A whole anticorrosion unmanned vehicle and a production process thereof

Abstract

The present application relates to unmanned vehicle technical field, especially a kind of integral anticorrosive unmanned vehicle and its production process, wherein integral anticorrosive unmanned vehicle includes second frame, it is set below first frame;Sealing positioning assembly includes primary positioning boss and secondary water retaining boss, the primary positioning boss is set on the second frame, the secondary water retaining boss is set on the connecting end of the primary positioning boss, the connecting end is used to contact with the first frame;The second height of the secondary water retaining boss is 0.3~0.5 times of the first height of primary positioning boss;The connecting end is equipped with placement area, and the second width of placement area is 0.7~0.9 times of the first width of primary positioning boss;The first width of primary positioning boss is 1.5~2.2 times of the first height of primary positioning boss.Both ensure the positioning of the first frame and the second frame docking, and realize water retaining and anticorrosion of water liquid.

Description

Technical Field

[0001] This invention relates to the field of unmanned vehicle technology, and in particular to an integrated corrosion-resistant unmanned vehicle and its manufacturing process. Background Technology

[0002] Currently, the bodies of most special-purpose unmanned vehicles (UGVs) are constructed using metal or simple composite materials, resulting in numerous technical deficiencies in frame connection sealing and corrosion protection design, making it difficult to meet the long-term use requirements in harsh environments. Existing UGV frame connection points lack a coordinated design for graded water blocking and sealing; the dimensions of the bosses are designed as independent values, with no correlation between structural features, leading to a tradeoff between positioning accuracy and sealing performance. Current improvements to UGV corrosion protection primarily involve single material replacements or surface coatings, without systematic optimization of the frame connection structure and dimensional proportions. This results in poor sealing and positioning compatibility and short corrosion lifespan for UGVs in harsh and corrosive environments. Leakage and corrosion at frame connection points have become key factors restricting UGV outdoor operations, failing to meet the high requirements for structural stability and corrosion durability in special operations. Summary of the Invention

[0003] In this section, as well as in the abstract and title of this application, some simplifications or omissions may be made to avoid obscuring the purpose of this section, the abstract, and the title of this application, and such simplifications or omissions shall not be used to limit the scope of the invention.

[0004] To address the problem of poor sealing and positioning compatibility in existing technologies, one objective of this invention is to provide an integrated corrosion-resistant unmanned vehicle, comprising a second frame disposed below a first frame; a sealing and positioning assembly including a primary positioning boss and a secondary water-blocking boss, wherein the primary positioning boss is disposed on the second frame, and the secondary water-blocking boss is disposed on the connecting end of the primary positioning boss, the connecting end being used to contact the first frame; the second height of the secondary water-blocking boss is 0.3 to 0.5 times the first height of the primary positioning boss; the connecting end is provided with a placement area, the second width of the placement area being 0.7 to 0.9 times the first width of the primary positioning boss; and the first width of the primary positioning boss is 1.5 to 2.2 times the first height of the primary positioning boss.

[0005] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle of the present invention, wherein: on the horizontal projection plane, the projection area of ​​the placement area is set close to the outer contour of the second vehicle frame.

[0006] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle of the present invention, the corner connecting the secondary water-blocking boss and the primary positioning boss is a rounded chamfer, and the radius of the rounded chamfer is 0.4 to 0.6 times the second height of the secondary water-blocking boss.

[0007] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle of the present invention, wherein: a sealing strip is provided on the placement area, the sealing strip is in contact with the placement area, the sealing strip covers the rounded chamfer and extends at most to the top of the secondary water-retaining protrusion.

[0008] As a preferred embodiment of the integrated corrosion-resistant unmanned vehicle of the present invention, it further includes a reinforced wall panel assembly, which is provided on both the first frame and the second frame.

[0009] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle of the present invention, the reinforced wall panel assembly includes a plurality of reinforcing ribs disposed on the wall panels of the first frame and the second frame, a skin disposed on the outer surface of the first frame and the second frame, and a foam core filled between the skin and the reinforcing ribs.

[0010] Another objective of this invention is to provide a manufacturing process for an integrated anti-corrosion unmanned vehicle, comprising cutting a foam block into the shape of a primary positioning boss and a secondary water-blocking boss, sequentially laying a sealing positioning component, a skin, and a foam core, pre-curing at 60-80℃ for 1-2 hours, and then heating to 120-140℃ for final curing for 3-4 hours to obtain a second frame with a sealing positioning component; applying a primer to the placement area of ​​the primary positioning boss of the second frame, embedding a sealing strip into the placement area, and applying an anti-corrosion and waterproof coating to the rounded chamfer of the secondary water-blocking boss; before snapping the primary positioning bosses of the first frame and the second frame together, applying a gradient coating of sealant to the mating surfaces of the first frame and the second frame, with an edge thickness of 2-3 mm and a gradient to 0.5-1 mm on the inner side.

[0011] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle production process of the present invention, the foam core and the cut foam blocks are dried with hot air at 80~90℃ for 2~3 hours before laying. The moisture content of the dried foam core is controlled below 0.5%. During laying, a layer of adhesive film is uniformly coated on the bonding surface of the foam core and the skin, and the thickness of the adhesive film is 0.1~0.2mm.

