A vehicle body side assembly, a vehicle body frame, and a vehicle

Abstract

The application is suitable for the field of automobile manufacturing technology, and provides a vehicle body side wall assembly, a vehicle body frame and a vehicle. The vehicle body side wall assembly comprises a side wall outer plate, a metal reinforcing assembly and a side wall inner plate assembly. The side wall outer plate is an integral non-metal structure, and comprises a first closed loop frame structure and a column outer plate. The column outer plate is located in an area surrounded by the first closed loop frame structure, and two ends of the column outer plate are connected with the first closed loop frame structure. The metal reinforcing assembly comprises a second closed loop frame structure and a column reinforcing structure. The column reinforcing structure is located in an area surrounded by the second closed loop frame structure, and two ends of the column reinforcing structure are connected with the second closed loop frame structure. The metal reinforcing assembly is arranged on the inner side of the side wall outer plate and connected with the side wall outer plate. The side wall inner plate assembly is a non-metal structure, arranged on the inner side of the metal reinforcing assembly and covering at least a part of the metal reinforcing assembly.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a vehicle body side panel assembly, a vehicle body frame, and a vehicle. Background Technology

[0002] With the continuous development of automotive technology, the requirements for vehicle lightweighting are becoming increasingly stringent, and the vehicle body frame is an important part affecting the lightweighting process. Therefore, this application is hereby submitted. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a vehicle side panel assembly, a vehicle frame, and a vehicle, which helps to reduce the weight of the vehicle side panel assembly and further improves its side impact resistance performance.

[0004] In a first aspect, embodiments of this application provide a vehicle side panel assembly, including:

[0005] The side panel is an integral non-metallic structure. The side panel includes a first closed-loop frame structure and a column panel. The column panel is located within the area enclosed by the first closed-loop frame structure, and both ends of the column panel are connected to the first closed-loop frame structure.

[0006] The metal reinforcement component includes a second closed-loop frame structure and a column reinforcement structure. The column reinforcement structure is located within the area enclosed by the second closed-loop frame structure, and both ends of the column reinforcement structure are connected to the second closed-loop frame structure. The metal reinforcement component is disposed on the inner side of the side panel and connected to the side panel.

[0007] The inner side panel assembly is a non-metallic structure, disposed inside the metal reinforcing assembly, and covers at least a portion of the metal reinforcing assembly.

[0008] In the aforementioned technical solution, the side panel is designed as a one-piece non-metallic structure. This one-piece structure helps reduce the number of parts and the assembly between them, thus contributing to weight reduction in the vehicle side panel assembly. The seamless design reduces stress concentration points, improving the overall strength and rigidity of the side panel and enhancing the collision resistance of the vehicle side panel assembly. Simultaneously, metal reinforcement components are used to strengthen the side panel, and the inner side panel assembly further reinforces at least a portion of these metal reinforcement components, further enhancing the mechanical properties of the vehicle side panel assembly and thus improving its side impact resistance. Moreover, both the first and second closed-loop frame structures are closed-loop frame structures, which helps strengthen the vehicle's torsional rigidity.

[0009] In some implementation schemes, the first closed-loop frame structure includes an upper side beam outer plate, a front connecting outer plate, a sill beam outer plate, and a rear connecting outer plate connected in sequence, and the second closed-loop frame structure includes an upper side beam reinforcing structure, a front reinforcing structure, a sill beam reinforcing structure, and a rear reinforcing structure connected in sequence.

[0010] The inner side panel assembly covers at least one of the upper beam reinforcement structure, the column reinforcement structure, and the rear reinforcement structure.

[0011] In the above technical solution, the two ends of the pillar outer panel are connected to the upper side beam outer panel and the sill beam outer panel, respectively, and the two ends of the pillar reinforcement structure are connected to the upper side beam reinforcement structure and the sill beam reinforcement structure, respectively. The side panel assembly can reinforce at least one of the upper side beam reinforcement structure, the pillar reinforcement structure, and the rear reinforcement structure, thereby further increasing the mechanical performance of the local structure of the vehicle body side panel assembly.

[0012] In some implementations, at least one of the upper beam reinforcement structure, the front reinforcement structure, the sill beam reinforcement structure, the rear reinforcement structure, and the column reinforcement structure comprises an aluminum pultruded tube.

[0013] In the above technical solution, aluminum pultruded tubes are aluminum tubes produced through the pultrusion process. They have high strength and can withstand large mechanical loads. Moreover, aluminum pultruded tubes have high rigidity, which can reduce deformation under stress. In addition, aluminum has a low density, which helps to reduce the weight of the body side components compared to traditional steel bodies.

[0014] In some implementations, the maximum dimension of the aluminum pultruded tube along the left-right direction of the vehicle body is 50mm to 80mm.

[0015] In the above technical solution, by limiting the maximum size of the aluminum pultruded tube in the left and right directions of the vehicle body within this range, the mechanical properties of the aluminum pultruded tube are kept within a suitable range to strengthen the side panel.

[0016] In some implementations, the second closed-loop frame structure includes at least one aluminum connector;

[0017] Of the upper beam reinforcement structure, the front reinforcement structure, the sill beam reinforcement structure, and the rear reinforcement structure, at least two of the connections are made using aluminum joints; and / or, the connection between the column reinforcement structure and the second closed-loop frame structure is made using aluminum joints.

[0018] In the above technical solution, the aluminum connector is lightweight and strong, which helps to improve the connection performance while reducing the weight of the metal reinforcement components.

[0019] In some embodiments, the surface of the aluminum joint is formed with multiple aluminum reinforcing ribs;

[0020] And / or, the aluminum connector is formed with a cavity for embedding the aluminum pultruded tube;

[0021] And / or, the maximum dimension of the aluminum connector in the horizontal projection along the left-right direction of the vehicle body is 70mm to 120mm.

[0022] In the above technical solution, the aluminum reinforcing ribs enhance the mechanical properties of the aluminum joint, thus improving the mechanical performance of the metal reinforcing assembly. The cavity facilitates the insertion of the aluminum pultruded tube, enabling the connection between the pultruded tube and the aluminum joint, which helps improve the connection stability of the aluminum pultruded tube and the aluminum joint, thereby enhancing the overall connection stability of the metal reinforcing assembly. By controlling the size of the aluminum joint in the left-right direction of the vehicle body within the range of 70mm to 120mm, the aluminum joint can achieve the connection between various components.

[0023] In some implementations, the side panel is formed by molding a non-metallic sheet.

[0024] In the above technical solution, molding can more accurately guarantee the shape and dimensional accuracy of the side panel, so as to ensure the mechanical properties and structural integrity of the side panel as much as possible.

[0025] In some embodiments, the non-metallic sheet includes a composite material sheet comprising a multilayer continuous fiber composite material layer laid in layers.

[0026] In the above technical solution, continuous fiber composite materials have high strength, high stiffness and lightweight characteristics, which helps to improve the structural performance of the side panel while reducing the weight of the side panel.

[0027] In some embodiments, the continuous fiber composite material layer includes continuous fibers and a thermoplastic resin matrix, the non-metallic sheet includes a thermoplastic resin layer, the thermoplastic resin layer covers the outer surface of the composite material sheet, and forms the appearance surface of the side panel.

[0028] In the above technical solution, the thermoplastic resin layer can provide some shielding for the continuous fibers in the composite material sheet, which helps to improve the surface quality of the side panel.

[0029] In some embodiments, the non-metallic sheet includes an adhesive layer located between the composite material sheet and the thermoplastic resin layer.

[0030] In the above technical solution, the adhesive layer is used to bond the composite material sheet and the thermoplastic resin layer. The adhesive fixing method helps to keep the relative position between the composite material sheet and the thermoplastic resin layer fixed, reducing the risk of continuous fiber exposure caused by displacement between the composite material sheet and the thermoplastic resin layer.

[0031] In some embodiments, the continuous fiber composite layer of the composite material sheet comprises 30 to 80 parts by weight of long glass fibers and 20 to 70 parts by weight of polypropylene.

[0032] In the above technical solution, by controlling the content of long glass fibers and polypropylene within a reasonable range, it is possible to avoid continuous fiber leakage and insufficient elongation at break caused by excessively high long glass fiber content and excessively low polypropylene content. Conversely, it is also possible to avoid insufficient composite material strength, insufficient elongation at break, or excessive water absorption caused by excessively low long glass fiber content and excessively high polypropylene content. This achieves a relatively balanced state between the content of long glass fibers and polypropylene, making the composite material suitable for manufacturing side panel outer panels. Furthermore, polypropylene has good flowability and gloss, making it suitable for manufacturing exterior parts.

[0033] In some embodiments, the side panel assembly includes an inner side panel formed by lamination of a multilayer continuous fiber composite material.

[0034] In the above technical solutions, continuous fiber composite materials possess high strength, high stiffness, and lightweight properties, which help to improve the structural performance of the inner side panel while simultaneously reducing its weight. Molding using a molding process can accurately guarantee the shape and dimensional precision of the inner side panel, thereby ensuring its mechanical properties and structural integrity as much as possible.

[0035] In some embodiments, the continuous fiber composite layer of the inner side panel comprises 30 to 80 parts by weight of long glass fibers and 20 to 70 parts by weight of a thermoplastic resin matrix, wherein the thermoplastic resin matrix comprises at least one of polypropylene and polyamide.

