SE544402C2

SE544402C2 - Vehicle Chassis and Vehicle

Info

Publication number: SE544402C2
Application number: SE2051124A
Authority: SE
Inventors: David Larsson; Nathan Gerhardt
Original assignee: Scania Cv Ab
Priority date: 2020-09-28
Filing date: 2020-09-28
Publication date: 2022-05-10
Also published as: DE102021116707B4; DE102021116707A1; SE2051124A1

Abstract

The disclosure concerns a vehicle chassis (2) comprising a frame beam (4) made from a fibre reinforced plastic material, a metal bracket (6), and an adhesive joint (8) between a first surface portion (10) and second surface portion (12). A surface of the frame beam (4) comprises the first surface portion (10) and a surface of the metal bracket (6) comprises the second surface portion (12). The metal bracket comprises an anchor point (14) for supporting a load extending along a first intended support direction (F1). The first frame beam (4) is provided with a first through opening (16). The first adhesive joint (8) extends around the first through opening (16). At least part of the second surface portion extends in a first plane (p1), and the first intended support direction (F1) intersects the plane (p1).

Description

Vehicle Chassis and Vehicle TECHNICAL FIELD The invention relates to a vehicle chassis and to a vehicle comprising a vehicle chassis.

BACKGROUND ln modern vehicles, fibre reinforced plastic materials are gradually becoming a constructionmaterial being utilised inter alia for its superior strength-weight ratio. Various metals havetheir given place in the construction of a vehicle. However, joining parts made form fibre reinforced plastic material with other parts, e.g. metal parts, of a vehicle poses its problems.

WO 2017/044463 discloses a cargo vehicle including a fibre-reinforced plastic compositefloor assembly configured to support cargo, at least one wheel assembly configured totransport the cargo on the composite floor assembly, a suspension assembly associated withthe at least one wheel assembly, and an intermediate adapter assembly. The intermediateadapter assembly may be constructed of a metal material and is permanently coupled to thecomposite floor assembly by means of an adhesive and removably coupled to thesuspension assembly such that the composite floor assembly is removably coupled to the suspension assembly.

WO 2014/029541 discloses a bearing arrangement for a motor vehicle, comprising a carriermade of fibre-reinforced plastic, and a bearing frame with a bearing recess foraccommodating a bearing and an adhesive surface for adhering the bearing frame to thecarrier. Said bearing frame is preferably made from metal and is composed of a first part anda second part. The adhesive surface is divided onto both parts. Due to the two-part formationof the bearing frame, the adhesive located in the adhesive gap is not top loaded whenadhering together, thus preventing the adhesive from being displaced when joining together and also ensuring a defined adhesive thickness.

SUMMARY lt would be advantageous to achieve an improved vehicle chassis. ln particular, it would bedesirable to enable favourable transmission of a load to a vehicle chassis comprising fibrereinforced plastic material. To better address one or more of these concerns, a vehicle chassis having the features defined in one of the independent claims is provided.

According to an aspect of the invention, there is provided a vehicle chassis comprising a first frame beam made from a fibre reinforced plastic material, a first metal bracket, and a first 2 adhesive joint between a first surface portion and second surface portion. A surface of thefirst frame beam comprises the first surface portion and a surface of the first metal bracketcomprises the second surface portion. The first metal bracket comprises a first anchor pointconfigured to support a load in a first intended support direction. The first frame beam isprovided with a first through opening. The first adhesive joint extends around the first throughopening. At least part of the second surface portion extends in a first plane and the first intended support direction intersects the first plane.

Since at least part of the second surface portion extends in a first plane and the first intendedsupport direction intersects the first plane, a load applied to the first anchor point will cause atensile load or a compressive load in the first adhesive joint. Thus, shear forces acting on thefirst adhesivejoint are reduced and a more optimal load in the form of a tensile load orcompressive load is applied to the first adhesive joint. Moreover, since the first adhesive jointextends around the first through opening, a load applied to the first metal bracket, e.g. via thefirst anchor point, may be applied within an area of the first through opening. Thus, the loadapplied to the first adhesive joint will be distributed to the first adhesive joint around the firstthrough opening and thus, be distributed over at least a large portion of the entire first adhesive joint.

