vehicle body when the doors are closed (vehicle width direction).

[0305] In one specific embodiment, as shown in Figures 6 and 7, with the body panel covering the body frame, viewed along the front-rear direction X, the second annular limiting rib 13711 is formed as a closed ring, generally rectangular. The dimension of the rectangular second annular limiting rib 13711 in the first direction is in the range of 45mm to 55mm, and the dimension in the second direction is in the range of 29mm to 38mm. In one specific embodiment, the dimension of the rectangular second annular limiting rib 13711 in the first direction is 51mm, and the dimension in the second direction is 34mm.

[0306] By controlling the size of the tube 213 within this range, the structural rigidity requirements of the vehicle frame can be met, ensuring that the tube 213 is not too small and easily crushed and deformed during the transmission of collision loads, thus preventing the vehicle from failing to meet the structural rigidity requirements. At the same time, the tube 213 is not too large and thus has excessive performance.

[0307] The material of the tubular reinforcing structure 21 will be described in detail below.

[0308] In some embodiments, as shown in FIG6, the tubular reinforcing structure 21 is configured as a fiber-reinforced thermoplastic composite pultruded tube.

[0309] The tubular reinforcing structure 21 includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0310] In the above technical solution, the continuous fiber composite material formed by continuous fibers and thermoplastic resin matrix has the characteristics of high strength, high rigidity, and high toughness, which helps to improve the structural strength and structural stiffness of the tubular reinforced structure 21. By setting multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material can be improved by adjusting the layup angle of the continuous fibers in different continuous fiber composite material layers.

[0311] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite board, and the continuous fiber composite board is molded to form a tubular reinforcing structure 21.

[0312] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0313] In the above technical solutions, organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins helps to improve the strength of single-layer continuous fiber composite layers.

[0314] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0315] The above technical solution lists specific types of inorganic and organic fibers suitable for manufacturing tubular reinforcing structures 21.

[0316] In some embodiments, the thermoplastic resin matrix includes a polypropylene (PP) resin matrix and a polyamide-6 (PA6) resin matrix.

[0317] In some embodiments, the tubular reinforcing structure 21 of the fiber-reinforced thermoplastic composite material can be made by a pultrusion process. The fiber-reinforced thermoplastic composite material 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.

[0318] 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 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.

[0319] In some embodiments, the weight percentage of glass fiber in the fiber-reinforced composite material is greater than or equal to 60 and less than or equal to 80, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0320] The weight percentage of glass fiber in the fiber-reinforced composite material is 60, 65, 70, 75, 80 or any two of these values, and the weight percentage of thermoplastic resin matrix in the fiber-reinforced composite material is 20, 25, 30, 35, 40 or any two of these values.

[0321] In some embodiments, the first reinforcing column 4 and the second reinforcing column 5 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 4 is a composite material pultruded tube and the second reinforcing column 5 is an integral aluminum pultruded tube.

[0322] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0323] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the tubular reinforcing structure 21 is kept in a low range, thereby reducing the deformation of the components caused by excessive water absorption in the tubular reinforcing structure 21.

[0324] In some implementations, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0325] In the above technical solution, the laying angle of continuous fibers has a significant impact on the performance of composite materials, and the laying direction of continuous fibers affects the stress distribution inside the composite material. Different laying angles of continuous fibers in two adjacent continuous fiber composite material layers help to optimize the performance of composite materials in different directions.

[0326] In some embodiments, the fiber-reinforced thermoplastic composite material comprises glass fiber and a thermoplastic resin matrix, wherein the glass fiber comprises 60 parts by weight or more and 80 parts by weight or less.

[0327] Optionally, the weight percentage of glass fiber can be 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79 or 80, or other values ​​within the above range.

[0328] The composite material formed by glass fiber and thermoplastic resin matrix combines the high strength and high modulus of glass fiber with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength and elongation at break of tubular reinforced structure 21. Moreover, thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding and compression molding.

[0329] By controlling the content of glass fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where glass fiber leakage occurs due to excessive glass fiber content and excessive resin matrix content, and also to avoid the situation where the composite material strength is insufficient due to excessive glass fiber content and excessive resin matrix content. In other words, the content of glass fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for tubular reinforced structures 21.

[0330] By controlling the content of glass fiber and thermoplastic resin matrix within a reasonable range, the tubular reinforced structure can efficiently transfer loads and reduce the probability of self-crushing deformation due to impact loads.

[0331] In some embodiments, the weight percentage of glass fiber is greater than 68 and less than 75.

[0332] Optionally, the weight percentage of glass fiber can be 68, 69, 70, 71, 72, 73, 74 or 75, etc.

[0333] It is more conducive to improving the strength and stiffness of the tubular reinforced structure 21, and further optimizing the ability to transmit loads along the extension direction of the tubular reinforced structure without easily causing large-scale crushing deformation.

[0334] In some embodiments, the glass fiber includes magnesium aluminosilicate glass fiber, and the thermoplastic resin matrix includes a polypropylene resin matrix.

[0335] Thermoplastic resin matrices include polypropylene resin matrices.

[0336] The tubular reinforcing structure 21 with magnesium aluminum silicate glass fiber has good corrosion resistance, good high temperature resistance and high tensile strength, which can further enhance the strength and stiffness of the tubular reinforcing structure 21, thereby enhancing the structural stiffness of the vehicle frame. In addition, the magnesium aluminum silicate glass is relatively light, which is conducive to improving the vehicle's lightweighting.

[0337] The tubular reinforcing structure 21 of the fiber polypropylene resin matrix has good chemical corrosion resistance, high strength and stiffness, which can further enhance the strength and stiffness of the tubular reinforcing structure 21, thereby enhancing the structural stiffness of the vehicle frame. In addition, the fiber polypropylene resin matrix has stable performance, thereby reducing the processing difficulty of the tubular reinforcing structure 21, improving the production efficiency of the tubular reinforcing structure 21, and thus improving the production efficiency of the vehicle.

[0338] The structure of the tubular reinforcing structure 21 will be further described.

[0339] In some embodiments, as shown in FIG9, the wall thickness of the tube 213 is in the range of 4 mm to 6 mm.

[0340] Optionally, the wall thickness W3 of the tube body 213 can be 4mm, 4.5mm, 5mm, 5.5mm or 6mm, or other values ​​within the above range.

[0341] Therefore, it is possible to balance the strength, stiffness, weight, and dimensions of the tubular reinforced structure 21.

[0342] The thickness of the pipe wall can also be uniform or non-uniform. In a specific embodiment, the cross-section of the pipe body 213 is the same at any position along its extension direction, and the cross-section of the pipe body 213 is quadrilateral.

[0343] In some embodiments, as shown in FIG9, the tubular reinforcing structure 21 is configured as a tube 213 having a closed cross-section and a reinforcing member 214 built into the tube 213.

[0344] The reinforcing member 214 is used to further enhance the stiffness of the tubular reinforcing structure 21, which is beneficial for transmitting collision loads.

[0345] This can further improve the strength of the tubular reinforcing structure 21, thereby increasing the strength of the vehicle body frame.

[0346] In some embodiments, as shown in FIG9, the reinforcing member 214 includes at least one reinforcing rib (FIG9 shows a structure with two reinforcing ribs), each reinforcing rib being connected to the wall of the tube body 213 and located within the tube cavity.

[0347] In some embodiments, there may be one or more reinforcing ribs. When there are multiple reinforcing ribs, the multiple reinforcing ribs may be arranged in a generally parallel or intersecting manner in the lumen, and the two ends of each reinforcing rib may be connected to the pipe wall of the pipe body 213.

[0348] Since the reinforcing rib is connected to the tube wall of the tube body 213 and located inside the tube cavity, the space inside the tube cavity of the tubular reinforcing structure 21 can be effectively utilized. Furthermore, the strength and stiffness of the tubular reinforcing structure 21 can be enhanced without increasing the outer contour dimensions of the tubular reinforcing structure 21, thereby increasing the strength and stiffness of the tubular reinforcing structure 21 and thus increasing the stiffness of the vehicle frame.

[0349] In some embodiments, a reinforcing member 214 is formed along the entire length of the tube body 213, and the reinforcing member 214 extends along the length direction of the tube body 213.

[0350] The reinforcing member 214 can be formed as a strip extending along the extension direction of the tube body 213. The reinforcing member 214 and the tube body 213 can be integrally formed, for example, integrally pultruded.

[0351] Along the extension direction of the tube body 213, the reinforcing member 214 may have an extension length that is substantially the same as that of the tube body 213.

[0352] Therefore, the bending resistance of the tubular reinforcing structure 21 can be further improved along its entire length.

[0353] In some embodiments, the reinforcing member 214 includes a plurality of reinforcing ribs, and at least some of the reinforcing ribs are intersected and connected when viewed along the cross section of the tubular reinforcing structure 21.

[0354] This further improves the bending resistance of the tubular reinforcing structure 21, and also improves the bending resistance of the tubular reinforcing structure 21 in multiple directions, thus enabling the tubular reinforcing structure 21 to transmit collision loads more efficiently.

[0355] In some embodiments, as shown in FIG9, the reinforcing member 214 includes a plurality of first reinforcing ribs 2141 that are intersecting and connected to each other. The pipe wall of the pipe body 213 includes a first pipe wall, a second pipe wall, a third pipe wall, and a fourth pipe wall that are connected end to end to each other, wherein the first pipe wall and the third pipe wall are disposed opposite to each other, the second pipe wall and the fourth pipe wall are disposed opposite to each other, a portion of the first reinforcing ribs 2141 are respectively connected to the first pipe wall and the third pipe wall, and another portion of the first reinforcing ribs 2141 are respectively connected to the second pipe wall and the fourth pipe wall.

[0356] In some embodiments, as shown in FIG9, the reinforcing member 214 includes at least one first reinforcing rib 2141, which is connected to the inner wall of the tube body 213 and extends along the extension direction of the tubular reinforcing structure 21.

[0357] In the cross-section of the tube 213, the opposite ends of the first reinforcing rib 2141 are connected to the inner wall of the tube 213. By providing reinforcing ribs inside the tube 213, the structural strength and structural stiffness of the tubular reinforced structure 21 are further improved.

[0358] It is understood that the number of the first reinforcing ribs 2141 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle.

[0359] Since the first reinforcing rib 2141 is connected to the inner wall of the tube body 213, the space inside the tube cavity of the tubular reinforcing structure 21 can be effectively utilized. Furthermore, without increasing the outer contour dimensions of the tubular reinforcing structure 21, the strength and stiffness of the tubular reinforcing structure 21 can be enhanced, thereby improving the performance of the tubular reinforcing structure 21 in bearing and transmitting collision loads from the first joint.

[0360] In some embodiments, as shown in FIG9, in a cross-section perpendicular to the extending direction of the tube 213, the opposite ends of the first reinforcing rib 2141 are respectively connected to the inner wall of the tube 213.

[0361] Since the first reinforcing rib 2141 is connected to the wall of the tube body 213, the space inside the tube body 213 can be effectively utilized, and the strength and stiffness of the tubular reinforcing structure 21 can be enhanced without increasing the outer contour size of the tubular reinforcing structure 21, thereby improving the performance of the tubular reinforcing structure 21 in bearing and transmitting the collision load from the first joint.