[0036] In the above technical solution, by controlling the content of long glass fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation of continuous fiber leakage and insufficient elongation at break caused by excessively high content of long glass fiber and excessively low content of thermoplastic resin matrix. It is also possible to avoid the situation of insufficient strength, insufficient elongation at break or excessive water absorption of composite material caused by excessively low content of long glass fiber and excessively high content of thermoplastic resin matrix. In other words, the content of long glass fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of composite material is suitable for making side panel inner panel.

[0037] In some implementations, the side panel assembly includes an inner side panel and a first reinforcing rib assembly, the first reinforcing rib assembly being injection molded onto the surface of the inner side panel.

[0038] In the above technical solution, the use of the first reinforcing rib assembly to strengthen the inner side panel helps to improve the mechanical properties of the inner side panel assembly.

[0039] In some embodiments, the thickness of the first reinforcing rib assembly protruding from the surface of the inner side panel is 30 mm to 50 mm; and / or, the wall thickness of the first reinforcing rib assembly is 1 mm to 2 mm.

[0040] In the above technical solution, by controlling the thickness of the first reinforcing rib assembly protruding from the surface of the inner side panel to within the range of 30mm to 50mm, the first reinforcing rib assembly has sufficient strength and rigidity to meet the mechanical performance requirements of the inner side panel assembly. By controlling the wall thickness of the first reinforcing rib assembly to within the range of 1mm to 2mm, the first reinforcing rib assembly has sufficient strength and rigidity to meet the mechanical performance requirements of the inner side panel assembly.

[0041] In some embodiments, the metal reinforcement assembly and / or the side panel assembly are formed with a mounting structure for connecting components outside the vehicle body side panel assembly.

[0042] In the above technical solution, there is no need to set up separate components with installation functions. At the same time, the number of components and the assembly between components can be reduced, which helps to achieve lightweighting of the vehicle body side structure and improve manufacturing efficiency.

[0043] Secondly, embodiments of this application provide a vehicle frame, comprising:

[0044] At least one top crossbeam assembly;

[0045] Two vehicle side panel assemblies according to any embodiment of this application, wherein the top crossbeam assembly connects the top ends of the two vehicle side panel assemblies.

[0046] In the above technical solution, by adopting the vehicle side panel component provided in the embodiments of this application, it is helpful to improve the collision resistance performance of the vehicle frame while realizing the lightweight design of the vehicle frame.

[0047] In some implementations, the top crossbeam assembly is a non-metallic structure.

[0048] In the above technical solution, by making the top crossbeam assembly a non-metallic structure, it helps to further reduce the weight of the vehicle frame and further promote the lightweight design of the vehicle body.

[0049] In some embodiments, the top crossbeam assembly includes a top crossbeam formed by lamination of multiple layers of continuous fiber composite material.

[0050] In the above technical solutions, continuous fiber composite materials possess high strength, high stiffness, and lightweight properties, which help to reduce the weight of the top crossbeam while improving its structural performance. Molding using a compression molding process can accurately guarantee the shape and dimensional precision of the top crossbeam, thereby ensuring its mechanical properties and structural integrity as much as possible.

[0051] In some embodiments, the continuous fiber composite layer of the top crossbeam comprises 30 to 80 parts by weight of long glass fibers and 20 to 70 parts by weight of a thermoplastic resin matrix, wherein the thermoplastic resin matrix comprises at least one of polypropylene and polyamide.

[0052] In the above technical solution, by controlling the content of long glass fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation of continuous fiber leakage and insufficient elongation at break caused by excessively high content of long glass fiber and excessively low content of thermoplastic resin matrix. It is also possible to avoid the situation of insufficient strength, insufficient elongation at break or excessive water absorption of composite material caused by excessively low content of long glass fiber and excessively high content of thermoplastic resin matrix. In other words, the content of long glass fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of composite material is suitable for making top crossbeams.

[0053] In some embodiments, the top crossbeam assembly includes a top crossbeam and a second reinforcing rib assembly, the second reinforcing rib assembly being injection molded onto the surface of the top crossbeam.

[0054] In the above technical solution, the use of the second reinforcing rib assembly to strengthen the top crossbeam helps to improve the mechanical properties of the top crossbeam assembly.

[0055] In some embodiments, the vehicle frame includes a taillight mounting assembly connected to the rear end of the vehicle side panel assembly, the taillight mounting assembly being a non-metallic structure.

[0056] In the above technical solution, by making the taillight mounting assembly a non-metallic structure, it helps to further reduce the weight of the body frame and further promote the lightweight design of the body.

[0057] In some embodiments, the taillight mounting assembly comprises 30 to 80 parts by weight of long glass fiber and 20 to 70 parts by weight of polypropylene;

[0058] And / or, the number of taillight mounting assemblies is two, the two taillight mounting assemblies are respectively connected to the rear ends of the two body side panels, the body frame includes a rear panel assembly, the rear panel assembly is connected to the two taillight mounting assemblies, and the rear panel assembly is a non-metallic structure.

[0059] In the above technical solution, by controlling the content of long glass fiber and polypropylene within a reasonable range, it is possible to avoid the problems of continuous fiber leakage and insufficient elongation at break caused by excessively high long glass fiber content and excessively low polypropylene content. Conversely, it is also possible to avoid the problems of insufficient composite material strength, insufficient elongation at break, or excessive water absorption caused by excessively low long glass fiber content and excessively high polypropylene content. This achieves a relatively balanced state between the content of long glass fiber and polypropylene, making the composite material sheet suitable for manufacturing the taillight assembly. Furthermore, since a portion of the taillight assembly needs to be exposed on the exterior of the vehicle body as an exterior component, polypropylene has good flowability and gloss, making it suitable for manufacturing exterior components. By making the rear bulkhead assembly a non-metallic structure, it helps to further reduce the weight of the vehicle frame, contributing to further lightweight vehicle body design.

[0060] In some embodiments, the vehicle frame includes a charging bracket assembly, wherein one of the side panel outer plates has an opening, the charging bracket assembly is disposed inside the side panel outer plate and exposed to the outside of the vehicle body through the opening, and the charging bracket assembly is a non-metallic structure.

[0061] In the above technical solution, by making the charging bracket assembly a non-metallic structure, it helps to further reduce the weight of the vehicle frame and further promote the lightweight design of the vehicle body.

[0062] Thirdly, embodiments of this application also provide a vehicle, including a chassis and a body frame as described in any embodiment of this application, wherein the body frame is disposed on the chassis. Employing the body frame of the aforementioned embodiments helps to achieve lightweight vehicle design.

[0063] In some implementations, the vehicle frame is detachably connected to the chassis;

[0064] And / or, the vehicle body frame and the chassis together enclose to form the passenger compartment of the vehicle, the vehicle including a battery, the casing of the battery forming the floor of the passenger compartment.

[0065] In the above technical solutions, the vehicle frame can be detachably connected to the chassis, improving the chassis's integration and making it compatible with various vehicle models. By integrating the battery into the passenger compartment floor, additional supports and connectors can be reduced, helping to reduce the overall vehicle weight and making more efficient use of the vehicle's interior space.

[0066] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0067] Figure 1 This is a schematic diagram of the structure of a vehicle frame provided in an embodiment of this application;

[0068] Figure 2 for Figure 1 A schematic diagram of the exploded structure shown;

[0069] Figure 3 for Figure 1 A schematic diagram of the exploded structure shown;

[0070] Figure 4 for Figure 1 A schematic diagram of the metal reinforcement component shown.

[0071] Explanation of reference numerals in the attached figures

[0072] 1. Body frame; 10. Body side panel assembly; 11. Side panel outer panel; 111. Column outer panel; 112. First closed-loop frame structure; 1121. Upper side beam outer panel; 1122. Front connecting outer panel; 1123. Sill beam outer panel; 1124. Rear connecting outer panel; 113. Opening; 12. Metal reinforcement assembly; 121. Column reinforcement structure; 122. Second closed-loop frame structure; 1221. Upper side beam reinforcement structure; 1222. Front reinforcement structure; 1223. Sill beam reinforcement structure; 1224. Rear... 1225 Aluminum pultruded tube; 12251 Tube body; 12252 Reinforcing sheet; 1226 Aluminum joint; 1227 Aluminum reinforcing rib; 13 Side inner panel assembly; 131 Side inner panel; 132 First reinforcing rib assembly; 20 Top crossbeam assembly; 21 Top crossbeam; 22 Second reinforcing rib assembly; 30 Taillight mounting assembly; 40 Rear assembly; 41 Rear panel; 42 Third reinforcing rib assembly; 50 Charging bracket assembly; 51 Charging bracket; 52 Fourth reinforcing rib assembly. Detailed Implementation

[0073] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0074] 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 application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion.

[0075] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" 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 and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0076] 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 application. 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.

[0077] In the description of the embodiments in this application, 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, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0078] In the description of the embodiments of this application, the technical terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0079] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0080] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0081] The following is a detailed description of this application.

[0082] With the continuous development of automotive technology, traditional steel-made car bodies have also revealed some drawbacks, such as excessive weight, susceptibility to rust, and high carbon emissions during production. The manufacturing process of steel car bodies requires stamping, welding, and painting, all of which involve significant investment in stamping, welding, and painting workshops, hindering cost reduction in automobile manufacturing. Furthermore, the weight of steel car bodies makes lightweight design of the entire vehicle less effective.