The vehicle chassis is a load-bearing framework of a vehicle. The vehicle chassis supportsthe vehicle and vehicle components. For instance, the chassis may support the suspension, wheels, a drivetrain, a vehicle body, individual vehicle components, etc.

Traditionally, a chassis of a commercial heavy vehicle is made out of a steel frame withcasted steel or aluminium brackets fastened with large screws and large clamping forces.The steel or aluminium brackets form anchor points for one or more of the above exemplified vehicle components.

More recently, vehicle chassis, or at least parts thereof, have been proposed to bemanufactured from composite material. lt has been realised that it is not possible to fastenmetal brackets with large screws to composite material parts of the chassis. lnstead,composite parts are normallyjoined with metal parts through bonding or multiple small screw or rivet joints with low clamping forces.

Now, it has been realised by the inventors that arranging a metal bracket in connection with athrough opening of a frame beam made from a fibre reinforced plastic material and in connection with an adhesive joint extending around the through opening, transversal to a 3 plane containing the adhesive joint, a load applied to the metal bracket will be favourably distributed throughout at least part of the adhesive joint.

The fibre reinforced plastic material is a composite material comprising fibres and a plasticmaterial. The fibre reinforced plastic material may be any suitable composite materialcontaining long fibre reinforcement for carrying loads normally associated with frame beamsof a vehicle chassis. The long fibres are embedded in a plastic material. The metal bracketmay be e.g. a steel or aluminium bracket. The adhesive of the adhesive joint may be any suitable adhesive forjoining a metal part to a composite material part.

As mentioned above, load on the adhesive joint may be in a tension direction or in acompression direction of the first adhesive joint due to the first intended support direction intersecting the first plane.

The portion of the second surface extending in the first plane and the first intended supportdirection intersecting the first plane, entails that the first intended support direction extends atan angle to the first plane, i.e. not in parallel with the first plane. Accordingly, the firstintended support direction has a directional component extending perpendicularly to the firstplane. This perpendicularly extending directional component of the load results in the tensile load or compressive load of the first adhesive joint.

According to embodiments, an angle between the first intended support direction and the firstplane may be within a range of 30 - 75 degrees, or within a range of 35 - 55 degrees. ln thismanner, it may be ensured that a sufficiently large portion of the load applied to the firstanchor point may extend in a direction perpendicularly to the first plane. Thus, a sufficientlylarge portion of a load applied to the first anchor point may cause a tensile or compressive load on the first adhesive joint accordingly, reducing shear stress in the first adhesive joint.

According to embodiments, a portion of the first metal bracket may extend at least partiallythrough the first through opening. ln this manner, the load may be distributed to the firstmetal bracket and to the first frame beam around the first through opening. For instance, thefirst anchor point may extend at least partially through the first through opening. Alternatively,a different portion of the first metal bracket may extend through the first through opening,such as a load distributing portion of the first metal bracket, which load distribution portionmay be configured to distribute a portion of the load applied to the first anchor point to a different portion of the vehicle chassis, such as e.g. to a second frame beam. 4 According to embodiments, the first anchor point may be configured to form an anchor pointfor a battery, a fuel tank, an energy storage unit, a mudguard, or an air tank. ln this manner,such components of a vehicle may be attached to the first frame beam of the vehicle chassis via the first metal bracket.

According to embodiments, the vehicle chassis may comprise a second frame beam madefrom a fibre reinforced plastic material extending opposite to the first frame beam, a secondmetal bracket, and a second adhesive joint between a third surface portion and fourthsurface portion. A surface of the second frame beam may comprise the third surface portionand a surface of the second metal bracket may comprise the fourth surface portion. Thesecond metal bracket may comprise a second anchor point configured to support a load in asecond intended support direction. The second frame beam may be provided with a secondthrough opening. The second adhesive joint may extend around the second through opening.At least part of the fourth surface portion may extend in a second plane and the secondintended support direction may intersect the second plane. ln this manner, a second anchorpoint of the vehicle chassis may be provided in the same manner as discussed above in connection with the first frame beam, the first metal bracket, and the first anchor point.

