Vehicle, continuous fiber composite layer and preparation method therefor, and continuous fiber composite panel and preparation method therefor

Abstract

A vehicle, a continuous fiber composite layer and a preparation method therefor, and a continuous fiber composite panel and a preparation method therefor. The vehicle comprises a vehicle body frame (20). The vehicle body frame (20) comprises a frame beam main body (21), which comprises a plurality of continuous fiber composite layers. Each continuous fiber composite layer comprises continuous fibers and a thermoplastic resin matrix, wherein the performance of at least one continuous fiber composite layer simultaneously satisfies the following three conditions: an elastic modulus of not less than 20 GPa, a tensile strength of not less than 900 MPa, and an elongation at break of not less than 3%.

Description

A vehicle, a continuous fiber composite layer and its preparation method, and a continuous fiber composite plate and its preparation method. Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a vehicle, a continuous fiber composite material layer and its preparation method, a continuous fiber composite plate and its preparation method. Background Technology

[0002] With the continuous development of automotive technology, traditional steel car bodies have revealed some drawbacks. Steel car body parts are manufactured using stamping processes. To ensure the precision and quality of each part, the complex structure needs to be broken down into multiple simpler parts, which are then connected into a whole through welding and other methods. Furthermore, to meet the strength and rigidity requirements of the car body, multiple layers of steel plates and local reinforcement components are needed to improve the local strength and rigidity of the body. This results in a large number of parts in traditional steel car bodies. Moreover, steel car bodies are relatively heavy, which is not conducive to lightweight vehicle design. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides a vehicle, a continuous fiber composite board, and a continuous fiber composite material layer, which helps to achieve lightweight vehicle design while reducing the number of vehicle parts.

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

[0005] The vehicle body frame includes:

[0006] The main body of the frame beam includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix;

[0007] Among them, the properties of at least one continuous fiber composite layer simultaneously satisfy the following three conditions:

[0008] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%.

[0009] In the above technical solution, the main body of the frame beam is at least partially made of continuous fiber composite material. This continuous fiber composite material is formed by multiple layers of continuous fiber composite material, with at least one layer meeting the performance requirements of an elastic modulus of not less than 20 GPa, a tensile strength of not less than 900 MPa, and an elongation at break of not less than 3%. This ensures that the performance of the continuous fiber composite material meets at least part of the performance requirements of the main body of the frame beam. By using continuous fiber composite material as the material for the main body of the frame beam, the lightweight nature of the continuous fiber composite material helps to reduce the weight of the vehicle body frame. The continuous fiber composite material formed by continuous fibers and a thermoplastic resin matrix can be integrally molded, helping to reduce the number of vehicle parts. Furthermore, the composite material formed by continuous fibers and a thermoplastic resin matrix has high strength, high rigidity, and high toughness, which helps to improve the structural strength and rigidity of the main body of the frame beam. Moreover, continuous fiber composite materials do not have the problem of easy rusting, and the manufacturing process is relatively environmentally friendly, helping to reduce carbon emissions. Furthermore, the process of using continuous fiber composite material to manufacture the main body of the frame beam eliminates the need for stamping, welding, and painting processes, helping to improve manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus helping to reduce vehicle manufacturing costs.

[0010] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

[0011] In the above technical solution, the performance of the continuous fiber composite material layer is further improved, enabling the frame beam body made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements. In other words, the continuous fiber composite material provided in this application embodiment can be used in more locations of the vehicle's frame beam body, which helps to further improve the vehicle's lightweight performance.

[0012] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of the frame beam.

[0013] In the above technical solution, the multi-layered continuous fiber composite material is first laminated to form a continuous fiber composite board, which is then molded to form the main body of the frame beam with cavities. Using a molding process can more accurately ensure the shape and dimensional precision of the main body of the frame beam, thereby maximizing the mechanical properties and structural integrity of the main body.

[0014] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0015] In the above technical solution, by controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0016] In some embodiments, the thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0017] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

[0018] In some embodiments, the thermoplastic resin matrix includes polypropylene;

[0019] The elongation at break of polypropylene is not less than 50%; and / or, the melt index of polypropylene is not less than 30 g / min.

[0020] In the above technical solution, polypropylene with an elongation at break of not less than 50% exhibits good toughness and ductility. Selecting polypropylene with an elongation at break of not less than 50% as the resin matrix to connect continuous fibers helps to improve the elongation at break of the fiber composite layer, thereby improving the toughness of the fiber composite board. Polypropylene with a melt flow index of not less than 30 g / min has good flowability and molding properties, facilitating the improvement of the injection molding performance of the continuous fiber composite layer.

[0021] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0022] In the above technical solutions, organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins helps to improve the strength of single-layer fiber composite layers.

[0023] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0024] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0025] In some embodiments, the continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the parts by weight of continuous fibers and the parts by weight of thermoplastic resin matrix is ​​100.

[0026] In the above technical solution, by controlling the content of continuous 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 excessive continuous fiber content and insufficient resin matrix content. It is also possible to avoid the situation of insufficient composite material strength, insufficient elongation at break or excessive water absorption caused by excessively low continuous fiber content and excessively high resin matrix content. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of composite material is suitable for making frame beam body.

[0027] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0028] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0029] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0030] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial bonding performance between continuous fibers and thermoplastic resin matrix, and improve the mechanical properties of composite materials.

[0031] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0032] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0033] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0034] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0035] In some implementations, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0036] In the above technical solution, the laying angle of continuous fibers has a significant impact on the performance of composite materials, and the laying direction of continuous fibers affects the stress distribution inside the composite material. Different laying angles of continuous fibers in two adjacent continuous fiber composite material layers help to optimize the performance of continuous fiber composite materials in different directions.

[0037] In some embodiments, in the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one continuous fiber has a layup angle that is neither 0° nor 90°.

[0038] In the above technical solution, the non-0° and non-90° ply layup can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse energy, reducing the damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam main body.

[0039] In some embodiments, in a continuous fiber composite layer where the continuous fiber layup angle is neither 0° nor 90°, the continuous fiber layup angle is 25° to 75°.

[0040] In the above technical solution, when the layup angle of continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite material.

[0041] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0042] In the above technical solution, the non-0° and non-90° layup is within a reasonable proportion range, so as to ensure that the multi-directional strength, shear strength and fatigue resistance of the composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the frame beam as much as possible.

[0043] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0044] In the above technical solution, by controlling the water absorption rate of the single-layer fiber composite material layer within this range, the water absorption rate of the frame beam body is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0045] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the frame beam body in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0046] In the above technical solution, by controlling the performance of a single layer of continuous fiber composite material, the frame beam body made of fiber composite board formed by multi-layer composite material layer has a tensile strength of not less than 200 MPa in all directions perpendicular to the thickness direction and an elastic modulus of not less than 9 GPa in all directions perpendicular to the thickness direction. This allows the frame beam body to meet the performance requirements of different positions in the vehicle as much as possible. In other words, it allows the frame beam body in each position of the vehicle to use the continuous fiber composite material provided in the embodiments of this application as much as possible, thereby helping the vehicle to achieve lightweight design.

[0047] In some embodiments, the thickness of the frame beam body is 1.2 mm to 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm.

[0048] In the above technical solutions, by limiting the minimum thickness of the main frame beam, the requirement for structural strength and stiffness is avoided as much as possible. By limiting the maximum thickness of the main frame beam, the aesthetic performance of the vehicle body frame or interference with the installation of other vehicle components is avoided as much as possible. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, it is possible to avoid both insufficient structural strength and stiffness due to an excessively thin single-layer continuous fiber composite material layer, and excessive thickness of the main frame beam due to the laying of multiple layers of continuous fiber composite material.

[0049] In some embodiments, the frame beam body has a cavity, and the vehicle frame includes a reinforcing structure, which is at least partially disposed within the cavity and connected to the frame beam body.

[0050] The reinforcing structure includes a first reinforcing component, which is injection molded onto the inner surface of the frame beam body. The first reinforcing component has an elastic modulus ≥5GPa, a tensile strength ≥100MPa, and an elongation at break ≥1%.

[0051] In the above technical solution, the cavity serves two purposes: firstly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact energy; secondly, it provides installation space for the reinforcing structure. Furthermore, the cavity design contributes to the vehicle's lightweight design. The reinforcing structure is at least partially located within the cavity and connected to the main frame beam, thus strengthening the main frame beam to reduce the probability of deformation or fracture during a collision, thereby improving the overall collision resistance performance of the vehicle frame. The first reinforcing component is injection-molded onto the inner surface of the main frame beam. The injection molding process integrates the first reinforcing component with the main frame beam, reducing the need for multiple assembly steps between the first reinforcing components and the main frame beam. The injection molding process allows the injection molding material of the first reinforcing component to penetrate deep into all corners of the main frame beam. Moreover, the injection molding process facilitates the processing of the first reinforcing component into various shapes according to the collision stress conditions of the vehicle frame, and allows for increasing thickness in certain critical stress areas. Furthermore, by controlling the elastic modulus, tensile strength, and elongation at break of the first reinforcing component within a reasonable range, the main frame beam provided in this embodiment can be applied to locations with high collision performance requirements. For example, the main frame beam can at least form the vehicle's pillars, side beams, and sill beams.

[0052] In some embodiments, the first reinforcing component comprises 35 to 70 parts by weight of a thermoplastic resin matrix and 30 to 65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100.

[0053] In the above technical solution, the composite material formed by combining long glass fibers and thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength and elongation at break of the first reinforcing component. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding, compression molding, etc.

[0054] In some embodiments, the first reinforcing component comprises 2 to 5 parts by weight of mineral powder.

[0055] In the above technical solutions, mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0056] In some embodiments, the first reinforcing component includes 1 to 2 parts by weight of a compatibilizer; and / or, the first reinforcing component includes 0.1 to 0.4 parts by weight of an antioxidant.

[0057] In the above technical solution, the compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, thereby enhancing the mechanical properties of the composite material. The antioxidant can prevent or delay oxidative degradation of the material, reducing the likelihood of degradation due to high-temperature oxidation during processing and extending the service life of the composite material.

[0058] In some embodiments, the first reinforcing component includes one or more first reinforcing ribs, with the plurality of first reinforcing ribs spaced apart along the extension direction of the cavity.

[0059] In the above technical solution, the main body of the frame beam is strengthened using a first reinforcing rib assembly. There can be one or more first reinforcing rib assemblies; that is, a single first reinforcing rib assembly can be used to strengthen the entire main body of the frame beam, or multiple first reinforcing rib assemblies can be used to strengthen specific sections of the main body of the frame beam.

[0060] In some embodiments, the first reinforcing rib assembly includes a plurality of interconnected first reinforcing ribs, wherein the plurality of first reinforcing ribs are arranged in a cross pattern; or, the plurality of first reinforcing ribs are connected end to end in a ring shape.

[0061] In the above technical solution, the arrangement of multiple first reinforcing ribs at intersections or the connection of multiple first reinforcing ribs end to end in a ring can avoid stress concentration in a single first reinforcing rib as much as possible, so that the first reinforcing rib assembly can evenly distribute the force, thereby helping to improve the overall structural strength and structural rigidity of the vehicle frame.

[0062] In some embodiments, the first stiffener assembly includes a plurality of interconnected first stiffeners, the thickness of the root of the first stiffener being 80% to 120% of the thickness of the frame beam body.

[0063] In the above technical solution, the first reinforcing rib is designed to provide sufficient reinforcement, thereby improving the strength and rigidity of the vehicle body frame. It is understood that the thickness of the root of the first reinforcing rib can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the main frame beam. The specific thickness can be set according to the collision stress conditions of the vehicle body frame. Since the main frame beam is made of continuous fiber composite material, which has high modulus, even with a large root thickness of the first reinforcing rib, it helps to reduce or even avoid shrinkage defects at the root of the first reinforcing rib on the outer surface of the main frame beam.

[0064] In some embodiments, the first reinforcing rib assembly includes a plurality of interconnected first reinforcing ribs, the thickness of the root of the first reinforcing rib is 2.5mm to 3.5mm, and the thickness of the frame beam body is 2.5mm to 3.5mm.

[0065] In the above technical solution, by setting the thickness of the frame beam body and the first reinforcing rib within this range, the frame beam body and the reinforcing structure can meet the strength and stiffness requirements of the vehicle body frame. It is understood that in this embodiment, the thickness of the root of the first reinforcing rib can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the frame beam body can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the root of the first reinforcing rib can be the same as or different from the thickness of the frame beam body.

[0066] In some embodiments, the first reinforcing component has an interior trim mounting structure for mounting the vehicle body interior trim.

[0067] In the above technical solution, the interior mounting structure is formed as part of the first reinforcing component. At this time, there is no need to set up separate parts with interior mounting function. This can reduce the number of parts and the assembly between parts, which helps to achieve lightweight body frame and improve manufacturing efficiency.

[0068] In some embodiments, the interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the cavity of the frame beam body from the inside of the vehicle body.

[0069] In the above technical solution, the interior panel is used to cover the cavity, thereby avoiding the first reinforcing component and the interior mounting structure formed on the first reinforcing component from being directly exposed to the driver / passenger's view as much as possible, which helps to improve the aesthetics of the vehicle frame.

[0070] In some embodiments, the frame beam body at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein at least one seat belt accessory mounting structure is formed in a first reinforcing component of the B-pillar and / or C-pillar.

[0071] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0072] In the above technical solution, seat belt attachments need to be installed on both the B-pillar and / or C-pillar. The first reinforcing component provides a seat belt attachment mounting structure for installing the seat belt attachments, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the first reinforcing component helps to improve the structural strength and rigidity of the seat belt attachment mounting structure, reducing the probability of seat belt failure due to failure of the seat belt attachment mounting structure.

[0073] In some embodiments, the vehicle frame also includes a seatbelt accessory reinforcement plate, which is disposed around the seatbelt accessory mounting structure and connected to the main frame beam.

[0074] In the above technical solution, the seat belt accessory mounting structure is locally reinforced by a seat belt accessory reinforcement plate to improve the structural strength and rigidity of the seat belt accessory mounting structure, reduce the probability of seat belt failure due to failure of the seat belt accessory mounting structure, and thus help improve the safety performance of the vehicle frame.

[0075] In some implementations, the seatbelt attachment reinforcement plate is bonded to the main frame beam.

[0076] In the above technical solution, adhesive bonding is used to fix the seat belt accessory reinforcement plate. Moreover, the adhesive bonding operation is convenient.

[0077] In some implementations, the seatbelt accessory reinforcement plate and the main frame beam are made of the same material.

[0078] In the above technical solution, the seatbelt accessory reinforcement plate and the frame beam body are made of the same material. That is, both the seatbelt accessory reinforcement plate and the frame beam body are made of continuous fiber composite material. On the one hand, this allows the seatbelt accessory reinforcement plate and the frame beam body to be made of the same material, which helps to reduce the types of raw materials; on the other hand, using the same material facilitates the connection between the seatbelt accessory reinforcement plate and the frame beam body. Moreover, continuous fiber composite material helps to achieve lightweighting of the vehicle body frame.

[0079] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar and / or B-pillar of the vehicle, and the vehicle body frame also includes at least one metal connection structure disposed at the A-pillar and / or B-pillar.

[0080] At least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter;

[0081] The first reinforcing component is injection molded onto the inner surface of the frame beam body, and the metal connection structure is disposed between the frame beam body constituting column A and / or column B and the first reinforcing component.

[0082] In the above technical solution, the metal connection structure is fixed between the inner surface of the frame beam body and the first reinforcing component by the metal insert injection molding process. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure. On the other hand, the metal insert injection molding process helps to improve the structural strength and structural stiffness of the vehicle frame.