[0012] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle production process of the present invention, the following is provided: the primer is a polyurethane primer with a coating thickness of 0.05~0.1mm. After coating, it is left to stand at room temperature for 10~15 minutes until the primer is surface dry, and then the sealing strip is embedded; the anti-corrosion and waterproof coating is a polyurea waterproof coating, which is uniformly coated along the arc-shaped surface of the rounded corner with a coating thickness of 0.2~0.3mm, and covers the entire surface of the rounded corner.

[0013] As a preferred embodiment of the integrated anti-corrosion unmanned vehicle production process described in this invention, the first frame and the second frame are snapped together and positioned, and then pressurized and fixed with a pressing force of 0.3~0.5MPa; the sealant is a two-component polyurethane sealant, the components are mixed in a mass ratio of 1:1, and after coating, it is cured at room temperature for 24~48h, and the ambient humidity is maintained at 40~60% during the curing process.

[0014] The beneficial effects of the present invention are as follows: The present invention, through the specific size ratio design of the primary positioning boss and the secondary water-blocking boss, not only ensures the positioning of the first frame and the second frame docking, but also realizes the water blocking and corrosion prevention. By the integrated structural design of the sealing and positioning components of the frame docking, the sealing, positioning and water blocking of the unmanned vehicle are optimized in a coordinated manner. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the integrated corrosion-resistant unmanned vehicle of the present invention.

[0017] Figure 2 This is a schematic diagram of the overall shape of the integrated corrosion-resistant unmanned vehicle of the present invention.

[0018] Figure 3 This is a schematic diagram showing the position of the chamfered corner of the integral anti-corrosion unmanned vehicle of the present invention.

[0019] Figure 4 This is a schematic diagram showing the position of the sealing strip in the integral anti-corrosion unmanned vehicle of the present invention.

[0020] Figure 5 This is a schematic diagram of the reinforced wall panel assembly of the integral corrosion-resistant unmanned vehicle of the present invention. Figure 1 .

[0021] Figure 6 This is a schematic diagram of the reinforced wall panel assembly of the integral corrosion-resistant unmanned vehicle of the present invention. Figure 2 .

[0022] 100, First frame; 200, Second frame; 300, Sealing and positioning assembly; 301, Primary positioning boss; 301a, Connecting end; 301b, Placement area; H1, First height; H2, Second height; K1, First width; K2, Second width; 302, Secondary water-retaining boss; 302a, Rounded chamfer; 303, Sealing strip; 400, Reinforced wall panel assembly; 401, Skin; 402, Reinforcing rib; 403, Foam core. Detailed Implementation

[0023] To make the objectives, features, and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0024] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0025] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0026] Example 1

[0027] See Figure 1 and Figure 2 This is the first embodiment of the present invention, which provides an integrated corrosion-resistant unmanned vehicle.

[0028] Specifically, it includes a first frame 100, a second frame 200, and a sealing and positioning assembly 300. The second frame 200 is located below the first frame 100, and the sealing and positioning assembly 300 is used to seal and connect the first frame 100 and the second frame 200.

[0029] The sealing positioning component 300 can be disposed on the upper edge of the second frame 200, the lower edge of the first frame 100, or in the second frame 200. In this embodiment, the sealing positioning component 300 is disposed on the upper edge of the second frame 200, and the sealing positioning component 300 is disposed along the contour of the upper edge of the second frame 200 and forms an annular shape. The sealing positioning component 300 includes an integrally formed primary positioning boss 301 and a secondary water-blocking boss 302. The primary positioning boss 301 is the main positioning structure of the sealing positioning component 300, and a connecting end 301a is formed on the side facing the first frame 100. The connecting end 301a is used to contact and cooperate with the lower end surface of the first frame 100 to realize the docking and positioning of the first frame 100 and the second frame 200. The secondary water-blocking boss 302 is integrally formed on the primary positioning boss 301 and is located on the side of the connecting end 301a near the outer contour of the second frame 200. As a graded water-blocking structure, it is used to prevent water from intruding into the joint gap between the first frame 100 and the second frame 200. The second height H2 of the secondary water-blocking boss 302 is 0.3 to 0.5 times the first height H1 of the primary positioning boss 301. This ratio design ensures the water-blocking effect of the secondary water-blocking boss 302 without affecting the fit between the first frame 100 and the second frame 200 due to excessive height. From the perspective of water-blocking mechanism, the secondary water-blocking boss 302 mainly inhibits the migration of water into the joint gap by extending the seepage path of liquid along the frame joint surface and forming a high barrier. When the second height H2 is less than 0.3 times the first height H1, the height difference formed by the secondary water-blocking boss 302 is small. Under the combined influence of gravity and capillary action, external water can easily pass over the secondary water-blocking boss 302 and enter the joint area between the first frame 100 and the second frame 200, resulting in a significant decrease in water-blocking capacity. When the second height H2 exceeds 0.5 times the first height H1, the protrusion height of the secondary water-blocking boss 302 is too large. During the pressing and assembly process of the first frame 100, it is easy to interfere with the corresponding contact surface prematurely, preventing the primary positioning boss 301 from fully fitting. This leads to localized contact stress concentration, resulting in decreased positioning accuracy and increasing the risk of long-term deformation of the sealing strip 303. Therefore, limiting the second height H2 to 0.3 to 0.5 times the first height H1 can balance water-blocking capacity, positioning accuracy, and long-term sealing reliability, achieving synergistic optimization between the water-blocking structure and the positioning structure.