According to embodiments, the vehicle chassis may comprise a crossmember connected tothe first metal bracket and to the second metal bracket. The portion of the first bracket and/orthe crossmember may extend through the first through opening and a portion of the secondmetal bracket and/or the crossmember may extend through the second through opening. lnthis manner, the crossmember may interconnect the first metal bracket with the second metalbracket. Accordingly, a load applied to one of the anchor points may be distributed not onlyto the frame beam associated with the relevant anchor point and metal bracket, but also viathe crossmember and other metal bracket to the other frame beam. This may reduce the load on the frame beam at the anchor point to which the load is applied.

According to embodiments, the crossmember may be connected to each of the first metalbracket and the second metal bracket via a rigid connection. ln this manner, a torsional loadmay be transferred from one of the anchor points to the opposite metal bracket and the opposite frame beam.

According to embodiments, the crossmember may be made from metal. ln this manner, acrossmember suitable for transferring load from one metal bracket to the other metal bracketmay be provided. The metal crossmember may be easily jointed to each of the two metal brackets using known joining methods suitable for metal to metal joining. ln comparison with a composite material crossmember, a metal crossmember may be particularly suited for transferring a pushing load, i.e. a load leading to a compressive load on the crossmember.

According to embodiments, the first plane and the second plane may extend at an angle toeach other within a range of 60 - 150 degrees or within a range of 70 - 110 degrees. ln thismanner, when load is applied to one or both of the anchor points and due to at least one ofthe frame beams flexing under the load, the angular position of the respective planes and theinterconnection of the first and second metal brackets via the crossmember, may lead tourging portions of the two metal brackets towards and away from each other. Thus, the loaddistributed via the crossmember between the two metal brackets will affect the first andsecond adhesive joints in tension and/or compression directions, i.e. favourable load directions for each of the adhesive joints.

According to embodiments, the first anchor point and the second anchor point may beconfigured to form one or more anchor points for a spring assembly, and/or a wheelsuspension, and/or a wheel axis. ln this manner, such components may be connected to the vehicle chassis via the anchor points and the two metal brackets.

According to a second aspect of the invention, there is provided a vehicle comprising a vehicle chassis according to any one of aspects and/or embodiments discussed herein.

Further features of, and advantages with, the invention will become apparent when studying the appended claims and the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS Various aspects and/or embodiments of the invention, including its particular features andadvantages, will be readily understood from the example embodiments discussed in thefollowing detailed description and the accompanying drawings, in which: Fig. 1 illustrates embodiments of a vehicle, Fig. 2a illustrates a frame beam of a vehicle chassis, Figs. 2b and 2c illustrate two views of a portion of a vehicle chassis, Fig. 3 illustrates a diagram of forces applied to an adhesive joint, and Figs. 4a - 4c illustrate further embodiments of a vehicle chassis.

DETAILED DESCRIPTION 6 Aspects and/or embodiments of the invention will now be described more fully. Like numbersrefer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and/or clarity.

Fig. 1 illustrates embodiments of a vehicle 1 configured for land-based propulsion. Thevehicle 1 comprises a vehicle chassis 2 according to aspects and/or embodiments discussed herein, such as e.g. one of the chassis 2 discussed below with reference to Figs. 2a - 4c. ln these embodiments, the vehicle 1 is a heavy load vehicle in the form of a truck. Althoughthe invention is not limited to any particular type of vehicle, the invention is particularlyrelevant for larger heavy load vehicles for land-based propulsion, such as also e.g. busses or construction vehicles.

The vehicle chassis 2 may support e.g. a vehicle component 15 of the vehicle 1. The vehiclechassis 2 may support e.g. a spring assembly 3, and/or a wheel suspension 5, and/or a wheel axis 7 of the vehicle 1.