[0362] In some embodiments, as shown in FIG9, there are multiple first reinforcing ribs 2141, and at least a portion of the multiple first reinforcing ribs 2141 are arranged in a cross pattern.

[0363] For example, in some embodiments, as shown in FIG9, one of the first reinforcing ribs 2141 extends in the inward and outward directions of the vehicle body, and the extension direction of the other first reinforcing rib 2141 intersects with it. Thus, the first reinforcing ribs 2141 strengthen the tube body 213 from two directions, which helps to improve the structural strength and structural stiffness of the tube body 213.

[0364] This is beneficial to further enhance the strength and stiffness of the tubular reinforcing structure 21 and improve the performance of the tubular reinforcing structure 21 in bearing and transmitting collision loads in the first reinforcing column assembly 50.

[0365] In some embodiments, as shown in FIG9, the tubular reinforcing structure 21 is configured as an aluminum alloy pultruded tube, the wall thickness of the tube body 213 is in the range of 3 mm to 5 mm; and / or the thickness of the first reinforcing rib 2141 is in the range of 2 mm to 3 mm.

[0366] Optionally, the wall thickness W3 of the tube body 213 can be 3mm, 3.5mm, 4mm, 4.5mm, 5mm, etc., or other values ​​within the above range.

[0367] By controlling the thickness of the tube wall within this range, the strength and stiffness requirements of the tubular reinforcing structure 21 can be met, ensuring that the tube wall is not too thin to meet the strength and stiffness requirements of the tubular reinforcing structure 21 in bearing and transmitting the collision load in the first reinforcing column assembly 50, while also ensuring that the tube wall is not too thick to avoid performance overkill.

[0368] Optionally, the thickness W4 of the first reinforcing rib 2141 can be 2mm, 2.2mm, 2.4mm, 2.6mm, 2.8mm or 3mm, etc. By controlling the thickness W4 of the first reinforcing rib 2141 within this range, the rigidity requirements of the tubular reinforcing structure 21 can be met, materials can be saved, and the weight of the vehicle can be reduced.

[0369] In some embodiments, as shown in Figures 11 and 13, the first connector 61 includes a first connector body 611 and a first reinforcing structure 612. The first connector body 611 includes a first energy-absorbing part 6111 and a first reinforcing part 6112 connected together. The first reinforcing part 6112 is provided with the first reinforcing structure 612. Along the front-rear direction of the vehicle body, the first energy-absorbing part 6111 is forward of the first reinforcing part 6112. When the vehicle body cover 11 covers the vehicle body frame 10, the front end of the tubular reinforcing structure faces the first reinforcing part.

[0370] In some embodiments, the first connector body 611 may be configured as a plate, with a portion serving as the first energy-absorbing part 6111 and another portion serving as the first reinforcing part 6112. For example, in FIG13, the portion of the first connector body 611 located to the right of the dashed line L1 can be considered the first energy-absorbing part 6111; the portion located to the left of the dashed line L1 can be considered the first reinforcing part 6112. The first energy-absorbing part 6111 and the first reinforcing part 6112 can be directly connected or indirectly connected; for example, the first energy-absorbing part 6111 and the first reinforcing part 6112 can be bonded, welded, or connected by bolts, etc. In the specific embodiment shown in FIG13, the first energy-absorbing part 6111 and the first reinforcing part 6112 are integrally formed parts.

[0371] It should be noted that when a collision occurs, the first energy-absorbing part 6111 is used to absorb the load generated by the collision, and the first reinforcing part 6112 is used to transfer the load that the first energy-absorbing part 6111 fails to absorb to other structures connected to the first joint 61.

[0372] In some embodiments, such as shown in FIG13, the first energy-absorbing part 6111 is located in front of the first reinforcing part 6112 along the front-rear direction of the vehicle body.

[0373] This disclosure does not limit the specific shape of the first energy-absorbing part 6111. For example, the outer contour of the first 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 first energy-absorbing part 6111 is plate-shaped, and its outer contour facing forward is generally straight. Therefore, the first 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.

[0374] In some embodiments, as shown in Figures 11 to 13, the first energy-absorbing part 6111 is connected to the front wheel arch side reinforcing beam assembly 105, which can be directly connected or indirectly connected, for example, by bolt connection.

[0375] In some embodiments, as shown in Figures 11 and 13, the first reinforcing portion 6112 is provided with a first reinforcing structure 612. Further, a portion of the first connector body 611 constitutes the first reinforcing portion 6112. The first connector body 611 can be plate-shaped, and the first reinforcing structure 612 can be disposed on the side of the first connector body 611 of the first reinforcing portion 6112 near the inner side of the vehicle body. Optionally, the first reinforcing structure 612 can also be disposed on the side of the first connector body 611 of the first reinforcing portion 6112 near the outer side of the vehicle body; the first reinforcing structure 612 can also be disposed on both the side of the first connector body 611 of the first reinforcing portion 6112 near the inner side of the vehicle body and the side of the first connector body 611 of the first reinforcing portion 6112 near the outer side of the vehicle body, thereby improving the deformation resistance of the first reinforcing portion 6112.

[0376] In some embodiments, the first reinforcing portion 6112 and the first reinforcing structure 612 in the first connector body 611 can be directly connected, for example, by welding, or indirectly connected. In a specific embodiment, the first connector body 611 and the first reinforcing structure 612 are an integral piece, for example, they can be formed by die casting.

[0377] In some embodiments, the first reinforcing structure 612 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 FIG13.

[0378] Since the first joint body 611 includes a first energy-absorbing part 6111, when a collision occurs, the first energy-absorbing part 6111 can absorb a portion of the load, thereby reducing the load transmitted to the first reinforcing column 4 and / or the second reinforcing column 5, thus reducing the deformation of the first reinforcing column 4 and / or the second 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 first reinforcing structure 612 is provided on the first reinforcing part 6112, it can improve the strength and stiffness of the first reinforcing part 6112 of the first joint 61, improve the deformation resistance of the first reinforcing part 6112, thereby more effectively transmitting external forces to the first reinforcing column 4 and / or the second reinforcing column 5 and the tubular reinforcing structure 21, thereby improving the deformation resistance of the vehicle frame and improving the structural stiffness of the vehicle frame. Therefore, the above structure can improve the structural rigidity of the vehicle body frame, thereby improving the vehicle's resistance to and dispersion of collisions (e.g., 25% offset collisions). Since the front end of the tubular reinforcing structure faces the first reinforcing part when the body panel covers the vehicle body frame, the first joint is not easily deformed in the event of a collision. The tubular reinforcing structure can more efficiently transfer the collision load between the first reinforcing pillar assembly and / or the second reinforcing pillar assembly.

[0379] In some embodiments, as shown in FIG13, the thickness of the first connector body 611 of the first energy-absorbing part 6111 is less than the thickness of the first connector body 611 of the first reinforcing part 6112; the vehicle frame 10 also includes a front wheel arch side reinforcing beam assembly 105, which is located in front of the first connector 61 and connected to the first energy-absorbing part 6111 of the first connector 61 along the front-rear direction of the vehicle body. The first energy-absorbing part 6111 is used to absorb the collision load from the front wheel arch side reinforcing beam assembly 105.

[0380] It should be noted that when the first joint 61 is located in the front pillar assembly 1011 shown in Figure 1, the first energy-absorbing part 6111 is positioned forward of the first reinforcing part 6112, and the first energy-absorbing part 6111 is mainly used to absorb collision loads from the front; when the first joint 61 is located in the rear pillar assembly 1013 shown in Figure 1, the first energy-absorbing part 6111 can be positioned rearward of the first reinforcing part 6112, and the first energy-absorbing part 6111 is used to absorb collision loads from the rear. The first reinforcing part 6112 is mainly used to resist, disperse deformation, and / or transfer loads.

[0381] In some embodiments, the thickness of the first connector body of the first energy-absorbing portion 6111 is less than the thickness of the first connector body of the first reinforcing portion 6112. Further, the first 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 first reinforcing portions 6112 are different, the thickness of the first energy-absorbing portion 6111 may be less than the minimum thickness of the first reinforcing portion 6112.

[0382] Taking the orientation shown in Figure 13 as an example, the thickness of the first energy-absorbing part 6111 and the thickness of the first 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.

[0383] Since the first energy-absorbing part 6111 is positioned further forward than the first reinforcing part 6112, when a collision occurs at the front of the vehicle body (e.g., a 25% offset collision), the first energy-absorbing part 6111 can absorb a portion of the load during the collision and then transfer the load to the first reinforcing part 6112, thereby reducing the load transferred to the first reinforcing part 6112, and further reducing the load transferred to the first reinforcing pillar 4 and / or the second reinforcing pillar 5, thereby reducing the deformation of the first reinforcing pillar 4 and / or the second reinforcing pillar 5. Since the thickness of the first joint body 611 of the first energy-absorbing part 6111 is less than the thickness of the first joint body 611 of the first reinforcing part 6112, the first joint body 611 of the first energy-absorbing part 6111 can deform and absorb the load more quickly during a collision, thereby reducing the load transmitted to the first reinforcing part 6112; and it can also improve the load-bearing capacity of the first joint body 611 of the first reinforcing part 6112. When subjected to external loads, the first reinforcing part 6112 can more efficiently disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0384] In some embodiments, the first connector has a first limiting portion disposed on the first reinforcing portion. When the body panel covers the body frame, the projection of the first limiting portion and the projection of the front end portion at least partially overlap in the same projection plane perpendicular to the front-rear direction of the body.

[0385] Therefore, when the vehicle body is involved in a collision, the first reinforcing pillar assembly and the second reinforcing pillar assembly can more efficiently transfer the load through the tubular reinforcing structure, thereby further improving the deformation resistance of the vehicle body frame, thereby increasing the structural rigidity of the vehicle body frame, and thus reducing the amount of intrusion into the vehicle interior space around the first reinforcing pillar assembly and the first joint.

[0386] In some embodiments, as shown in FIG13, the first reinforcing part 6112 includes a first reinforcing segment 61121 and a second reinforcing segment 61122. The first reinforcing segment 61121 is connected between the first energy-absorbing part 6111 and the second reinforcing segment 61122. The thickness of the first connector body 611 of the first reinforcing segment 61121 is less than the thickness of the first connector body 611 of the second reinforcing segment 61122.

[0387] In some embodiments, the first 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 first energy-absorbing part 6111, the first reinforcing section 61121 and the second reinforcing section 61122 are integrally formed parts.

[0388] Taking the orientation shown in Figure 13 as an example, in the first 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 first joint body 611 of the first reinforcing segment 61121 and the thickness of the first joint body 611 of the second reinforcing segment 61122 both refer to the thickness of the plate.

[0389] As shown in Figures 11 to 13, the first reinforcing section 61121 is equivalent to a transitional reinforcing region, which can connect the first reinforcing column 4 and the second reinforcing column 5. The second reinforcing section 61122 is a further reinforcing region. The two reinforcing sections mainly play the role of resisting and dispersing deformation and / or transferring load. When an offset collision occurs at the front of the vehicle body, the first energy-absorbing part 6111 mainly plays the role of absorbing load, and the first reinforcing section 61121 mainly plays the role of transferring 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 first energy-absorbing part 6111. Therefore, the second reinforcing section 61122 can more efficiently resist and disperse deformation and transfer load, reduce the intrusion of the passenger compartment, and reduce the probability of danger to the occupants due to the collision.