[0030] A placement area 301b is provided on the connecting end 301a of the primary positioning boss 301. Its second width K2 is 0.7 to 0.9 times the first width K1 of the primary positioning boss 301. This proportional design ensures that the placement area 301b has sufficient contact area to guarantee a sealing effect. In this embodiment, the sealing positioning component 300 achieves positioning of the first frame 100 and the second frame 200 through the primary positioning boss 301, and achieves graded water blocking through the secondary water-blocking boss 302. From the sealing mechanism perspective, the placement area 301b is used to accommodate the sealing strip 303, and its width directly determines the effective contact area and compression deformation state of the sealing strip 303. When the second width K2 is less than 0.7 times the first width K1, the effective support width of the sealing strip 303 is insufficient, making it prone to local extrusion or edge curling during assembly and tightening, resulting in a decrease in local contact pressure and poor sealing continuity. When the second width K2 exceeds 0.9 times the first width K1, the remaining wall thickness on both sides of the primary positioning boss 301 is significantly reduced, making it prone to local deformation under long-term cyclic loads and temperature changes, reducing positioning stiffness, and causing insufficient constraint on the edges of the sealing strip 303. Therefore, limiting the second width K2 to 0.7 to 0.9 times the first width K1 can keep the sealing strip 303 in a uniformly compressed state, ensuring that the contact stress is evenly distributed along the entire sealing length, thereby improving the overall sealing stability and durability.

[0031] The first width K1 of the primary positioning boss 301 is 1.5 to 2.2 times its first height H1. This dimensional ratio ensures that the primary positioning boss 301 has a stable positioning support structure, preventing positioning offset due to excessive narrowness or affecting mating fit due to excessive height. The primary positioning boss 301 mainly undertakes the positioning support function of the first frame 100 and the second frame 200, and its width-to-height ratio directly affects the positioning stiffness and local stress state. When the first width K1 is less than 1.5 times the first height H1, the primary positioning boss 301 has a slender structure with insufficient bottom support area, which can easily cause local indentation and lateral offset during assembly and clamping, resulting in a decrease in positioning repeatability accuracy. When the first width K1 exceeds 2.2 times the first height H1, although the support area continues to increase, the improvement in positioning stiffness tends to be slow, while occupying more sealing area, reducing the space available for the sealing strip 303 and increasing the structural weight. Therefore, limiting the first width K1 to 1.5 to 2.2 times the first height H1 can ensure positioning rigidity while taking into account the size of the sealing area and the requirements for lightweight structure, so as to achieve a comprehensive balance of positioning, sealing and corrosion protection performance.

[0032] Experimental Conditions and Testing Methods: To verify the positioning, waterproofing, and corrosion resistance performance of the integrated anti-corrosion unmanned vehicle structure of this invention, a scaled-down prototype of the original small-to-medium-sized unmanned vehicle was used for the experiment at a ratio of 1:4. The scaled-down model maintained the same geometric proportions, assembly method, and material system as the actual product. The first frame 100, second frame 200, sealing and positioning component 300, and stiffened wall panel component 400 all adopted the same structural design and manufacturing process as the actual product, with only the overall dimensions scaled down to reduce experimental costs and improve experimental repeatability. Those skilled in the art will understand that, under conditions of geometric similarity, consistent material system, and load conversion according to similarity theory, the scaled-down model can accurately reflect the changes in the sealing, corrosion resistance, and positioning performance of the overall structure. Five samples were fabricated for each group of experiments and assembled under the same manufacturing process conditions. Experimental data were taken as the average of five measurements and expressed in the form of "mean ± standard deviation". All experiments were conducted at an ambient temperature of (23±2)℃ and a relative humidity of (50±5)%.

[0033] Referring to Table 1, to verify the impact of the three preferred ratios (H2 / H1=0.3~0.5, K2 / K1=0.7~0.9, K1 / H1=1.5~2.2) in the sealing and positioning assembly 300 on positioning accuracy and sealing performance, this embodiment compares the test data with those of the group exceeding the ratio range. The experimental conditions are as follows: Experimental object: a single-piece corrosion-resistant unmanned vehicle sealing and positioning assembly 300 of the same specification; other structures: the rounded chamfer 302a and the sealing strip 303 are consistent in material and size; Group design: divided into a preferred ratio group (experimental group) and a group exceeding the ratio range (control group). K2 / K1 is selected as 0.7~0.9 because if the ratio is lower than 0.7, the sealing contact surface is too narrow, easily leading to high-pressure water intrusion; if it is higher than 0.9, the edge wall thickness of the primary positioning boss 301 is insufficient, reducing structural strength.