Fig. 2a illustrates a frame beam 4 of a vehicle chassis. Figs. 2b and 2c illustrate two viewsof a portion of the vehicle chassis 2 comprising the first frame beam 4. The vehicle chassis 2may be a vehicle chassis of the vehicle 1 shown in Fig. 1. ln addition to comprising the firstframe beam 4, the vehicle chassis 2 comprises a first metal bracket 6 and a first adhesive joint 8 between a first surface portion 10 and a second surface portion 12.

A surface of the first frame beam 4 comprises the first surface portion 10 and a surface of thefirst metal bracket 6 comprises the second surface portion 12. Thus, the adhesive joint 8bonds the first metal bracket 6 to the first frame beam 4 via the first and second surfaceportions10, 12.

The first frame beam 4 is made from a fibre reinforced plastic material. The fibre reinforcedplastic material may be any suitable composite material containing long fibres. The longfibres may comprise e.g. carbon fibres, and/or glass fibres, and/or aramid fibres. The longfibres may be provided e.g. in woven, nonwoven, and/or roving structure within the fibrereinforced composite material. ln this context long fibres may be considered to be substantially continuous fibres.

The fibre reinforced plastic material may comprise a thermoplastic material, such as forexample Polyamid (PA), Polycarbonate (PC), PolyEtherEtherKeton (PEEK), Polyetherimid 7 (PEI), Polyvinylchloride (PVC), Polyphenylensulfid (PPS), Polysulfon (PSU), Polyethersulfon(PES), and/or Polyphenylsulphon (PPSU). Alternatively, the fibre reinforced compositematerial may comprise a thermosetting material, such as e.g. Polyester, vinyl ester, Polyimides/bismaleimids, and/or epoxy.

The adhesive joint 8 may comprise any suitable adhesive forjoining a metal part to acomposite material part. For instance, the adhesive may be a high shear grade, structuraladhesive in the form of a thermosetting adhesive. The adhesive may be compatible with thefibre reinforced plastic material. The adhesive may comprise epoxies, acrylics,polyurethanes, cyanoacrylates, anaerobics, phenolics, and/or vinyl acetates with a lap shear strength greater than 1 MPa.

The first metal bracket 6 comprises a first anchor point 14 configured to support a load in a first intended support direction F1. ln the illustrated embodiments, the anchor point 14 comprises a flange provided with e.g. athreaded hole for attaching a component 15 of the vehicle. The anchor point 14 is however,not limited to the illustrated embodiments. The anchor point 14 simply has to be suitable forattaching a vehicle component 15 thereto. The vehicle component 15 puts the load on theanchor point 14 in the first intended support direction F1, due to the weight of the vehiclecomponent 15. Accordingly, the first intended support direction F1 extends in an oppositedirection to a local gravity vector at the location of the anchor point 14, as Well as along a vertical direction.

The first anchor point 14 may be configured to form an anchor point 14 for any kind of vehiclecomponent 15 that may be connected to a vehicle chassis 2, more specifically a vehiclecomponent 15 that may be connected to a frame beam 4 of the vehicle chassis 2.Accordingly, the vehicle component 15 may be e.g. a battery, a fuel tank, an energy storage unit, a mudguard, or an air tank.

The first frame beam 4 is provided with a first through opening 16. The first metal bracket 6 ispositioned in relation to the first frame beam 4 such that a portion of the first metal bracket 6covers the first through opening 16. ln these embodiments, the first metal bracket 6 ispositioned such that the first anchor point 14 is positioned in an area of the first through opening. 8 The first adhesive joint 8 extends around the first through opening 16. That is, part of the firstadhesive joint 8, bonding the first metal bracket 6 to the first frame beam 4 via the first andsecond surface portions10, 12, extends around the first through opening 16. Moreover, atleast part of the second surface portion 12 extends in a first plane p1 and the first intendedsupport direction F1 intersects the first plane p1. Accordingly, at least part of the first surface portion 1 extends in a plane parallel to the first plane p1.