[0083] In view of this, in order to overcome at least some of the defects of steel car bodies, embodiments of this application provide a car body side panel assembly.

[0084] The vehicle body side panel assembly includes the outer side panel, the metal reinforcement assembly, and the inner side panel assembly.

[0085] The side panel is an integral non-metallic structure, which includes a first closed-loop frame structure and column panels. The column panels are located within the area enclosed by the first closed-loop frame structure, and both ends of the column panels are connected to the first closed-loop frame structure.

[0086] The metal reinforcement component includes a second closed-loop frame structure and a column reinforcement structure. The column reinforcement structure is located within the area enclosed by the second closed-loop frame structure, and both ends of the column reinforcement structure are connected to the second closed-loop frame structure. The metal reinforcement component is disposed on the inner side of the side panel and is connected to the side panel.

[0087] The inner side panel assembly is a non-metallic structure, located inside the metal reinforcement assembly, and covers at least a portion of the metal reinforcement assembly.

[0088] The vehicle side panel assembly provided in this application embodiment features an outer side panel that is a one-piece non-metallic structure. This one-piece non-metallic structure helps reduce the number of parts and the assembly between them, thus contributing to weight reduction in the vehicle side panel assembly. The seamless structure reduces stress concentration points, improving the overall strength and rigidity of the outer side panel and enhancing the collision resistance of the vehicle side panel assembly. Simultaneously, metal reinforcing components are used to strengthen the outer side panel, and at least a portion of these metal reinforcing components is reinforced by an inner side panel assembly, further enhancing the mechanical properties of the vehicle side panel assembly and thus improving its side impact resistance. Furthermore, both the first and second closed-loop frame structures are closed-loop frame structures, which helps to enhance the vehicle's torsional rigidity.

[0089] Specifically, please refer to Figure 2 and Figure 3 This application provides a vehicle body side panel assembly 10.

[0090] The vehicle body side panel assembly 10 includes an outer side panel 11, a metal reinforcement assembly 12, and an inner side panel assembly 13.

[0091] The side panel 11 is an integral non-metallic structure. The side panel 11 includes a first closed-loop frame structure 112 and a column panel 111. The column panel 111 is located in the area enclosed by the first closed-loop frame structure 112, and both ends of the column panel 111 are connected to the first closed-loop frame structure 112.

[0092] The metal reinforcement component 12 includes a second closed-loop frame structure 122 and a column reinforcement structure 121. The column reinforcement structure 121 is located within the area enclosed by the second closed-loop frame structure 122, and both ends of the column reinforcement structure 121 are connected to the second closed-loop frame structure 122. The metal reinforcement component 12 is disposed on the inner side of the side wall outer panel 11 and is connected to the side wall outer panel 11.

[0093] The inner side panel assembly 13 is a non-metallic structure, located inside the metal reinforcing assembly 12, and covers at least a portion of the metal reinforcing assembly 12.

[0094] It should be noted that the side panel 11 provided in this application embodiment serves as the exterior component of the vehicle frame 1 described below.

[0095] The vehicle side panel assembly 10 provided in this application embodiment features an outer side panel 11 as a one-piece non-metallic structure. This one-piece non-metallic structure helps reduce the number of parts and the assembly between them, thus contributing to weight reduction in the vehicle side panel assembly 10. The seamless structure reduces stress concentration points, improving the overall strength and rigidity of the outer side panel 11 and enhancing its collision resistance. Simultaneously, a metal reinforcing component 12 is used to strengthen the outer side panel 11 as a whole, and an inner side panel assembly 13 is used to reinforce at least a portion of the metal reinforcing component 12, further enhancing the mechanical properties of the vehicle side panel assembly 10 and thus improving its side impact resistance. Furthermore, both the first closed-loop frame structure 112 and the second closed-loop frame structure 122 are closed-loop frame structures, which helps enhance the vehicle's torsional rigidity.

[0096] For example, such as Figure 3 As shown, the first closed-loop frame structure 112 includes an upper side beam outer plate 1121, a front connecting outer plate 1122, a sill beam outer plate 1123, and a rear connecting outer plate 1124 connected in sequence. The second closed-loop frame structure 122 includes an upper side beam reinforcing structure 1221, a front reinforcing structure 1222, a sill beam reinforcing structure 1223, and a rear reinforcing structure 1224 connected in sequence. The side panel inner plate assembly 13 covers at least one of the upper side beam reinforcing structure 1221, the column reinforcing structure 121, and the rear reinforcing structure 1224. In this embodiment, the two ends of the column outer plate 111 are connected to the upper side beam outer plate 1121 and the sill beam outer plate 1123, respectively, and the two ends of the column reinforcing structure 121 are connected to the upper side beam reinforcing structure 1221 and the sill beam reinforcing structure 1223, respectively.

[0097] In this embodiment, the inner side panel assembly 13 can reinforce at least one of the upper beam reinforcement structure 1221, the pillar reinforcement structure 121, and the rear reinforcement structure 1224, thereby further increasing the mechanical properties of the local structure of the vehicle side panel assembly 10.

[0098] It should be noted that the side inner panel assembly 13 covers at least one of the upper beam reinforcement structure 1221, the column reinforcement structure 121, and the rear reinforcement structure 1224. Specifically, the side inner panel assembly 13 may cover only one of these three structures, or any two of them, or simultaneously cover all three. The coverage position of the side inner panel assembly 13 can be set according to actual needs.

[0099] It should be noted that the first closed-loop frame structure 112 includes the A-pillar outer panel of the vehicle, which is part of the upper side beam outer panel 1121. The first closed-loop frame structure 112 includes the C-pillar outer panel and / or D-pillar outer panel of the vehicle, which are part of the rear connecting outer panel 1124. The pillar outer panel 111 may be the B-pillar outer panel of the vehicle.

[0100] It should be noted that the second closed-loop frame structure 122 includes the vehicle's A-pillar reinforcement structure, which is part of the upper beam reinforcement structure 1221. The second closed-loop frame structure 122 also includes the vehicle's C-pillar and / or D-pillar reinforcement structures, which are part of the rear reinforcement structure 1224. The pillar reinforcement structure 121 may be the vehicle's B-pillar reinforcement structure.

[0101] In some embodiments, such as Figure 4 As shown, at least one of the upper beam reinforcement structure 1221, the front reinforcement structure 1222, the sill beam reinforcement structure 1223, the rear reinforcement structure 1224, and the pillar reinforcement structure 121 includes an aluminum pultruded tube 1225. That is, the metal reinforcement assembly 12 includes an aluminum pultruded tube 1225. The aluminum pultruded tube 1225 is an aluminum tube produced by the pultrusion process, possessing high strength and capable of withstanding large mechanical loads. Furthermore, the aluminum pultruded tube 1225 has high stiffness, reducing deformation under stress. Moreover, aluminum has a low density, which helps reduce the weight of the body side assembly 10 compared to traditional steel bodies.

[0102] For example, the maximum dimension of the aluminum pultruded tube 1225 in the left-right direction of the vehicle body is 50mm to 80mm. By limiting the maximum dimension of the aluminum pultruded tube 1225 in the left-right direction of the vehicle body to this range, the mechanical properties of the aluminum pultruded tube 1225 are within a suitable range to strengthen the side panel 11.

[0103] For example, the aluminum pultruded tube 1225 includes a tube body 12251 and a reinforcing sheet 12252 disposed within the tube body 12251. The tube body 12251 and the reinforcing sheet 12252 are integrally formed. The integral structure of the tube body 12251 and the reinforcing sheet 12252 helps to improve the overall structural strength and rigidity of the aluminum pultruded tube 12255, so that the tube body 12251 and the reinforcing sheet 12252 do not need to be assembled with other components, which helps to reduce the number of parts and reduce manufacturing costs.

[0104] It is understandable that the cross-sectional shape of the tube body 12251 is not limited. For example, the cross-section of the tube body 12251 can be triangular, quadrilateral, pentagonal, hexagonal, circular, elliptical, etc.

[0105] In the orthographic projection of the cross-section perpendicular to the extending direction of the pipe body 12251, the number and extending direction of the reinforcing fins 12252 are not limited either.

[0106] For example, the number of the reinforcing fins 12252 can be one. In the orthographic projection of the cross-section perpendicular to the extending direction of the pipe body 12251, one reinforcing fin 12252 can extend along the left-right direction of the vehicle body, or can extend along the first direction, and the first direction intersects with the left-right direction of the vehicle body. The first direction can be the up-down direction or the front-back direction of the vehicle body. In the embodiment where the cross-section of the pipe body 12251 is quadrilateral, the cross-section of the aluminum extrusion pipe 1225 can be generally in the shape of a Chinese character 'Ri'.

[0107] For example, the number of the reinforcing fins 12252 can be two. In the orthographic projection of the cross-section perpendicular to the extending direction of the pipe body 12251, one of the two reinforcing fins 12252 extends along the left-right direction of the vehicle body, and the other extends along the first direction, and the first direction intersects with the left-right direction of the vehicle body. The first direction can be the up-down direction or the front-back direction of the vehicle body. In the embodiment where the cross-section of the pipe body 12251 is quadrilateral, the cross-section of the aluminum extrusion pipe 1225 can be in the shape of a Chinese character 'Tian'.