[0034] Table 1:

[0035] The positioning accuracy test is conducted according to GB / T1958-2017. Test indicators include the flatness error (mm) and positioning repeatability (mm) of the mating surfaces of the first frame 100 and the second frame 200 after assembly, reflecting the precision and consistency of the docking of the first frame 100 and the second frame 200. Flatness error refers to the maximum deviation of the actual surface of the mating surfaces of the first frame 100 and the second frame 200 from the theoretical reference plane after assembly. Measurement is performed using a coordinate measuring machine (CMM), and the result is the maximum flatness error among multiple measuring points in the mating area, expressed in mm. Positioning repeatability refers to the average value of the repeated deviations of the center positions of the reference holes of the first frame 100 and the second frame 200 after five consecutive disassembly and assembly cycles of the same part. The coordinates of the positioning reference points are measured using a CMM, and the coordinate deviations after each repeated assembly are calculated, expressed in mm (see Table 2).

[0036] Table 2:

[0037] Table 2 shows that within the ratio ranges of H2 / H1 = 0.3–0.5, K2 / K1 = 0.7–0.9, and K1 / H1 = 1.5–2.2, all three experimental groups meet the high-precision positioning requirements for engineering (flatness error and positioning repeatability are both controlled within 0.2 mm). Among them, experimental group 2 (median ratio) has smaller flatness error and positioning repeatability, resulting in better overall positioning performance. The flatness error of experimental group 1 (preferred lower limit) is close to that of experimental group 2, indicating that a lower boss height ratio ensures good assembly stability while maintaining positioning rigidity. Although the positioning index of experimental group 3 (preferred upper limit) is slightly lower than that of experimental groups 1 and 2, it is still significantly better than the groups outside the ratio range. Control group 1 suffers from insufficient positioning support due to an excessively small K1 / H1 ratio, while control group 2 suffers from excessively large H2 / H1 ratio, resulting in an excessively high secondary water-retaining boss 302 that affects frame fit. Both groups exhibit a decrease in positioning accuracy.

[0038] Sealing and protection performance test: (1) IPX7 waterproof test, according to GB / T4208-2017 test conditions: immerse the assembled vehicle frame in 1m deep water for 30min, and the test indicators are the mass of infiltrated water (g) and the water penetration rate of the mating surface (%). Among them, the mass of infiltrated water refers to the water level of the scaled-down vehicle placed in the IPX7 test device, with the water level 1m above the top of the vehicle (calculated according to the scaled-down relationship), and continuously soaked for 30min; after the test is completed, immediately wipe the outer surface of the vehicle dry, disassemble the inside of the vehicle frame, and weigh the mass of infiltrated water collected using a precision electronic balance, with the unit being g. The water penetration rate of the mating surface refers to the percentage of the length of the water-permeable area to the total length of the mating seal, which is obtained by laying absorbent indicator paper at the sealing joint and calculating the wetted length after the test. Refer to Table 3.

[0039] Table 3:

[0040] As shown in Table 3, all three experimental groups met the IPX7 protection requirements, and no harmful water ingress was observed. Experimental group 2 exhibited lower water ingress quality and leakage rate, resulting in better overall sealing performance. While experimental group 3's positioning performance was slightly lower than experimental group 1, its higher H2 / H1 ratio enhanced the water-blocking effect of the secondary water-blocking boss 302, thus its waterproof index was slightly better than experimental group 1. Experimental group 1 maintained a low leakage rate, meeting the requirements for outdoor use of unmanned vehicles. Control group 1, due to insufficient water-blocking height and a small sealing contact width, was prone to water ingress. Control group 2, although having a larger water-blocking height, suffered from insufficient sealing margin and decreased sealing stability; therefore, neither of these groups met the IPX7 protection requirements.

[0041] (2) 1000h neutral salt spray test, according to GB / T10125-2021, test conditions: 5% NaCl solution, temperature 35℃, continuous spraying for 1000h, test indicators are the aging cracking rate (%) of sealing strip 303 and the corrosion area rate (%) of the frame docking area. Among them, the aging cracking rate of sealing strip 303 refers to the proportion of the length of the visible crack area on the surface of sealing strip 303 to the total length of sealing strip 303 after the sample has completed the 1000h neutral salt spray test. The corrosion area rate of the frame docking area refers to the percentage of the exposed surface of the docking area between the first frame 100 and the second frame 200 after the salt spray test is completed, and the corrosion area is calculated using image analysis software to represent the percentage of the area of ​​the corroded area to the total area of ​​the docking area. Refer to Table 4.

[0042] Table 4:

[0043] Table 4 shows that after 1000 hours of neutral salt spray testing, all three experimental groups exhibited excellent corrosion resistance. Specifically, experimental group 2 showed lower aging cracking rate of the 303 sealing strip and lower corrosion area ratio at the frame mating zone, indicating better overall corrosion resistance. Experimental group 1 showed slightly better corrosion resistance than experimental group 3, suggesting that a lower boss height ratio helps reduce long-term stress concentration on the sealant and improves sealing stability. Although experimental group 3 had strong water-blocking ability, its larger boss height led to slightly increased sealant aging under long-term stress, although its corrosion area ratio was still significantly lower than the control group. Control groups 1 and 2 both showed significant aging and corrosion, indicating that the synergistic effect of sealing and corrosion prevention decreased significantly beyond the optimal ratio range.