Since at least part of the second surface portion 12 extends in the first plane p1 and the firstintended support direction F1 intersects the first plane p1, a load applied to the first anchorpoint 14 will cause a compressive load in the first adhesive joint 8. Thus, at least part of thefirst adhesive joint 8 is subjected to a compressive load, which is a more optimal kind of load to be absorbed by an adhesive joint than a shear load.

Mentioned purely as an example, each of the first and second surface portions 10, 12, i.e.also the adhesive joint 8, may have an area within a range of 1 500 - 30 000 mm2. ln thismanner, the anchor point 14 may e.g. support a load Within a range of 5 000 - 40 000 N, aload range relevant e.g. for the above discussed vehicle components. Naturally, as thevehicle travels along a road, the anchor point 14 is subjected to load caused by accelerationof the suspended component, lateral forces, and/or torque, e.g. when the vehicle travels onan uneven surface or travels through a curve. Accordingly, the actual load direction appliedto the anchor point 14 during use of the vehicle may differ from the first intended supportdirection F1. The above exemplified load and area ranges take account also of load causedby acceleration, lateral forces, and torque, i.e. actual load applied along an actual load direction. ln these embodiments, the first metal bracket 6 is positioned on a side of the first framebeam 4, opposite to that side of the first frame beam 4 where the vehicle component 15 ispositioned. Thus, shear and peel forces will affect the first adhesive joint 8 to a lesser extentthan if the first metal bracket were positioned on the same side of the first frame beam 4 as the vehicle component 15.

The first frame beam 4 may have a generally C-shaped cross section. ln a portion of the firstframe beam 4 around the through opening 16, the cross shape of the first frame beam diverts from that of a C-shaped cross section, as discussed above with reference to Figs. 2a-2c and below with reference to Fig. 3. Mentioned purely as an example, the C-shaped cross section may have the following dimensions: A vertical portion may have a height within a 9 range of 260 - 320 mm. The two horizontal portions may have a length within a range of 70 - 125 mm. A wall thickness of the cross section may be within a range of 8 - 20 mm.

The first metal bracket 6 may be produced by casting a metal or alloy, and/or by machining acast metal blank or a metal blank, and/or pressing a sheet metal blank. The anchor point 14of the first metal bracket 6 may be cast, and/or machined, and/or welded to a partially finished metal bracket.

Fig. 3 illustrates a diagram of forces applied to the first adhesive joint 8 between the firstframe beam 4 and the first metal bracket 6 of the vehicle chassis discussed above with reference to Figs. 1 - 2c. ln Fig. 3 the first plane p1 extends perpendicularly to the plane of the figure. The firstintended support direction F1 intersects with the first plane p1 at an angle oi. The load/forceapplied along the first intended support direction F1 may be divided into t\No forces. Oneforce Fpe extending perpendicularly to the first plane p1 and one force Fpa extending inparallel with the first plane p1. Fpe causes a compressive load on the adhesive joint 8. Fpa causes a shear load on the adhesive joint 8.

The angle a between the first intended support direction F1 and the first plane p1 may bewithin a range of 30 - 75 degrees, or within a range of 35 - 55 degrees. The term “firstintended support direction F1”, as used herein, may be defined as a direction opposite to thelocal gravity vector at the location of the anchor point 14 when the vehicle 2 is positioned inan upright use position on a flat horizontal surface. The first intended support direction F1 isthus, perpendicular to such a flat horizontal surface and to a horizontal plane at the location of the vehicle.

A portion of the first metal bracket 6 extends at least partially through the first throughopening 16. ln these embodiments, at least part of the first anchor point 14 extends through the first through opening 16.

More specifically, the first anchor point 14 extends from an inside of the C-shaped cross section of the first frame beam 4 through the first through opening 16.