[0108] The number of the reinforcing fins 12252 can also be three or more. The cross-section of the aluminum extrusion pipe 1225 can also be in the shapes of a six-grid, a nine-grid, etc.

[0109] It can be understood that the number of the reinforcing fins 12252 and the cross-section shape of the aluminum extrusion pipe 1225 can be set according to the performance requirements of each position of the vehicle body side panel assembly 10.

[0110] In some embodiments, please continue to refer to Figure 4 , the second closed-loop frame structure 122 includes at least one aluminum joint 1226, and at least two of the upper side beam reinforcing structure 1221, the front reinforcing structure 1222, the sill beam reinforcing structure 1223, and the rear reinforcing structure 1224 are connected by the aluminum joint 1226 at their connection parts. That is, each component in the second closed-loop frame structure 122 can be connected by the aluminum joint 1226. The aluminum joint 1226 is light in weight and high in strength, which helps to improve the connection performance while reducing the weight of the metal reinforcing component 12.

[0111] In some embodiments, the connection part between the column reinforcing structure 121 and the second closed-loop frame structure 122 is connected by the aluminum joint 1226. The aluminum joint 1226 is light in weight and high in strength, which helps to improve the connection performance while reducing the weight of the metal reinforcing component 12.

[0112] It can be understood that the connection manner between the aluminum joint and each component is not limited. For example, it can be threaded connection, welding, etc.

[0113] For example, the aluminum connector 1226 can be formed using a cast aluminum process.

[0114] In some embodiments, a plurality of aluminum reinforcing ribs 1227 are formed on the surface of the aluminum connector 1226. This strengthens the mechanical properties of the aluminum connector 1226 and helps to improve the mechanical properties of the metal reinforcing assembly 12.

[0115] For example, the wall thickness of the aluminum reinforcing rib 1227 is 3mm to 6mm. For instance, the wall thickness of the aluminum reinforcing rib 1227 can be 3mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, etc. By controlling the wall thickness of the aluminum reinforcing rib 1227 within this range, the aluminum reinforcing rib 1227 can have sufficient strength and rigidity to meet the mechanical performance requirements of the aluminum joint 1226.

[0116] In some embodiments, the aluminum connector 1226 has a cavity for inserting the aluminum pultruded tube 1225. This facilitates the insertion of the aluminum pultruded tube 1225 into the cavity, enabling the connection between the aluminum pultruded tube 1225 and the aluminum connector 1226. This helps improve the connection stability between the aluminum pultruded tube 1225 and the aluminum connector 1226, thereby enhancing the overall connection stability of the metal reinforcing assembly 12.

[0117] For example, the thickness of the cavity wall is 3mm to 5mm. For instance, the cavity wall thickness can be 3mm, 4mm, 4.5mm, 5mm, etc. This ensures that the mechanical properties of the aluminum connector 1226 meet the performance requirements of the metal reinforcing assembly 12.

[0118] In some embodiments, the maximum dimension of the aluminum connector 1226 in the horizontal projection along the left-right direction of the vehicle body is 70mm to 120mm. For example, the maximum dimension of the aluminum connector 1226 in the horizontal projection along the left-right direction of the vehicle body can be 70mm, 72mm, 75mm, 80mm, 86mm, 90mm, 95mm, 99mm, 100mm, 102mm, 106mm, 110mm, 115mm, 120mm, etc. By controlling the dimension of the aluminum connector 1226 along the left-right direction of the vehicle body within this range, the aluminum connector 1226 can achieve the connection between various components.

[0119] In some embodiments, the side panel 11 is formed by molding a non-metallic sheet. Molding can more accurately ensure the shape and dimensional accuracy of the side panel 11, thereby ensuring the mechanical properties and structural integrity of the side panel 11 as much as possible.

[0120] For example, the thickness of the side panel 11 is 1 mm to 3 mm. For instance, the thickness of the side panel 11 can be 1 mm, 1.2 mm, 1.4 mm, 1.5 mm, 1.6 mm, 1.7 mm, 1.8 mm, 2 mm, 2.4 mm, 2.5 mm, 2.8 mm, 3 mm, etc. By limiting the thickness of the side panel 11 to this range, the structural performance of the side panel 11 is kept within a suitable range.

[0121] In some embodiments, the non-metallic sheet includes a composite material sheet, which comprises a multilayer continuous fiber composite material layer laid in layers. The continuous fiber composite material has high strength, high stiffness, and lightweight properties, which helps to reduce the weight of the side panel 11 while improving its structural performance.

[0122] It is understandable that the laying angle of the multi-layer continuous fiber composite material layer is not limited, as long as the structural performance of the side panel 11 meets the requirements.

[0123] For example, the thickness of the continuous fiber composite layer is 0.2 mm to 0.3 mm. For instance, the thickness of the continuous fiber composite layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc.

[0124] In some embodiments, the continuous fiber composite material layer includes continuous fibers and a thermoplastic resin matrix, and the non-metallic sheet includes a thermoplastic resin layer. The thermoplastic resin layer covers the outer surface of the composite material sheet and forms the appearance surface of the side panel 11. The thermoplastic resin layer can provide some shielding for the continuous fibers in the composite material sheet, which helps to improve the surface quality of the appearance surface of the side panel 11.

[0125] For example, the viscous flow temperature of the thermoplastic resin matrix is ​​within the range of the glass transition temperature and viscous flow temperature of the thermoplastic resin layer. During the thermoforming process of the non-metallic sheet, the non-metallic sheet can be heated to a preset temperature, which is higher than the viscous flow temperature of the thermoplastic resin matrix but lower than the viscous flow temperature of the thermoplastic resin layer. This ensures that the thermoplastic matrix of the composite material sheet is in a viscous flow state, while the thermoplastic resin layer is in a highly elastic state. Thus, the highly elastic state of the thermoplastic resin layer facilitates deformation, allowing the thermoplastic resin layer to be formed synchronously with the composite material sheet to meet the finished shape requirements of the side panel 11. The highly elastic thermoplastic resin layer possesses a certain structural strength, which helps to constrain the movement of the continuous fibers in the composite material sheet.

[0126] For example, the thermoplastic resin matrix of the continuous fiber composite layer includes polypropylene, and the thermoplastic resin layer is a polycarbonate layer or a polyethylene terephthalate layer.

[0127] Polypropylene is a thermoplastic. It has high impact resistance, strong mechanical properties, and can resist corrosion from various organic solvents and acids and alkalis. The viscous flow temperature range of polypropylene is 164℃ to 170℃.

[0128] Polycarbonate has good heat resistance and impact resistance. The glass transition temperature of polycarbonate ranges from 145°C to 150°C, and the viscous flow temperature ranges from 220°C to 230°C.

[0129] Polyethylene terephthalate (PET) has a smooth and glossy surface, good creep resistance, fatigue resistance, and abrasion resistance, and good toughness. The glass transition temperature range of PET is 70°C to 80°C, and the viscous flow temperature range is 265°C to 280°C.

[0130] In this way, during the heating of the non-metallic sheet, the thermoplastic resin layer is in a highly elastic state, which is conducive to deformation and maintains a certain structural strength to constrain the movement of continuous fibers.

[0131] In some embodiments, the thickness of the thermoplastic resin layer is 0.2 mm to 0.5 mm. For example, the thickness of the thermoplastic resin layer can be 0.2 mm, 0.25 mm, 0.3 mm, 0.35 mm, 0.4 mm, 0.45 mm, 0.5 mm, etc. This helps to ensure that the thermoplastic resin layer has sufficient structural strength, reducing the probability that fibers will penetrate the covering layer and be exposed on the surface of the side panel 11.

[0132] In some embodiments, the non-metallic sheet includes an adhesive layer located between the composite material sheet and the thermoplastic resin layer. The adhesive layer bonds the composite material sheet and the thermoplastic resin layer, and this adhesive fixing method helps to maintain a fixed relative position between the composite material sheet and the thermoplastic resin layer, reducing the risk of displacement between them leading to exposure of continuous fibers.

[0133] In some embodiments, the melting temperature of the adhesive layer is lower than the viscous flow temperature of the thermoplastic matrix of the continuous fiber composite layer.

[0134] This allows the adhesive layer to melt and flow during the heating and shaping of the non-metallic sheet, so that the adhesive layer can maintain contact with the composite material sheet and the thermoplastic resin layer after subsequent cooling.

[0135] For example, the adhesive layer may be a hot melt adhesive layer.

[0136] In some embodiments, the thickness of the adhesive layer is 0.05 mm to 0.1 mm. That is, the thickness of the adhesive layer can be 0.05 mm, 0.06 mm, 0.07 mm, 0.08 mm, 0.09 mm, 0.1 mm, etc. This ensures that the adhesive layer has sufficient adhesive force to fix the composite material sheet to the thermoplastic resin layer.

[0137] In some embodiments, the continuous fiber composite layer of the composite material sheet comprises 30-80 parts by weight of long glass fibers and 20-70 parts by weight of polypropylene. By controlling the content of long glass fibers and polypropylene within a reasonable range, it is possible to avoid the leakage of continuous fibers and insufficient elongation at break caused by excessively high content of long glass fibers and excessively low content of polypropylene. It is also possible to avoid the situation where the composite material has insufficient strength, insufficient elongation at break, or excessive water absorption caused by excessively low content of long glass fibers and excessively high content of polypropylene. This achieves a relatively balanced state between the content of long glass fibers and polypropylene, making the composite material sheet suitable for manufacturing the side panel 11. Furthermore, polypropylene has good flowability and gloss, making it suitable for manufacturing exterior parts.