[0044] The experimental results in Tables 2, 3, and 4 show that when the three ratios are within the preferred ranges of H2 / H1 = 0.3–0.5, K2 / K1 = 0.7–0.9, and K1 / H1 = 1.5–2.2, the sealing and positioning component 300 can simultaneously achieve positioning accuracy, water-blocking performance, and corrosion resistance. Specifically, experimental group 2 (median ratio) exhibits optimal or near-optimal comprehensive performance in multiple indicators such as positioning, sealing, and corrosion resistance; experimental group 1 shows better long-term corrosion stability; and experimental group 3 shows better water-blocking performance. This indicates that the ratio range defined in this invention is not an optimization of a single indicator, but rather a comprehensive balance between positioning, sealing, water blocking, and corrosion prevention. When the ratio exceeds this range, the control groups all exhibit problems such as decreased positioning accuracy, increased water seepage rate, and intensified corrosion, making it difficult to meet the requirements for long-term stable use of special unmanned vehicles in harsh environments. Therefore, the above ratio range can effectively achieve synergistic optimization of positioning, reliable sealing, and long-term corrosion resistance for the first frame 100 and the second frame 200.

[0045] Further analysis suggests that the three sets of proportional parameters are not independent of each other, but rather constitute a synergistic dimensional system for the sealing and positioning assembly 300. Specifically, H2 / H1 primarily affects the length of the water-blocking path and the liquid barrier capability; K2 / K1 primarily affects the pressure state and sealing continuity of the sealing strip 303; and K1 / H1 primarily affects the positioning support stiffness and assembly accuracy. These three parameters are mutually restrictive and work together: optimizing only one ratio while the other two exceed their optimal range will still lead to a decrease in positioning, sealing, or water-blocking performance. Therefore, this invention achieves synergistic dimensional matching by limiting the above three sets of proportional relationships, enabling optimal positioning accuracy, sealing reliability, and corrosion resistance simultaneously, rather than relying on the optimization of a single dimensional parameter.

[0046] Example 2

[0047] See Figures 1-6 This is the second embodiment of the present invention, and the structural details of the integral anti-corrosion unmanned vehicle are described in detail one by one.

[0048] Meanwhile, on the horizontal projection surface, the projection area of ​​the placement area 301b is set close to the outer contour of the second frame 200, so that the contact area of ​​the sealing strip 303 is far away from the inside of the frame and matches the water blocking direction of the secondary water blocking boss 302, so as to avoid water directly contacting the sealing strip 303, delaying the aging of the sealing strip 303, and improving the sealing durability.

[0049] The corner connecting the secondary water-retaining boss 302 and the primary positioning boss 301 is machined into a rounded chamfer 302a. The radius of the rounded chamfer 302a is 0.4 to 0.6 times the second height H2 of the secondary water-retaining boss 302. The rounded chamfer 302a replaces the traditional right-angle corner. The smooth rounded structure will not squeeze or scratch the sealing strip 303, effectively extending the service life of the sealing strip 303 and further improving the water-retaining sealing effect.

[0050] A sealing strip 303 is affixed to the placement area 301b. The sealing strip 303 is an elastic, weather-resistant strip, and its shape matches the placement area 301b to achieve a full seal. The upper end of the sealing strip 303 is covered by a rounded chamfer 302a, and the extension length of the sealing strip 303 along the second height H2 direction of the secondary water-retaining boss 302 extends to the end of the secondary water-retaining boss 302 away from the primary positioning boss 301. The sealing strip 303 is fully fitted to the placement area 301b, achieving a basic seal at the mating surface of the first frame 100 and the second frame 200. At the same time, the sealing strip 303 covering the rounded chamfer 302a forms continuous protection of water blocking and sealing.

[0051] The unmanned vehicle also includes reinforced wall panel assemblies 400, which are distributed on the wall panels of the first frame 100 and the second frame 200 to reinforce the structure of the first frame 100 and the second frame 200. The reinforced wall panel assemblies 400 include a skin 401, multiple reinforcing ribs 402, and a foam core 403. The skin 401 covers the outer surface of the first frame 100 and the second frame 200. The multiple reinforcing ribs 402 are integrally formed on the first frame 100 and the second frame 200, forming a receiving space between the reinforcing ribs 402 and the skin 401. The foam core 403 is disposed in the receiving space between the skin 401 and the reinforcing ribs 402. The multiple reinforcing ribs 402 are arranged crisscrossingly along the load direction of the first frame 100 or the second frame 200 to form a mesh-like reinforcing rib skeleton. The crisscrossing reinforcing ribs 402 further enhance the overall mechanical properties of the first frame 100 and the second frame 200, meeting the load-bearing and impact resistance requirements of the unmanned vehicle. The filling of the foam core 403 ensures gapless frame panels, and together with the skin 401, forms a sealed skeleton, strengthening the overall sealing of the first frame 100 and the second frame 200, achieving a synergy between mechanical load-bearing and sealing / corrosion protection. In this embodiment, the reinforcing ribs 402 can be integrally molded or prefabricated and simultaneously laid up and cured with the frame. Preferably, they are molded simultaneously with the first frame 100 and the second frame 200, forming a continuous integral structure with the frame body to reduce interface bonding defects and improve overall structural strength and corrosion resistance. The skin 401 can be made of any of the reinforcing materials selected from glass fiber cloth, carbon fiber cloth, or basalt fiber cloth, forming a composite material outer layer after resin impregnation. In this embodiment, biaxial glass fiber cloth is preferred.