Figs. 4a - 4c illustrate further embodiments of a vehicle chassis 2. Fig. 4a shows aperspective view of a portion of the vehicle chassis 2. Fig. 4b shows a side view of a portion of the vehicle chassis 2. Fig. 4c shows a cross section through the vehicle chassis 2 along line C-C in Fig. 4b. The vehicle chassis 2 may be a chassis for a vehicle 1 as discussedabove with reference to Fig. 1. This further embodiment of a vehicle chassis 2 is similar tothat of the embodiments discussed in connection with Figs. 2a - 3 above. Accordingly, in thefollowing specifically, the differences will be discussed. lf not specifically discussed, these embodiments may comprise the same features as the above discussed embodiments.

Again, the vehicle chassis 2 comprises a first frame beam 4 made from a fibre reinforcedplastic material, a first metal bracket 6, and a first adhesive joint 8 between a first surfaceportion 10 and second surface portion 12. The first frame beam 4 comprises the first surfaceportion 10 and the first metal bracket 6 comprises the second surface portion 12. The firstmetal bracket comprises a first anchor point 14 for supporting a load extending along a firstintended support direction F1. The first frame beam 4 is provided with a first through opening16. The first adhesive joint 8 extends around the first through opening 16. At least part of thesecond surface portion extends in a first plane p1 and the first intended support direction F1 intersects the plane p1. ln these embodiments the first anchor point 14 comprises two flanges, each provided with a through hole. Again, the embodiments are not limited to any particular kind of anchor points.

The vehicle chassis 2 comprises a second frame beam 18, a second metal bracket 20, and asecond adhesive joint 22. ln essence, these components are of the same kind as the corresponding components related to the first frame beam 4. ln more detail, the second frame beam 18 extends opposite to the first frame beam and ismade from the fibre reinforced plastic material. According to the illustrated embodiments, thesecond frame beam 18 also has a C-shaped cross section. The second frame beam 18 mayhave an identical, but mirrored, design as the first frame beam 4. According to the illustratedembodiments, the first and second frame beams 4, 18 are arranged such that the open partsof the respective C-shaped cross section face each other. The second adhesive joint 22 isarranged between a third surface portion 24 and fourth surface portion 26. A surface of thesecond frame beam 18 comprises the third surface portion 24 and a surface of the secondmetal bracket 20 comprises the fourth surface portion 26. The second metal bracket 20comprises a second anchor point 28 configured to support a load in a second intendedsupport direction F2. The second frame beam 18 is provided with a second through opening30. The second adhesive joint 22 extends around the second through opening 30. At leastpart of the fourth surface portion 26 extends in a second plane p2 and the second intended support direction F2 intersects with the second plane p2. 11 The second intended support direction F2 extends in an opposite direction to a local gravity vector at the location of the second anchor point 28, as well as along a vertical direction.

The vehicle chassis 2 comprises a crossmember 32 connected to the first metal bracket 6and to the second metal bracket 20. A portion of the first bracket 6 extends through the firstthrough opening 16 and a portion of the second metal bracket 20 extends through thesecond through opening 30. Accordingly, the crossmember 32 may distribute a load appliedto one of the first or second anchor points 14, 28 to the opposite frame beam 4, 18. This may reduce the load on the frame beam at the anchor point 14, 28 to which the load is applied.

The first and second metal brackets 6, 20 may each comprise a load distributing portion 34,36, to which the crossmember 32 is connected. ln these embodiments it is the loaddistribution portion 34, 36 of the first and second metal brackets 6, 20 that extend through the first and second openings 16, 30, respectively.

According to alternative embodiments, instead, the crossmember may extend through thefirst and second through openings and the first and second metal brackets may be providedwith suitable connectors for connecting the crossmember, which connectors do not extend through the through openings. ln these embodiments, the first metal bracket 6 is positioned on a side of the first framebeam 4 where the first anchor point 14 is positioned and accordingly, on that side of the firstframe beam 4 where a load is applied. Similarly, the second metal bracket 20 is positionedon a side of the second frame beam 18 where the second anchor point 28 is positioned andaccordingly, on that side of the second frame beam 18 where a load is applied. Putdifferently, the first and second metal brackets 6, 20 are positioned on outsides of the firstand second frame beams 4, 18, respectively, as seen when the first and second framebeams 4, 18 are arranged in the vehicle chassis 2. Since the crossmember 32 interconnectsthe first and second metal brackets 6, 20, an outer side mounting on the first and secondframe beams 4, 18 ensures that first and second adhesive joints 8, 22 are not peeled off the first and second frame beams 4, 18 as the anchor points 14, 28 are subjected to load.