[0138] In some embodiments, the inner side panel assembly 13 includes an inner side panel 131, which is formed by compression molding of a multilayer continuous fiber composite material. Compression molding can more accurately ensure the shape and dimensional precision of the inner side panel 131, thereby maximizing its mechanical properties and structural integrity.

[0139] For example, the thickness of the inner side panel 131 is 1 mm to 3 mm. For instance, the thickness of the inner side panel 131 can be 1 mm, 1.2 mm, 1.4 mm, 1.5 mm, 1.6 mm, 1.7 mm, 1.8 mm, 2 mm, 2.4 mm, 2.5 mm, 2.8 mm, 3 mm, etc. By limiting the thickness of the inner side panel 131 within this range, the structural performance of the inner side panel 131 is kept within a suitable range.

[0140] In some embodiments, the continuous fiber composite layer of the inner side panel 131 comprises 30-80 parts by weight of long glass fibers and 20-70 parts by weight of a thermoplastic resin matrix, wherein the thermoplastic resin matrix comprises at least one of polypropylene and polyamide. By controlling the content of long glass fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the leakage of continuous fibers and insufficient elongation at break caused by excessively high content of long glass fibers and excessively low content of thermoplastic resin matrix. It is also possible to avoid the situation where the composite material has insufficient strength, insufficient elongation at break, or excessive water absorption caused by excessively low content of long glass fibers and excessively high content of thermoplastic resin matrix. Thus, the content of long glass fibers and thermoplastic resin matrix is ​​achieved to a relatively balanced state, making the properties of the composite material suitable for manufacturing the inner side panel 131.

[0141] It should be noted that the inner side panel 131 is located inside the metal reinforcing assembly 12 and is not an exterior part of the vehicle frame 1. Therefore, the surface quality requirements for the inner side panel 131 are lower than those for the outer side panel 11. Consequently, the range of thermoplastic resin matrix options for the inner side panel 131 is greater than that for the outer side panel 11.

[0142] In some embodiments, such as Figure 3 As shown, the inner side panel assembly 13 includes an inner side panel 131 and a first reinforcing rib assembly 132, which is injection molded onto the surface of the inner side panel 131. Strengthening the inner side panel 131 with the first reinforcing rib assembly 132 helps improve the mechanical properties of the inner side panel assembly 13.

[0143] It should be noted that the location of the first reinforcing rib assembly 132 is not limited. The first reinforcing rib assembly 132 can be located on the side of the inner side panel 131 facing the interior of the vehicle body, or it can be located on the side of the inner side panel 131 facing the exterior of the vehicle body. The location of the first reinforcing rib assembly 132 can be set according to actual needs.

[0144] For example, such as Figure 3 As shown, the inner side panel 131 covering the rear reinforcing structure 1224 has a first reinforcing rib assembly 132 formed on at least one side facing the outside of the vehicle body.

[0145] In some embodiments, the thickness of the first reinforcing rib assembly 132 protruding from the surface of the inner side panel 131 is 30mm to 50mm. For example, the thickness of the first reinforcing rib assembly 132 protruding from the surface of the inner side panel 131 can be 30mm, 35mm, 38mm, 40mm, 46mm, 50mm, etc. By controlling the thickness of the first reinforcing rib assembly 132 protruding from the surface of the inner side panel 131 within this range, the first reinforcing rib assembly 132 can have sufficient strength and rigidity to meet the mechanical performance requirements of the inner side panel assembly 13.

[0146] In some embodiments, the wall thickness of the first reinforcing rib assembly 132 is 1mm to 2mm. For example, the wall thickness of the first reinforcing rib assembly 132 can be 1mm, 1.5mm, 2mm, etc. By controlling the wall thickness of the first reinforcing rib assembly 132 within this range, the first reinforcing rib assembly 132 can have sufficient strength and rigidity to meet the mechanical performance requirements of the side panel assembly 13.

[0147] For example, the material of the first reinforcing rib assembly 132 is the same as the material of the continuous fiber composite layer of the inner side panel 131. This makes it easier to injection mold the first reinforcing rib assembly 132 onto the surface of the inner side panel 131.

[0148] In some embodiments, the metal reinforcing assembly 12 and / or the inner side panel assembly 13 are formed with mounting structures for connecting components other than the vehicle body side panel assembly 10. This eliminates the need for separately designed mounting components, reduces the number of components and the assembly process, and contributes to lightweighting of the vehicle body side panel structure and improved manufacturing efficiency.

[0149] In an embodiment where the metal reinforcing component 12 has a mounting structure, the mounting structure may be formed on the aluminum pultruded tube 1225.

[0150] In an embodiment where the inner side panel assembly 13 has a mounting structure, the mounting structure may be formed on the first reinforcing rib assembly 132.

[0151] It should be noted that components other than the vehicle side panel assembly 10 can be the vehicle's interior trim. Vehicle interior trim refers to various decorative and functional components inside the vehicle, such as seatbelt accessories, door hinges, door opening limiters, interior panels, and curtain airbags. Understandably, the specific interior trim components installed in the mounting structure will differ depending on the location of the vehicle side panel assembly 10. For example, the portion of the C-pillar reinforcement structure formed by the pillar reinforcement structure 121 and the rear reinforcement structure 1224 can form a seatbelt accessory mounting structure; the portion of the A-pillar reinforcement structure formed by the pillar reinforcement structure 121 and the upper beam reinforcement structure 1221 can form a door hinge mounting structure; and the first reinforcing rib assembly 132 on the inner surface of the side panel 131 facing the interior of the vehicle can form an interior panel mounting structure, etc.

[0152] It should be noted that the mounting positions of the metal reinforcing assembly 12 and / or the side panel assembly 13 can be determined based on the installation location of the interior trim and mechanical performance requirements. For example, some interior trim pieces with high mechanical performance requirements can be mounted on the metal reinforcing assembly 12, such as door hinges; some interior trim pieces with lower mechanical performance requirements can be mounted on the side panel assembly 13, such as interior trim panels. For example, the structure for mounting the same interior trim piece can also be formed simultaneously on both the metal reinforcing assembly 12 and the side panel assembly 13.

[0153] It is understandable that, for the structure of the side panel assembly 13 covering the metal reinforcement assembly 12, when the metal reinforcement assembly 12 has a mounting structure, clearance holes can be formed on the side panel assembly 13 to facilitate the connection of the mounting structure to the vehicle's interior.

[0154] It should be noted that components other than the vehicle side panel assembly 10 can also be the vehicle chassis. For example, the sill beam reinforcement structure 1223 provided on the inner surface of the sill beam outer panel 1123 is used to connect with the vehicle chassis.

[0155] Based on the vehicle side panel assembly 10 provided in the embodiments of this application, please refer to...Figure 1 This application also provides a vehicle body frame 1. The vehicle body frame 1 includes at least one top crossbeam assembly 20 and two vehicle side panel assemblies 10 provided in any embodiment of this application, with the top crossbeam assembly 20 connecting the top ends of the two vehicle side panel assemblies 10. By adopting the vehicle side panel assemblies 10 provided in this application embodiment, it is helpful to improve the collision resistance performance of the vehicle body frame 1 while achieving a lightweight design of the vehicle body frame 1.

[0156] In some embodiments, the top crossbeam assembly 20 is a non-metallic structure. By making the top crossbeam assembly 20 a non-metallic structure, it helps to further reduce the weight of the vehicle frame 1 and further promotes lightweight vehicle body design.

[0157] For example, such as Figure 1 and Figure 2 As shown, there are two top crossbeam assemblies 20, one of which is the front top crossbeam assembly 20a and the other is the rear top crossbeam assembly 20b.

[0158] For example, the front top beam assembly 20a is connected to the two A-pillar reinforcement structures.

[0159] For example, the rear top crossbeam assembly 20b is connected to the top side of the two rear reinforcement structures 1224.

[0160] In some embodiments, the top crossbeam assembly 20 includes a top crossbeam 21, which is formed by compression molding of a multilayer continuous fiber composite material. Continuous fiber composite materials possess high strength, high stiffness, and lightweight properties, which helps to reduce the weight of the top crossbeam 21 while improving its structural performance. The compression molding process can accurately ensure the shape and dimensional precision of the top crossbeam 21, thereby maximizing its mechanical properties and structural integrity.

[0161] In some embodiments, the continuous fiber composite layer of the top crossbeam 21 comprises 30-80 parts by weight of long glass fibers and 20-70 parts by weight of a thermoplastic resin matrix, wherein the thermoplastic resin matrix comprises at least one of polypropylene and polyamide. By controlling the content of long glass fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the leakage of continuous fibers and insufficient elongation at break caused by excessively high content of long glass fibers and excessively low content of thermoplastic resin matrix. It is also possible to avoid the situation where the composite material has insufficient strength, insufficient elongation at break, or excessive water absorption caused by excessively low content of long glass fibers and excessively high content of thermoplastic resin matrix. Thus, the content of long glass fibers and thermoplastic resin matrix is ​​achieved to a relatively balanced state, making the performance of the composite material suitable for manufacturing the top crossbeam 21.