[0052] Example 3

[0053] See Figures 1-6 This is the third embodiment of the present invention, which provides a manufacturing process for an integrated corrosion-resistant unmanned vehicle. Based on the structures of Embodiments 1 and 2, this manufacturing process for the integrated corrosion-resistant unmanned vehicle achieves integrated molding and assembly of the unmanned vehicle.

[0054] The frame is integrally molded: the sealing and positioning component 300 can be formed using any one of PVC closed-cell foam, PET closed-cell foam, PMI foam, or high-density polyurethane foam. In this embodiment, PVC closed-cell foam is preferred, and its density is preferably 60-120 kg / m³. The first frame 100 and the second frame 200 are preferably integrally molded using glass fiber reinforced resin composite material. The resin system can be any one of epoxy resin, vinyl ester resin, or unsaturated polyester resin. In this embodiment, vinyl ester resin is preferred. First, according to the structural dimensions of the sealing and positioning component 300, the PVC closed-cell foam is processed using CNC cutting equipment to form a primary positioning boss 301 and a secondary water-blocking boss 302. Subsequently, the cut sealing and positioning component 300 is sequentially laid up and assembled with the skin 401 and the foam core 403, and the resin impregnation is completed using a vacuum-assisted resin infusion molding process (VARTM). Specifically, the fiber preform after layup is placed in a rigid mold, and then covered with a release cloth, a flow guide net, and a vacuum bag film in sequence. A sealed vacuum cavity is formed using sealing tape. The vacuum system is activated to evacuate the vacuum to -0.090 to -0.098 MPa and maintain it for 10 to 20 minutes to remove air and volatile gases from the layup structure. After confirming that the vacuum leakage rate is less than 3 kPa / 10 minutes, the pre-degassed resin system is slowly introduced through the resin inlet. The resin viscosity is preferably controlled at 200 to 600 mPa·s, and the introduction speed is controlled at 0.2 to 0.8 L / min, so that the resin evenly wets the interface between the glass fiber layer and the foam core 403 along the flow guide net.

[0055] After resin impregnation, pre-curing is performed at 60–80°C for 1–2 hours to allow the resin system to reach a gel state and complete preliminary shaping. Then, the temperature is raised to 120–140°C (depending on the selected resin system) for final curing for 3–4 hours to fully cross-link and cure the resin, thereby forming the integral second frame 200 and integrating the sealing and positioning component 300 with the second frame 200 into a single structure. Specifically, after resin impregnation, pre-curing is performed at 60–80°C for 1–2 hours to allow the resin system to reach a gel state and fix the fiber layup position. Then, the temperature is raised to 120–140°C at a rate of 1–3°C / min for final curing for 3–4 hours to fully cross-link and cure the resin. After final curing, the temperature is naturally cooled to below 40°C before demolding to reduce internal stress and dimensional deformation caused by excessive temperature differences.

[0056] Pre-treatment of sealing positioning component 300: A primer is evenly applied to the placement area 301b of the primary positioning boss 301 of the second frame 200 to improve the fit between the sealing strip 303 and the placement area 301b. Then, the sealing strip 303 is embedded into the placement area 301b to ensure that the sealing strip 303 and the placement area 301b are fully fitted. Then, an anti-corrosion and waterproof coating is evenly applied to the rounded chamfer 302a of the secondary water-blocking boss 302 to enhance the anti-corrosion capability at the corner.

[0057] Frame docking assembly: The bottom surface of the first frame 100 is provided with a stepped groove that matches the primary positioning boss 301. The stepped groove at the lower end of the first frame 100 is engaged and positioned with the primary positioning boss 301 at the upper end of the second frame 200 to ensure the docking accuracy of the first frame 100 and the second frame 200. Before this, the mating surfaces of the first frame 100 and the second frame 200 are coated with a two-component polyurethane sealant in a gradient manner. During the coating, the sealant thickness at the edge of the mating surface is 2~3mm, and gradually changes to 0.5~1mm towards the inside of the mating surfaces of the first frame 100 and the second frame 200, thus completing the sealed assembly of the first frame 100 and the second frame 200. Before the first frame 100 and the second frame 200 are snapped together, a two-component polyurethane sealant is continuously applied along the bonding surface using an automatic dispensing device. Then, a wedge-shaped scraper is used to move along the bonding surface, creating a sealant layer that gradually thins from the edge to the inner side. The thickness of the sealant layer at the edge is controlled at 2–3 mm, transitioning continuously to 0.5–1 mm towards the inner side, with a continuous and gradual thickness change without obvious steps. After the sealant is applied, a hydraulic pressing fixture is used to press and fix the first frame 100 and the second frame 200 together, maintaining a pressing pressure of 0.3–0.5 MPa until the sealant has initially cured.