[0083] In some embodiments, the reinforcing structure further includes a second reinforcing component, which is tubular and connected to the first reinforcing component, and extends along the extension direction of the cavity.

[0084] In the above technical solution, a tubular second reinforcing component is set on the basis of the first reinforcing component. The tubular second reinforcing component helps to increase the tensile strength of the frame beam body, making the frame beam body more robust when subjected to tensile loads. At the same time, the tubular second reinforcing component helps to improve the rigidity of the frame beam body and reduce the deformation of the frame beam body under stress. The first reinforcing component and the second reinforcing component work together to strengthen the frame beam body, thereby improving the structural strength and structural rigidity of the vehicle frame.

[0085] In some embodiments, the second reinforcing component is bonded to the first reinforcing component; and / or, the first reinforcing component has a dimension of 1mm to 3mm along the inward and outward directions of the vehicle body frame.

[0086] In the above technical solution, the second reinforcing component is fixed by adhesive bonding. Furthermore, the adhesive bonding operation is convenient. The first and second reinforcing components simultaneously strengthen the main body of the frame beam, meaning that the first and second reinforcing components share the impact of external collisions. In this case, the thickness at the root of the first reinforcing rib can be appropriately reduced. Moreover, the first reinforcing component is located between the inner surface of the main body of the frame beam and the second reinforcing component; that is, the dimensions of the first reinforcing component along the inner and outer directions of the vehicle frame are appropriately reduced, which also provides clearance space for the second reinforcing component to be installed into the cavity.

[0087] In some embodiments, the second reinforcing component includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0088] The above technical solution helps to increase the contact area between the outer wall of the tube body and the first reinforcing component, making it easier for the outer wall of the tube body to connect better with the first reinforcing component, and helping to improve the structural strength and rigidity of the vehicle frame.

[0089] In some embodiments, the second reinforcing component further includes at least one reinforcing rib disposed within the tube body, wherein in a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

[0090] In the above technical solution, the structural strength and rigidity of the second reinforcing component are further improved by setting reinforcing ribs inside the tube body.

[0091] In some embodiments, at least one reinforcing rib includes a second reinforcing rib and a third reinforcing rib, wherein the second reinforcing rib intersects with the third reinforcing rib.

[0092] In the above technical solution, the second and third reinforcing ribs strengthen the pipe body from two directions, which helps to improve the structural strength and rigidity of the pipe body.

[0093] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures.

[0094] In the above technical solution, the aluminum pultruded tube structure is an aluminum tube produced through the pultrusion process. It possesses high strength, can withstand significant mechanical loads, and exhibits high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density, which helps reduce the weight of the body frame compared to traditional steel car bodies. The tube body and reinforcing ribs are integrated into a single structure. This integrated structure enhances the overall structural strength and rigidity of the second reinforcing component and eliminates the need for further assembly of the reinforcing ribs and tube body with other components, thus reducing the number of parts and manufacturing costs.

[0095] In some embodiments, the thickness of the pipe wall is 3mm to 6mm.

[0096] In the above technical solution, by controlling the thickness of the aluminum pultruded tube wall within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the aluminum pultruded tube wall is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while also ensuring that the aluminum pultruded tube wall is not too thick so that the performance is excessive.

[0097] In some embodiments, the second reinforcing component includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0098] In the above technical solution, the resin-filled structure is used to enhance the structural strength and rigidity of the pipe body.

[0099] In some implementations, the tube body is a thermoplastic pultruded composite material tube.

[0100] In the above technical solution, the thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second reinforcing component. Moreover, the composite material helps to improve the lightweight of the vehicle body frame.

[0101] In some embodiments, the tube body has an elastic modulus ≥40GPa, tensile strength ≥1.28GPa, and elongation at break ≥3% in the extension direction; or, the tube body is made of the same material as the frame beam body.

[0102] In the above technical solution, by controlling the elastic modulus, tensile strength and elongation at break of the tube body within a reasonable range, the frame beam body provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams and sill beams.

[0103] In some embodiments, the thickness of the tube body is 6mm to 10mm.

[0104] In the above technical solution, by controlling the thickness of the wall of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0105] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0106] In the above technical solution, polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second reinforcing component.

[0107] In some embodiments, the elastic modulus of the resin-filled structure is ≥700MPa, the strength corresponding to 80% tensile strain is ≥60MPa, and the elongation at break is ≥80%.

[0108] In the above technical solution, by controlling the elastic modulus, tensile strength and elongation at break of the resin-filled structure within a reasonable range, the frame beam body provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams and sill beams.

[0109] In some embodiments, the first reinforcing component is connected to both the bottom wall and the side wall of the cavity, and the first reinforcing component has a clearance groove for installing the second reinforcing component.

[0110] In the above technical solution, the clearance groove provides installation space for the tube body of the second reinforcing component, so that when the first reinforcing component and the second reinforcing component work together to reinforce the frame beam body, they will not protrude excessively from the cavity.

[0111] In some embodiments, the first reinforcing component has an interior trim mounting structure, which includes at least one interior trim panel mounting structure for mounting an interior trim panel. The interior trim panel is used to cover at least the cavity of the frame beam body from the inside of the vehicle body. The interior trim panel mounting structure is formed on the first reinforcing component connected to the sidewall of the cavity.

[0112] In the above technical solution, the first reinforcing component connected to the side wall of the cavity can provide a mounting position for the interior panel. The interior panel can avoid directly exposing the reinforcing structure and other components inside the cavity to the user's view as much as possible, which helps to improve the aesthetics of the vehicle frame.

[0113] In some embodiments, the frame beam body at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and a second reinforcing component disposed within the cavity of the B-pillar and / or C-pillar forms an interior trim mounting structure, the interior trim mounting structure including at least one seat belt accessory mounting structure;

[0114] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0115] In the above technical solution, the seat belt accessory mounting structure of the B-pillar and / or C-pillar is formed in the tube body of the second reinforcing component. In other words, the tube body of the second reinforcing component can provide a mounting position for the seat belt accessory.

[0116] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure for connecting at least one of the door hinge, door lock, and door opening limiter.

[0117] The metal connection structure is welded to a second reinforcing component located within the cavity of the A-pillar and / or B-pillar.

[0118] In the above technical solution, the metal connection structure is welded and fixed to the pipe body. Welding helps to improve the stability of the connection between the metal connection structure and the pipe body of the second reinforcing component.

[0119] In some embodiments, the frame beam body has a cavity, and the vehicle frame includes a reinforcing structure, which is at least partially disposed within the cavity and connected to the frame beam body.

[0120] The reinforcing structure includes a second reinforcing component, which is tubular and embedded in the cavity, and extends along the extension direction of the cavity.

[0121] In the above technical solution, the second reinforcing component can be separately installed on the inner surface of the frame beam body to reinforce the frame beam body.

[0122] In some implementations, the second reinforcing component is bonded to the main frame beam.

[0123] In the above technical solution, the second reinforcing component is fixed by bonding, and the bonding operation is convenient.

[0124] In some embodiments, the second reinforcing component includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0125] The above technical solution helps to increase the contact area between the outer wall of the tube body and the frame beam body, making it easier for the outer wall of the tube body to connect with the frame beam body, which helps to improve the structural strength and rigidity of the vehicle frame.

[0126] In some embodiments, the second reinforcing component further includes at least one reinforcing rib disposed within the tube body, wherein in a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

[0127] In the above technical solution, the structural strength and rigidity of the second reinforcing component are further improved by setting reinforcing ribs inside the tube body.

[0128] In some embodiments, at least one reinforcing rib includes a second reinforcing rib and a third reinforcing rib, wherein the second reinforcing rib intersects with the third reinforcing rib.

[0129] In the above technical solution, the second and third reinforcing ribs strengthen the pipe body from two directions, which helps to improve the structural strength and rigidity of the pipe body.

[0130] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures.

[0131] In the above technical solution, the aluminum pultruded tube structure is an aluminum tube produced through the pultrusion process. It possesses high strength, can withstand significant mechanical loads, and exhibits high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density, which helps reduce the weight of the body frame compared to traditional steel car bodies. The tube body and reinforcing ribs are integrated into a single structure. This integrated structure enhances the overall structural strength and rigidity of the second reinforcing component and eliminates the need for further assembly of the reinforcing ribs and tube body with other components, thus reducing the number of parts and manufacturing costs.

[0132] In some embodiments, the thickness of the pipe wall is 3mm to 6mm.

[0133] In the above technical solution, by controlling the thickness of the aluminum pultruded tube wall within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the aluminum pultruded tube wall is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while also ensuring that the aluminum pultruded tube wall is not too thick so that the performance is excessive.

[0134] In some embodiments, the second reinforcing component includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0135] In the above technical solution, the resin-filled structure is used to enhance the structural strength and rigidity of the pipe body.

[0136] In some implementations, the tube body is a thermoplastic pultruded composite material tube.

[0137] In the above technical solution, the thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second reinforcing component. Moreover, the composite material helps to improve the lightweight of the vehicle body frame.

[0138] In some embodiments, the tube body has an elastic modulus ≥40GPa, tensile strength ≥1.28GPa, and elongation at break ≥3% in the extension direction; or, the tube body is made of the same material as the frame beam body.

[0139] In the above technical solution, by controlling the elastic modulus, tensile strength and elongation at break of the tube body within a reasonable range, the frame beam body provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams and sill beams.

[0140] In some embodiments, the thickness of the pipe wall of the pipe body is 6mm to 10mm.

[0141] In the above technical solution, by controlling the thickness of the wall of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0142] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0143] In the above technical solution, polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second reinforcing component.

[0144] In some embodiments, the elastic modulus of the resin-filled structure is ≥700MPa, the strength corresponding to 80% tensile strain is ≥60MPa, and the elongation at break is ≥80%.

[0145] In the above technical solution, by controlling the elastic modulus, tensile strength and elongation at break of the resin-filled structure within a reasonable range, the frame beam body provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams and sill beams.

[0146] In some embodiments, at least a portion of the frame beam body constitutes the B-pillar and / or C-pillar of the vehicle, and a second reinforcing component disposed within the cavity of the B-pillar and / or C-pillar forms an interior trim mounting structure, the interior trim mounting structure including at least one seat belt accessory mounting structure;

[0147] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0148] In the above technical solution, the seat belt accessory mounting structure of the B-pillar and / or C-pillar is formed in the tube body of the second reinforcing component. In other words, the tube body of the second reinforcing component can provide a mounting position for the seat belt accessory.

[0149] In some embodiments, at least a portion of the frame beam body constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure for connecting at least one of a door hinge, a door lock, and a door opening limiter.

[0150] The metal connection structure is welded to a second reinforcing component located within the cavity of the A-pillar and / or B-pillar.

[0151] In the above technical solution, the metal connection structure is welded and fixed to the pipe body. Welding helps to improve the stability of the connection between the metal connection structure and the pipe body of the second reinforcing component.

[0152] In some embodiments, the main body of the frame beam at least partially constitutes the B-pillar, side beam, and sill beam of the vehicle. The B-pillar connects the side beam and sill beam. The body frame includes an upper joint and a lower joint. A second reinforcing component within the cavity of the B-pillar is connected to the upper side beam and sill beam of the vehicle via the upper joint and the lower joint, respectively.

[0153] In the above technical solution, the upper connector further strengthens the junction between the B-pillar and the side beam, and the lower connector further strengthens the junction between the B-pillar and the sill beam. Simultaneously, it facilitates the transfer of external forces acting on the side beam to the second reinforcing component within the cavity of the B-pillar via the upper connector, or vice versa. Similarly, it facilitates the transfer of external forces acting on the sill beam to the second reinforcing component within the cavity of the B-pillar via the lower connector, or vice versa. This helps the side beam, B-pillar, and sill beam to effectively transfer external forces, allowing them to share energy and improving their collision avoidance performance, thereby enhancing the collision avoidance performance of the vehicle frame.

[0154] In some implementations, both the upper and lower connectors are plugged into the second reinforcing component.

[0155] The above technical solution helps to improve the stability of the connection between the second reinforcing component inside the cavity of the B-pillar and the upper and lower connectors.

[0156] In some embodiments, the vehicle frame includes a fourth reinforcing rib disposed within the upper and lower joints, and the fourth reinforcing rib abuts against the second reinforcing component.

[0157] In the above technical solution, the fourth reinforcing rib can enhance the structural strength and rigidity of the upper and lower joints. Moreover, the fourth reinforcing ribs in the upper and lower joints respectively abut against the two ends of the second reinforcing component, which helps to make the second reinforcing component more securely connected to the upper and lower joints, thus helping to improve the stability of the vehicle frame.

[0158] In some embodiments, the vehicle includes a fifth reinforcing rib, which is located outside the upper joint and the lower joint, and is connected to the inner surface of the frame beam body.

[0159] In the above technical solution, by setting fifth reinforcing ribs on the exterior of both the upper and lower joints, the structural strength and rigidity of the upper and lower joints are improved. The fifth reinforcing ribs are connected to the main frame beam, thereby contributing to improved structural strength and rigidity of the vehicle frame along its internal and external directions.

[0160] In some embodiments, the fifth reinforcing rib of at least one of the upper and lower joints extends in the same direction as the B-pillar.

[0161] In the above technical solution, the fifth reinforcing rib of at least one of the upper and lower joints reinforces at least one of the upper and lower joints along the extension direction of the B-pillar. This also enables the fifth reinforcing rib to transmit external forces along the extension direction of the B-pillar.

[0162] In some implementations, the vehicle also includes a chassis, with a body frame located on top of the chassis and detachably connected to it.

[0163] In the above technical solution, the body frame and chassis are detachably connected, achieving separation and decoupling between the two. This allows the body frame 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.

[0164] In some embodiments, the vehicle also includes a chassis, a body frame, and a chassis that together enclose a passenger compartment of the vehicle, and the vehicle includes a battery whose casing forms the floor of the passenger compartment.

[0165] In the above technical solutions, 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 makes more efficient use of the vehicle's interior space.

[0166] Secondly, embodiments of this application provide a continuous fiber composite material layer, which includes continuous fibers and a thermoplastic resin matrix. The properties of the continuous fiber composite material layer simultaneously meet the following three requirements: elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3%.

[0167] In the above technical solution, by controlling the performance of a single-layer continuous fiber composite material layer, the continuous fiber composite board formed by multi-layer continuous fiber composite layers is at least suitable for manufacturing the frame beam body of the vehicle body frame.

[0168] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0169] In the above technical solution, by controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0170] In some embodiments, the thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0171] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

[0172] In some embodiments, the thermoplastic resin matrix includes polypropylene;

[0173] The elongation at break of polypropylene is not less than 50%; and / or, the melt index of polypropylene is not less than 30 g / min.

[0174] In the above technical solution, polypropylene with an elongation at break of not less than 50% exhibits good toughness and ductility. Selecting polypropylene with an elongation at break of not less than 50% as the resin matrix to connect continuous fibers helps to improve the elongation at break of the fiber composite layer, thereby improving the toughness of the fiber composite board. Polypropylene with a melt flow index of not less than 30 g / min has good flowability and molding properties, facilitating the improvement of the injection molding performance of the continuous fiber composite layer.

[0175] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0176] In the above technical solutions, organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins helps to improve the strength of single-layer fiber composite layers.

[0177] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0178] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0179] In some embodiments, the continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the parts by weight of continuous fibers and the parts by weight of thermoplastic resin matrix is ​​100.

[0180] In the above technical solution, by controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient resin matrix content leading to continuous fiber leakage and insufficient elongation at break. It is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low continuous fiber content and excessively high resin matrix content. This achieves a relatively balanced state between the content of continuous fiber and thermoplastic resin matrix, making the composite material suitable for manufacturing the main body of frame beams. In some embodiments, the continuous fiber composite material layer includes 1 to 5 parts by weight of a compatibilizer.