[0162] In some embodiments, please refer to Figure 2The top crossbeam assembly 20 includes a top crossbeam 21 and a second reinforcing rib assembly 22, which is injection molded onto the surface of the top crossbeam 21. Strengthening the top crossbeam 21 using the second reinforcing rib assembly 22 helps improve the mechanical properties of the top crossbeam assembly 20.

[0163] It should be noted that the location of the second reinforcing rib assembly 22 is not limited. The second reinforcing rib assembly 22 can be located on the side of the top crossbeam 21 facing the inside of the vehicle body, or on the side of the top crossbeam 21 facing the outside of the vehicle body.

[0164] For example, the second reinforcing rib assembly 22 provided on the side of the top crossbeam 21 facing the interior of the vehicle body has a mounting structure, and the mounting structure of the top crossbeam 21 can be used to install vehicle interior parts such as vehicle dome lights, sun visors, etc.

[0165] In some embodiments, the thickness of the second reinforcing rib assembly 22 protruding from the surface of the top crossbeam 21 is 30mm to 60mm. For example, the thickness of the second reinforcing rib assembly 22 protruding from the surface of the top crossbeam 21 can be 30mm, 35mm, 40mm, 46mm, 50mm, 55mm, 60mm, etc. By controlling the thickness of the second reinforcing rib assembly 22 protruding from the surface of the top crossbeam 21 within this range, the second reinforcing rib assembly 22 has sufficient strength and stiffness to meet the mechanical performance requirements of the top crossbeam assembly 20.

[0166] In some embodiments, the wall thickness of the second reinforcing rib assembly 22 is 1mm to 3mm. For example, the wall thickness of the second reinforcing rib assembly 22 can be 1mm, 2mm, 2.5mm, 3mm, etc. By controlling the wall thickness of the second reinforcing rib assembly 22 within this range, the second reinforcing rib assembly 22 can have sufficient strength and stiffness to meet the mechanical performance requirements of the top crossbeam assembly 20.

[0167] In some embodiments, the second reinforcing rib assembly 22 is made of the same material as the continuous fiber composite layer of the top crossbeam 21. This makes it easier to injection mold the second reinforcing rib assembly 22 onto the surface of the top crossbeam 21.

[0168] In some embodiments, please refer to Figure 2 and Figure 3 The body frame 1 includes a taillight mounting assembly 30, which is connected to the rear end of the body side panel assembly 10. The taillight mounting assembly 30 is a non-metallic structure. By making the taillight mounting assembly 30 a non-metallic structure, it helps to further reduce the weight of the body frame 1 and further promotes the lightweight design of the body.

[0169] For example, the taillight mounting assembly 30 is an integral non-metallic structure, which includes a drainage channel structure, a taillight mounting plate, and a rear assembly connecting plate. The rear assembly connecting plate is used to connect the rear assembly 40 of the vehicle, and the taillight mounting plate is used to mount the taillight.

[0170] In some embodiments, the taillight mounting assembly 30 includes 30-80 parts by weight of long glass fibers and 20-70 parts by weight of polypropylene. By controlling the content of long glass fibers and polypropylene within a reasonable range, it is possible to avoid continuous fiber leakage and insufficient elongation at break due to excessively high long glass fiber content and excessively low polypropylene content. It is also possible to avoid insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low long glass fiber content and excessively high polypropylene content. This achieves a relatively balanced state between the content of long glass fibers and polypropylene, making the composite material sheet suitable for manufacturing the taillight mounting assembly 30. Furthermore, since a portion of the taillight mounting assembly 30 needs to be exposed on the exterior of the vehicle body as an exterior component, polypropylene has good flowability and gloss, making it suitable for manufacturing exterior components.

[0171] For example, the taillight mounting assembly 30 is formed by lamination molding of a multilayer continuous fiber composite material.

[0172] For example, the surface of the taillight mounting assembly 30 is formed with reinforcing ribs.

[0173] For example, the thickness of the reinforcing rib protruding from the surface of the taillight mounting assembly 30 is 30mm to 50mm. For instance, the thickness of the reinforcing rib protruding from the surface of the taillight mounting assembly 30 can be 30mm, 35mm, 40mm, 46mm, 50mm, etc. By controlling the thickness of the reinforcing rib protruding from the surface of the taillight mounting assembly 30 within this range, the reinforcing rib has sufficient strength and rigidity to meet the mechanical performance requirements of the taillight mounting assembly 30.

[0174] For example, the wall thickness of the reinforcing rib is 1mm to 2mm. For instance, the wall thickness of the reinforcing rib can be 1mm, 1.5mm, 2mm, etc. By controlling the wall thickness of the reinforcing rib within this range, the reinforcing rib can have sufficient strength and rigidity to meet the mechanical performance requirements of the taillight mounting assembly 30.

[0175] In some embodiments, there are two taillight mounting assemblies 30, each connected to the rear end of one of the two side body assemblies 10. The body frame 1 includes a rear body assembly 40, which is connected to the two taillight mounting assemblies 30. The rear body assembly 40 is a non-metallic structure. By making the rear body assembly 40 a non-metallic structure, the weight of the body frame 1 can be further reduced, which helps to further promote lightweight body design.

[0176] In some embodiments, the rear enclosure assembly 40 includes a rear enclosure panel 41, which is formed by lamination molding of a multilayer continuous fiber composite material.

[0177] For example, the rear panel 41 is made of the same material as the top crossbeam 21.

[0178] In some embodiments, the rear bulkhead assembly 40 includes a rear bulkhead plate 41 and a third reinforcing rib assembly 42, the third reinforcing rib assembly 42 being injection molded onto the surface of the rear bulkhead plate 41. Strengthening the rear bulkhead plate 41 using the third reinforcing rib assembly 42 helps improve the mechanical properties of the rear bulkhead assembly 40.

[0179] For example, the material of the third reinforcing rib assembly 42 is the same as the material of the continuous fiber composite layer of the rear panel 41. This makes it easier to injection mold the third reinforcing rib assembly 42 onto the surface of the rear panel 41.

[0180] In some embodiments, the thickness of the third reinforcing rib assembly 42 protruding from the surface of the rear panel 41 is 30mm to 60mm. For example, the thickness of the third reinforcing rib assembly 42 protruding from the surface of the rear panel 41 can be 30mm, 35mm, 40mm, 46mm, 50mm, 55mm, 60mm, etc. By controlling the thickness of the third reinforcing rib assembly 42 protruding from the surface of the inner side panel 131 within this range, the third reinforcing rib assembly 42 can have sufficient strength and rigidity to meet the mechanical performance requirements of the rear panel assembly 40.

[0181] In some embodiments, the wall thickness of the third reinforcing rib assembly 42 is 1mm to 3mm. For example, the wall thickness of the third reinforcing rib assembly 42 can be 1mm, 2mm, 2.5mm, 3mm, etc. By controlling the wall thickness of the third reinforcing rib assembly 42 within this range, the third reinforcing rib assembly 42 can have sufficient strength and stiffness to meet the mechanical performance requirements of the rear assembly 40.

[0182] In some embodiments, the vehicle frame 1 includes a charging bracket assembly 50, wherein one of the side outer panels 11 has an opening 113, the charging bracket assembly 50 is disposed inside the side outer panel 11 and exposed to the outside of the vehicle body through the opening 113, and the charging bracket assembly 50 is a non-metallic structure. By making the charging bracket assembly 50 a non-metallic structure, it helps to further reduce the weight of the vehicle frame 1 and further promotes the lightweight design of the vehicle body.

[0183] In some embodiments, the charging bracket assembly 50 includes a charging bracket 51, which is formed by lamination molding of a multilayer continuous fiber composite material. The continuous fiber composite material has high strength, high stiffness, and lightweight properties, which helps to reduce the weight of the charging bracket 51 while improving its structural performance.

[0184] For example, the charging bracket 51 is made of the same material as the top crossbeam 21.

[0185] In some embodiments, the charging bracket assembly 50 includes a charging bracket 51 and a fourth reinforcing rib assembly 52, the fourth reinforcing rib assembly 52 being injection molded onto the surface of the charging bracket 51. Strengthening the charging bracket 51 using the fourth reinforcing rib assembly 52 helps improve the mechanical properties of the charging bracket assembly 50.

[0186] It should be noted that the location of the fourth reinforcing rib assembly 52 is not limited. The fourth reinforcing rib assembly 52 can be located on the side of the charging bracket 51 facing the inside of the vehicle body, or on the side of the charging bracket 51 facing the outside of the vehicle body.

[0187] In some embodiments, the thickness of the fourth reinforcing rib assembly 52 protruding from the surface of the charging bracket 51 is 30mm to 50mm. For example, the thickness of the fourth reinforcing rib assembly 52 protruding from the surface of the charging bracket 51 can be 30mm, 35mm, 38mm, 40mm, 46mm, 50mm, etc. By controlling the thickness of the fourth reinforcing rib assembly 52 protruding from the surface of the charging bracket 51 within this range, the fourth reinforcing rib assembly 52 has sufficient strength and rigidity to meet the mechanical performance requirements of the charging bracket assembly 50.