[0058] Specifically, after the first frame 100 and the second frame 200 are positioned, they are pressed together using a symmetrical, step-by-step loading method. Preferably, the loading is completed in three stages. The first loading is applied to 30%–40% of the target pressure and held for 2–5 minutes to allow the sealant to flow fully and fill the tiny gaps. The second loading is applied to 70%–80% of the target pressure and held for 5–10 minutes to make the sealant layer thickness more uniform. Finally, the pressure is applied to 0.3–0.5 MPa and held until the sealant has initially cured, thereby reducing local stress concentration and improving the uniformity of the sealant layer and long-term sealing reliability.

[0059] After cutting the foam blocks and before laying the foam core 403 and skin 401, a pretreatment process for the foam blocks and foam core 403 is added. The foam core 403 and the cut foam blocks are placed in a hot air drying equipment and dried at a temperature of 80~90℃ for 2~3 hours. After drying, the moisture content of the foam core 403 and foam blocks is tested to ensure that the moisture content is controlled below 0.5%. After drying, a layer of adhesive film is evenly coated on the bonding surface of the foam core 403 and skin 401 by scraping. The thickness of the adhesive film is strictly controlled to be 0.1~0.2mm. After the adhesive film is coated, the laying operation of skin 401 and foam core 403 is carried out. Hot air drying removes moisture from the foam block and foam core 403, preventing moisture from expanding and forming bubbles during subsequent curing, which could cause pores in the frame panel and affect the sealing and corrosion protection effect. Applying a film of a limited thickness to the bonding surface improves the bonding tightness between the foam core 403 and the skin 401, further enhancing the sealing and structural stability of the reinforced panel assembly 400, while avoiding material waste and structural layer thickness deviation caused by excessively thick film.

[0060] When applying primer to the placement area 301b of the primary positioning boss 301 of the second frame 200, polyurethane primer is selected as the primer and applied evenly by spraying. The coating thickness is controlled at 0.05~0.1mm. After the primer is applied, it is left to stand for 10~15 minutes under normal temperature and pressure until the primer reaches the surface dry state. Then, the sealing strip 303 is precisely embedded into the placement area 301b. When applying anti-corrosion and waterproof coating to the rounded chamfer 302a of the secondary water-retaining boss 302, polyurea waterproof coating is selected and applied evenly by brushing along the arc surface of the rounded chamfer 302a. The coating thickness is 0.2~0.3mm, and it is ensured that the waterproof coating covers the surface of the rounded chamfer 302a without any missed coating or exposed substrate. Using a polyurethane primer can improve the bonding strength between the sealing strip 303 and the placement area 301b, preventing the sealing strip 303 from falling off during use. Embedding the sealing strip 303 after it is surface dry can prevent impurities from sticking to the primer and affecting the bonding effect. The polyurea waterproof coating has excellent corrosion resistance and weather resistance. The coating method covering the rounded corner 302a can protect the corner area that is prone to water accumulation and corrosion, preventing water and corrosive media from entering from the corner and extending the corrosion protection life of the sealing positioning component 300.

[0061] Before the first frame 100 and the second frame 200 are snapped together and positioned, the mating surfaces are cleaned. Then, an automatic dispensing device is used to apply sealant, and a wedge-shaped scraper is used to shape the gradient adhesive layer. After application, a pressing fixture is immediately used to press and fix the entire assembly, ensuring the sealant fully fills the tiny gaps between the mating surfaces. After pressing, a pressure of 0.3–0.5 MPa is maintained, and the mixture is cured at room temperature for 24–48 hours. The sealant used is a two-component polyurethane sealant. Before application, the A and B components are thoroughly mixed in a 1:1 mass ratio to ensure uniform mixing. After application, the sealant is allowed to cure naturally at room temperature for 24–48 hours. During curing, the ambient humidity is strictly controlled at 40–60% to avoid excessively high or low humidity affecting the curing effect of the sealant. Applying sealant before pressurization ensures it fully fills the tiny gaps in the mating surfaces, achieving a seamless seal and improving the sealing effect at the frame joint. Mixing the two-component polyurethane sealant in a 1:1 mass ratio guarantees its bonding strength and corrosion resistance after curing. Limiting the ambient humidity and time during curing allows the sealant to fully cure, preventing cracking and peeling caused by incomplete curing, and ensuring the durability and stability of the seal at the frame joint.

[0062] The secondary curing gradient molding process is adopted to make the sealing positioning component 300 and the second frame 200 integrally molded, avoiding gaps in the splicing structure and improving the overall sealing performance and structural stability. The pretreatment of the base adhesive, the application of anti-corrosion and waterproof coating, and the gradient coating process of the sealant at the vehicle body joint of the sealing positioning component 300 ensure the fit and sealing integrity of each sealing part.