[0390] This enables the second reinforcing section 61122 to more effectively resist and disperse deformation and transfer loads, reduce the intrusion of the passenger compartment, and lower the probability of danger to occupants due to a collision.

[0391] In some embodiments, as shown in FIG13, the thickness of the first connector body 611 of the first energy-absorbing part 6111 is in the range of 2 mm to 3 mm, and the thickness of the first connector body 611 of the first reinforcing part 6112 is in the range of 2.5 mm to 5 mm.

[0392] Optionally, the thickness of the first connector body 611 of the first 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.

[0393] Optionally, the thickness of the first connector body 611 of the first 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.

[0394] The thickness of the first connector body 611 of the first reinforcing part 6112 can be substantially the same or different at various points. However, the thickness of the first connector body 611 of the first energy-absorbing part 6111 is less than the minimum thickness of the first connector body 611 of the first reinforcing part 6112. Of course, the thickness of the first connector body 611 of the first energy-absorbing part 6111 can be the same or different at various points, but its maximum thickness is less than the minimum thickness of the first connector body 611 of the first reinforcing part 6112. For example, when the minimum thickness of the first connector body 611 of the first reinforcing part 6112 is 4mm, the maximum thickness of the first connector body 611 of the first energy-absorbing part 6111 can be 2mm, 2.1mm, 2.2mm, 2.3mm, or 2.4mm, etc.

[0395] The thickness of the first joint body 611 of the first energy-absorbing part 6111 and the thickness of the first joint body 611 of the first reinforcing part 6112 are both within a reasonable range. This enables the first energy-absorbing part 6111 to absorb loads more efficiently, and enables the first reinforcing part 6112 to resist, disperse deformation and transfer loads more efficiently. It also saves materials, helps to reduce the weight of the vehicle body, and improves the range of the vehicle 1000.

[0396] In some embodiments, as shown in FIG13, the thickness of the first connector body 611 of the first energy-absorbing section 6111 is in the range of 2mm to 3mm, the thickness of the first connector body 611 of the first reinforcing section 61121 is in the range of 3mm to 4mm, and the thickness of the first connector body 611 of the second reinforcing section 61122 is in the range of 4mm to 5mm.

[0397] Optionally, the thickness of the first connector body 611 of the first 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.

[0398] Optionally, the thickness of the first joint 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.

[0399] Optionally, the thickness of the first joint 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.

[0400] This enables the first energy-absorbing part 6111 to absorb the load more efficiently, and the first reinforcing part 6112 to resist, disperse deformation and transfer the load more efficiently. It also saves materials, helps to reduce the weight of the vehicle body and improve the vehicle's range.

[0401] In some embodiments, as shown in FIG13, the first reinforcing structure 612 is provided at least in the first reinforcing segment 61121.

[0402] In some embodiments, the first reinforcing structure 612 is disposed in the first reinforcing segment 61121, and of course, the first reinforcing structure 612 can also be disposed in the second reinforcing segment 61122.

[0403] Optionally, the first reinforcing structure 612 can be laid in almost all areas outside the reinforcing column connection area of ​​the first joint body 611 of the first reinforcing section 61121. In this case, the upper and lower ends of the first joint 61 can be connected to the first reinforcing column and the second reinforcing column respectively, or it can be laid in a part of the first reinforcing section 61121. In a specific embodiment, as shown in FIG3, the first reinforcing structure 6122 is laid in the area of ​​the first reinforcing section 61121 near the first reinforcing column 4. This can improve the deformation resistance of the part of the first joint 61 used to connect the first reinforcing column 4 and the second reinforcing column 5, improve the connection reliability of the first joint 61 with the first reinforcing column 4 and the second reinforcing column 5, facilitate the transfer of collision load to the first reinforcing column 4 and the second reinforcing column 5, improve the deformation resistance of the vehicle frame, and thus reduce the deformation intrusion of the passenger compartment caused by the collision.

[0404] In some embodiments, as shown in Figures 1 and 11, the first reinforcing pillar assembly 50 includes a first reinforcing pillar 4 and a second reinforcing pillar 5. The first reinforcing pillar 4 is connected between the roof crossbeam assembly 1021 in the vehicle body frame and the first joint 61. The second reinforcing pillar is connected between the first joint and the sill beam assembly in the vehicle body frame. The first reinforcing structure 612 is disposed in the first joint 61 near the first reinforcing pillar 4.

[0405] This can further improve the deformation resistance of the part of the first joint 61 used to connect the first reinforcing column assembly, improve the connection reliability between the first joint 61 and the first reinforcing column assembly, thereby facilitating the transfer of the collision load on the first joint to the crossbeam assembly and the sill beam assembly, improving the deformation resistance of the vehicle frame, and thus reducing the amount of deformation intrusion of the passenger compartment caused by the collision.

[0406] In some embodiments, as shown in FIG13, the first reinforcing structure 612 includes a plurality of first reinforcing ribs 6121, which are arranged in a mesh pattern; or, the plurality of first reinforcing ribs 6121 are connected end to end in a ring.

[0407] Multiple first reinforcing ribs 6121 can be arranged roughly in parallel, at a certain angle, or even cross each other.

[0408] This structure is simple in design and can improve the deformation resistance of the first reinforcing part and improve the connection reliability between the first joint 61 and the first reinforcing column.

[0409] As shown in Figure 13, multiple first reinforcing ribs 6121 extend in different directions and intersect each other to form a mesh; there are also some reinforcing ribs 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.

[0410] This can further improve the deformation resistance of the first reinforcing part and improve the connection reliability between the first joint 61 and the first reinforcing column 4, thereby effectively transferring the collision load on the first joint to the beam assembly.

[0411] In some embodiments, as shown in Figures 11 and 13, a plurality of first reinforcing ribs 6121 include a first reinforcing rib group 61211 and a second reinforcing rib group 61212. Each first reinforcing rib 6121 of the first reinforcing rib group 61211 extends from the first reinforcing column 4 to the second reinforcing column 5, and each first reinforcing rib 6121 of the second reinforcing rib group 61212 is cross-connected with each first reinforcing rib 6121 of the first reinforcing rib group 61211.

[0412] The multiple reinforcing ribs connected in this way make it easier for the impact load from the front to be transmitted along the reinforcing ribs. For example, each of the first reinforcing ribs 6121 in the first reinforcing rib group 61211 can be configured to extend in an arc shape; each of the first reinforcing ribs 6121 in the second reinforcing rib group 61212 can be configured to extend in a straight line.

[0413] This can further improve the deformation resistance of the first reinforcing part, improve the connection reliability between the first joint 61 and the first reinforcing column 4, and also improve the connection reliability between the first joint 61 and the second reinforcing column 5.

[0414] In some embodiments, the thickness of the first reinforcing rib 6121 is in the range of 3 mm to 4 mm.

[0415] The thickness of the first reinforcing rib 6121 refers to the thickness of the first reinforcing rib 6121 along the direction perpendicular to the extension direction and parallel to the paper surface.

[0416] Optionally, the thickness of the first 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.

[0417] By setting the thickness of the first reinforcing rib 6121 within a reasonable range, the strength of the first 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.

[0418] In some embodiments, as shown in Figures 11 and 13, the first connector 61 is formed with a first insertion groove 613, which is defined by a first reinforcing part 6112 and a portion of the first reinforcing structure 612. A portion of the first reinforcing column 4 is inserted into the first insertion groove 613, and the second reinforcing column 5 and the first connector 61 are connected to the frame beam body 1 by bolts.

[0419] In some embodiments, the first connector 61 has a first insertion groove 613, and one end of the first reinforcing post 4 extends into the first insertion groove 613 of the first connector 61. Optionally, the first insertion groove 613 can be tubular or groove-shaped.

[0420] In one specific embodiment, as shown in Figures 11 and 13, the first reinforcing post 4 can be tubular, the first insertion groove 613 can be tubular and adapted to the shape of the first reinforcing post 4, the first reinforcing post 4 is inserted into the first insertion groove 613, and the second reinforcing post 5 is inserted into the third insertion groove located below the portion of the first reinforcing part 6112.

[0421] Since the insertion slot is defined by the first reinforcing part 6112 and part of the first reinforcing structure 612, the strength of the insertion slot can be enhanced, thereby improving the connection reliability and load transmission capacity between the insertion slot and the reinforcing post, and also reducing the number of parts and improving assembly efficiency.

[0422] In some embodiments, as shown in Figures 2 and 5, the vehicle body panel 11 includes a door, the body panel body 110 includes an inner door panel 91 and an outer door panel 90, and a tubular reinforcing structure 21 is connected to the inner door panel 91.

[0423] This improves the door's ability to resist collisions from the side of the vehicle and can also efficiently transfer collision loads from the front when the door is closed, reducing the risk of significant deformation of the A-pillar assembly located in front of the door.

[0424] In some embodiments, as shown in FIG5, the main body 110 of the cover also includes a door and window frame reinforcing plate 92, which is connected to the inner panel 91 of the door, and the tubular reinforcing structure 21 is bonded between the inner panel 91 of the door and the door and window frame reinforcing plate 92.

[0425] This helps to improve the installation stability of the tubular reinforcement structure, enabling it to resist and transfer loads in the event of an offset collision from the front.

[0426] In some embodiments, as shown in Figures 11, 14, and 15, the first reinforcing pillar assembly includes a first reinforcing pillar 4 and a second reinforcing pillar 5. The second connector 62 includes a second connector body 621 and a plurality of second reinforcing ribs 622. The second connector body 621 includes a connected second reinforcing pillar connection portion 6211 and a sill beam connection portion 6212. The second reinforcing ribs 622 are formed in the second reinforcing pillar connection portion 6211. The second reinforcing pillar connection portion 6211 includes a second energy-absorbing portion 62111 and a second reinforcing portion 62112 connected along the front-rear direction of the vehicle body. The second reinforcing pillar 5 is connected to the second reinforcing portion 62112.

[0427] Because the second joint body includes a second energy-absorbing part, it can absorb a portion of the load during a collision, thereby reducing the load transmitted to the second reinforcing column and thus reducing the deformation of the first reinforcing column assembly. Furthermore, the second joint is also connected to the sill beam assembly, thus effectively transferring future loads transmitted along the second reinforcing column to the stronger, less deformable sill beam assembly.

[0428] In some embodiments, along the vertical direction of the vehicle body, the second reinforcing column connection 6211 is connected above the sill beam connection 6212; the second reinforcing rib 622 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 6212 along the vertical direction of the vehicle body.

[0429] For example, the second connector body 621 can be plate-shaped. For ease of explanation, as shown in FIG15, the portion of the second connector body 621 located within the dashed frame is designated as the second reinforcing column connector 6211, and the portion outside the dashed frame is designated as the sill beam connector 6212. The second reinforcing column connector 6211 and the sill beam connector 6212 are connected to each other, and for example, are formed as a single unit by die casting.