[0181] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0182] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0183] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial bonding performance between continuous fibers and thermoplastic resin matrix, and improve the mechanical properties of composite materials.

[0184] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0185] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0186] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0187] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0188] In some embodiments, the thickness of the continuous fiber composite layer is 0.2 mm to 0.3 mm.

[0189] In the above technical solution, by limiting the range of the thickness of the single-layer continuous fiber composite material layer, on the one hand, it is to avoid the single-layer continuous fiber composite board having insufficient structural strength and rigidity due to the thickness of the single-layer continuous fiber composite material layer being too low, and on the other hand, it is to avoid the continuous fiber composite board having too high a thickness when laying multiple layers of continuous fiber composite material layers.

[0190] Thirdly, embodiments of this application provide a continuous fiber composite board, including multiple layers of continuous fiber composite material, wherein the continuous fiber composite material layer is the continuous fiber composite material layer provided in any embodiment of this application.

[0191] In the above technical solution, multi-layer continuous fiber composite material layers are combined to form a continuous fiber composite board, so that the continuous fiber composite board is at least suitable for making the frame beam body of the vehicle body frame.

[0192] In some embodiments, the continuous fibers of a single layer of the continuous fiber composite material are laid in a unidirectional direction, and the laying angles of the continuous fibers in adjacent layers of the continuous fiber composite material are different.

[0193] In the above technical solution, the laying angle of continuous fibers has a significant impact on the performance of composite materials, and the laying direction of continuous fibers affects the stress distribution inside the composite material. Different laying angles of continuous fibers in adjacent fiber composite layers help to optimize the performance of composite materials in different directions.

[0194] In some embodiments, the multiple layers of the continuous fiber composite material are distributed along the thickness direction, and in the outermost two layers of the continuous fiber composite material on any side of the thickness direction, at least one layer of the continuous fiber has a layup angle that is neither 0° nor 90°.

[0195] In the above technical solution, the non-0° and non-90° layup provides strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the continuous fiber composite board.

[0196] In some embodiments, in a continuous fiber composite layer where the continuous fiber layup angle is neither 0° nor 90°, the continuous fiber layup angle is 25° to 75°.

[0197] In the above technical solution, when the layup angle of continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multi-directional strength, shear strength and fatigue resistance of the composite material.

[0198] In some embodiments, the continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 40° to 50°.

[0199] The above technical solutions help to further enhance the multi-directional strength, shear strength and fatigue resistance of composite materials.

[0200] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0201] In the above technical solution, the non-0° and non-90° layup is within a reasonable proportion range, so as to ensure that the multi-directional strength, shear strength and fatigue resistance of the composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the frame beam as much as possible.

[0202] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0203] In the above technical solution, by controlling the performance of a single-layer continuous fiber composite material layer, the tensile strength of the fiber composite board formed by the multi-layer composite material layer is not less than 200 MPa in all directions perpendicular to the thickness direction, and the elastic modulus in all directions perpendicular to the thickness direction is not less than 9 GPa. This makes the performance of the continuous fiber composite board suitable for manufacturing the main body of the frame beam.

[0204] In some embodiments, the thickness of the continuous fiber composite board is 1.2 mm to 5 mm.

[0205] In the above technical solution, by limiting the minimum thickness of the continuous fiber composite board, the thickness of the frame beam made of the continuous fiber composite board is prevented from being too low, thus failing to meet the requirements of structural strength and stiffness. By limiting the maximum thickness of the continuous fiber composite board, the excessive thickness of the frame beam made of the continuous fiber composite board is prevented from affecting the aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components.

[0206] Fourthly, embodiments of this application provide a method for preparing a continuous fiber composite material layer, comprising:

[0207] The thermoplastic resin matrix is ​​melted to obtain a molten thermoplastic resin matrix;

[0208] Continuous fibers are unfurled to obtain a continuous fiber tape.

[0209] Impregnate a continuous fiber tape with a molten thermoplastic resin matrix;

[0210] The impregnated continuous fiber strip is cooled and cured to obtain a continuous fiber composite layer.

[0211] The above technical solution enables the preparation of continuous fiber composite material layers.

[0212] In some embodiments, melting a thermoplastic resin matrix to obtain a molten thermoplastic resin matrix includes: mixing the thermoplastic resin matrix with an additive, and melting the mixed thermoplastic resin matrix and additive through a screw extruder to obtain a molten thermoplastic resin matrix.

[0213] In the above technical solution, a screw extruder can be used to melt the mixed thermoplastic resin matrix and additives to obtain a molten thermoplastic resin matrix.

[0214] Fifthly, this application provides a method for preparing a continuous fiber composite board, comprising:

[0215] The multilayer continuous fiber composite material is laid in layers;

[0216] A roller press is used to roll the multi-layer continuous fiber composite material layers laid in layers to form a fiber composite board.

[0217] In the above technical solution, rolling with a roller press helps to make the layers of continuous fiber composite material tightly bonded, which can effectively improve the interlayer bonding force and overall performance of the continuous fiber composite board.

[0218] 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

[0219] Figure 1 is a schematic diagram of the exploded structure of column B in the prior art;

[0220] Figure 2 is a structural schematic diagram of the vehicle provided in an embodiment of this application;

[0221] Figure 3 is a structural schematic diagram of the vehicle (excluding the chassis) provided in an embodiment of this application;

[0222] Figure 4 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this application at a first angle;

[0223] Figure 5 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this application at a second angle;

[0224] Figure 6 is a schematic diagram of the exploded structure shown in Figure 5;

[0225] Figure 7 is a cross-sectional view of the seat belt height adjuster provided in the embodiment of this application installed at position AA of the vehicle frame shown in Figure 5;

[0226] Figure 8 is a cross-sectional view of the seat belt retractor provided in the embodiment of this application installed at position BB of the vehicle frame shown in Figure 5;

[0227] Figure 9 is a cross-sectional view of the door hinge installed at position CC of the vehicle frame shown in Figure 5 according to an embodiment of this application;

[0228] Figure 10 is a cross-sectional view of the interior panel provided in this application installed at position DD of the vehicle frame shown in Figure 5;

[0229] Figure 11 is a structural schematic diagram of the second type of vehicle frame provided in the embodiment of this application at a first angle;

[0230] Figure 12 is a partial structural diagram of the structure shown in Figure 11, excluding the second reinforcing component, upper connector, lower connector, etc.

[0231] Figure 13 is a schematic diagram of the second reinforcing component inside the cavity of column B in the structure shown in Figure 11;

[0232] Figure 14 is a schematic diagram of the upper connector in the structure shown in Figure 11;

[0233] Figure 15 is a schematic diagram of the lower connector in the structure shown in Figure 11;

[0234] Figure 16 is a schematic cross-sectional view of the EE position of the structure shown in Figure 11;

[0235] Figure 17 is a cross-sectional view of the interior panel provided in this application installed at the FF position of the vehicle frame shown in Figure 11;

[0236] Figure 18 is a cross-sectional view of the seat belt height adjuster installed at position GG of the vehicle frame shown in Figure 11, according to an embodiment of this application.

[0237] Figure 19 is a cross-sectional view of the seat belt retractor provided in this embodiment of the application installed at position HH of the vehicle frame shown in Figure 11.

[0238] Figure 20 is a cross-sectional view of the door hinge installed at position II of the vehicle frame shown in Figure 11, according to an embodiment of this application.

[0239] Figure 21 shows a laying method of the multilayer continuous fiber composite material layer of the fiber composite board provided in the embodiment of this application;

[0240] Figure 22 is a flowchart of the preparation method of the continuous fiber composite material layer provided in the embodiment of this application;

[0241] Figure 23 is a flowchart of the preparation method of the continuous fiber composite board provided in the embodiment of this application. Detailed Implementation

[0242] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0243] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this application will not be described separately.

[0244] In the following description, the terms "first," "second," etc., are used merely to distinguish different objects and do not indicate that the objects have the sameness or relationship. It should be understood that the directional descriptions "above," "below," "outside," and "inside" refer to the orientation under normal use conditions, while "left" and "right" refer to the left and right directions shown in the corresponding diagrams, which may or may not be the left and right directions under normal use conditions.

[0245] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "At least two" means two or more.

[0246] With the continuous development of automotive technology, traditional steel body frames have also revealed some drawbacks. Steel body parts are manufactured using stamping processes. To ensure the precision and quality of each part, the complex structure needs to be broken down into multiple simple parts, which are then connected into a whole through welding and other methods. Moreover, to meet the strength and rigidity requirements of the body frame, multiple layers of steel plates and local reinforcement components are needed to improve the local strength and rigidity of the body frame. This results in a large number of parts in traditional steel bodies, and at least multiple stamping and welding processes are required.

[0247] Taking the B-pillar as an example, please refer to Figure 1. A traditional steel B-pillar includes at least an outer B-pillar panel 11', an inner B-pillar panel 12', a reinforcing outer panel 13', and a reinforcing inner panel 14'. The outer B-pillar panel 11' faces outwards from the vehicle body, while the inner B-pillar panel 12' faces inwards and provides an interior trim mounting structure. The reinforcing outer panel 13' and the reinforcing inner panel 14' are positioned between the outer B-pillar panel 11' and the inner B-pillar panel 12', and they are used to improve the structural rigidity and strength of the B-pillar. In addition, there are some localized reinforcement components that reinforce specific parts of the B-pillar structure and the junctions where the B-pillar connects to other body structures. For example, the upper joint reinforcement 15' reinforces the junction between the B-pillar and the upper side beam, the lower joint reinforcement 16' reinforces the junction between the B-pillar and the sill beam, and the seatbelt accessory reinforcement structure 17' reinforces the locations on the B-pillar where the seatbelt height adjuster and seatbelt retractor are installed. There are also some interior mounting structures, such as the seatbelt retractor mounting structure 18'. It is evident that the B-pillar has a relatively large number of parts. Extending this to the entire vehicle body, this results in a very large number of parts throughout the vehicle. Furthermore, a steel body is relatively heavy, which is detrimental to lightweight vehicle design.

[0248] In addition, steel bodies are prone to rust, so they also need to be painted.

[0249] In other words, steel car bodies require stamping, welding, and painting processes during manufacturing, which takes a long time and is not conducive to improving manufacturing efficiency. Moreover, stamping, welding, and painting workshops all require significant investment, which is not conducive to reducing vehicle manufacturing costs. At the same time, steel car bodies are relatively heavy, which is not conducive to the lightweight design of the entire vehicle.

[0250] In view of this, in order to overcome at least some of the defects of steel car bodies, embodiments of this application provide a vehicle, a continuous fiber composite board, a method for preparing a continuous fiber composite board, a continuous fiber composite material layer, and a method for preparing a continuous fiber composite material layer.

[0251] Please refer to Figures 2 and 3. This application provides a vehicle, which includes a chassis 30 and a body frame 20 disposed on the chassis 30.

[0252] In some embodiments, the vehicle frame 20 and the chassis 30 are welded together.

[0253] In other embodiments, the vehicle frame 20 can be detachably connected to the chassis 30, in which case the chassis 30 adopts a skateboard chassis integrating the three-electric system. The three-electric system refers to the battery system, motor system, and electronic control system. This configuration achieves decoupling between the vehicle frame 20 and the chassis 30, allowing the vehicle frame 20 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0254] For example, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0255] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0256] In some embodiments, the number of fasteners is multiple.

[0257] For example, the body frame 20 and the chassis 30 can be detachably connected by using multiple bolts in the circumferential direction of the chassis 30 and the circumferential direction of the body frame 20.

[0258] The following descriptions will use the combination of the vehicle frame 20 and the skateboard chassis as an example.

[0259] Because the skateboard chassis integrates the vehicle's three-electric system (battery, motor, and electronic control), it achieves multi-functional and modular integration, significantly reducing vehicle weight. However, the existing steel body restricts further weight reduction. Therefore, this application proposes replacing at least part of the steel body with a composite material body to further reduce vehicle weight, improve vehicle reliability, and lower vehicle costs.

[0260] In some embodiments, the vehicle frame 20 and chassis 30 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.

[0261] Please refer again to Figures 2 and 3, and also to Figures 4 and 5. In the embodiments provided in this application, the vehicle frame 20 includes a frame beam body 21, which includes multiple layers of continuous fiber composite material, each of which includes continuous fibers and a thermoplastic resin matrix.

[0262] Among them, the properties of at least one continuous fiber composite layer simultaneously satisfy the following three conditions:

[0263] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%.

[0264] The frame beam body 21 includes multiple layers of continuous fiber composite material, meaning the frame beam body 21 is made of continuous fiber composite material. At least one layer of continuous fiber composite material meets the performance requirements of an elastic modulus of not less than 20 GPa, a tensile strength of not less than 900 MPa, and an elongation at break of not less than 3%, thus ensuring that the performance of the continuous fiber composite material can meet at least part of the performance requirements of the frame beam body 21.

[0265] By using continuous fiber composite material for the frame beam body 21, the lightweight nature of the composite material helps reduce the weight of the vehicle body frame. The continuous fiber composite material, formed from continuous fibers and a thermoplastic resin matrix, can be integrally molded, helping to reduce the number of vehicle parts. Furthermore, the composite material exhibits high strength, high rigidity, and high toughness, contributing to improved structural strength and rigidity of the frame beam body 21. Moreover, continuous fiber composite materials do not suffer from rusting issues, and the manufacturing process is relatively environmentally friendly, helping to reduce carbon emissions. Furthermore, the use of continuous fiber composite materials in the fabrication of the frame beam body 21 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for additional stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0266] It is understandable that the performance requirements for the frame beam body 21 vary depending on its location in the vehicle. Therefore, the number of continuous fiber composite material layers and the number of continuous fiber composite material layers that meet the performance requirements of an elastic modulus of not less than 20 GPa, a tensile strength of not less than 900 MPa, and an elongation at break of not less than 3% can be designed according to the specific location of the frame beam body 21 in the vehicle. This can be achieved by multiple layers of continuous fiber composite material in the fiber composite board, or by one or several layers.

[0267] In some embodiments, in the multilayer continuous fiber composite material layers, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer.

[0268] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%. This further improves the performance of the continuous fiber composite layers, enabling the frame beam body 21 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements. In other words, the frame beam body 21 in more locations of the vehicle can use the continuous fiber composite material provided in this application embodiment, which helps to further improve the vehicle's lightweight performance.

[0269] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 918 MPa to 1300 MPa, and the elongation at break of each continuous fiber composite layer is 3% to 6%.

[0270] That is, the elastic modulus of the continuous fiber composite layer is ≤40GPa, the tensile strength of the continuous fiber composite layer is ≤1300MPa, and the elongation at break of the continuous fiber composite layer is ≤6% (3% ≤ 6%). This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0271] It should be noted that elongation at break refers to the percentage of the original gauge length elongation to the original gauge length after the specimen breaks under tension.

[0272] Regarding the method for detecting the elongation at break of continuous fiber composite layers, a portion of the frame beam body 21 can be cut off as a sample, the continuous fiber composite layer of the sample can be separated, and a specimen can be made for a single layer of continuous fiber composite layer. The specimen can then be placed on a tensile testing machine for testing.

[0273] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0274] For example, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21. In other words, the multiple layers of continuous fiber composite material are first laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21 with cavities 21a. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 21, thereby maximizing its mechanical properties and structural integrity. For instance, the frame beam body 21 may include at least columns, side beams 214, and sill beams 215, each with different shapes and dimensions.

[0275] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Thus, by controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0276] For example, the thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0277] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0278] In some embodiments, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is 8 to 15, that is, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups can be 8, 9, 10, 11, 12, 13, 14, or 15.