The crossmember at 32 may be made from metal such as steel or aluminium.

The crossmember 32 is connected to each of the first and second metal brackets 6, 20 via a rigid connection. For instance, the crossmember 32 may be welded to each of the load 12 distributing portions 34, 36 of the first and second metal brackets 6, 20. Alternatively, a rigidconnection may be provided by means of the crossmember at 32 and the load distributingportions 34, 36 being provided with inner and outer threads, respectively. One of the threadsmay suitably be a left-hand thread. Thus, the first and second metal brackets 6, 20 may bepulled against the respective first and second frame beams 4, 18 when the crossmember 32is threaded simultaneously onto the first and second load distributing portions 34, 36. Other kinds of rigid connections may be foreseen.

According to embodiments, the first plane p1 and the second plane p2 may extend at anangle ß to each other within a range of 60 - 150 degrees or within a range of 70 - 110degrees to each other. ln this manner, when load is applied to one or both of the anchorpoints 14, 28 and due to at least one of the frame beams 4, 18 flexing under the load, theangular position of the respective first and second planes p1, p2 and the interconnection ofthe first and second metal brackets 4, 18 via the crossmember 32 may direct the two metalbrackets in a direction towards each other. Depending on the load applied to one or both ofthe anchor points 14, 28 and the direction or directions of the loads, inter-alia due to thedistribution of the load/s via the crossmember 32 between the two metal brackets, the firstand second adhesive joints 8, 22 will be subjected to tensile and compressive forces, i.e.favourable force directions for each of the adhesive joints 8, 22. According to the illustratedembodiments, the first and second planes p1, p2 intersect each other at a location below theframe beams 4, 18 relative a local gravity vector at the location of the vehicle 2 when thevehicle 2 is positioned in an upright use position on a flat horizontal surface. According tofurther embodiments, the first and second planes p1, p2 may intersect each other at alocation above the frame beams 4, 18 relative a local gravity vector at the location of thevehicle 2 when the vehicle 2 is positioned in an upright use position on a flat horizontalsurface. Each of the first and second planes p1, p2 may extend substantially in a directionalong a longitudinal extension of each of the first and second frame beams 4, 18. Additionallyor alternatively, each of the first and second planes p1, p2 may extend substantially in a direction along a longitudinal extension the vehicle 2.

The first and second anchor points 14, 28 may be configured to form one or more anchorpoints for a spring assembly 3, and/or a wheel suspension 5, and/or a wheel axis 7, as schematically indicated in Fig. 1.

Mentioned purely as an example, each of the first to fourth surface portions 10, 12, 24, 26,i.e. also each of the first and second adhesive joints 8, 22 may have an area within a range of 2 000 - 30 000 mm2. ln this manner, each of the anchor points 14,28 may e.g. support a 13 load within a range of 40 - 200 kN, a load range relevant e.g. for the above discussed springassembly 3, and/or wheel suspension 5, and/or wheel axis 7. Again, as the vehicle travelsalong a road, the anchor points 14, 28 are subjected to load caused by acceleration, lateralforces, and/or torque. The above exemplified load and area ranges take account also of loadcaused by acceleration, lateral forces, and torque. However, as mentioned above, the terms“first intended support direction F1” and “second intended support direction F2”, as usedherein, may be defined as the direction of a local gravity vector at a location of each of thefirst anchor point 14 and the second anchor point 28 when the vehicle 2 is positioned in anupright use position on a flat horizontal surface. Each of the first intended support directionF1 and the second support direction F2 is thus, perpendicular to such a flat horizontal surface and to a horizontal plane at the location of the vehicle 2.