[0430] The second reinforcing pillar connecting part 6211 is connected to the second reinforcing pillar 5 by bolts; the sill beam connecting part 6212 is connected to the sill beam assembly 104 (including the inner sill beam plate located inside the vehicle body and the outer sill beam plate located outside the vehicle body) and the frame beam body 1 by bolts. The bolts connecting the sill beam connecting part 6212, the sill beam assembly 104 and the frame beam body 1 can be arranged along the front-rear direction of the vehicle body (bolt holes 9 are shown in Figure 16). Thus, the bolts arranged along the vertical direction of the vehicle body and the bolts arranged along the front-rear direction of the vehicle body realize the structure of the second reinforcing pillar 5 being connected to the sill beam assembly 104 via the second joint 62, thereby improving the connection strength between the second reinforcing pillar 5 and the sill beam assembly 104, which is beneficial for effectively transferring the collision load to the sill beam assembly 104. In addition, the number of bolts can be appropriately increased or decreased according to the vehicle model, etc.

[0431] The second reinforcing rib 622 is disposed on one or both sides of the second connector body 621 near the interior and / or exterior of the vehicle body. The second reinforcing rib 622 and the second connector body 621 can be welded together or can be integrally formed, for example, by die casting.

[0432] In some embodiments, as shown in Figures 14 and 15, a second reinforcing rib 622 is formed in the second reinforcing column connection portion 6211. The second reinforcing rib 622 may be formed in other areas of the second reinforcing column connection portion 6211 excluding the area connecting the second reinforcing column 5.

[0433] Optionally, the second reinforcing post 5 and the second reinforcing post connecting portion 6211 can be bonded or threaded together. In a specific embodiment, as shown in FIG15, the second reinforcing rib 622 forms a groove around the area for connecting the second reinforcing post 5, and the shape of the outline formed by the second reinforcing rib 622 around the area for connecting the second reinforcing post 5 is similar to the shape of the outer outline of the portion of the second reinforcing post 5 inserted into the second reinforcing post connecting portion 6211.

[0434] In some embodiments, exemplified by the orientation shown in FIG15, the second reinforcing post connection 6211 is located on the upper side of the second joint 62, and the sill beam connection 6212 is located on the lower side of the second joint 62, thereby making it easier to connect the second joint 62 with the second reinforcing post 5 and the sill beam assembly 104.

[0435] As shown in Figure 15, the second reinforcing rib 622 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 15, the second reinforcing rib 622 extends obliquely in a straight line.

[0436] In some embodiments, along the vertical direction of the vehicle body, the two ends of a portion of the third reinforcing rib 623 abut against the second reinforcing post 5 and the sill beam assembly 104, respectively.

[0437] Since the second joint body 621 includes a second reinforcing column connection portion 6211 and a sill beam connection portion 6212, a reliable connection between the second joint 62 and the second reinforcing column 5 and the sill beam assembly 104 can be achieved, and the connection method is simple. Because the second reinforcing rib 622 is formed such that it extends rearward along the front-rear direction of the vehicle body and is closer to the sill beam connection portion 6212 along the vertical direction of the vehicle body, it can further strengthen the strength of the second joint 62 and enhance its resistance to deformation. This allows for more efficient transfer of loads from the second reinforcing column 5 and from the front to the sill beam assembly 104, thereby improving the deformation resistance of the vehicle frame.

[0438] In some embodiments, as shown in Figures 14 and 15, at least a portion of the plurality of second reinforcing ribs 622 extends from the front end of the second 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.

[0439] In the embodiments shown in Figures 14 and 15, the second reinforcing rib 622 extends obliquely in a straight line, and one end of the second reinforcing rib 622 is located near the front end of the second reinforcing column connection 6211, while the other end of the second reinforcing rib 622 extends to the sill beam connection 6212.

[0440] Therefore, the strength of the second joint 62 can be further enhanced, and its resistance to deformation can be strengthened. This allows for more efficient transfer of the load on the second reinforcing column 5 to the sill beam assembly 104, thereby improving the deformation resistance of the vehicle body frame. Furthermore, when the front end of the second joint 62 in the longitudinal direction of the vehicle body is subjected to force, the force can be transferred to the sill beam assembly 104 more efficiently, thereby further strengthening the vehicle and enhancing the deformation resistance of the vehicle body frame.

[0441] In some embodiments, as shown in FIG15, the second reinforcing column connection portion 6211 is further provided with a plurality of third reinforcing ribs 623, which are arranged in a mesh pattern with the plurality of second reinforcing ribs 622.

[0442] The spacing between adjacent third reinforcing ribs 623 can be the same or different. Multiple third reinforcing ribs 623 can be arranged parallel to each other or at a certain angle. In one specific embodiment, the spacing between adjacent third reinforcing ribs 623 is the same, and multiple third reinforcing ribs 623 are arranged parallel to each other.

[0443] In one specific embodiment, as shown in Figures 14 and 15, along the vertical direction of the vehicle body, the two ends of a portion of the third reinforcing rib 623 abut against the second reinforcing column 5 and the sill beam assembly 104, respectively.

[0444] This can further improve the deformation resistance of the second joint 62, increase the strength of the second joint 62, and thus improve the strength of the vehicle.

[0445] In some embodiments, as shown in Figures 14 and 15, the second reinforcing pillar connection 6211 includes a second energy-absorbing portion 62111 and a second reinforcing portion 62112 connected along the front-rear direction of the vehicle body. Along the front-rear direction of the vehicle body, the second energy-absorbing portion 62111 is located further forward than the second reinforcing portion 62112. Furthermore, along the front-rear direction of the vehicle body, a portion of the second energy-absorbing portion protrudes forward relative to the sill beam connection. The thickness of the second connector body 621 of the second energy-absorbing portion 62111 is less than the thickness of the second connector body 621 of the second reinforcing portion 62112, and / or, the wall thickness of the second reinforcing rib 622 located in the second energy-absorbing portion 62111 is less than the wall thickness of the second reinforcing rib 622 located in the second reinforcing portion 62112.

[0446] For ease of explanation, as shown in Figure 15, the portion of the second reinforcing pillar connection 6211 located to the right of the dashed line L3 is designated as the second energy-absorbing portion 62111, and the portion of the second reinforcing pillar connection 6211 located to the left of L3 is designated as the second reinforcing portion 62112. It is understood that the position of the dashed line L3 is illustrative and can be appropriately varied along the longitudinal direction of the vehicle body. The previously mentioned dashed lines L1 and L2 are also illustrative and can be appropriately varied.

[0447] In some embodiments, the second energy-absorbing portion 62111 and the second reinforcing portion 62112 can be directly connected or indirectly connected. For example, the second energy-absorbing portion 62111 and the second reinforcing portion 62112 can be bonded, welded, or connected by bolts. In the embodiments shown in Figures 14 and 15, the second energy-absorbing portion 62111 and the second reinforcing portion 62112 are integrally molded parts, for example, by die casting.

[0448] It should be noted that when a collision occurs, the second energy-absorbing part 62111 is mainly used to absorb the load generated by the collision, and the second reinforcing part 62112 is mainly used to transfer the load that the second energy-absorbing part 62111 fails to absorb to other structures connected to the second joint 62.

[0449] For example, as shown in Figure 15, along the front-rear direction of the vehicle body, the second energy-absorbing part 62111 is located on the front side of the second reinforcing part 62112.

[0450] This disclosure does not limit the specific shape of the second energy-absorbing part 62111. For example, the outer contour of the second energy-absorbing part 62111 facing forward can be a straight line or a curve, or it can be partly a straight line and partly a curve.

[0451] In some embodiments, along the front-rear direction of the vehicle body, the second energy-absorbing part 62111 is closer to the front side of the vehicle body than the second reinforcing pillar 5 and / or the sill beam assembly 104, so that in the event of a collision, the second energy-absorbing part 62111 can first absorb a portion of the collision load and then transfer the collision load to the second reinforcing pillar 5 and / or the sill beam assembly 104.

[0452] In some embodiments, as shown in Figures 14 and 15, the thickness of the second energy-absorbing portion 62111 is less than the thickness of the second reinforcing portion 62112. Furthermore, when the thicknesses of the second reinforcing portions 62112 differ, the thickness of the second energy-absorbing portion 62111 is less than the minimum thickness of the second connector body 621 of the second reinforcing portion 62112. Using the orientation shown in Figure 15 as an example, the thickness of the second connector body 621 of both the second energy-absorbing portion 62111 and the second connector body 621 of the second reinforcing portion 62112 refers to the thickness of the plate.

[0453] Since the second joint body 621 includes the second energy-absorbing part 62111, when a collision occurs, the second energy-absorbing part 62111 can absorb a portion of the load, thereby reducing the load transmitted to the second reinforcing column 5 and / or the sill beam assembly 104, thus reducing the deformation of the second reinforcing column 5 and / or the sill beam assembly 104 and improving the deformation resistance of the frame beam body. Since the thickness of the second joint body 621 of the second energy-absorbing part 62111 is less than the thickness of the second joint body 621 of the second reinforcing part 62112, the second joint body 621 of the second energy-absorbing part 62111 can deform and absorb the load more quickly during a collision, thereby reducing the collision load transmitted to the second reinforcing part 62112. Furthermore, it can enhance the load-bearing capacity of the second joint body 621 of the second reinforcing part 62112. When subjected to external loads, the second reinforcing part 62112 can more efficiently disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0454] The thickness of the second joint body 621 of the second energy-absorbing part 62111 and the thickness of the second joint body 621 of the second reinforcing part 62112 are both within a reasonable range. This enables the second energy-absorbing part 62111 to absorb loads more efficiently, and enables the second reinforcing part 62112 to resist, disperse deformation and transfer loads more efficiently. It also saves materials, helps to reduce the weight of the vehicle body, and improves the range of the vehicle 1000.

[0455] It should be noted that the wall thickness of the second reinforcing rib 622 refers to the thickness perpendicular to the extension direction of the second reinforcing rib 622 and parallel to the paper surface (see Figure 15).

[0456] This allows the second energy-absorbing part 62111 to deform and absorb the load more quickly during a collision, thereby reducing the force transmitted to the second reinforcing part 62112; it also enhances the load-bearing capacity of the second reinforcing part 62112. When subjected to external loads, the second reinforcing part 62112 can more efficiently disperse stress, reduce local stress concentration, improve the overall stability of the structure, and reduce the risk of overall failure due to local damage.

[0457] Alternatively, along the front-rear direction of the vehicle body, a portion of the second energy-absorbing part 62111 may protrude forward relative to the sill beam connection part 6212, or the entire second energy-absorbing part 62111 may protrude forward relative to the sill beam connection part 6212.

[0458] Therefore, when a collision occurs, the second 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 second 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 small offset frontal collision occurs, the wheel 40 collides with the second energy-absorbing part 62111. As the second energy-absorbing part 62111 undergoes local deformation, the wheel 40 exhibits an upward tendency. Therefore, compared to the sill beam connection part 6212, the second energy-absorbing part 62111 is more prone to deformation or has a greater degree of deformation.