[0279] In some embodiments, the thermoplastic resin matrix includes polypropylene, wherein the elongation at break of the polypropylene is not less than 50%; and / or, the melt index of the polypropylene is not less than 30 g / min. Polypropylene with an elongation at break of not less than 50% exhibits good toughness and ductility. By selecting polypropylene with an elongation at break of not less than 50% as the resin matrix to connect continuous fibers, it helps to improve the elongation at break of the fiber composite layer, thereby contributing to improved toughness of the fiber composite board. The melt index of polypropylene not less than 30 g / 10 min ensures good flowability during processing, enabling it to better encapsulate continuous fibers and improve the interfacial bonding force (also understood as adhesion) between the continuous fibers and the thermoplastic resin matrix. This results in a continuous fiber composite layer with good strength after molding, providing a supporting function.

[0280] It's important to note that the melt flow index (MFI) of a resin refers to its flowability in the molten state under specific conditions, and is commonly used to characterize the flowability of plastic materials during processing. The melt flow index (MFI) is also known as the melt flow rate (MFR). The melt flow index is the weight of the melt that passes through a standard die in ten minutes under specified test conditions. These test conditions include a temperature of 230°C, a load of 2.16 kg, and a standard die diameter of 2.095 mm. A higher melt flow index indicates better resin flowability, and vice versa.

[0281] In some embodiments, the elongation at break of polypropylene is 50% to 200%. That is, 50% ≤ elongation at break of polypropylene ≤ 200%. This further limits the range of elongation at break of polypropylene.

[0282] In some embodiments, the melt index of polypropylene is 30 g / 10 min to 100 g / 10 min. That is, 30 g / 10 min ≤ melt index of polypropylene ≤ 100 g / 10 min. This further limits the range of the melt index of polypropylene.

[0283] In some embodiments, the continuous fiber composite layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of thermoplastic resin matrix, and the sum of the weight parts of continuous fibers and thermoplastic resin matrix is ​​100. By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in continuous fiber leakage, and it is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix are achieved to a relatively balanced state, making the performance of the composite material suitable for manufacturing the frame beam body 21.

[0284] In some embodiments, the continuous fiber composite layer comprises 68-75 parts by weight of continuous fibers and 25-32 parts by weight of thermoplastic resin matrix. This further limits the content of continuous fibers and thermoplastic resin matrix, achieving a more balanced state between the two.

[0285] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0286] For example, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0287] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0288] For example, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0289] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0290] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0291] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0292] For example, the lubricant includes white oil.

[0293] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0294] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0295] In some embodiments of this application, the continuous fiber is continuous glass fiber. The thermoplastic resin matrix is ​​polyamide. The composite material formed by the combination of continuous glass fiber and polyamide combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polyamide, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite layer, and the polyamide matrix is ​​easy to mold.

[0296] The components and experimental data of some embodiments are described below with reference to Table 1.

[0297] Table 1 shows the experimental data of the continuous fiber composite material layer including glass fiber and polyamide resin matrix provided in the embodiments of this application.

[0298] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0299] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0300] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0301] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0302] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0303] Table 2 shows the components and experimental data for some comparative examples.

[0304] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0305] It should be noted that the comparative example refers to test data that does not meet the requirements of the embodiments of this application.

[0306] Combining Tables 1 and 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-)n. In a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, that is, the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0307] The molecular formula of PA11 is H(NH(CH2)10CO)nOH. In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0308] The molecular formula of PA12 is -(NH-(CH2)11-CO)n-. In a single structural unit of PA12, there are 12 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0309] The molecular formula of PA6 is (-NH-(CH2)5-CO)n. In a single structural unit of PA6, there are 6 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA6 is 6.

[0310] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO)n. In a single structural unit of PA66, there are 12 carbons in the main carbon chain and 2 amide groups. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA66 is 6.

[0311] It should be noted that polyamide is a polymer formed by the polymerization of multiple repeating structural units. Two structural units are polymerized through -CO- and -NH-. Therefore, in the embodiments of this application, when calculating the number of amide groups, -CO- and -NH2- in a single structural unit are counted as one amide group, without considering whether -CO- and -NH2- are connected together in a single structural unit.

[0312] It should be noted that the resin matrix in Comparative Example 6 includes 23 parts by weight of PA6 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA6 is 6, and the number of amide groups is 6. Therefore, the mixing of 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in an average ratio of the number of carbons in the main carbon chain to the number of amide groups that is less than 8.

[0313] The resin matrix in Comparative Example 7 includes 23 parts by weight of PA66 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA66 is 6 and the number of amide groups is 6. The mixing of 23 parts by weight of PA66 and 12 parts by weight of PA610 results in an average ratio of less than 8 between the number of carbons in the main carbon chain and the number of amide groups.

[0314] The polyamides used in Examples 1 to 9 are one or more combinations of PA610, PA11, and PA12, all of which satisfy the requirement that the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Furthermore, the weight parts of the thermoplastic resin matrix in Examples 1 to 9 are 33, 33, 33, 32, 28, 23, 33, 33, and 33, respectively, meaning that the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0315] The weight parts of glass fiber in Examples 1 to 9 are 65, 65, 65, 65, 70, 75, 65, 65, and 65, respectively, that is, the weight parts of continuous fiber are between 60 and 80.

[0316] In Examples 1 to 9, the compatibilizer was 2 parts by weight and the antioxidant was 0.3 parts by weight (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0317] In Examples 1 to 9, the minimum tensile strength of the formed continuous fiber composite layer was 1005 MPa, and the maximum tensile strength was 1370 MPa. The minimum elastic modulus of the formed continuous fiber composite layer was 39.5 GPa, and the maximum was 43.5 GPa. The minimum elongation at break of the formed continuous fiber composite layer was 3.12%, and the maximum was 4.0%. The minimum water absorption rate of the formed continuous fiber composite layer was 0.19%, and the maximum was 0.3%. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this application.

[0318] As can be seen from Examples 1, 2 and 3, the higher the ratio of the number of carbons to the number of amide groups on the main carbon chain of a single structural unit, the higher the elongation at break, and the lower the water absorption rate.

[0319] Examples 4, 5, and 6 show that a higher glass fiber content results in higher tensile strength but lower elongation at break. Comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it is found that when the ratio of the number of carbon atoms to the number of amide groups on the main carbon chain of a single structural unit is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0320] By comparing Examples 5, 6, and Comparative Example 3, it can be found that when the weight percentage of glass fiber exceeds 80%, the elongation at break of the continuous fiber composite layer decreases and becomes less than 3%. This does not meet the performance requirements of the continuous fiber composite layer.

[0321] Comparing Example 1 and Comparative Example 5, it can be found that when the weight percentage of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer. In some embodiments of this application, the continuous fiber is glass fiber, and the thermoplastic resin matrix is ​​polypropylene. The composite material formed by continuous glass fiber and polypropylene combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polypropylene, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite layer. Furthermore, polypropylene is easy to mold.

[0322] Table 3 shows the experimental data of the continuous fiber composite material layer including glass fiber and polypropylene resin matrix provided in the embodiments of this application.

[0323] PP-1 refers to polypropylene, grade ADXP770, with a melt index greater than 40 and an elongation at break greater than 100.

[0324] Compatibilizer: PP-1 material is made of high melt index PP grafted with maleic anhydride.

[0325] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0326] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0327] Table 4 shows the components and experimental data for some comparative examples.

[0328] PP-2 refers to polypropylene, grade PP 7032E3, with a melt index of 5 and an elongation at break of >100.

[0329] Compatibilizer: PP-2 is made of high melt index PP grafted with maleic anhydride.

[0330] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0331] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0332] Based on Tables 3 and 4, the weight percentages of glass fiber in Examples 1 and 2 are 65 and 70, respectively, falling within the range of 60-80%. The weight percentages of polypropylene in Examples 1 and 2 are 35 and 30, respectively, falling within the range of 20-40. The compatibilizer has a weight percentage of 2, and the antioxidant has a weight percentage of 0.3. The tensile strengths of the produced continuous fiber composite layers are 1024 MPa and 1180 MPa, respectively; the elongation at break is 3.6% and 3.3%, respectively; and the elastic modulus is 34.7 GPa and 35.5 GPa, respectively. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this application.

[0333] As can be seen from Example 1 and Comparative Example 1, when the melt index of polypropylene is less than 30 g / 10 min, the tensile strength and elongation at break of the produced continuous fiber composite layer cannot meet the performance requirements.

[0334] As shown in Comparative Example 2, when the total weight of polypropylene and glass fiber is less than 100, the tensile strength and elongation at break of the produced continuous fiber composite layer cannot meet the performance requirements.

[0335] In some embodiments, referring to Figure 21, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent continuous fiber composite layers are different. The layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material. Different layup angles of the continuous fibers in adjacent continuous fiber composite layers help to optimize the performance of the continuous fiber composite material in different directions.

[0336] In some embodiments, referring again to Figure 21, in the outermost two continuous fiber composite material layers on any side along the thickness direction of the frame beam body 21, at least one continuous fiber has a layup angle that is neither 0° nor 90°. This is because a layup that is neither 0° nor 90° can provide strength in multiple directions, and at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 21.

[0337] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0338] For example, the main frame beam 21 includes a B-pillar 212. The B-pillar 212 extends roughly along the vertical direction of the vehicle frame 20, that is, the length extension direction of the B-pillar 212 is roughly along the vertical direction of the vehicle frame 20, that is, the direction where the arrow Y is located. The width direction of the B-pillar 212 is roughly along the front-back direction of the vehicle frame 20, that is, the direction where the arrow X is located. For the continuous fiber composite material formed in the B-pillar 212, the vertical direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 0°, and the front-back direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 90°.

[0339] The layup angle of the continuous fibers in the remaining fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0340] In some embodiments, in continuous fiber composite layers where the continuous fiber layup angle is neither 0° nor 90°, the layup angle of the continuous fibers is 25° to 75°. A layup angle range of 25° to 75° in the composite material helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the continuous fiber composite.

[0341] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers. This ensures that the non-0° and non-90° layup is within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the continuous fiber composite are within reasonable ranges, and thus ensuring the structural strength and stiffness of the frame beam body 21 as much as possible.

[0342] In some embodiments, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%. By controlling the water absorption rate of a single continuous fiber composite layer within this range, the water absorption rate of the frame beam body 21 is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 21.

[0343] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, and the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is not less than 9 GPa. Thus, by controlling the performance of each single-layer continuous fiber composite material layer, the frame beam body 21 made of the fiber composite board formed by the multilayer composite material layers has a tensile strength of not less than 200 MPa in each direction perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in each direction perpendicular to the thickness direction. This allows the frame beam body 21 to meet the performance requirements of different locations in the vehicle as much as possible. In other words, it allows the frame beam body 21 in each location of the vehicle to use the continuous fiber composite material provided in this application embodiment as much as possible, thereby contributing to the lightweight design of the vehicle.

[0344] In some embodiments, the multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0345] That is, the tensile strength of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤35GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 21.

[0346] In some embodiments, the thickness of the frame beam body 21 is 1.2mm to 5mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2mm to 0.3mm. For example, the thickness of the frame beam body 21 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc. By limiting the minimum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thin and failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thick, affecting the aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components. For example, the thickness of the single-layer fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the thickness range of the single-layer fiber composite material layer, on the one hand, it is to avoid the single-layer fiber composite material layer being too thin, which would result in insufficient structural strength and stiffness of the single-layer continuous fiber composite material. On the other hand, it is to avoid the fiber composite material layer being too thick, which would result in the frame beam body 21 being too thick when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle frame 20 or interfering with the installation of other vehicle components.

[0347] It should be noted that the thickness of the frame beam body 21 refers to the dimension of the frame beam body 21 along the thickness direction when the multi-layer continuous fiber structure layers are laid in layers along the thickness direction.

[0348] In some embodiments, the frame beam body 21 has a cavity 21a, and the vehicle frame 20 includes a reinforcing structure 22, which is at least partially disposed within the cavity 21a and connected to the frame beam body 21. The reinforcing structure 22 includes a first reinforcing component 221, which is injection molded onto the inner surface of the frame beam body 21, and the first reinforcing component 221 has an elastic modulus ≥ 5 GPa, a tensile strength ≥ 100 MPa, and an elongation at break ≥ 1%.

[0349] The frame beam 21 has a cavity 21a. The cavity 21a serves as an energy absorption zone, effectively absorbing and dispersing impact energy. On the other hand, the cavity 21a provides installation space for the reinforcing structure 22. Moreover, the design of the cavity 21a contributes to the lightweight design of the vehicle.

[0350] The reinforcing structure 22 is at least partially located within the cavity 21a and connected to the frame beam body 21. That is, the reinforcing structure 22 is used to reinforce the frame beam body 21 to reduce the probability of the frame beam body 21 deforming or breaking during a collision, thereby improving the overall collision protection performance of the vehicle frame 20.

[0351] The first reinforcing component 221 is injection molded onto the inner surface of the frame beam body 21. The injection molding process integrates the first reinforcing component 221 with the frame beam body 21, reducing the need for multiple assembly steps between the first reinforcing components 221 and the frame beam body 21. This process also allows the injection molding material of the first reinforcing component 221 to penetrate deep into all corners of the frame beam body 21. Furthermore, the injection molding process facilitates the processing of the first reinforcing component 221 into various shapes according to the collision stress conditions of the vehicle frame 20, and allows for the increase of thickness in certain critical stress areas. Moreover, by controlling the elastic modulus, tensile strength, and elongation at break of the first reinforcing component 221 within a reasonable range, the frame beam body 21 provided in this embodiment can be used in locations with high collision performance requirements. For example, the frame beam body 21 can at least constitute a vehicle pillar, side beam 214, sill beam 215, etc.

[0352] In some embodiments, the elastic modulus of the first reinforcing component 221 is 5 GPa to 20 GPa, the tensile strength is 100 MPa to 300 MPa, and the elongation at break is 1% to 6%.

[0353] That is, 5GPa≤ the elastic modulus of the first reinforcing component 221≤20GPa, 100MPa≤ the tensile strength of the first reinforcing component 221≤300MPa, and 1%≤ the elongation at break of the first reinforcing component 221≤6%. In this way, the range of the elastic modulus, tensile strength and elongation at break of the first reinforcing component 221 is further defined.

[0354] Regarding the testing method for the elongation at break of the first reinforcing component 221, a portion of the first reinforcing component 221 can be cut as a sample and placed on a tensile testing machine for testing. Alternatively, a sample that meets the experimental conditions can be reshaped using the injection molding material of the first reinforcing component 221 and then placed on a tensile testing machine for testing.

[0355] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0356] In some embodiments, the first reinforcing component 221 comprises 35-70 parts by weight of a thermoplastic resin matrix and 30-65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100. The composite material formed by combining the long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus of the long glass fibers with the good processability and recyclability of the thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the first reinforcing component 221. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding, compression molding, etc.

[0357] It should be noted that long glass fibers refer to glass fibers with a length range of 8mm to 12mm. For example, the length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, or 12mm.

[0358] It is understood that in some embodiments, the thermoplastic resin matrix of the first reinforcing component 221 is the same type as the thermoplastic resin matrix of the continuous fiber composite layer forming the frame beam body 21. For example, when the thermoplastic resin matrix of the continuous fiber composite layer includes polyamide, the thermoplastic resin matrix of the first reinforcing component 221 also includes polyamide. Alternatively, when the thermoplastic resin matrix of the continuous fiber composite layer includes polypropylene, the thermoplastic resin matrix of the first reinforcing component 221 also includes polypropylene.

[0359] This helps improve the compatibility between the first reinforcing component 221 and the frame beam body 21, and also helps improve the molding quality of the first reinforcing component 221 to avoid problems such as poor filling on the inner surface of the frame beam body 21 and surface defects.

[0360] In some embodiments, the first reinforcing component 221 comprises 2 to 5 parts by weight of mineral powder.