Again, the actual load direction applied to each of the first and second anchor points 14, 28during use of the vehicle 2 may differ from the first and second intended support directionsF1, F2, respectively. The above exemplified load and area ranges take account also of loadcaused by acceleration, lateral forces, and torque, i.e. actual load applied along an actual load direction. lt is to be understood that the foregoing is illustrative of various example embodiments andthat the invention is defined only by the appended claims. A person skilled in the art willrealize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the invention, as defined by the appended claims.

For instance, although the adhesivejoint is the main load bearing joint between a metalbracket and a frame beam, the first and/or second adhesive joint may be complemented withsmall screws or rivet joints with low clamping force. ln such case the adhesive joints reducethe load on the screw or rivets joints such that the screw or rivet joints do not harm the composite material of the frame beams.

Claims

1. A vehicle chassis (2) comprising a first frame beam (4) made from a fibre reinforced plasticmaterial, a first metal bracket (6), and a first adhesive joint (8) between a first surface portion (10) and second surface portion (12), a surface of the first frame beam (4) comprises the first surface portion (10) anda surface of the first metal bracket (6) comprises the second surface portion (12), wherein the first metal bracket (6) comprises a first anchor point (14) configured tosupport a load in a first intended support direction (F1), wherein the first frame beam (4) is provided with a first through opening (16), wherein the first adhesive joint (8) extends around the first through opening (16),wherein at least part of the second surface portion (12) extends in a first plane (p1), andwherein the first intended support direction (F1) intersects the plane (p1).

2. The vehicle chassis (2) according to claim 1, wherein an angle (oi) between the firstintended support direction (F1) and the first plane (p1) is within a range of 30 - 75 degrees, or within a range of 35 - 55 degrees.

3. The vehicle chassis (2) according to claim 1 or 2, wherein a portion of the first metal bracket (6) extends at least partially through the first through opening (16).

4. The vehicle chassis (2) according to any one of the preceding claims, wherein the firstanchor point (14) is configured to form an anchor point for a vehicle component (15), such as a battery, a fuel tank, an energy storage unit, a mudguard, or an air tank.

5. The vehicle chassis (2) according to any one of the preceding claims, comprising a secondframe beam (18) made from a fibre reinforced plastic material extending opposite to the firstframe beam (4), a second metal bracket (20), and a second adhesive joint (22) bet\Neen athird surface portion (24) and fourth surface portion (26), wherein a surface of the second frame beam (18) comprises the third surface portion(24) and a surface of the second metal bracket (20) comprises the fourth surface portion(26), wherein the second metal bracket (20) comprises a second anchor point (28) configuredto support a load in a second intended support direction (F2), wherein the second frame beam (18) is provided with a second through opening (30), wherein the second adhesive joint (22) extends around the second through opening(30), Whereinat least part of the fourth surface portion (26) extends in a second p|ane (p2), and wherein the second intended support direction (F2) intersects the second p|ane (p2).

6. The vehicle chassis (2) according to claims 3 and 5, comprising a crossmember (32)connected to the first metal bracket (6) and to the second metal bracket (20), wherein the portion of the first bracket (6) and/or the crossmember (32) extends throughthe first through opening (16), and wherein a portion of the second metal bracket (20) and/or the crossmember (32) extends through the second through opening (30).

7. The vehicle chassis (2) according to claim 6, wherein the crossmember (32) is connected to each of the first metal bracket (6) and the second metal bracket (20) via a rigid connection.

8. The vehicle chassis (2) according to claim 6 or 7, wherein the crossmember (32) is made from metal.

9. The vehicle chassis (2) according to any one of claims 5 - 8, wherein the first p|ane (p1)and the second p|ane (p2) extend at an angle (ß) to each other within a range of 60 - 150 degrees or within a range of 70 - 110 degrees.

10. The vehicle chassis (2) according to any one of claims 5 - 9, wherein the first anchorpoint (14) and the second anchor point (28) are configured to form one or more anchor points for a spring assembly (3), a wheel suspension (5), and/or a wheel axis (7).

11. A vehicle (1) comprising a vehicle chassis (2) according to any one of claims 1 - 10.