[0459] In some embodiments, as shown in Figures 14 and 15, the second connector 62 is formed with a second insertion groove 624, which is defined by the second reinforcing post connection portion 6211 and the surrounding second reinforcing ribs 622 and / or third reinforcing ribs 623. A portion of the second reinforcing post 5 is inserted into the second insertion groove 624, and the second reinforcing post 5 is connected to the second connector 62 by bolts.

[0460] In some embodiments, the second connector 62 has a second insertion groove 624, and one end of the second reinforcing post 5 extends into the second insertion groove 624 of the second connector 62. Optionally, the first insertion groove 613 can be tubular or recessed.

[0461] In one specific embodiment, as shown in FIG15, the second reinforcing post 5 can be a square tube, and the inner contour of the second insertion groove 624 can be a groove similar to the outer contour of the second reinforcing post 5. The second reinforcing post 5 is inserted into the second insertion groove 624.

[0462] Since the second insertion groove 624 is defined by the second reinforcing post connecting part 6211 and the surrounding second reinforcing rib 622 and / or third reinforcing rib 623, the strength of the second insertion groove 624 can be enhanced, thereby improving the connection reliability of the second insertion groove 624 and the second reinforcing post 5; and this structure is simple and can also reduce the number of parts.

[0463] In some embodiments, as shown in Figures 13 to 15, the first connector 61 is a one-piece aluminum alloy component, and / or the first connector 61 is a die-cast aluminum alloy component.

[0464] Improving the rigidity and durability of the first joint 61 enhances its ability to withstand collision loads, thereby better dispersing the collision loads on the first reinforcing column assembly. It also reduces the number of components in the first joint, thereby improving vehicle production efficiency and shortening the vehicle production cycle.

[0465] In some embodiments, as shown in Figures 13 to 15, the second connector 62 is a one-piece aluminum alloy component, and / or the second connector 62 is a die-cast aluminum alloy component.

[0466] Improving the rigidity and durability of the second joint 62 enhances its ability to withstand collision loads, thereby better dispersing the collision loads on the first reinforcing column assembly. It also reduces the number of components in the second joint, thereby improving vehicle production efficiency and shortening the vehicle production cycle.

[0467] In some embodiments, the first connector 61 can be a one-piece piece made of aluminum alloy, or a one-piece piece formed by die casting, or of course, other suitable manufacturing methods.

[0468] In some embodiments, the second connector 62 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.

[0469] The use of aluminum alloy for the first connector 61 and / or the second connector 62 improves their corrosion resistance, reduces vehicle weight, and enhances the vehicle's lightweight design. The integrated design of the first connector 61 and / or the second connector 62 reduces the number of parts, improving structural rigidity and durability. The die-casting of the first connector 61 and / or the second connector 62 improves vehicle production efficiency and shortens the vehicle production cycle.

[0470] In some embodiments, the aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy.

[0471] This can improve the mechanical properties of the first and second joints, make the microstructure of the aluminum alloy more uniform and dense, and thus reduce casting defects.

[0472] In some embodiments, as shown in Figures 11 and 14, the first reinforcing column assembly includes a first reinforcing column 4 and a second reinforcing column 5, at least one of the first reinforcing column 4 and the second reinforcing column 5 being configured as a first tubular shell 421 having a closed cross-section. It should be noted that the cross-section refers to the section perpendicular to the extending direction of the first reinforcing column 4 and the second reinforcing column 5.

[0473] A closed cross-section refers to a shape in which the tube wall forms an annular shape when viewed from the cross-section of the first tube shell 421. Here, the annular shape is not limited to a circular annular shape, but can be a triangular annular shape, a quadrilateral annular shape, a polygonal annular shape, an elliptical annular shape, an oblong annular shape, etc.

[0474] The first tube shell 421 can be hollow, or structural components can be further installed in the tube cavity.

[0475] Optionally, one of the first reinforcing column 4 and the second reinforcing column 5 may be configured as a first shell 421 with a closed cross-section, or both the first reinforcing column 4 and the second reinforcing column 5 may be first shells 421 with closed cross-sections.

[0476] This disclosure uses the example of the first reinforcing column 4 being configured as a first tube shell 421 with a closed cross section for illustration. 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 first reinforcing column 4. Furthermore, the inner contour dimension of the groove is larger than the outer contour dimension of the first reinforcing column 4, so that the first reinforcing column 4 can be located in the groove.

[0477] Furthermore, the first tube shell 421 can be a composite pultruded tube beam, an aluminum alloy pultruded tube beam, or a hot-expanded tube beam, etc.

[0478] Since at least one of the first reinforcing column 4 and the second reinforcing column 5 is configured as a first tube shell 421 with a closed cross section, the first tube shell with a 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.

[0479] In some embodiments, as shown in Figures 11 and 14, the first reinforcing column assembly includes a first reinforcing column 4 and a second reinforcing column 5, at least one of the first reinforcing column 4 and the second reinforcing column 5 being configured as a first shell 421 having a closed cross-section and a first reinforcing component 41 built into the first shell 421.

[0480] In some embodiments, the elastic modulus of the first reinforcing component 41 is ≥5 GPa, the tensile strength is ≥100 MPa, and the elongation at break is ≥1%.

[0481] The first reinforcing component is used to further enhance the strength of the reinforcing column. For example, the first reinforcing component 41 may include reinforcing ribs, reinforcing plates, or other structures that can be used to enhance the strength of the shell.

[0482] This improves the stiffness and bending resistance of the first reinforcing column assembly 50.

[0483] In some embodiments, as shown in FIG14, the first reinforcing component 41 includes at least one first reinforcing rib 411, which is connected to the inner wall of the first tube shell 421.

[0484] In the cross-section of the first shell 421, the opposite ends of the first reinforcing rib 411 are connected to the inner wall of the first shell 421. By providing reinforcing ribs inside the first shell 421, the structural strength and rigidity of the reinforcing column are further improved.

[0485] It is understood that this disclosure does not limit the number of the first reinforcing ribs 411, and can be set according to the performance requirements of the vehicle.

[0486] Since the first reinforcing rib 411 is connected to the inner wall of the first tube shell 421, the space inside the tube shell 421 can be effectively utilized. It can also enhance the strength and stiffness of the tubular reinforcing structure without increasing the outer contour size of the first tube shell 421, thereby enhancing the strength and stiffness of the reinforcing structure. This improves the load-bearing capacity of the first reinforcing column assembly, reduces the deformation of the first reinforcing column assembly due to collision load, and reduces the intrusion of the first reinforcing column assembly into the vehicle interior space.

[0487] In some embodiments, as shown in FIG14, there are multiple first reinforcing ribs 411, at least a portion of which are arranged in an intersecting manner, and the thickness of the first reinforcing ribs 411 is in the range of 3 mm to 6.5 mm.

[0488] For example, in some embodiments, as shown in FIG15, one of the first reinforcing ribs 411 extends in the inward and outward directions of the vehicle body, and the extension direction of the other first reinforcing rib 411 intersects with it. Thus, the first reinforcing ribs 411 reinforce the first shell 421 from two directions, which helps to improve the structural strength and structural stiffness of the first shell 421.

[0489] This will help to further enhance the strength of the first shell 421, thereby enhancing the strength of the reinforcing column.

[0490] Optionally, the thickness of the first reinforcing rib 411 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm or 6.5mm, etc. By controlling the thickness of the first reinforcing rib 411 within this range, the structural rigidity requirements of the vehicle frame can be met, materials can be saved, and the weight of the vehicle can be reduced.

[0491] Optionally, the wall thickness of the first tube shell 421 can be 3mm, 3.5mm, 4mm, 5mm, etc. By controlling the wall thickness within this range, the structural rigidity requirements of the vehicle frame can be met, while ensuring that the wall is not too thick, resulting in excessive performance.

[0492] In some embodiments, there are multiple first reinforcing ribs, at least a portion of which are arranged in an intersecting manner, and the thickness of the first reinforcing rib 411 is in the range of 3 mm to 6.5 mm.

[0493] This will help to further enhance the stiffness and bending resistance of the first reinforcing column assembly.

[0494] In some embodiments, at least one of the first reinforcing column 4 and the second reinforcing column 5 is formed as a glass fiber reinforced composite pultruded tube with a wall thickness of 6 mm to 10 mm; or, at least one of the first reinforcing column 4 and the second reinforcing column 5 is formed as an aluminum alloy pultruded tube with a wall thickness of 3 mm to 5 mm. Pultrusion molding is advantageous for obtaining good strength and stiffness, and it can be used to reinforce structures with complex cross-sections. It is also beneficial for further optimizing the mechanical properties and shape flexibility of the reinforced structure, and can improve the production efficiency of the reinforced structure.

[0495] Aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They possess high strength, capable of withstanding significant mechanical loads, and exhibit high rigidity, reducing deformation under stress. Furthermore, aluminum's low density contributes to vehicle weight reduction compared to traditional steel bodies. The tube shell and the first reinforcing rib are integrated into a single structure. This integrated structure enhances the overall structural strength and rigidity of the reinforcing column and eliminates the need for assembly with other components, thus reducing manufacturing costs.

[0496] Using glass fiber reinforced composite pultruded tubes for at least one of the first and second reinforcing columns is beneficial to improving the strength and stiffness of the two reinforcing columns, especially to improving bending resistance, and also to reducing the weight of components and improving manufacturing efficiency.

[0497] In some embodiments, at least one of the first reinforcing column 4 and the second reinforcing column 5 is formed as a glass fiber reinforced composite pultruded tube, wherein the glass fiber reinforced composite material includes glass fiber reinforced polyamide-6 or glass fiber reinforced polypropylene, wherein the weight percentage of glass fiber is greater than or equal to 60 and less than or equal to 80.

[0498] Optionally, the weight percentage of glass fiber can be 60, 65, 70, 75 or 80, or other values ​​within the above range.

[0499] Continuous glass fiber or continuous carbon fiber has low density, high strength, good corrosion resistance and design flexibility, so it can extend the service life of the first reinforcing pillar 4 and / or the second reinforcing pillar 5, thereby extending the service life of the vehicle, further improving the structural strength and stiffness of the vehicle, which is beneficial to improving bending resistance and also to improving the vehicle's lightweighting.

[0500] In some embodiments, the weight percentage of glass fibers in glass fiber reinforced polyamide-6 or glass fiber reinforced polypropylene is greater than or equal to 68 and less than or equal to 75.

[0501] Optionally, the weight percentage of glass fiber reinforced polyamide-6 can be 68, 69, 70, 71, 72, 73, 74, or 75, or other values ​​within the aforementioned range. This further improves the structural strength and stiffness of the vehicle, enhancing its lightweight nature.

[0502] In some embodiments, the second reinforcing column assembly is configured as a second shell having a closed cross-section and a second reinforcing component built into the second shell.

[0503] The second reinforcing component is used to further enhance the strength and stiffness of the second reinforcing column assembly.

[0504] In some embodiments, the second reinforcing component includes at least one second reinforcing rib connected to the inner wall of the second shell.

[0505] This can further enhance the structural strength and stiffness of the second reinforcing column assembly.

[0506] In some embodiments, the second reinforcing column assembly is formed as a one-piece aluminum pultruded structure; the thickness of the second reinforcing rib is in the range of 3 mm to 6.5 mm; and / or the wall thickness of the second tube shell is in the range of 3 mm to 5 mm.