[0361] Mineral powder can be, for example, at least one of talc, calcium carbonate, or wollastonite. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0362] In some embodiments, the first reinforcing component 221 includes 1 to 2 parts by weight of a compatibilizer; and / or, the first reinforcing component 221 includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial bonding performance between the resin matrix and the long glass fibers, and to improve the mechanical properties of the composite material; for example, it can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0363] For example, in some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0364] For example, in some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0365] In some embodiments, the first reinforcing component 221 includes one or more first reinforcing rib components 2211, which are spaced apart along the extension direction of the cavity 21a. The first reinforcing rib components 2211 are used to reinforce the frame beam body 21. There can be one or more first reinforcing rib components 2211; that is, a single first reinforcing rib component 2211 can be used to reinforce the entire frame beam body 21, or multiple first reinforcing rib components 2211 can be used to reinforce specific parts of the frame beam body 21.

[0366] In some embodiments, the first reinforcing rib assembly 2211 includes a plurality of interconnected first reinforcing ribs, wherein the plurality of first reinforcing ribs are arranged intersectingly; or, the plurality of first reinforcing ribs are connected end to end in a ring shape. The intersecting arrangement of the plurality of first reinforcing ribs or the ring shape can minimize stress concentration in a single first reinforcing rib, thus enabling the first reinforcing rib assembly 2211 to distribute the force evenly, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 20.

[0367] It is understood that the ring shape can be triangular, quadrilateral, pentagonal, hexagonal, etc., and the first reinforcing rib assembly 2211 can include several rings, which can have the same shape or different shapes.

[0368] In some embodiments, the thickness of the root of the first reinforcing rib is 80% to 120% of the thickness of the frame beam body 21. This is configured so that the first reinforcing rib can provide sufficient reinforcement, thereby improving the strength and stiffness of the vehicle body frame 20. It is understood that the thickness of the root of the first reinforcing rib can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 21. The specific thickness can be determined according to the collision stress conditions of the vehicle body frame 20. Since the frame beam body 21 is made of continuous fiber composite material, which has high modulus properties, even if the root thickness of the first reinforcing rib is relatively large, it helps to reduce or even avoid shrinkage defects at the root of the first reinforcing rib on the outer surface of the frame beam body 21.

[0369] In some embodiments, the thickness of the root of the first reinforcing rib is 100% of the thickness of the frame beam body 21, that is, the thickness of the root of the first reinforcing rib is the same as the thickness of the frame beam body 21.

[0370] It should be noted that the thickness at the root of the first reinforcing rib refers to the extension dimension of the first reinforcing rib along the inner and outer directions of the vehicle frame 20.

[0371] For example, as shown in Figures 6, 7, 8, 9, 15, 16, 17, 18 and 19, the inward and outward directions of the vehicle frame 20 are those indicated by the arrow Z.

[0372] In some embodiments, the thickness of the root of the first reinforcing rib is 2.5mm to 3.5mm, and the thickness of the frame beam body 21 is 2.5mm to 3.5mm. By setting the thicknesses of the frame beam body 21 and the first reinforcing rib within this range, the frame beam body 21 and the reinforcing structure 22 can meet the strength and stiffness requirements of the vehicle frame 20. It is understood that in this embodiment, the thickness of the root of the first reinforcing rib can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the frame beam body 21 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the root of the first reinforcing rib can be the same as or different from the thickness of the frame beam body 21.

[0373] In some embodiments, the first reinforcing component 221 has an interior trim mounting structure 23 for mounting the vehicle's interior trim. That is, the interior trim mounting structure 23 is formed as a part of the first reinforcing component 221. In this case, there is no need to separately provide components with interior trim mounting functions, which reduces the number of components and the assembly between them, contributing to the lightweighting of the vehicle body frame 20 and improving manufacturing efficiency.

[0374] It should be noted that the vehicle interior refers to various decorative and functional components inside the vehicle, such as seat belt accessories, door hinges 10b, door opening limiters, interior trim panels 10c, and curtain airbags. Understandably, the specific interior components installed on the interior trim mounting structure 23 formed by the first reinforcing component 221 may differ depending on the location of the frame beam body 21. For example, seat belt accessories may be installed on the B-pillar 212 and C-pillar 213, while door hinges 10b may be installed on the A-pillar 211 and B-pillar 212, etc.

[0375] In some embodiments, referring to Figure 9, the interior trim mounting structure 23 includes at least one interior trim panel mounting structure 232 for mounting an interior trim panel 10c. The interior trim panel 10c is used to at least cover the cavity 21a of the frame beam body 21 from the inside of the vehicle body frame 20. That is, the interior trim panel 10c is used to cover the cavity 21a, thereby minimizing the direct exposure of the first reinforcing component 221 and the interior trim mounting structure 23 formed on the first reinforcing component 221 to the driver / passenger's view, which helps to improve the aesthetics of the vehicle body frame 20.

[0376] In some embodiments, referring to FIG5, at least a portion of the frame beam body 21 constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle, and the interior mounting structure 23 includes at least one seat belt accessory mounting structure 231, which is formed in the first reinforcing component 221 of the B-pillar 212 and / or C-pillar 213; the at least one seat belt accessory mounting structure 231 is used to mount seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor 10a.

[0377] Seatbelt accessories need to be installed on both the B-pillar 212 and / or the C-pillar 213. The first reinforcing component 221 provides a seatbelt accessory mounting structure 231 for installing the seatbelt accessories, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the first reinforcing component 221 helps to improve the structural strength and rigidity of the seatbelt accessory mounting structure 231, reducing the probability of seatbelt failure due to failure of the seatbelt accessory mounting structure 231.

[0378] It is understood that the seat belt accessories include a seat belt height adjuster 10d (see Figure 7) and a seat belt retractor 10a (see Figure 8). The seat belt accessory mounting structure 231 formed on the first reinforcing component 221 can be one, which is used to install one of the seat belt height adjuster 10d and the seat belt retractor 10a. Alternatively, the seat belt accessory mounting structure 231 formed on the first reinforcing component 221 can be two, which can be used to install the seat belt height adjuster 10d and the seat belt retractor 10a respectively. In this case, the positions of the two seat belt accessory mounting structures 231 on the reinforcing structure 22 can be set according to the actual situation of the vehicle.

[0379] In some embodiments, referring to Figures 4 and 5, the vehicle frame 20 also includes a seatbelt accessory reinforcement plate 24. The seatbelt accessory reinforcement plate 24 surrounds the seatbelt accessory mounting structure 231 and is connected to the frame beam body 21. This arrangement utilizes the seatbelt accessory reinforcement plate 24 to locally reinforce the seatbelt accessory mounting structure 231, thereby improving the structural strength and rigidity of the seatbelt accessory mounting structure 231, reducing the probability of seatbelt failure due to failure of the seatbelt accessory mounting structure 231, and thus contributing to improving the safety performance of the vehicle frame 20.

[0380] In some embodiments, the seatbelt accessory reinforcement plate 24 is bonded to the frame beam body 21. This secures the seatbelt accessory reinforcement plate 24. Furthermore, the bonding operation is convenient.

[0381] For example, the seat belt accessory reinforcement plate 24 is bonded to the cavity wall of the cavity 21a by structural adhesive.

[0382] In some embodiments, the seatbelt accessory reinforcement plate 24 and the frame beam body 21 are made of the same material. That is, both the seatbelt accessory reinforcement plate 24 and the frame beam body 21 are made of continuous fiber composite material. On the one hand, this allows the seatbelt accessory reinforcement plate 24 and the frame beam body 21 to be made of the same material, which helps to reduce the types of raw materials; on the other hand, the same material facilitates the connection between the seatbelt accessory reinforcement plate 24 and the frame beam body 21. Moreover, continuous fiber composite material helps to achieve lightweighting of the vehicle body frame 20.

[0383] In some embodiments, referring to Figure 6, at least a portion of the frame beam body 21 constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle. The vehicle body frame 20 also includes at least one metal connection structure 25, which is disposed on the A-pillar 211 and / or B-pillar 212. The at least one metal connection structure 25 is used to connect at least one of the door hinge 10b, door lock, and door opening limiter. A first reinforcing component 221 is injection molded onto the inner surface of the frame beam body 21, and the metal connection structure 25 is disposed between the frame beam body 21 constituting the A-pillar 211 and / or B-pillar 212 and the first reinforcing component 221. That is, the metal connection structure 25 is fixed to the inner surface of the frame beam body 21 and the first reinforcing component 221 through a metal insert injection molding process. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure 25; on the other hand, the metal insert injection molding process helps to improve the structural strength and structural stiffness of the vehicle body frame 20.

[0384] Understandably, the metal insert injection molding process refers to placing the metal connecting structure 25 into the mold where the frame beam body 21 is located, then injecting the injection molding material of the first reinforcing component 221 into the mold, and then cooling and molding it.

[0385] In this embodiment, the door hinge 10b, door lock, and door opening limiter are all used for opening and closing the door 10e. During vehicle use, the door 10e needs to be opened and closed frequently, the door hinge 10b and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure 25 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 25 good fatigue performance, allowing the metal connection structure 25 to maintain structural integrity during multiple cycles. The metal connection structure 25 is located between the frame beam body 21 constituting the A-pillar 211 and / or B-pillar 212 and the first reinforcing component 221, so that the first reinforcing component 221 can fix the metal connection structure 25 to the frame beam body 21, which helps to make the metal connection structure 25 installed stably.

[0386] It is understood that there can be one metal connection structure 25, used to connect at least one of the door hinge 10b, door lock, and door opening limiter. There can be two metal connection structures 25, used to connect at least two of the door hinge 10b, door lock, and door opening limiter respectively. There can be three metal connection structures 25, used to connect the door hinge 10b, door lock, and door opening limiter. The position of the metal connection structure 25 can be set according to the actual situation of the vehicle.

[0387] Please refer to Figure 10. The metal connection structure 25 is used to connect the door hinge 10b.

[0388] For example, as shown in Figures 7, 8, 9, 10, 16, 17, 18, 19 and 20, the inward and outward directions of the vehicle body are in the direction indicated by arrow Z.

[0389] Please refer to Figures 4, 5 and 6 again. The main body of the frame beam 21 includes at least the side beam 214, the B-pillar 212 and the sill beam 215. The B-pillar 212 is used to connect the side beam 214 and the sill beam 215. The extension direction of the B-pillar 212 is roughly along the vertical direction of the vehicle frame 20, that is, the direction of arrow Y. The extension directions of the side beam 214 and the sill beam 215 are roughly along the front and rear direction of the vehicle frame 20, that is, the direction of arrow X.

[0390] As shown in Figure 5, within the cavity 212a of the B-pillar 212, the first reinforcing component 221 includes multiple first reinforcing rib components 2211. The multiple first reinforcing rib components 2211 are positioned at the location of the interior trim mounting structure 23, and approximately at the midpoint of the cavity 212a along the vertical direction. The placement of the first reinforcing rib components 2211 at the location of the interior trim mounting structure 23 helps ensure the strength of the interior trim mounting structure 23, reducing the probability of breakage or deformation during a vehicle collision, thereby reducing the likelihood of interior trim failure. For example, placing the first reinforcing rib components 2211 at the location of the seatbelt accessory mounting structure 231 helps improve the structural strength of the seatbelt accessory mounting structure 231, reducing the probability of seatbelt failure due to the failure of the seatbelt accessory mounting structure 231. The B-pillar 212 is located approximately in the middle of its vertical direction, which is the main stress area in a side collision. The first reinforcing rib assembly 2211 is located in the cavity 212a of the B-pillar 212 at approximately the middle of its vertical direction, which helps to improve the impact resistance and energy absorption capacity of the B-pillar 212 when the vehicle is subjected to a side collision, thereby helping to improve the collision avoidance performance of the B-pillar 212.

[0391] There are also multiple first reinforcing rib assemblies 2211 inside the cavity 214a of the side beam 214. The first reinforcing rib assemblies 2211 are located at both ends and approximately in the middle of the cavity 214a of the side beam 214, which helps to reduce the probability of the vehicle roof collapsing.

[0392] Within the cavity 215a of the sill beam 215, there is little need for interior trim installation, and the sill beam 215 has high anti-collision requirements. Therefore, the first reinforcing rib assembly 2211 within the cavity 215a of the sill beam 215 is a single unit to improve the structural strength and rigidity of the sill beam 215.

[0393] Please refer to Figure 5 again. At the junction of B-pillar 212 and side beam 214, and at the junction of B-pillar 212 and sill beam 215, a first reinforcing component 221 also needs to be installed. This will help improve the structural strength and stiffness of the two junctions, thereby reducing the probability of fracture or deformation at the two junctions during a collision, and thus improving the anti-collision performance of B-pillar 212113.

[0394] It should be noted that in this embodiment, the side beam 214 refers to the approximate middle position of the side beam 214 of the vehicle along the X direction, that is, the position where it is connected to the B-pillar 212, and the sill beam 215 refers to the approximate middle position of the sill beam 215 of the vehicle along the X direction, that is, the position where it is connected to the B-pillar 212.

[0395] For example, as shown in Figures 4, 5, 6, 11, 12 and 13, the vertical direction of the vehicle frame 20 is the direction of arrow Y.

[0396] For example, as shown in Figures 4, 5, 6, 11, 12 and 13, the front-rear direction of the vehicle frame 20 is the direction of arrow X.

[0397] Moreover, since the first reinforcing component 221 is injection molded on the inner surface of the frame beam body 21, even if the first reinforcing component 221 is set in multiple locations, there is no need to manufacture multiple parts or use connectors to assemble multiple parts. The injection molding process can achieve the integral molding of the first reinforcing component 221 and the frame beam body 21. While achieving local reinforcement of the frame beam body 21, it also helps to reduce the number of parts, achieve weight reduction, and improve manufacturing efficiency.

[0398] Based on the performance of the continuous fiber composite material layer and the first reinforcing component 221 provided in the embodiments of this application, the simulation is as follows:

[0399] The thickness of the frame beam body 21 is 3mm; the thickness of the continuous fiber composite material layer is 0.2mm; and the thickness of the first reinforcing rib is 3mm.

[0400] Each continuous fiber composite layer has an elastic modulus greater than 20 GPa, a tensile strength greater than 1000 MPa, and an elongation at break greater than 5%.

[0401] The first reinforcing component 221 has an elastic modulus greater than 20 GPa, a tensile strength greater than 200 MPa, and an elongation at break greater than 20%.

[0402] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21 and the first reinforcing component 221 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 5, it can be found that the collision performance of the B-pillar 212 in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 20 provided in this embodiment constitutes the B-pillar of a vehicle, it can meet the requirements for vehicle collision.

[0403] Table 5 Simulation test data for some embodiments of this application

[0404] In other words, the vehicle frame 20 provided in this application embodiment can at least meet the collision performance requirements of the B-pillar 212.

[0405] In some embodiments, referring to Figure 11, the reinforcing structure 22 includes a second reinforcing component 222. The second reinforcing component 222 is tubular and connected to the first reinforcing component 221. The second reinforcing component 222 extends along the extension direction of the cavity 21a. That is, a tubular second reinforcing component 222 is provided on the basis of the first reinforcing component 221. The tubular second reinforcing component 222 helps to increase the tensile strength of the frame beam body 21, making the frame beam body 21 more robust when subjected to tensile loads. At the same time, the tubular second reinforcing component 222 helps to improve the rigidity of the frame beam body 21 and reduce the deformation of the frame beam body 21 under stress. The first reinforcing component 221 and the second reinforcing component 222 work together to strengthen the frame beam body 21, thereby improving the structural strength and structural rigidity of the vehicle frame 20.