[0063] To facilitate understanding of the technical solution of this invention, its working principle is explained in detail below: After assembly, the integrated anti-corrosion unmanned vehicle of the present invention achieves precise positioning and sealing connection between the first frame 100 and the second frame 200 through the sealing and positioning component 300. The primary positioning boss 301 ensures the docking accuracy of the two frames, and the secondary water-blocking boss 302 blocks water on the surface of the vehicle body in stages. Together with the sealing strip 303 covering the rounded chamfer 302a, the first layer of sealing protection is formed to prevent water from entering from the docking gap. The longitudinal and transverse reinforcing ribs 402 of the stiffened wall panel component 400 provide load-bearing and impact resistance to the vehicle body, while forming a mesh skeleton. Together with the gap filling of the foam core 403, the gapless sealing of the vehicle body wall panel is achieved, which together improves the overall anti-corrosion performance.

[0064] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An integrated corrosion-resistant unmanned vehicle, characterized in that, include: The second frame (200) is located below the first frame (100); A sealing positioning assembly (300) includes a primary positioning boss (301) and a secondary water-blocking boss (302). The primary positioning boss (301) is disposed on the second frame (200), and the secondary water-blocking boss (302) is disposed on the connecting end (301a) of the primary positioning boss (301). The connecting end (301a) is used to contact the first frame (100). The second height (H2) of the secondary water-blocking boss (302) is 0.3 to 0.5 times the first height (H1) of the primary positioning boss (301); the connecting end (301a) is provided with a placement area (301b), the second width (K2) of the placement area (301b) is 0.7 to 0.9 times the first width (K1) of the primary positioning boss (301); the first width (K1) of the primary positioning boss (301) is 1.5 to 2.2 times the first height (H1) of the primary positioning boss (301); The corner connecting the secondary water-blocking boss (302) and the primary positioning boss (301) is a rounded chamfer (302a), and the radius of the rounded chamfer (302a) is 0.4 to 0.6 times the second height (H2) of the secondary water-blocking boss (302). A sealing strip (303) is provided on the placement area (301b), the sealing strip (303) is in contact with the placement area (301b), the sealing strip (303) covers the rounded chamfer (302a) and extends at most to the top of the secondary water-blocking boss (302).

2. The integrated corrosion-resistant unmanned vehicle as described in claim 1, characterized in that, On the horizontal projection plane, the projection area of ​​the placement area (301b) is set close to the outer contour of the second frame (200).

3. The integrated corrosion-resistant unmanned vehicle as described in claim 2, characterized in that, It also includes a stiffened wall panel assembly (400), which is provided on both the first frame (100) and the second frame (200).

4. The integrated corrosion-resistant unmanned vehicle as described in claim 3, characterized in that, The reinforced wall panel assembly (400) includes a plurality of reinforcing ribs (402) disposed on the first frame (100) and the second frame (200), a skin (401) disposed on the outer surface of the first frame (100) and the second frame (200), and a foam core (403) filled between the skin (401) and the reinforcing ribs (402).

5. A manufacturing process for producing the integrated corrosion-resistant unmanned vehicle as described in any one of claims 1 to 4, characterized in that, include: The foam block is cut into the shape of a primary positioning boss (301) and a secondary water-blocking boss (302). After the sealing positioning component (300), skin (401) and foam core (403) are laid in sequence, the foam block is pre-cured at 60~80℃ for 1~2 hours and then the temperature is raised to 120~140℃ for final curing for 3~4 hours to obtain a second frame (200) with sealing positioning component (300). A base coat is applied to the placement area (301b) of the primary positioning boss (301) of the second frame (200), a sealing strip (303) is embedded in the placement area (301b), and an anti-corrosion and waterproof coating is applied to the rounded chamfer (302a) of the secondary water-blocking boss (302). Before the first frame (100) and the second frame (200) are snapped together and positioned, the mating surfaces of the first frame (100) and the second frame (200) are coated with sealant in a gradient manner, with the edge thickness being 2~3mm and the inner side gradually decreasing to 0.5~1mm.

6. The integrated anti-corrosion unmanned vehicle manufacturing process as described in claim 5, characterized in that, The foam core (403) and the cut foam blocks are dried with hot air at 80~90℃ for 2~3 hours before laying. The moisture content of the dried foam core (403) is below 0.5%. When laying, the bonding surface of the foam core (403) and the skin (401) is uniformly coated with a layer of adhesive film with a thickness of 0.1~0.2mm.

7. The integrated anti-corrosion unmanned vehicle manufacturing process as described in claim 5 or 6, characterized in that, The primer is a polyurethane primer with a coating thickness of 0.05~0.1mm. After coating, it is left to stand at room temperature for 10~15 minutes until the primer is surface dry, and then the sealing strip (303) is embedded. The anti-corrosion and waterproof coating is a polyurea waterproof coating. When coating, it is uniformly coated along the arc surface of the rounded chamfer (302a) with a coating thickness of 0.2~0.3mm, and covers the entire surface of the rounded chamfer (302a).

8. The integrated anti-corrosion unmanned vehicle manufacturing process as described in claim 5 or 6, characterized in that, After the first frame (100) and the second frame (200) are snapped together and positioned, they are pressed and fixed with a pressing force of 0.3~0.5MPa. The sealant is a two-component polyurethane sealant, with the components mixed in a mass ratio of 1:

1. After coating, it is cured at room temperature for 24~48h, and the ambient humidity is maintained at 40~60% during the curing process.

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