[0507] This will help to further enhance the strength of the second shell, thereby increasing the strength and stiffness of the second reinforcing column.

[0508] In some embodiments, the second reinforcing column assembly is formed as a glass fiber reinforced composite pultruded tube, the thickness of the second reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the wall thickness of the second tube shell is in the range of 6 mm to 10 mm.

[0509] This will help to further enhance the strength of the second shell, thereby increasing the structural strength and rigidity of the second reinforcing column assembly, and will also help to improve the lightweighting of the vehicle frame and increase manufacturing efficiency.

[0510] In some embodiments, the second reinforcing column assembly is configured to have a second tube shell and a resin filling structure, wherein the resin filling structure is filled inside the second tube shell, and the second tube shell is a thermoplastic pultruded composite material tube.

[0511] Therefore, it can extend the service life of the second reinforcing pillar assembly, thereby extending the service life of the vehicle, and further improve the structural strength and rigidity of the vehicle, as well as enhance the vehicle's lightweighting.

[0512] 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, at least one third reinforcing rib is provided in the groove of the frame beam body, the third reinforcing rib is connected to the bottom wall and side wall of the groove, the third reinforcing rib forms a clearance groove, and the second reinforcing column assembly is at least partially accommodated in the clearance groove and connected to at least part of the third reinforcing rib.

[0513] This further enhances the strength and stiffness of the second reinforcing column assembly, making it more effective in resisting impact loads from the front-rear and lateral directions.

[0514] The following is a further explanation of the main frame beam 1.

[0515] In some embodiments, the frame beam body 1 includes a multilayer continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0516] 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.

[0517] 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.

[0518] 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.

[0519] In some embodiments, in the outermost two layers of continuous fiber composite material on any side of the frame beam body 1 along the thickness direction, at least one layer of continuous fiber has a layup angle that is neither 0° nor 90°.

[0520] 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.

[0521] 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 assembly, the extension direction of the A-pillar assembly is along the vertical direction of the body, that is, the vertical direction of the body is the direction in which the continuous fiber is laid at an angle of 0°.

[0522] In some embodiments, the sum of the number of layers of a continuous fiber composite material with a continuous fiber layup angle that is neither 0° nor 90° is 20% to 40% of the total number of layers of the continuous fiber composite material.

[0523] 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.

[0524] 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.

[0525] In some embodiments, inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0526] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

[0527] 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.

[0528] For example, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0529] 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 rigidity of the frame beam body 1 and reduce the intrusion of the first reinforcing column assembly and the area around the first joint into the vehicle interior space.

[0530] In other embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix.

[0531] In some embodiments, the continuous fiber is a continuous glass fiber or a continuous carbon fiber.

[0532] Continuous glass fiber or continuous carbon fiber has low density, high strength, good corrosion resistance, and design flexibility. Therefore, it can extend the service life of the main frame beam 1, thereby extending the vehicle's service life, and further improve the vehicle's structural strength and stiffness, 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. Therefore, it can extend the service life of the main frame beam 1, thereby extending the vehicle's service life, and further improve the vehicle's structural strength and stiffness, enhancing its lightweight design.

[0533] In some embodiments, the continuous fiber is a continuous glass fiber, the continuous fiber is 60 to 80 parts by weight, and the thermoplastic resin matrix is ​​20 to 40 parts by weight.

[0534] Optionally, the weight percentage of continuous fibers can be 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77 or 78, 79 or 80, or other values ​​within the above range.

[0535] Optionally, the weight parts of the thermoplastic resin matrix can be 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34 or 35, 36, 37, 38, 39 or 40, or other values ​​within the above range.

[0536] The sum of the weight parts of continuous fiber and the weight parts of thermoplastic resin matrix is ​​100.

[0537] For example, the continuous fiber may be 75 or 70 parts by weight, the thermoplastic resin matrix may be 25 or 30 parts by weight, and the sum of the mass percentages of the continuous fiber and the thermoplastic resin matrix is ​​100. In some embodiments, the continuous fiber composite material further includes additives.

[0538] 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.

[0539] In some embodiments, the additive includes 1-5 parts by weight of a compatibilizer and 0.2-0.6 parts by weight of an antioxidant. 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.

[0540] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, while antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0541] 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 them from generating more free radicals, thus further inhibiting oxidation.

[0542] 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.

[0543] 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.

[0544] For example, the lubricant includes white oil.

[0545] 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.

[0546] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0547] 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.

[0548] 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.

[0549] In some embodiments, at least one continuous fiber composite layer in a multilayer continuous fiber composite layer simultaneously satisfies the following three properties:

[0550] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. By limiting the performance of the single-layer continuous fiber composite material, the continuous fiber composite material formed by the multi-layer continuous fiber composite material can at least meet the performance requirements of the main frame beam 1 of the vehicle.

[0551] 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.

[0552] 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 continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements.

[0553] 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%.

[0554] 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.

[0555] In some embodiments, the continuous fiber in the fiber-reinforced composite material is glass fiber, and the thermoplastic resin matrix is ​​polypropylene, wherein the melt index of the polypropylene is not less than 30 g / 10 min and not more than 100 g / 10 min. Additionally, the elongation at break of the polypropylene is not less than 50% and not more than 200%. The composite material formed by the combination of continuous glass fiber and polypropylene combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polypropylene, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and polypropylene is easy to mold.

[0556] The following section provides a further explanation of the vehicle frame 10.

[0557] In some embodiments, as shown in FIG1, the vehicle 1000 further includes a chassis 30, a body frame 10 is mounted on the chassis 30 and together form a passenger compartment 20, the body frame includes a body pillar assembly 101, a roof crossbeam assembly, a side beam assembly and a front wheel arch side reinforcement beam assembly, the body cover 11 includes a door, the door is connected to the first reinforcement pillar assembly by a hinge, and a tubular reinforcement structure is provided on the door.

[0558] This improves the strength and rigidity of the car door, enhances its ability to resist collisions from the side of the vehicle, and also helps to transfer loads, thereby improving the deformation resistance of the vehicle frame.

[0559] In some embodiments, the vehicle body frame further includes a second reinforcing pillar assembly, and the door is located between the first reinforcing pillar assembly and the second reinforcing pillar assembly, including a front door.

[0560] This not only improves the door's ability to resist side impacts, but also enhances the overall structural rigidity of the vehicle frame by using the second reinforcing pillar assembly to resist offset impact loads from the front.

[0561] In some embodiments, as shown in Figures 4 and 5, the door includes an outer door panel 90 and an inner door panel 91, with a tubular reinforcing structure 21 located between the outer door panel 90 and the inner door panel 91.

[0562] For example, the tubular reinforcing structure 21 can be bonded to the inner door panel 91.

[0563] The door can be connected to the first reinforcing column assembly 50 via hinges, specifically via an upper hinge at the top and a lower hinge at the bottom. For example, the hinges are connected to the frame beam body 1 and the first reinforcing column assembly 50 via a metal connection structure, and the door is connected to the hinges.

[0564] In some embodiments, the door further includes a door window frame reinforcement plate 92, and an outer door panel 90 covers the door window frame reinforcement plate 92 and an inner door panel 91 from the outside of the vehicle body.

[0565] As shown in Figure 5, the door window frame reinforcement plate 92, the tubular reinforcement structure 21, and the door inner panel 91 are connected sequentially from the outer side of the vehicle body to the inner side. In a specific embodiment, the tubular reinforcement structure 21 is bonded between the door window frame reinforcement plate 92 and the door inner panel 91. Furthermore, the side of the tubular reinforcement structure 21 used for bonding with the door window frame reinforcement plate 92 is flat, and the part of the door window frame reinforcement plate 92 used for bonding with the tubular reinforcement structure 21 is also flat. This facilitates a more secure bond between the door window frame reinforcement plate 92 and the tubular reinforcement structure, and also helps to enhance the strength and rigidity of the door assembly. The inner door panel 91 and the tubular reinforcing structure 21 can be directly connected or indirectly connected. In one specific embodiment, the inner door panel 91 and the tubular reinforcing structure 21 are bonded together. Furthermore, the side of the tubular reinforcing structure 21 used for bonding with the inner door panel 91 is flat, and the part of the inner door panel 91 used for bonding with the tubular reinforcing structure 21 is also flat. This makes it easier for the inner door panel 91 and the tubular reinforcing structure to bond more firmly, and also helps to strengthen the strength and rigidity of the door assembly. Of course, other connection methods suitable for fiber composite panels can also be used.

[0566] In some embodiments, the door and window frame reinforcing plate 92, the tubular reinforcing structure 21, and the door inner panel 91 are all fiber composite boards. Therefore, the door and window frame reinforcing plate 92, the tubular reinforcing structure 21, and the door inner panel 91 can be bonded together with fast-curing adhesive, which is easy to operate and takes little time. Moreover, it is less likely to cause defects such as deformation after the bonding and baking of metal parts.

[0567] This disclosure does not specifically limit the shape of the cavity formed by the inner door panel 91 and the door window frame reinforcing plate 92, as long as the tubular reinforcing structure can be disposed between the inner door panel 91 and the door window frame reinforcing plate 92.

[0568] As shown in Figure 16, in this disclosure, the reinforcing column assembly 7 includes a first reinforcing column 4 and a second reinforcing column 5. The frame beam body 1 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 frame 10, the third segment 1133 is used to cooperate with the sill beam assembly 104 of the vehicle frame 10, and the second segment 1132 extends to connect the first segment 1131 and the third segment 1133. The first reinforcing column 4 is at least filled in the first segment 1131. The second reinforcing column 5 is at least filled in the second segment 1132. The joint assembly 6 includes a first joint 61 and a second joint 62 installed on the frame beam body 1, and the first joint 61 is used to connect the first reinforcing column 4 and the second reinforcing column 5, and the second joint 62 is used to connect the second reinforcing column 5 and the sill beam assembly 104.

[0569] In some embodiments, as shown in Figures 1 to 17, the crossbeam assembly 102 includes at least a roof crossbeam assembly 1021. The frame beam body 1, the first reinforcing pillar 4, the second reinforcing pillar 5, and the joint assembly 6 together form the front pillar assembly 1011. 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 first joint 61 and connected to the first energy-absorbing part 6111 of the first joint 61 (see Figure 14). The first energy-absorbing part 6111 is used to absorb the collision load from the front wheel arch side reinforcing beam assembly 105.

[0570] The second 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 second reinforcing pillar 5 is connected to the front wheel arch side reinforcing beam assembly 105 by connecting plate 8, and the second 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. Thus, when the front side of the vehicle body is subjected to a collision (e.g., a 25% offset collision), part of the load acting on the front wheel arch side reinforcing beam assembly 105 can be absorbed by the first energy-absorbing part 6111, and the other part of the load can be transferred to the roof crossbeam assembly 1021 and the sill beam connection part 6212 through the first joint 61. The front wheel arch side reinforcing beam assembly 105, the front pillar assembly 1011, the roof 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.