[0406] In some embodiments, the second reinforcing component 222 is bonded to the first reinforcing component 221; and / or, the first reinforcing component 221 has a dimension of 1mm to 3mm along the inward and outward directions of the vehicle frame 20. By bonding the second reinforcing component 222 to the first reinforcing component 221, the second reinforcing component 222 is fixed. Furthermore, the bonding operation is convenient.

[0407] The first reinforcing component 221 has a dimension of 1mm to 3mm along the inward and outward directions of the vehicle frame 20, that is, the thickness of the root of the first reinforcing rib is 1mm to 3mm. For example, the thickness of the root of the first reinforcing rib can be 1mm, 1.2mm, 1.5mm, 1.7mm, 1.8mm, 2mm, 2.4mm, 2.6mm, 2.9mm, 3mm, etc. This is because the first reinforcing component 221 and the second reinforcing component 222 simultaneously reinforce the frame beam body 21, meaning that the first reinforcing component 221 and the second reinforcing component 222 share the impact of external collisions. In this case, the thickness of the root of the first reinforcing rib can be appropriately reduced. Furthermore, the first reinforcing component 221 is located between the inner surface of the frame beam body 21 and the second reinforcing component 222, meaning that the dimension of the first reinforcing component 221 along the inward and outward directions of the vehicle frame 20 is appropriately reduced, which also provides clearance space for the second reinforcing component 222 to be installed into the cavity 21a.

[0408] In some embodiments, the second reinforcing component 222 is bonded to the first reinforcing component 221 by structural adhesive.

[0409] For example, referring to Figure 12, the second reinforcing component 222 includes a tube body 2221 with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extending direction of the tube body 2221. This arrangement facilitates better connection between the outer wall of the tube body 2221 and the first reinforcing component 221, and helps to increase the contact area between the outer wall of the tube body 2221 and the first reinforcing component 221, thereby helping to improve the structural strength and rigidity of the vehicle frame 20.

[0410] It is understandable that the polygonal shape of the cross-section of the tube body 2221 can be a triangle, quadrilateral, pentagon, hexagon, etc.

[0411] In some embodiments, the second reinforcing component 222 further includes at least one reinforcing rib disposed within the tube body 2221. In a cross-section perpendicular to the extending direction of the tube body 2221, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body 2221. By providing a reinforcing rib within the tube body 2221, the structural strength and structural stiffness of the second reinforcing component 222 are further improved.

[0412] It is understood that the number of reinforcing ribs is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle frame 20.

[0413] For example, as shown in Figure 12, at least one reinforcing rib includes a second reinforcing rib 2222 and a third reinforcing rib 2223, with the second reinforcing rib 2222 intersecting the third reinforcing rib 2223. That is, the extending direction of the second reinforcing rib 2222 intersects the extending direction of the third reinforcing rib 2223, meaning that the second reinforcing rib 2222 and the third reinforcing rib 2223 reinforce the pipe body 2221 from two directions, which helps to improve the structural strength and structural stiffness of the pipe body 2221.

[0414] It is understood that the number of second reinforcing ribs 2222 and third reinforcing ribs 2223 is not limited. That is, the number of second reinforcing ribs 2222 can be one or more, and the number of third reinforcing ribs 2223 can be one or more. For example, in some embodiments, as shown in FIG12, the extension direction of the second reinforcing rib 2222 in the tube body 2221 of the second reinforcing assembly 222 is along the inward and outward directions of the vehicle frame 20, and the extension direction of the third reinforcing rib 2223 intersects the direction of the second reinforcing rib 2222. The number of second reinforcing ribs 2222 is two, and the number of third reinforcing ribs 2223 is one.

[0415] In some embodiments, the tube body 2221 and at least one reinforcing rib are an integral aluminum pultruded tube structure. The aluminum pultruded tube structure is an aluminum tube produced through a pultrusion process, possessing high strength and the ability to withstand large mechanical loads. Furthermore, the aluminum pultruded tube has high stiffness, reducing deformation under stress. Moreover, aluminum has a low density, which helps reduce the weight of the body frame 20 compared to traditional steel car bodies. The integral structure of the tube body 2221 and the reinforcing rib enhances the overall structural strength and stiffness of the second reinforcing component 222, and eliminates the need for further assembly of the reinforcing rib and tube body 2221 with other components, thus reducing the number of parts and manufacturing costs.

[0416] For example, in an embodiment of the aluminum pultruded tube, the wall thickness of the tube body 2221 is 3mm to 6mm. For instance, the wall thickness of the tube body 2221 can be 3mm, 3.5mm, 4mm, 5mm, etc. By controlling the wall thickness of the aluminum pultruded tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met. This ensures that the wall of the aluminum pultruded tube is not too thin, preventing the vehicle frame 20 from failing to meet the structural strength and stiffness requirements, while also preventing the wall of the aluminum pultruded tube from being too thick, resulting in excessive performance.

[0417] In this embodiment, the cross-section of the aluminum pultruded tube is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral arranged in the inward and outward directions along the body frame 20 is 60mm, and the maximum interval between two opposite sides arranged in the forward and backward directions along the body frame 20 is 90mm. The body frame 20 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 212.

[0418] In some embodiments, the second reinforcing component 222 includes a tube body 2221 and a resin-filled structure, the resin-filled structure being filled within the tube body 2221. The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 2221.

[0419] In some embodiments, the tube body 2221 is a thermoplastic pultruded composite tube. The thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the second reinforcing component 222. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 20.

[0420] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0421] For example, in an embodiment where the tube body 2221 is a thermoplastic pultruded composite tube, the wall thickness of the tube body 2221 is 6mm to 10mm. For example, the wall thickness of the tube body 2221 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame 20 cannot meet the structural strength and stiffness requirements, while also ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0422] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 60 mm, and the maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 90 mm. The tube body 2221 designed in this way can at least be used to reinforce the B-pillar 212.

[0423] In some embodiments, the tube body 2221 has an elastic modulus ≥40 GPa, a tensile strength ≥1.28 GPa, and an elongation at break ≥3% in the extension direction; or, the material of the tube body 2221 is the same as the material of the frame beam body 21. Thus, by controlling the elastic modulus, tensile strength, and elongation at break of the tube body 2221 within a reasonable range, the frame beam body 21 provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams 214, and sill beams 215.

[0424] In some embodiments, the elastic modulus of the tube body 2221 in the extension direction is 40 GPa to 100 GPa, the tensile strength is 1.28 GPa to 2.0 GPa, and the elongation at break is 3% to 6%.

[0425] That is, 40GPa≤elastic modulus of the tube body 2221 in the extension direction≤100GPa, 1.28GPa≤tensile strength of the tube body 2221 in the extension direction≤2.0GPa, and 3%≤elongation at break of the tube body 2221 in the extension direction≤6%. ​​This further limits the range of elastic modulus, tensile strength, and elongation at break of the tube body 2221 in the extension direction.

[0426] It should be noted that the material of the tube body 2221 is the same as that of the frame beam body 21, meaning that the tube body 2221 is also a continuous fiber composite material, and the performance of the tube body 2221 is the same as that of the frame beam body 21.

[0427] In some embodiments, the wall thickness of the tube body 2221 is 6mm to 10mm. For example, the wall thickness of the tube body 2221 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while also ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0428] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral along the inner and outer directions of the vehicle body is 60 mm, and the maximum interval between two opposite sides along the width direction of the open groove 23 is 90 mm. The vehicle frame designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 212.

[0429] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane. Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the second reinforcing component 222.

[0430] In some embodiments, the elastic modulus of the resin-filled structure is ≥700MPa, the strength corresponding to 80% tensile strain is ≥60MPa, and the elongation at break is ≥80%. By controlling the elastic modulus, tensile strength, and elongation at break of the resin-filled structure within a reasonable range, the frame beam body 21 provided in this application embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams 214, and sill beams 215.

[0431] In some embodiments, the elastic modulus of the resin-filled structure is 700 MPa to 1500 MPa, the strength corresponding to 80% tensile strain is 60 MPa to 150 MPa, and the elongation at break is 80% to 200%.

[0432] That is, 700MPa ≤ elastic modulus of resin-filled structure ≤ 1500MPa, 60MPa ≤ strength corresponding to 80% tensile strain of resin-filled structure ≤ 150MPa, and 80% ≤ elongation at break of resin-filled structure ≤ 200%. In this way, the range of elastic modulus, strength corresponding to 80% tensile strain, and elongation at break of resin-filled structure are further defined.

[0433] In some embodiments, referring to FIG12, the first reinforcing component 221 is connected to both the bottom wall 201a and the side wall 201b of the cavity 21a. The first reinforcing component 221 has a clearance groove 2212 for installing the second reinforcing component 222. In this way, the clearance groove 2212 provides installation space for the tube body 2221 of the second reinforcing component 222, so that when the first reinforcing component 221 and the second reinforcing component 222 jointly reinforce the frame beam body 21, they will not excessively protrude from the cavity 21a.

[0434] Exemplarily, the first reinforcing component 221 has an interior trim mounting structure 23, which includes at least one interior trim panel mounting structure 232 for mounting an interior trim panel 10c. The interior trim panel 10c is used to at least cover the cavity 21a of the frame beam body 21 from the inside of the vehicle body. The interior trim panel mounting structure 232 is formed on the first reinforcing component 221 connected to the side wall 201b of the cavity 21a. That is, in embodiments that simultaneously have the first reinforcing component 221 and the second reinforcing component 222, the first reinforcing component 221 connected to the side wall 201b of the cavity 21a can provide a mounting position for the interior trim panel 10c. The interior trim panel 10c can minimize the direct exposure of components such as the reinforcing structure 22 inside the cavity 21a to the user's view, which helps to improve the aesthetics of the vehicle body frame 20.

[0435] In some embodiments, as shown in Figures 18 and 19, the frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle. A second reinforcing component 222 disposed within the cavity 21a of the B-pillar 212 and / or C-pillar 213 forms an interior trim mounting structure 23, which includes at least one seatbelt accessory mounting structure 231. The at least one seatbelt accessory mounting structure 231 is used to mount a seatbelt accessory, wherein the seatbelt accessory includes at least one of a seatbelt height adjuster 10d and a seatbelt retractor 10a. That is, in embodiments with the second reinforcing component 222, the seatbelt accessory mounting structure 231 of the B-pillar 212 and / or C-pillar 213 is formed in the tube body 2221 of the second reinforcing component 222; in other words, the tube body 2221 of the second reinforcing component 222 can provide a mounting position for the seatbelt accessory.

[0436] In some embodiments, as shown in FIG13, at least a portion of the frame beam body 21 constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle, and the body frame 20 further includes at least one metal connection structure 25 for connecting at least one of the door hinge 10b, door lock, and door opening limiter.

[0437] The metal connection structure 25 is welded to the second reinforcing component 222 located within the cavity 212a of the A-pillar 211 and / or the B-pillar 212. That is, the metal connection structure 25 is welded and fixed to the tube body 2221. Welding helps improve the stability of the connection between the metal connection structure 25 and the tube body 2221 of the second reinforcing component 222.

[0438] For example, referring to Figure 20, the metal connection structure 2552 is used to connect with the door hinge 10b.

[0439] Please refer to Figures 11, 12 and 13. The frame beam body 21 at least partially constitutes the B-pillar 212 of the vehicle. The B-pillar 212 extends approximately along the vertical direction of the vehicle body frame 20. The cavity 212a of the B-pillar 212 is provided with both a first reinforcing component 221 and a second reinforcing component 222.

[0440] The first reinforcing component 221 includes a plurality of first reinforcing rib components 2211, which are spaced apart along the extension direction of the B-pillar 212, and the first reinforcing ribs of the first reinforcing rib components 2211 intersect to form a mesh structure. The mesh structure is connected to both the bottom wall 2121a and the side wall 2121b of the cavity 212a of the B-pillar 212.

[0441] Due to the limited space in the cavity 212a of the B-pillar 212, space avoidance needs to be considered. Therefore, the mesh structure includes a first part 2211a, a second part 2211b, and a third part 2211c. The first part 2211a is located on the surface of the bottom wall 2121a of the cavity 212a of the B-pillar 212. The second part 2211b and the third part 2211c are located on opposite sides of the first part 2211a along the width direction of the cavity 212a of the B-pillar 212. The dimensions of the second part 2211b and the third part 2211c along the inner and outer directions of the vehicle frame 20 are both larger than the dimensions of the first part 2211a along the inner and outer directions of the vehicle frame 20. The first part 2211a, the second part 2211b, and the third part 2211c form an avoidance groove 2212, which is used to install the tube body 2221 of the second reinforcing component 222.

[0442] It is understood that in this embodiment, the first part 2211a will not be injection molded into the side wall 2121b of the cavity 212a of the B-pillar 212.

[0443] At this time, the interior panel 10c used to cover the cavity 212a of the B-pillar 212 is installed on the second part 2211b and the third part 2211c, that is, the interior panel mounting structure 232 is formed on the second part 2211b and the third part 2211c.

[0444] Each of the first reinforcing rib components 2211 forms a mesh structure with a clearance groove 2212, such that the first reinforcing component 221 forms a clearance groove 2212 for installing the second reinforcing component 222. Thus, the first reinforcing component 221 and the second reinforcing component 222 together reinforce the cavity 212a of the B-pillar 212 without excessively protruding from the cavity 212a of the B-pillar 212.

[0445] It should be noted that the direction of the width of the cavity 212a of column B 212 is the direction of arrow X.

[0446] Based on the performance of the continuous fiber composite material layer, the first reinforcing component 221, and the second reinforcing component 222 provided in the embodiments of this application, the simulation is as follows:

[0447] The thickness of the frame beam body 21 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the first reinforcing rib is 1mm for the first part 2211a and 2mm for the second part 2211b and the third part 2211c.

[0448] Each continuous fiber composite layer has an elastic modulus greater than 34 GPa, a tensile strength greater than 918 MPa, and an elongation at break greater than 3%.

[0449] When the tube body 2221 of the second reinforcing component 222 and the reinforcing rib inside the tube body 2221 are an integral 6-series aluminum pultruded tube structure, the design of the reinforcing rib inside the tube body 2221 is shown in Figure 13, including two second reinforcing ribs 2222 extending in the inner and outer directions along the body frame 20 and a third reinforcing rib 2223 extending in the front and rear directions along the body frame 20.

[0450] The maximum cross-sectional size of the 6-series aluminum tube is 60mm*90mm, and all cross-sectional dimensions of the 6-series aluminum tube are the same. The wall thickness of the 6-series aluminum tube is 3.5mm.

[0451] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21, the first reinforcing component 221, and the second reinforcing component 222 were simulated using Shell elements. The total number of elements in the model was 160,898, and the number of nodes was 149,617. Referring to the data in Table 6, it can be found that the collision performance of the B-pillar 212 in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 21 provided in this embodiment constitutes the B-pillar 212 of a vehicle, it can meet the requirements for vehicle collision.

[0452] Table 6 Simulation test data for some embodiments of this application

[0453] When the tube body 2221 of the second reinforcing component 222 is a thermoplastic pultruded composite tube, the elastic modulus of the thermoplastic pultruded composite tube is greater than 40 GPa, the tensile strength is greater than 1280 MPa, and the elongation at break is greater than 3%.

[0454] The maximum cross-sectional profile of the thermoplastic pultruded composite tube is 60mm*90mm, and all cross-sectional dimensions of the thermoplastic pultruded composite tube are the same. The wall thickness of the thermoplastic pultruded composite tube is 8mm.

[0455] The elastic modulus of the resin-filled structure inside the tube body 2221 is greater than 700 MPa, the strength corresponding to 80% of the tensile strain is ≥60 MPa, and the elongation at break is greater than 80%.