[0188] In some embodiments, the wall thickness of the fourth reinforcing rib assembly 52 is 1mm to 2mm. For example, the wall thickness of the fourth reinforcing rib assembly 52 can be 1mm, 1.5mm, 2mm, etc. By controlling the wall thickness of the fourth reinforcing rib assembly 52 within this range, the fourth reinforcing rib assembly 52 can have sufficient strength and rigidity to meet the mechanical performance requirements of the charging bracket assembly 50.

[0189] In some embodiments, the fourth reinforcing rib assembly 52 is made of the same material as the continuous fiber composite layer of the charging bracket 51. This makes it easier to injection mold the fourth reinforcing rib assembly 52 onto the surface of the charging bracket 51.

[0190] It is understandable that the thickness of the top crossbeam 21, rear panel 41, taillight mounting assembly 30, and charging bracket 51 is not limited, as long as they meet their respective mechanical performance requirements. For example, the thickness of the aforementioned outer side panel 11 and inner side panel 131 can be used as a reference, and will not be elaborated here.

[0191] Taking the inner side panel as an example, the manufacturing process of each non-metallic component is explained.

[0192] The preparation process of non-metallic components, such as the inner side panel, includes steps S10 and S30.

[0193] Step S10: Provide non-metallic sheet material for manufacturing non-metallic components such as inner side panels.

[0194] Step S30: Place the above non-metallic sheet into the mold and mold it to obtain the inner side panel.

[0195] In some embodiments, after the molding process to obtain the inner side panel, the preparation method further includes step S50:

[0196] Injecting plastic into the mold to form a first reinforcing rib assembly on the surface of the inner side panel, thereby obtaining the inner side panel assembly.

[0197] Here, only one set of molds and two processes—compression molding and injection molding—are needed to produce the side panel assembly, which helps reduce manufacturing costs and improve manufacturing efficiency. Similarly, for other non-metallic parts, only one set of molds is needed for each non-metallic part.

[0198] Understandably, step S50 applies to all non-metallic parts that require injection molding of reinforcing rib assemblies or reinforcing ribs.

[0199] In some embodiments, after the step of forming the second reinforcing rib assembly on the surface of a non-metallic component, such as the inner side panel, the preparation method further includes steps S70 and S90.

[0200] Step S70: Open the mold and remove non-metallic parts such as the side panel assembly.

[0201] Step S90: Transfer the inner side panel assembly to the pressing and shaping fixture for shaping and pressing.

[0202] Here, the dimensional accuracy of non-metallic components, such as the inner side panel assembly, is improved through shaping and pressing.

[0203] For example, the shaping and pressing time can be 2 minutes, 3 minutes, 4 minutes, etc.

[0204] In some embodiments, the preparation method further includes step S20 before the step of placing the non-metallic sheet into the mold:

[0205] The non-metallic sheet is heated to soften it.

[0206] Here, the softening treatment significantly reduces the deformation resistance during subsequent compression molding by lowering the hardness of the non-metallic sheet, making it easier for the non-metallic sheet to flow and fill complex cavities within the mold.

[0207] In some embodiments, the heating temperature T1 for the non-metallic sheet is 180°C to 300°C. That is, 180°C ≤ T1 ≤ 300°C. For example, T1 can be 180°C, 185°C, 190°C, 196°C, 200°C, 220°C, 230°C, 240°C, 270°C, 300°C, etc.

[0208] For example, during the compression molding process, the inner surface temperature T2 of the mold is 100℃~180℃. That is, 100℃≤T2≤180℃. For example, T2 can be 100℃, 110℃, 115℃, 120℃, 130℃, 140℃, 150℃, 160℃, 170℃, 180℃, etc. By setting the inner surface temperature T2 of the mold within this range, premature curing of the non-metallic sheet can be avoided as much as possible, which helps to maintain the fluidity of the softened non-metallic sheet.

[0209] For example, a mechanical press is used in the compression molding process.

[0210] Understandably, different models of mechanical presses can be selected for different parts of the vehicle body frame.

[0211] For example, in the process of molding non-metallic sheet metal used to manufacture the outer side panel, a mechanical press with a tonnage of 4,000 tons or more can be selected. For non-metallic sheet metal used for other non-metallic components besides the outer side panel (such as the inner side panel, top crossbeam, taillight mounting assembly, rear panel, charging bracket, etc.), a mechanical press with a tonnage of approximately 1,500 tons can be used.

[0212] This is because, compared to other non-metallic components, the side panel has a larger projected area and a higher degree of deformation complexity. Mechanical presses with a capacity of 4000 tons or more can better meet the forming requirements of the side panel and help to better control its forming quality.

[0213] The non-metallic components outside the side panel have a relatively small projected area and a relatively low degree of deformation complexity. Therefore, a mechanical press of about 1,500 tons is sufficient to meet the requirements, which helps to control the forming quality of the workpieces outside the side panel while reducing costs.

[0214] For example, in the compression molding process, the holding time t is 3 to 5 minutes. That is, 3 minutes ≤ t ≤ 5 minutes, for example, t can be 3 minutes, 4 minutes, 5 minutes, etc. By setting the holding time t within this range, it is helpful to compensate for material shrinkage, eliminate internal defects, and optimize the microstructure, that is, improve the yield.

[0215] In some embodiments, the preparation method further includes cooling the mold during the pressure holding process, so that the temperature of the inner surface of the mold drops to no more than 50°C. This helps to achieve the desired surface finish for each non-metallic component.

[0216] In some embodiments, cooling the mold includes introducing cooling water into the mold's water channels. By introducing cooling water, the temperature of the mold's inner surface can be rapidly reduced, improving cooling efficiency.

[0217] In some embodiments, after the non-metallic parts, such as the inner side panel assembly, are shaped and pressed, a laser wire cutting device can be used to cut the contours and holes of the non-metallic parts to obtain non-metallic parts that meet the manufacturing requirements.

[0218] The preparation methods for other non-metallic parts can refer to the above steps.

[0219] It should be noted that since a metal reinforcing component is formed on the inner side of the side panel, there is no need to inject and mold a reinforcing structure such as a reinforcing rib component on the inner side of the side panel.

[0220] Based on the vehicle body frame 1 provided in the embodiments of this application, this application provides a vehicle including a chassis and a vehicle body frame 1 according to any embodiment of this application, wherein the vehicle body frame 1 is disposed on the chassis. By adopting the vehicle body frame 1 of the aforementioned embodiments, it is helpful to achieve lightweight vehicle design.

[0221] In some embodiments, the vehicle frame 1 and the chassis are welded together.

[0222] In other embodiments, the vehicle frame 1 can be detachably connected to the chassis, in which case the chassis is a skateboard chassis integrating the three-electric system. This configuration achieves separation and decoupling of the vehicle frame 1 and the chassis, allowing the vehicle frame 1 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis, making it adaptable to various vehicle models.

[0223] For example, the body frame 1 and the chassis are detachably connected by fasteners.

[0224] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0225] In some embodiments, the number of fasteners is multiple.

[0226] For example, the body frame 1 can be detachably connected to the chassis by using multiple bolts in the circumferential direction of the chassis and the circumferential direction of the body frame 1.

[0227] In some embodiments, the vehicle frame 1 and chassis together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0228] The vehicle body frame 1 of some embodiments of this application will be described below with reference to specific examples. The performance simulation analysis of the vehicle body frame 1 is performed using the collision simulation software LS-DYNA, mainly conducting side collision tests and small offset collision tests on the vehicle body frame 1, and comparing it with a traditional steel vehicle body frame.

[0229] The layup composition of the side panel 11 is shown in Table 1. The weight parts of the long glass fibers and the weight parts of the polypropylene in the continuous fiber composite layer of the side panel 11 are as described in the aforementioned embodiments.

[0230] Table 1. Ply composition of the outer side panel 11

[0231]

[0232] The inner side panel assembly 13 simultaneously covers the inner sides of the upper beam reinforcement structure 1221, the column reinforcement structure 121, and the rear reinforcement structure 1224. The ply composition of the inner side panel assembly 13 and the material composition of the corresponding reinforcing rib assemblies are shown in Table 2. The thermoplastic resin matrix of the continuous fiber composite layer of the inner side panel 131 is polyamide. The material of the charging port bracket assembly is the same as that of the inner side panel assembly 13. The dimensions of the first reinforcing rib assembly 132 and the fourth reinforcing rib assembly 52 are the same as in the aforementioned embodiments. The weight parts of the long glass fiber and the weight parts of the polyamide are the same as in the aforementioned embodiments.

[0233] Table 2. Ply composition and related material composition of the inner side panel assembly 13

[0234]

[0235] The layup configuration of the top crossbeam assembly 20 and the rear enclosure assembly 40, as well as the material composition of their respective reinforcing rib assemblies, are shown in Table 3. The thermoplastic resin matrix of the continuous fiber composite layer of the top crossbeam assembly 20 and the rear enclosure assembly 40 is polyamide. The dimensions of the second reinforcing rib assembly 22 and the third reinforcing rib are as described in the aforementioned embodiments. The weight percentages of the long glass fibers and the polyamide are as described in the aforementioned embodiments.

[0236] Table 3. Layup composition and related material composition of top crossbeam assembly 20 and rear bulkhead assembly 40

[0237]

[0238]

[0239] The ply composition and reinforcing rib materials of the taillight mounting assembly 30 are shown in Table 4. The thermoplastic resin matrix of the continuous fiber composite layer of the taillight mounting assembly 30 is polypropylene. The weight parts of long glass fibers and polypropylene are as described in the aforementioned embodiments.