[0571] 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 first energy-absorbing part 6111, and the other part of the load can be transferred to the roof crossbeam assembly 1021 and the sill beam connection part 6212 through the first joint 61. The front wheel arch side reinforcement beam assembly 105, the front pillar assembly 1011, the roof crossbeam assembly 1021 and the sill beam assembly 104 jointly resist and disperse 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.

[0572] The following describes a specific example of an embodiment of this disclosure.

[0573] As shown in Figures 1 to 8, a tubular reinforcing structure 21 (which can be made of S-shaped glass fiber GPP70 material) is placed between the inner door panel 91 and the door window frame reinforcing plate 92, and is glued to the inner door panel and the outer door panel respectively. With the body panel 11 covering the body frame 10, both ends of the tubular reinforcing structure 21 along the front-rear direction of the body are connected to the first connector 61 of the front pillar assembly (which can be made of AlSi). 10The metal connection structure 137 between the first limiting part and the rear column assembly (MnMg-T7 material) (can be AlSi) 10 The second limiting part of the MnMg-T7 material is opposite to that of the first joint of the front pillar assembly, which can be die-cast aluminum, and the metal connection structure of the rear pillar assembly can also be die-cast aluminum. When the vehicle body is involved in a 25% offset collision, the force and energy on the front wheel arch reinforcement beam assembly can be transferred to the tubular reinforcement structure through the first joint of the front pillar assembly (e.g., the upper first joint), and then transferred to the metal connection structure of the rear pillar assembly by the tubular reinforcement structure. This can reduce the degree of deformation at the upper and lower components of the front pillar assembly and reduce the intrusion of the front pillar assembly.

[0574] Among them, the tensile strength of the tubular reinforcement structure made of S-type glass fiber GPP70 material can reach 920 MPa, and the weight of the tubular reinforcement structure made of S-type glass fiber GPP70 material can be reduced to 0.94 kg. Furthermore, the two ends of the tubular reinforcement structure along the front and rear directions of the vehicle body are respectively opposite to the first limiting part of the first joint of the front pillar assembly and the second limiting part of the metal connection structure of the rear pillar assembly, so that the energy on the front wheel arch reinforcement beam assembly can be transferred to the center pillar assembly, reducing the probability of the energy transfer being affected by the deformation of the tubular reinforcement structure relative to the first joint and the metal connection structure.

[0575] In some embodiments, during a 25% offset collision, energy on the front wheel arch reinforcement beam assembly can be transferred through the first joint (e.g., the upper first joint) of the front pillar assembly to the side beam assembly, the tubular reinforcement structure, and the lower front pillar member.

[0576] In the analysis and testing of intrusion amount, a 25% offset collision test was conducted on a vehicle body with the tubular reinforcing structure 21 of the present disclosure embodiment and a vehicle body without the tubular reinforcing structure 21 of the present disclosure embodiment. The results showed that the first joint 61 of the front pillar assembly 1011 was almost undamaged, and the main load-bearing components of the front pillar assembly 1011 (the second reinforcing pillar 5 and the first joint 61) were almost intact. In the vehicle body with the tubular reinforcing structure 21 of the present disclosure embodiment, the intrusion amount in the area around the first joint 61 in the A-pillar (the hinge area on the A-pillar) was reduced by 20%.

[0577] The embodiments disclosed herein simplify the vehicle structure, simplify the vehicle manufacturing process, shorten the vehicle production cycle, reduce the investment cost of vehicle manufacturing equipment, and utilize the performance and process characteristics of composite materials, which not only meet the performance requirements of the vehicle in a 25% offset crash but also improve the vehicle's lightweighting.

[0578] The above embodiments are merely illustrative of the technical solutions of this disclosure and are not intended to limit it. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure, and all should be covered within the scope of this disclosure. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. This disclosure is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of this disclosure.

Claims

1. A vehicle, wherein, The vehicle includes a body frame and body panels. The vehicle frame includes: The main frame beam has a first side facing the inside of the vehicle body and a second side facing the outside of the vehicle body; A first reinforcing pillar assembly is disposed on the first side, and the first reinforcing pillar assembly is connected between the roof crossbeam assembly and the sill beam assembly; The joint assembly includes a first joint installed on the main body of the frame beam, the first joint being connected to the first reinforcing column assembly; The vehicle body panel includes: A body panel for covering at least a portion of the vehicle frame; A tubular reinforcing structure is connected to the main body of the cover, the tubular reinforcing structure having a front end and a rear end, the front end being positioned further forward than the rear end along the longitudinal direction of the vehicle body. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the first joint at least partially overlaps with the projection of at least one of the front end and the rear end.

2. The vehicle according to claim 1, wherein, The vehicle frame also includes a second reinforcing column assembly, which is connected between the side beam assembly and the sill beam assembly of the vehicle frame. Along the longitudinal direction of the vehicle body, the second reinforcing pillar assembly is located in front of or behind the first reinforcing pillar assembly; With the body panel covering the body frame, the tubular reinforcing structure is located between the first reinforcing pillar assembly and the second reinforcing pillar assembly.

3. The vehicle according to claim 2, wherein, The vehicle body frame further includes at least one metal connection structure, which is disposed on the second reinforcing column assembly. The at least one metal connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter. With the body panel covering the body frame, one of the front and rear ends of the tubular reinforcing structure faces the first joint, and the other faces the metal connection structure.

4. The vehicle according to claim 3, wherein, When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the projections of the first connector, the front end, the rear end, and the metal connection structure overlap at least partially with each other.

5. The vehicle according to claim 4, wherein, The first connector has a first limiting part, and the metal connection structure has a second limiting part. With the body panel covering the body frame, one of the front and rear ends of the tubular reinforcing structure faces the first limiting portion, and the other faces the second limiting portion. Within the same projection plane perpendicular to the front-rear direction of the vehicle body, the projections of the first limiting part, the front end, the rear end, and the second limiting part overlap at least partially with each other.

6. The vehicle according to claim 5, wherein, The first limiting part includes a first annular limiting rib, and / or the second limiting part includes a second annular limiting rib.

7. The vehicle according to claim 5, wherein, The first limiting portion further includes a first annular limiting rib and a first strip-shaped limiting rib, the first annular limiting rib surrounding the first strip-shaped limiting rib, and at least one end of the first strip-shaped limiting rib being connected to the first annular limiting rib, and / or, The second limiting portion further includes a second annular limiting rib and a second strip-shaped limiting rib, the second annular limiting rib surrounding the second strip-shaped limiting rib, and at least one end of the second strip-shaped limiting rib being connected to the second annular limiting rib.

8. The vehicle according to any one of claims 2 to 7, wherein, The tubular reinforcing structure extends at an angle of 0 to 5 degrees to a horizontal line extending along the front-rear direction of the vehicle body.

9. The vehicle according to any one of claims 1 to 8, wherein, The first reinforcing pillar assembly includes a first reinforcing pillar and a second reinforcing pillar. The first reinforcing pillar connects the roof crossbeam assembly in the vehicle body frame to the first joint, and the second reinforcing pillar connects the first joint to the sill beam assembly in the vehicle body frame. With the body panel covering the body frame, the first joint is located on the front side of the tubular reinforcement structure in the front-rear direction of the body, and the front end of the tubular reinforcement structure faces the first joint.

10. The vehicle according to claim 9, wherein, The vehicle frame also includes a second reinforcing column assembly, which is connected between the side beam assembly and the sill beam assembly of the vehicle frame. Along the longitudinal direction of the vehicle body, the second reinforcing pillar assembly is located behind the first reinforcing pillar assembly; With the body panel covering the body frame, the rear end of the tubular reinforcing structure faces a portion of the second reinforcing column assembly.

11. The vehicle according to claim 10, wherein, The vehicle body frame further includes at least one metal connection structure, which is disposed on the second reinforcing column assembly. The at least one metal connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter. With the body panel covering the body frame, the rear end of the tubular reinforcing structure faces the metal connection structure.

12. The vehicle according to claim 11, wherein, The first connector has a first limiting part. When the body panel covers the body frame, the front end of the tubular reinforcing structure faces the first limiting portion; and, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the first limiting portion and the projection of the front end portion at least partially overlap.

13. The vehicle according to claim 12, wherein, When the body panel covers the body frame, in the same projection plane perpendicular to the front-end direction of the body, the outer contour of the projection of the front end does not exceed the outer contour of the projection of the first limiting part.

14. The vehicle according to claim 13, wherein, The first limiting part includes a first annular limiting rib.

15. The vehicle according to claim 14, wherein, The first limiting portion further includes a first strip-shaped limiting rib, a first annular limiting rib surrounding the first strip-shaped limiting rib, and at least one end of the first strip-shaped limiting rib being connected to the first annular limiting rib. When the body panel covers the body frame, in the same projection plane perpendicular to the front-to-back direction of the body, the outer contour of the projection of the front end does not exceed the inner circumferential contour of the projection of the first annular limiting rib, and the projection of the front end at least partially overlaps with the projection of the first strip limiting rib.

16. The vehicle according to claim 12, wherein, The metal connection structure has a second limiting portion, and when the body panel covers the body frame, the rear end of the tubular reinforcing structure faces the second limiting portion; and, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the second limiting portion at least partially overlaps with the projection of the rear end portion.

17. The vehicle according to claim 16, wherein, When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the outer contour of the projection of the rear end portion does not exceed the outer contour of the projection of the second limiting portion.

18. The vehicle according to claim 17, wherein, The second limiting part includes a second annular limiting rib.

19. The vehicle according to claim 18, wherein, The second limiting portion further includes a second strip-shaped limiting rib, a second annular limiting rib surrounding the second strip-shaped limiting rib, and at least one end of the second strip-shaped limiting rib being connected to the second annular limiting rib. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the outer contour of the projection of the rear end portion does not exceed the inner circumferential contour of the projection of the second annular limiting rib, and the projection of the rear end portion at least partially overlaps with the projection of the second strip-shaped limiting rib.

20. The vehicle according to any one of claims 1 to 19, wherein, The tubular reinforcing structure is configured as a tube with a closed cross-section.

21. The vehicle according to claim 20, wherein, The tube is formed with a closed cross-section of a quadrilateral, the dimension of which is in the range of 38mm to 42mm along a first direction and in the range of 26mm to 28mm along a second direction, wherein the first direction is consistent with the extension direction of the long side of the quadrilateral and the second direction is consistent with the extension direction of the short side of the quadrilateral.

22. The vehicle according to any one of claims 1 to 21, wherein, The tubular reinforcing structure is a fiber-reinforced thermoplastic composite pultruded tube.

23. The vehicle according to claim 22, wherein, The fiber-reinforced thermoplastic composite material comprises glass fiber and a thermoplastic resin matrix, wherein the glass fiber comprises 60 parts by weight or more and 80 parts by weight or less.

24. The vehicle according to claim 23, wherein, The glass fiber has a weight percentage greater than 68 and less than 75.

25. The vehicle according to claim 23 or 24, wherein, The glass fiber includes magnesium aluminosilicate glass fiber. The thermoplastic resin matrix includes a polypropylene resin matrix.

26. The vehicle according to any one of claims 22 to 25, wherein, The wall thickness of the tube is in the range of 4mm to 6mm.