[0456] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21, the first reinforcing component 221, and the second reinforcing component 222 were simulated using Shell elements. The total number of elements in the model was 160,898, and the number of nodes was 149,617. Referring to the data in Table 7, it can be found that the collision performance of the B-pillar 212 in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 21 provided in this embodiment constitutes the B-pillar 212 of the vehicle, it can meet the vehicle body collision requirements.

[0457] Table 7 Simulation test data for some embodiments of this application

[0458] In other words, the frame beam body 21 provided in this application embodiment can at least meet the collision performance requirements of the B-pillar 212.

[0459] It is understood that in other embodiments, the reinforcing structure 22 includes a second reinforcing component 222, which is tubular and embedded within the cavity 21a, extending along the extension direction of the cavity 21a. That is, the second reinforcing component 222 can be separately disposed on the inner surface of the frame beam body 21. It is understood that in this embodiment, the reinforcing structure 22 may not include the aforementioned first reinforcing component 221.

[0460] In some embodiments, the second reinforcing component 222 is bonded to the frame beam body 21. Bonding secures the second reinforcing component 222 and is a convenient operation.

[0461] For example, the outer wall of the tube body 2221 is directly connected to the inner surface of the frame beam body 21, which helps to increase the contact area between the outer wall of the tube body 2221 and the inner surface of the frame beam body 21.

[0462] For example, structural adhesives can be used to achieve bonding.

[0463] In some embodiments, as shown in FIG10, at least a portion of the frame beam body 21 constitutes the B-pillar 212 of the vehicle. The vehicle body frame 20 includes an upper connector 26 and a lower connector 27. The second reinforcing component 222 within the cavity 212a of the B-pillar 212 is connected to the side beam 214 and the sill beam 215 of the vehicle via the upper connector 26 and the lower connector 27, respectively. Thus, the upper connector 26 can further reinforce the junction of the B-pillar 212 and the side beam 214, and the lower connector 27 can further reinforce the junction of the B-pillar 212 and the sill beam 215.

[0464] In some embodiments, both the upper connector 26 and the lower connector 27 are inserted into the second reinforcing component 222 within the cavity 212a of the B-pillar 212. This arrangement helps to improve the stability of the connection between the second reinforcing component 222 within the cavity 212a of the B-pillar 212 and the upper connector 26 and the lower connector 27.

[0465] Referring to Figure 18, in this embodiment, since the lower connector 27 is inserted into the second reinforcing component 222, that is, the portion where the lower connector 27 connects to the second reinforcing component 222 within the cavity 212a of the B-pillar 212 needs to have a shape approximately the same as the tube body 2221 to facilitate insertion, the seatbelt accessory mounting structure 231 for installing the seatbelt retractor 10a can be formed in the lower connector 27. It is understood that the seatbelt accessory mounting structure 231 for installing the seatbelt retractor 10a can also be formed within the second reinforcing component 222 within the cavity 212a of the B-pillar 212, or at the overlapping portion where the second reinforcing component 222 and the lower connector 27 are inserted within the cavity 212a of the B-pillar 212.

[0466] For example, in some embodiments, the upper connector 26 has an upper insertion cavity, and one end of the second reinforcing component 222 in the cavity 212a of the B-pillar 212 extends into the upper insertion cavity of the upper connector 26. The lower connector 27 has a lower insertion cavity 271, and the other end of the second reinforcing component 222 in the cavity 212a of the B-pillar 212 extends into the lower insertion cavity 271 of the lower connector 27. That is, both ends of the second reinforcing component 222 in the cavity 212a of the B-pillar 212 need to be inserted into the upper connector 26 and the lower connector 27 respectively, which helps to improve the stability of the connection between the second reinforcing component 222 and the upper connector 26 and the lower connector 27. In other embodiments, one end of the upper connector 26 can be inserted into one end of the tube body 2221 of the second reinforcing component 222 in the cavity 212a of the B-pillar 212, and one end of the lower connector 27 can be inserted into the other end of the tube body 2221 of the second reinforcing component 222 in the cavity 212a of the B-pillar 212. This allows the upper connector 26 and the lower connector 27 to be stably positioned within the tube body 2221 of the second reinforcing component 222 within the cavity 212a of the B-pillar 212.

[0467] In some embodiments, the vehicle frame 20 includes a fourth reinforcing rib disposed within the upper connector 26 and the lower connector 27, and the fourth reinforcing rib abuts against the second reinforcing component 222. In this embodiment, the fourth reinforcing rib can enhance the structural strength and rigidity of the upper connector 26 and the lower connector 27, and since the fourth reinforcing ribs in the upper connector 26 and the lower connector 27 abut against both ends of the second reinforcing component 222 respectively, it helps to make the second reinforcing component 222 more securely connected to the upper connector 26 and the lower connector 27, thereby improving the stability of the vehicle frame.

[0468] In some embodiments, as shown in FIG14, the vehicle frame 20 includes a fifth reinforcing rib 28, which is disposed outside the upper joint 26 and the lower joint 27, and is connected to the inner surface of the frame beam body 21. In this embodiment, by providing the fifth reinforcing rib 28 outside the upper joint 26 and the lower joint 27, the structural strength and rigidity of the upper joint 26 and the lower joint 27 are improved. The fifth reinforcing rib 28 is connected to the frame beam body 21, thereby helping to improve the structural strength and rigidity of the vehicle frame 20 along the inward and outward directions of the vehicle frame 20.

[0469] In some embodiments, the fifth reinforcing rib 28 of at least one of the upper connector 26 and the lower connector 27 extends in the same direction as the B-pillar 212. That is, the fifth reinforcing rib 28 of at least one of the upper connector 26 and the lower connector 27 reinforces at least one of the upper connector 26 and the lower connector 27 along the extension direction of the B-pillar 212. This also allows the fifth reinforcing rib 28 to transmit external forces along the extension direction of the B-pillar 212.

[0470] In addition, this application embodiment also provides a continuous fiber composite layer, which includes continuous fibers and a thermoplastic resin matrix. The properties of the continuous fiber composite layer simultaneously meet the following three requirements: elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3%.

[0471] It should be noted that the continuous fiber composite material layer in this embodiment can be any of the continuous fiber composite material layers described in the above embodiments, and will not be repeated here.

[0472] This application also provides a continuous fiber composite board, including multiple layers of continuous fiber composite material, wherein the continuous fiber composite material layer is any of the continuous fiber composite material layers described above.

[0473] The continuous fiber composite material layer of the continuous fiber composite board can be any of the continuous fiber composite material layers described in the above embodiments, and will not be repeated here.

[0474] In some embodiments, the continuous fiber composite board has a tensile strength of not less than 200 MPa in all directions perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in all directions perpendicular to the thickness direction. By controlling the properties of the continuous fiber composite board, its properties are made suitable for manufacturing the frame beam body 21.

[0475] In some embodiments, the multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0476] That is, the tensile strength of the continuous fiber composite board in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the continuous fiber composite board in all directions perpendicular to the thickness direction is ≤35GPa, with a maximum tensile strength of 200MPa. This further limits the range of tensile strength and elastic modulus of the continuous fiber composite board.

[0477] In some embodiments, the thickness of the continuous fiber composite panel is 1.2 mm to 5 mm. For example, the continuous fiber composite panel can be 1.2 mm, 1.3 mm, 1.8 mm, 2 mm, 2.6 mm, 3 mm, 3.5 mm, 4 mm, 4.7 mm, 5 mm, etc. By limiting the minimum thickness of the continuous fiber composite panel, it is possible to avoid the frame beam body 21 made of the continuous fiber composite panel being too thin and failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the continuous fiber composite panel, it is possible to avoid the frame beam body 21 made of the continuous fiber composite panel being too thick, which would affect the aesthetic performance of the vehicle body frame 20 or interfere with the installation of other vehicle components.

[0478] It should be noted that the frame beam body 21 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 21 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0479] In some embodiments of this application, by setting different laying angles for continuous fibers, the test results are shown in Tables 8 and 9. Table 8 shows the performance data obtained by testing continuous fiber composite boards formed according to the laying angles provided in the embodiments of this application, and Table 9 shows the performance data obtained by testing continuous fiber composite boards formed without the laying angles provided in the embodiments of this application.

[0480] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0481] Sample: 250mm in length, 15mm in width, tensile rate 5mm / min, 5 sets of measurements were taken for each sample and the average value was taken.

[0482] The components and experimental data of some embodiments are described below with reference to Table 8.

[0483] Table 8 lists the components and experimental data for some embodiments of this application.

[0484] The following section, in conjunction with Table 9, introduces the components and experimental data of some comparative examples.

[0485] Table 9 shows the components and experimental data for some comparative examples.

[0486] Through Examples 1 to 10, it can be found that in the outermost two layers of the multilayer continuous fiber composite material layer of the continuous fiber composite board along any side of the thickness direction, at least one layer of continuous fibers has a laying angle of 0° and not 90°.

[0487] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0488] In Examples 7 and 8, the layup angles of the continuous fibers in the non-0° and non-90° layups are 60° and 30°, respectively.

[0489] In Examples 9 and 10, the layup angles of the continuous fibers in the non-0° and non-90° layups are 75° and 25°, respectively.

[0490] The minimum tensile strength at 0° of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum elastic modulus at 0° is 14.5 GPa, and the maximum is 17.5 GPa.

[0491] The minimum tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 425 MPa and the maximum is 490 MPa; the minimum elastic modulus at 90° is 15.5 GPa and the maximum is 17.7 GPa.

[0492] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum elastic modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0493] As can be seen from Comparative Example 1, the continuous fiber laying angles of the multi-layer continuous fiber composite material layers of the continuous fiber composite board are only 0° and 90°, and the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 21.

[0494] Comparative Examples 2, 3 and 4 show that if the continuous fiber layup angle is only 0° and / or 90° in the outermost two layers on any side along the thickness direction, the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 21.

[0495] Please refer to Figure 22. This application embodiment also provides a method for preparing a continuous fiber composite material layer, the preparation method including steps S11 to S14:

[0496] Step S11: Melt the thermoplastic resin matrix to obtain a molten thermoplastic resin matrix.

[0497] Here, the thermoplastic resin matrix can better bond with the fiber material in the molten state to form a uniform composite material.

[0498] Understandably, heating equipment capable of melting thermoplastic resin matrices can be screw extruders, hot presses, ovens, etc.

[0499] For example, in some embodiments, the heating device is a screw extruder. In this embodiment, a thermoplastic resin matrix is ​​mixed with additives, and the mixed thermoplastic resin matrix and additives are melted by a screw extruder to obtain a molten thermoplastic resin matrix.

[0500] Step S12: Spread the continuous fibers to obtain a continuous fiber tape.

[0501] Here, spreading the yarn is to ensure that the continuous fibers are evenly distributed and oriented.

[0502] Step S13: Impregnate the continuous fiber tape with the molten thermoplastic resin matrix.

[0503] Here, impregnation allows the continuous fibers to be uniformly bonded to the resin matrix, which helps to improve the performance of the continuous fiber composite layer.

[0504] Step S14: Cool and solidify the impregnated continuous fiber strip to obtain a continuous fiber composite material layer.

[0505] This allows the resin matrix to cure and ensures a strong bond between the resin matrix and the continuous fibers. Understandably, the cooling time and temperature can be set according to the specific types and weight proportions of the continuous fibers and the thermoplastic resin matrix.

[0506] Please refer to Figure 23. This application embodiment provides a method for preparing a fiber composite board, the method including steps S21 to S22:

[0507] Step S21: Lay out the multilayer continuous fiber composite material in layers.

[0508] In this step, the continuous fibers of each continuous fiber composite layer are laid in a single direction, and the laying angle of the continuous fibers in adjacent continuous fiber composite layers is different. This helps to optimize the performance of the fiber composite board in different directions.

[0509] Step S22: Roll the multi-layer continuous fiber composite material layer laid in layers using a roller press to form a fiber composite board.

[0510] In this step, using a roller press helps to ensure a tight bond between the layers of the continuous fiber composite material, which can effectively improve the interlayer bonding strength and overall performance of the fiber composite board.

[0511] The various embodiments / implementations provided by this invention can be combined with each other without creating contradictions.

[0512] The vehicle body frame provided in this application embodiment includes a frame beam body 21, which is made of continuous fiber composite material. Continuous fiber composite material has lightweight characteristics, which is beneficial to the lightweight design of vehicles. Moreover, continuous fiber composite material can be integrally molded, which helps to reduce the number of parts in the vehicle body frame and also facilitates the lightweight design of vehicles.

[0513] The frame beam body 21 has high requirements for collision resistance. Therefore, the continuous fiber composite material provided in this application embodiment includes multiple layers of continuous fiber composite material, and each layer of continuous fiber composite material includes continuous fibers and a thermoplastic resin matrix. At least one layer of continuous fiber composite material simultaneously meets the following performance requirements: elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3%. By controlling the performance of a single layer of continuous fiber composite material, the overall performance of the continuous fiber composite material is controlled to ensure that the frame beam body 21 made of continuous fiber composite material meets at least part of the performance requirements of the frame beam body 21.

[0514] In order to enable the frame beam body to accommodate more positions of the vehicle, the body frame also includes a reinforcing structure 22, which is located on the inner surface of the frame beam body 21 to strengthen the frame beam body 21, thereby improving the structural strength and structural rigidity of the body frame 20.

[0515] Regarding the design of the reinforcing structure 22, this application provides three embodiments:

[0516] In a first embodiment, the reinforcing structure 22 includes a first reinforcing component 221, which includes one or more first reinforcing rib components 2211, which are injection molded onto the inner surface of the frame beam body 21. In this embodiment, the interior trim mounting structure 23 is formed directly on the first reinforcing rib of the first reinforcing rib component 2211.

[0517] In the second embodiment, the reinforcing structure 22 includes a first reinforcing component 221 and a second reinforcing component 222. The first reinforcing component 221 includes one or more first reinforcing rib components 2211, and the second reinforcing component 222 includes a tube body 2221 and at least one reinforcing rib disposed in the tube body 2221. The tube body 2221 is bonded to the first reinforcing rib component 2211.

[0518] In this embodiment, since the tube body 2221 and the first reinforcing rib assembly 2211 need to be installed simultaneously, space avoidance must be considered. Therefore, the multiple first reinforcing ribs of the first reinforcing rib assembly 2211 are interwoven in a mesh structure, and include a first part 2211a, a second part 2211b, and a third part 2211c. Along the inward and outward directions of the vehicle body, the ends of the reinforcing rib pieces 311 of the second part 2211b3 and the third part 2211c are farther from the bottom wall 201a of the cavity 21a, while the ends of the first reinforcing ribs of the first part 2211a are closer to the bottom wall 201a of the cavity 21a. The first part 2211a, the second part 2211b, and the third part 2211c form a recessed clearance groove 2212 facing outwards from the vehicle body. The clearance groove 2212 provides installation space for the second reinforcing component 222, allowing a portion of the tube body 2221 of the second reinforcing component 222 to extend into the clearance groove 2212. The clearance groove 2212 also limits the tube body 2221 along the width direction of the open groove 23, facilitating the installation of the tube body 2221. In other words, in embodiments that simultaneously have the first reinforcing component 221 and the second reinforcing component 222, multiple first reinforcing ribs need to make way for the tube body 2221, thereby enabling the tube body 2221 and the first reinforcing ribs to simultaneously reinforce the cavity 21a without excessively protruding from the cavity 21a.

[0519] It is understood that in this embodiment, the interior trim installation structure 23 can be formed on the first reinforcing rib or on the tube body 2221, depending on the form of the interior trim.

[0520] In the third embodiment, the reinforcing structure 22 includes only the second reinforcing component 222, which is disposed in the cavity 21a and is bonded to the frame beam body 21, that is, bonded to the inner wall of the cavity 21a.