[0240] Table 4. Layup composition and related materials of taillight mounting assembly 30

[0241]

[0242] For the metal reinforcement components 12: the upper beam reinforcement structure 1221, the front reinforcement structure 1222, the sill beam reinforcement structure 1223, the rear reinforcement structure 1224, and the column reinforcement structure 121 all include aluminum pultruded tubes 1225.

[0243] The upper beam reinforcement structure 1221 is connected to the front reinforcement structure 1222 using an aluminum connector 1226. Similarly, the front reinforcement structure 1222 is connected to the sill beam reinforcement structure 1223 using an aluminum connector 1226. The sill beam reinforcement structure 1223 is connected to the rear reinforcement structure 1224 using an aluminum connector 1226. The column reinforcement structure 121 is connected to the upper beam reinforcement structure 1221 using an aluminum connector 1226, and the column reinforcement structure 121 is connected to the sill beam reinforcement structure 1223 using an aluminum connector 1226. The dimensions and manufacturing process of the aluminum connector 1226 are the same as in the aforementioned embodiment.

[0244] The comparison results of the side impact tests are shown in Table 5.

[0245] Table 5 Simulation results of side impact tests

[0246]

[0247] It should be noted that the smaller the intrusion, the better the collision resistance.

[0248] By comparing the intrusion amount at each key point, it can be found that the anti-collision performance of the vehicle frame 1 provided in some embodiments of this application is better than that of the sheet metal vehicle frame.

[0249] The comparison results of the small offset collision test are shown in Table 6.

[0250] Table 6 Simulation results of small bias collision

[0251]

[0252] By comparing the intrusion amounts at various key locations, it can be found that the intrusion amounts of the vehicle body frame 1 provided in some embodiments of this application at the A-pillar hinge and sill are superior to those of traditional steel vehicle body frames. The collision resistance performance of the A-pillar hinge is slightly lower than that of traditional steel vehicle body frames.

[0253] Therefore, it can be seen that the vehicle body frame 1 provided in some embodiments of this application has better overall collision resistance performance than the traditional steel vehicle body frame.

[0254] In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine different embodiments or examples described in this application, as well as features of different embodiments or examples.

[0255] The above description is merely a preferred embodiment of this application and is not intended to limit the application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle body side panel assembly, characterized in that, include: The side panel is an integral non-metallic structure. The side panel includes a first closed-loop frame structure and a column panel. The column panel is located within the area enclosed by the first closed-loop frame structure, and both ends of the column panel are connected to the first closed-loop frame structure. The metal reinforcement component includes a second closed-loop frame structure and a column reinforcement structure. The column reinforcement structure is located within the area enclosed by the second closed-loop frame structure, and both ends of the column reinforcement structure are connected to the second closed-loop frame structure. The metal reinforcement component is disposed on the inner side of the side panel and connected to the side panel. The inner side panel assembly is a non-metallic structure, disposed inside the metal reinforcing assembly, and covers at least a portion of the metal reinforcing assembly.

2. The vehicle side panel assembly according to claim 1, characterized in that, The first closed-loop frame structure includes an upper beam outer plate, a front connecting outer plate, a sill beam outer plate, and a rear connecting outer plate connected in sequence; the second closed-loop frame structure includes an upper beam reinforcing structure, a front reinforcing structure, a sill beam reinforcing structure, and a rear reinforcing structure connected in sequence. The inner side panel assembly covers at least one of the upper beam reinforcement structure, the column reinforcement structure, and the rear reinforcement structure.

3. The vehicle side panel assembly according to claim 2, characterized in that, At least one of the upper beam reinforcement structure, the front reinforcement structure, the sill beam reinforcement structure, the rear reinforcement structure, and the column reinforcement structure includes an aluminum pultruded tube.

4. The vehicle side panel assembly according to claim 3, characterized in that, The maximum dimension of the aluminum pultruded tube along the left-right direction of the vehicle body is 50mm to 80mm.

5. The vehicle side panel assembly according to claim 3, characterized in that, The second closed-loop frame structure includes at least one aluminum connector; Of the upper beam reinforcement structure, the front reinforcement structure, the sill beam reinforcement structure, and the rear reinforcement structure, at least two of the connections are made using aluminum joints; and / or, the connection between the column reinforcement structure and the second closed-loop frame structure is made using aluminum joints.

6. The vehicle side panel assembly according to claim 5, characterized in that, The surface of the aluminum joint is formed with multiple aluminum reinforcing ribs; And / or, the aluminum connector is formed with a cavity for embedding the aluminum pultruded tube; And / or, the maximum dimension of the aluminum connector in the horizontal projection along the left-right direction of the vehicle body is 70mm to 120mm.

7. The vehicle side panel assembly according to claim 1, characterized in that, The outer side panel is formed by molding non-metallic sheet material.

8. The vehicle side panel assembly according to claim 7, characterized in that, The non-metallic sheet includes a composite material sheet, which comprises a multi-layer continuous fiber composite material layer laid in layers.

9. The vehicle side panel assembly according to claim 8, characterized in that, The continuous fiber composite material layer includes continuous fibers and a thermoplastic resin matrix, and the non-metallic sheet includes a thermoplastic resin layer. The thermoplastic resin layer covers the outer surface of the composite material sheet and forms the appearance surface of the side panel.

10. The vehicle side panel assembly according to claim 9, characterized in that, The non-metallic sheet includes an adhesive layer located between the composite material sheet and the thermoplastic resin layer.

11. The vehicle side panel assembly according to claim 8, characterized in that, The continuous fiber composite material layer of the composite material plate comprises 30 to 80 parts by weight of long glass fibers and 20 to 70 parts by weight of polypropylene.

12. The vehicle side panel assembly according to claim 1, characterized in that, The side panel assembly includes an inner side panel, which is formed by lamination of a multilayer continuous fiber composite material.

13. The vehicle side panel assembly according to claim 12, characterized in that, The continuous fiber composite layer of the inner side panel comprises 30 to 80 parts by weight of long glass fibers and 20 to 70 parts by weight of a thermoplastic resin matrix, wherein the thermoplastic resin matrix comprises at least one of polypropylene and polyamide.

14. The vehicle side panel assembly according to claim 1, characterized in that, The side panel assembly includes an inner side panel and a first reinforcing rib assembly, wherein the first reinforcing rib assembly is injection molded onto the surface of the inner side panel.

15. The vehicle side panel assembly according to claim 14, characterized in that, The thickness of the first reinforcing rib assembly protruding from the surface of the inner side panel is 30mm to 50mm; and / or, the wall thickness of the first reinforcing rib assembly is 1mm to 2mm.

16. The vehicle side panel assembly according to claim 1, characterized in that, The metal reinforcement assembly and / or the inner side panel assembly are formed with a mounting structure for connecting components outside the vehicle body side panel assembly.

17. A vehicle frame, characterized in that, include: At least one top crossbeam assembly; Two vehicle body side panel assemblies as described in any one of claims 1 to 16, wherein the top crossbeam assembly connects the top ends of the two vehicle body side panel assemblies.

18. The vehicle frame according to claim 17, characterized in that, The top crossbeam assembly is a non-metallic structure.

19. The vehicle frame according to claim 18, characterized in that, The top crossbeam assembly includes a top crossbeam formed by lamination of multiple layers of continuous fiber composite material.

20. The vehicle frame according to claim 19, characterized in that, The continuous fiber composite layer of the top crossbeam comprises 30 to 80 parts by weight of long glass fibers and 20 to 70 parts by weight of a thermoplastic resin matrix, wherein the thermoplastic resin matrix comprises at least one of polypropylene and polyamide.

21. The vehicle frame according to claim 17, characterized in that, The top crossbeam assembly includes a top crossbeam and a second reinforcing rib assembly, the second reinforcing rib assembly being injection molded onto the surface of the top crossbeam.

22. The vehicle frame according to claim 17, characterized in that, The vehicle frame includes a taillight mounting assembly connected to the rear end of the vehicle side panel assembly, and the taillight mounting assembly is a non-metallic structure.

23. The vehicle frame according to claim 22, characterized in that, The taillight mounting assembly comprises 30-80 parts by weight of long glass fiber and 20-70 parts by weight of polypropylene; And / or, the number of taillight mounting assemblies is two, the two taillight mounting assemblies are respectively connected to the rear ends of the two body side panels, the body frame includes a rear panel assembly, the rear panel assembly is connected to the two taillight mounting assemblies, and the rear panel assembly is a non-metallic structure.

24. The vehicle frame according to claim 17, characterized in that, The vehicle frame includes a charging bracket assembly, wherein one of the side panels has an opening, the charging bracket assembly is located inside the side panel and is exposed to the outside of the vehicle through the opening, and the charging bracket assembly is a non-metallic structure.

25. A vehicle, characterized in that, It includes a chassis and a body frame as described in any one of claims 17 to 24, wherein the body frame is disposed on the chassis.

26. The vehicle according to claim 25, characterized in that, The vehicle frame is detachably connected to the chassis; And / or, the vehicle body frame and the chassis together enclose to form the passenger compartment of the vehicle, the vehicle including a battery, the casing of the battery forming the floor of the passenger compartment.

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