27. The vehicle according to any one of claims 1 to 21, wherein, The tubular reinforcing structure comprises a tube with a closed cross-section and a reinforcing member embedded within the tube.

28. The vehicle according to claim 27, wherein, The reinforcing member includes at least one first reinforcing rib, which is connected to the inner wall of the tube and extends along the extension direction of the tubular reinforcing structure.

29. The vehicle according to claim 28, wherein, In a cross-section perpendicular to the extension direction of the tube, the opposite ends of the first reinforcing rib are respectively connected to the inner wall of the tube.

30. The vehicle according to claim 28 or 29, 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.

31. The vehicle according to any one of claims 27 to 30, wherein, The tubular reinforcing structure is constructed from an aluminum alloy pultruded tube. The wall thickness of the tube is in the range of 3mm to 5mm; and / or The thickness of the first reinforcing rib is in the range of 2 mm to 3 mm.

32. The vehicle according to any one of claims 1 to 31, wherein, The first connector includes a first connector body and a first reinforcing structure. The first connector body includes a first energy-absorbing part and a first reinforcing part connected together, and the first reinforcing part is provided with the first reinforcing structure. Along the longitudinal direction of the vehicle body, the first energy-absorbing part is positioned further forward than the first reinforcing part. With the body panel covering the body frame, the front end of the tubular reinforcing structure faces the first reinforcing part.

33. The vehicle according to claim 32, wherein, 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 frame also includes a front wheel arch side reinforcement beam assembly. Along the longitudinal direction of the vehicle body, the front wheel arch side reinforcement beam assembly is located in front of the first joint and connected to the first energy-absorbing part of the first joint. The first energy-absorbing part is used to absorb the collision load from the front wheel arch side reinforcement beam assembly.

34. The vehicle according to claim 32 or 33, wherein, The first connector has a first limiting part, which is disposed on the first reinforcing part. When the body panel covers the body frame, in the same projection plane perpendicular to the front-rear direction of the body, the projection of the first limiting portion and the projection of the front end portion at least partially overlap.

35. The vehicle according to any one of claims 32 to 34, wherein, The first reinforcing part includes a first reinforcing section and a second reinforcing section. The first reinforcing section is connected between the first energy-absorbing part and the second reinforcing section. The thickness of the first connector body of the first reinforcing section is less than the thickness of the first connector body of the second reinforcing section.

36. The vehicle according to claim 35, 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 2.5mm to 5mm.

37. The vehicle according to claim 35 or 36, 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 section is in the range of 3mm to 4mm. The thickness of the first joint body of the second reinforcing section is in the range of 4mm to 5mm.

38. The vehicle according to any one of claims 35 to 37, wherein, The first reinforcing structure is provided at least in the first reinforcing section.

39. The vehicle according to any one of claims 32 to 38, wherein, The first reinforcing pillar assembly includes a first reinforcing pillar and a second reinforcing pillar. The first reinforcing pillar connects the roof crossbeam assembly in the vehicle body frame to the first joint, and the second reinforcing pillar connects the first joint to the sill beam assembly in the vehicle body frame. The first reinforcing structure is disposed at the first joint and connects the first reinforcing post and the second reinforcing post.

40. The vehicle according to claim 39, wherein, The first reinforcing structure includes a plurality of first reinforcing ribs. The first reinforcing ribs are arranged in a staggered, mesh-like pattern; or, the first reinforcing ribs are connected end to end in a ring.

41. The vehicle according to claim 40, wherein, The plurality of first reinforcing ribs includes a first reinforcing rib group and a second reinforcing rib group, wherein each first reinforcing rib of the first reinforcing rib group extends from the first reinforcing column to the second reinforcing column, and each first reinforcing rib of the second reinforcing rib group is cross-connected with each first reinforcing rib of the first reinforcing rib group.

42. The vehicle according to any one of claims 1 to 41, wherein, The vehicle body panel includes a door, and the main body of the panel includes an inner door panel and an outer door panel. The tubular reinforcing structure is connected to the inner door panel.

43. The vehicle according to claim 42, wherein, The main body of the cover also includes a door and window frame reinforcement plate, which is connected to the inner door panel, and the tubular reinforcement structure is bonded between the inner door panel and the door and window frame reinforcement plate.

44. The vehicle according to any one of claims 1 to 43, wherein, The first reinforcing column assembly includes a first reinforcing column and a second reinforcing column, and the joint assembly further includes a second joint for connecting the second reinforcing column and the sill beam assembly; The second connector includes a second connector body and a plurality of second reinforcing ribs. The second connector body includes a connected second reinforcing column connection part and a sill beam connection part. The second reinforcing ribs are formed in the second reinforcing column connection part. The second reinforcing column connection part includes a second energy-absorbing part and a second reinforcing part connected along the front-rear direction of the vehicle body. The second reinforcing column is connected to the second reinforcing part.

45. The vehicle according to claim 44, wherein, Along the vertical direction of the vehicle body, the second reinforcing pillar connection is connected above the sill beam connection; The second 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 part along the vertical direction of the vehicle body.

46. ​​The vehicle according to claim 44 or 45, wherein, Of the plurality of second reinforcing ribs, at least a portion of the second reinforcing ribs extend from the front end of the second 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.

47. The vehicle according to any one of claims 44 to 46, wherein, The second reinforcing column connection also has a plurality of third reinforcing ribs, which are arranged in a mesh pattern with the plurality of second reinforcing ribs.

48. The vehicle according to any one of claims 44 to 47, wherein, The second reinforcing pillar connection includes a second energy-absorbing portion and a second reinforcing portion connected along the front-rear direction of the vehicle body. Along the front-rear direction, the second energy-absorbing portion is positioned forward of the second reinforcing portion, and a portion of the second energy-absorbing portion protrudes forward relative to the sill beam connection. 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, and / or the wall thickness of the second reinforcing rib located in the second energy-absorbing part is less than the wall thickness of the second reinforcing rib located in the second reinforcing part.

49. The vehicle according to any one of claims 44 to 48, wherein, The second connector has a second insertion groove, which is defined by the second reinforcing post connection portion and the second reinforcing rib and / or the third reinforcing rib around it. A portion of the second reinforcing post is inserted into the second insertion groove, and the second reinforcing post is connected to the second connector by bolts.

50. The vehicle according to any one of claims 1 to 49, wherein, The first connector is a one-piece aluminum alloy component, and / or the first connector is a die-cast aluminum alloy component.

51. The vehicle according to any one of claims 44 to 49, wherein, The second connector is a one-piece aluminum alloy component, and / or the second connector is a die-cast aluminum alloy component.

52. The vehicle according to claim 52 or 53, wherein, The aluminum alloy material includes heat-treated AlSi. 10 MnMg alloy.

53. The vehicle according to any one of claims 1 to 52, wherein, The first reinforcing column assembly includes a first reinforcing column and a second reinforcing column. At least one of the first reinforcing column and the second reinforcing column is configured as a first tubular shell having a closed cross-section.

54. The vehicle according to any one of claims 1 to 52, wherein, The first reinforcing column assembly includes a first reinforcing column and a second reinforcing column. At least one of the first reinforcing column and the second reinforcing column is configured as a first shell having a closed cross-section and a first reinforcing component built into the first shell.

55. The vehicle according to claim 54, wherein, The first reinforcing component includes at least one first reinforcing rib, which is connected to the inner wall of the first tube shell.

56. The vehicle according to claim 55, 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 thickness of the first reinforcing ribs is in the range of 3 mm to 6.5 mm.

57. The vehicle according to any one of claims 53 to 56, wherein, At least one of the first reinforcing column and the second reinforcing column is formed as a glass fiber reinforced composite pultruded tube, with a tube wall thickness of 6 mm to 10 mm; or, At least one of the first reinforcing column and the second reinforcing column is formed as an aluminum alloy pultruded tube with a wall thickness of 3mm to 5mm.

58. The vehicle according to any one of claims 53 to 56, wherein, At least one of the first reinforcing column and the second reinforcing column is formed as a glass fiber reinforced composite pultruded tube, wherein the glass fiber reinforced composite material includes glass fiber reinforced polyamide-6, wherein the weight percentage of glass fiber is greater than or equal to 60 and less than or equal to 80.

59. The vehicle according to claim 58, wherein, The glass fiber reinforced polyamide-6 has a weight percentage of glass fiber greater than or equal to 68 and less than or equal to 75.

60. The vehicle according to any one of claims 2 to 8, 10 to 19, wherein, The second reinforcing column assembly is configured as a second shell with a closed cross-section and a second reinforcing component built into the shell.

61. The vehicle according to claim 60, wherein, The second reinforcing component includes at least one second reinforcing rib, which is connected to the inner wall of the second shell.

62. The vehicle according to claim 60 or 61, wherein, The second reinforcing column assembly is formed as a one-piece aluminum pultruded structure; The thickness of the second reinforcing rib is in the range of 3 mm to 6.5 mm; and / or The wall thickness of the second tube shell is in the range of 3mm to 5mm.

63. The vehicle according to claim 60 or 61, wherein, The second reinforcing column assembly is formed as a glass fiber reinforced composite pultruded tube. The thickness of the second reinforcing rib is in the range of 3 mm to 6.5 mm; and / or, the thickness of the wall of the second tube shell is in the range of 6 mm to 10 mm.

64. The vehicle according to any one of claims 2 to 8, 10 to 19, wherein, The second reinforcing column assembly is configured to have a second tube shell and a resin filling structure, wherein the resin filling structure is filled inside the second tube shell, and the second tube shell is a thermoplastic pultruded composite material tube.

65. The vehicle according to any one of claims 60 to 64, wherein, The frame beam body is recessed in a direction away from the inside of the vehicle body, forming a groove. The opening of the groove faces the inside of the vehicle body. At least one third reinforcing rib is provided within the groove of the frame beam body. The third reinforcing rib is connected to both the bottom wall and the side wall of the groove. The third reinforcing rib forms a clearance groove. The second reinforcing column assembly is at least partially accommodated in the clearance groove and connected to at least a portion of the third reinforcing rib.

66. The vehicle according to any one of claims 1 to 65, wherein, The main body of the frame beam is a continuous fiber composite board comprising multiple layers of continuous fiber composite material. Each layer of the continuous fiber composite material comprises continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

67. The vehicle according to claim 66, wherein, The continuous fiber is a continuous glass fiber. The continuous fiber has a weight percentage of 60-80, the thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

68. The vehicle according to any one of claims 1 to 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, a roof crossbeam assembly, a side beam assembly and a front wheel arch side reinforcement beam assembly, the body cover includes a door, the door is connected to the first reinforcement pillar assembly by a hinge, and the tubular reinforcement structure is provided on the door.

69. The vehicle according to claim 68, wherein, The vehicle body frame also includes a second reinforcing pillar assembly, and the door is located between the first reinforcing pillar assembly and the second reinforcing pillar assembly, and the door includes a front door.

70. The vehicle according to claim 68 or 69, wherein, The vehicle also includes a battery unit mounted on the chassis.

71. The vehicle according to claim 70, wherein, The housing of the battery device forms at least a portion of the floor of the passenger compartment.

72. The vehicle according to any one of claims 68 to 71, wherein, The vehicle frame is detachably connected to the top of the chassis.

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