[0521] In this embodiment, the interior mounting structure 23 is formed on the tube body 2221. In this embodiment, when the frame beam body 21 at least partially constitutes the B-pillar 212 of the vehicle, the second reinforcing component 222 is connected to the upper side beam 214 and the sill beam 215 of the vehicle body via the upper connector 26 and the lower connector 27, respectively. The upper connector 26 is connected to the upper side beam 214 and has an upper insertion cavity. The lower connector 27 is connected to the sill beam 215 and has a lower insertion cavity 271. One end of the second reinforcing component 222 extends into the upper insertion cavity of the upper connector 26, and the other end of the second reinforcing component 222 extends into the lower insertion cavity 271 of the lower connector 27, thereby realizing the connection between the second reinforcing component 222 and the upper side beam 214 and the sill beam 215.

[0522] It should be noted that all three embodiments of the reinforced structure 22 can strengthen the main frame beam 21, thereby improving the anti-collision performance of the vehicle frame 20. The specific choice needs to be made according to the requirements of different vehicle models for the vehicle frame 20 and the specific position of the vehicle frame 20 on the vehicle body.

[0523] 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 a suitable manner in any one or at least two 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.

[0524] 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

A type of vehicle, in which, The vehicles include: The vehicle body frame includes: The frame beam body includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix; Wherein, at least one of the continuous fiber composite material layers simultaneously satisfies the following three conditions: The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. The vehicle according to claim 1, wherein, The elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%. The vehicle according to claim 1, wherein, The multi-layered continuous fiber composite material is combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the main body of the frame beam. The vehicle according to claim 1, wherein, The thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. The vehicle according to claim 4, wherein, The thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313. The vehicle according to claim 4, wherein, The thermoplastic resin matrix includes polypropylene; The polypropylene has an elongation at break of not less than 50%; and / or, the polypropylene has a melt index of not less than 30 g / 10 min. The vehicle according to claim 1, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers. The vehicle according to claim 7, wherein, The inorganic fiber includes any one or any combination of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber. The vehicle according to any one of claims 1, wherein, The continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the continuous fibers and the weight parts of the thermoplastic resin matrix is ​​100. The vehicle according to claim 9, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer. The vehicle according to claim 10, wherein, The compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA. The vehicle according to claim 9, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant. The vehicle according to claim 11, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36. The vehicle according to claim 1, wherein, The continuous fibers in each layer of the continuous fiber composite material are laid in a single direction, and the laying angle of the continuous fibers in adjacent layers of the continuous fiber composite material is different. The vehicle according to claim 14, wherein, In the outermost two continuous fiber composite material layers on any side of the frame beam body along the thickness direction, at least one of the continuous fibers has a laying angle that is neither 0° nor 90°. The vehicle according to claim 15, wherein, In a continuous fiber composite material layer where the continuous fiber layup angle is neither 0° nor 90°, the continuous fiber layup angle is 25° to 75°. The vehicle according to claim 15, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers. The vehicle according to claim 1, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%. The vehicle according to claim 1, wherein, The multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the frame beam body in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body in each direction perpendicular to the thickness direction is not less than 9 GPa. The vehicle according to claim 1, wherein, The thickness of the main frame beam is 1.2mm to 5mm; and / or the thickness of a single layer of the continuous fiber composite material is 0.2mm to 0.3mm. The vehicle according to any one of claims 1 to 20, wherein, The frame beam body has a cavity, and the vehicle frame includes a reinforcing structure, which is at least partially disposed in the cavity and connected to the frame beam body. The reinforcing structure includes a first reinforcing component, which is injection molded onto the inner surface of the frame beam body. The first reinforcing component has an elastic modulus ≥5 GPa, a tensile strength ≥100 MPa, and an elongation at break ≥1%. The vehicle according to claim 21, wherein, The first reinforcing component comprises 35 to 70 parts by weight of a thermoplastic resin matrix and 30 to 65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100. The vehicle according to claim 22, wherein, The first reinforcing component comprises 2 to 5 parts by weight of mineral powder. The vehicle according to claim 23, wherein, The additives include 1 to 2 parts by weight of a compatibilizer; and / or, the first reinforcing component includes 0.1 to 0.4 parts by weight of an antioxidant. The vehicle according to claim 21, wherein, The first reinforcing component includes one or more first reinforcing rib components, and the plurality of first reinforcing rib components are spaced apart along the extension direction of the cavity. The vehicle according to claim 25, wherein, The first reinforcing rib assembly includes a plurality of interconnected first reinforcing ribs, wherein the plurality of first reinforcing ribs are arranged in a cross pattern; or, the plurality of first reinforcing ribs are connected end to end in a ring shape. The vehicle according to claim 25, wherein, The first reinforcing rib assembly includes a plurality of interconnected first reinforcing ribs, and the thickness of the root of the first reinforcing rib is 80% to 120% of the thickness of the frame beam body. The vehicle according to claim 25, wherein, The first reinforcing rib assembly includes a plurality of interconnected first reinforcing ribs, the thickness of the root of the first reinforcing rib is 2.5mm to 3.5mm, and the thickness of the frame beam body is 2.5mm to 3.5mm. The vehicle according to claim 21, wherein, The first reinforcing component has an interior trim mounting structure for mounting the vehicle's interior trim. The vehicle according to claim 29, wherein, The interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the cavity of the frame beam body from the inside of the vehicle body. The vehicle according to claim 29, wherein, The main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, the at least one seat belt accessory mounting structure being formed in the first reinforcing component of the B-pillar and / or C-pillar; The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor. The vehicle according to claim 31, wherein, The vehicle includes a seatbelt accessory reinforcement plate, which is disposed around the seatbelt accessory mounting structure and connected to the main frame beam. The vehicle according to claim 32, wherein, The mounting bracket with accessories is bonded to the main body of the frame beam. The vehicle according to claim 32, wherein, The mounting bracket and the main frame beam are made of the same material. The vehicle according to claim 21, wherein, The main body of the frame beam at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure. The at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter. The metal connection structure is attached to the inner surface of the frame beam body that constitutes the A-column and / or B-column. The first reinforcing component is injection molded onto the inner surface of the frame beam body and the surface of the metal connection structure, thereby fixing the metal connection structure. The vehicle according to claim 21, wherein, The reinforcing structure further includes a second reinforcing component, which is tubular and connected to the first reinforcing component, and extends along the extension direction of the cavity. The vehicle according to claim 36, wherein, The second reinforcing component is bonded to the first reinforcing component; and / or, the first reinforcing component has a dimension of 1mm to 3mm along the inward and outward directions of the vehicle body frame. The vehicle according to claim 36, wherein, The second reinforcing component includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the tube body. The vehicle according to claim 38, wherein, The second reinforcing component includes at least one reinforcing rib disposed within the tube body, wherein in a cross-section perpendicular to the extending direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body. The vehicle according to claim 39, wherein, The at least one reinforcing rib includes a second reinforcing rib and a third reinforcing rib, wherein the second reinforcing rib intersects with the third reinforcing rib. The vehicle according to claim 39, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure. The vehicle according to claim 41, wherein, The thickness of the pipe wall of the main body is 3mm to 6mm. The vehicle according to claim 36, wherein, The second reinforcing component includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body. The vehicle according to claim 43, wherein, The main body of the tube is a thermoplastic pultruded composite material tube. The vehicle according to claim 44, wherein, The tube body has an elastic modulus ≥40GPa, tensile strength ≥1.28GPa, and elongation at break ≥3% in the extension direction; or, the material of the tube body is the same as that of the frame beam body. The vehicle according to claim 44, wherein, The thickness of the pipe wall of the main body is 6mm to 10mm. The vehicle according to claim 43, wherein, The resin-filled structure includes polyurea and / or polyurethane. The vehicle according to claim 43, wherein, The resin-filled structure has an elastic modulus ≥700MPa, a strength corresponding to 80% tensile strain ≥60MPa, and an elongation at break ≥80%. The vehicle according to claim 36, wherein, The first reinforcing component is connected to both the bottom wall and the side wall of the cavity, and the first reinforcing component has a clearance groove for installing the second reinforcing component. The vehicle according to claim 49, wherein, The first reinforcing component has an interior trim mounting structure, which includes at least one interior trim panel mounting structure for mounting an interior trim panel. The interior trim panel is used to cover at least the cavity of the frame beam body from the inside of the vehicle body. The interior trim panel mounting structure is formed on the first reinforcing component connected to the side wall of the cavity. The vehicle according to claim 36, wherein, The main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the second reinforcing component disposed in the cavity of the B-pillar and / or C-pillar forms an interior mounting structure, the interior mounting structure including at least one seat belt accessory mounting structure; The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor. The vehicle according to claim 36, wherein, The main body of the frame beam at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the vehicle also includes at least one metal connection structure for connecting at least one of the door hinge, door lock, and door opening limiter. The metal connection structure is welded to the second reinforcing component of the A-pillar and / or B-pillar. The vehicle according to any one of claims 1 to 20, wherein, The frame beam body has a cavity, and the vehicle frame includes a reinforcing structure, which is at least partially disposed in the cavity and connected to the frame beam body. The reinforcing structure includes a second reinforcing component, which is tubular and embedded in the cavity, and extends along the extension direction of the cavity. The vehicle according to claim 53, wherein, The second reinforcing component is bonded to the main body of the frame beam. The vehicle according to claim 53, wherein, The second reinforcing component includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the tube body. The vehicle according to claim 55, wherein, The second reinforcing component further includes at least one reinforcing rib disposed within the tube body, wherein in a cross-section perpendicular to the extending direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body. The vehicle according to claim 56, wherein, The at least one reinforcing rib includes a second reinforcing rib and a third reinforcing rib, wherein the second reinforcing rib intersects with the third reinforcing rib. The vehicle according to claim 56, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure. The vehicle according to claim 58, wherein, The thickness of the pipe wall of the main body is 3mm to 6mm. The vehicle according to claim 53, wherein, The second reinforcing component includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body. The vehicle according to claim 60, wherein, The main body of the tube is a thermoplastic pultruded composite material tube. The vehicle according to claim 61, wherein, The tube body has an elastic modulus ≥40GPa, tensile strength ≥1.28GPa, and elongation at break ≥3% in the extension direction; or, the material of the tube body is the same as that of the frame beam body. The vehicle according to claim 61, wherein, The thickness of the pipe wall of the main body is 6mm to 10mm. The vehicle according to claim 60, wherein, The resin-filled structure includes polyurea and / or polyurethane. The vehicle according to claim 60, wherein, The resin-filled structure has an elastic modulus ≥700MPa, a strength corresponding to 80% tensile strain ≥60MPa, and an elongation at break ≥80%. The vehicle according to claim 53, wherein, The main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the second reinforcing component disposed in the cavity within the B-pillar and / or the C-pillar has an interior mounting structure, the interior mounting structure including at least one seat belt accessory mounting structure; The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor. The vehicle according to claim 53, wherein, The main body of the frame beam at least partially constitutes the A-pillar and / or B-pillar of the vehicle. The body frame also includes at least one metal connection structure, which is used to connect at least one of the door hinge, door lock, and door opening limiter. The metal connection structure is welded to the second reinforcing component of the A-pillar and / or B-pillar. The vehicle according to claim 53, wherein, The main body of the frame beam at least partially constitutes the B-pillar, side beam and sill beam of the vehicle. The B-pillar connects the side beam and the sill beam. The body frame includes an upper joint and a lower joint. The second reinforcing component in the cavity of the B-pillar is connected to the upper side beam and the sill beam of the vehicle through the upper joint and the lower joint, respectively. The vehicle according to claim 68, wherein, Both the upper connector and the lower connector are inserted into the second reinforcing component. The vehicle according to claim 69, wherein, The vehicle includes a fourth reinforcing rib, which is disposed inside the upper connector and the lower connector, and the third reinforcing rib abuts against the second reinforcing component. The vehicle according to claim 68, wherein, The vehicle includes a fifth reinforcing rib, which is located outside the upper joint and the lower joint, and is used to connect with the main body of the frame beam. The vehicle according to claim 71, wherein, The extension direction of the fifth reinforcing rib of at least one of the upper joint and the lower joint is the same as the extension direction of the B-pillar. The vehicle according to any one of claims 1 to 20, wherein, The vehicle also includes a chassis, with the body frame located above the chassis and detachably connected to the chassis. The vehicle according to any one of claims 1 to 20, wherein, The vehicle also includes a chassis, the body frame and the chassis together enclosing to form the passenger compartment of the vehicle, the vehicle includes a battery, the casing of the battery forming the floor of the passenger compartment. A continuous fiber composite layer, wherein, The continuous fiber composite material layer comprises continuous fibers and a thermoplastic resin matrix, and the properties of the continuous fiber composite material layer simultaneously meet the following three requirements: elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3%. The continuous fiber composite layer according to claim 75, wherein, The thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. The continuous fiber composite layer according to claim 76, wherein, The thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313. The continuous fiber composite layer according to claim 75, wherein, The thermoplastic resin matrix includes polypropylene; The polypropylene has an elongation at break of not less than 50%; and / or, the polypropylene has a melt index of not less than 30 g / 10 min. The continuous fiber composite layer according to claim 75, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers. The continuous fiber composite layer according to claim 79, wherein, The inorganic fiber includes any one or any combination of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber. The continuous fiber composite layer according to claim 75, wherein, The continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the continuous fibers and the weight parts of the thermoplastic resin matrix is ​​100. The continuous fiber composite layer according to claim 81, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer. The continuous fiber composite layer according to claim 82, wherein, The compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA. The continuous fiber composite layer according to claim 81, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of compatibilizer. The continuous fiber composite layer according to claim 84, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36. The continuous fiber composite layer according to claim 75, wherein, The thickness of the continuous fiber composite material layer is 0.2 mm to 0.3 mm. A continuous fiber composite board, wherein, The continuous fiber composite material layer includes multiple layers, wherein the continuous fiber composite material layer is the continuous fiber composite material layer according to any one of claims 75 to 86. According to claim 87, the continuous fiber composite board, wherein, The continuous fibers of the single-layer continuous fiber composite material are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite material layers are different. The continuous fiber composite board according to claim 88, wherein, The multilayer continuous fiber composite material is distributed along the thickness direction. Among the outermost two layers of continuous fiber composite material on any side of the thickness direction of the continuous fiber composite board, at least one layer of the continuous fiber has a laying angle that is neither 0° nor 90°. According to claim 89, the continuous fiber composite board, wherein, In a continuous fiber composite material layer where the continuous fiber layup angle is neither 0° nor 90°, the continuous fiber layup angle is 25° to 75°. The vehicle according to claim 90, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°. According to claim 89, the continuous fiber composite board, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers. According to claim 87, the continuous fiber composite board, wherein, The multilayer continuous fiber composite material is distributed along the thickness direction, and the tensile strength of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 300 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 10 GPa. According to claim 87, the continuous fiber composite board, wherein, The thickness of the continuous fiber composite board is 1.2mm to 5mm. A method for preparing a continuous fiber composite layer, wherein, include The thermoplastic resin matrix is ​​melted to obtain a molten thermoplastic resin matrix; Continuous fibers are unfurled to obtain a continuous fiber tape. The continuous fiber tape is impregnated with the molten thermoplastic resin matrix; The impregnated continuous fiber strip is cooled and cured to obtain a continuous fiber composite layer. The method for preparing a continuous fiber composite material layer according to claim 95, wherein, The step of melting the thermoplastic resin matrix to obtain a molten thermoplastic resin matrix includes: mixing the thermoplastic resin matrix with an additive, and melting the mixed thermoplastic resin matrix and the additive through a screw extruder to obtain a molten thermoplastic resin matrix. A method for preparing a continuous fiber composite board, wherein, include: The multilayer continuous fiber composite material is laid in layers; The multi-layered continuous fiber composite material is rolled using a roller press to form a continuous fiber composite board.

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