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

Abstract

The present application is applicable to the technical field of automobile manufacturing, and provides a vehicle, a continuous fiber composite material layer and a preparation method therefor, and a continuous fiber composite panel and a preparation method therefor. The vehicle comprises a vehicle body frame, and the vehicle body frame comprises a frame beam body. The frame beam body comprises a plurality of continuous fiber composite material layers, and each continuous fiber composite material layer comprises continuous fibers having a weight percentage of not less than 70%. Each continuous fiber composite material layer further comprises a thermoplastic resin matrix connecting the continuous fibers, the thermoplastic resin matrix has a melt index of not less than 30 g / 10min under the test conditions of 2.16 Kg and 230°C, and the thermoplastic resin matrix comprises polyolefin, polar functional groups being grafted onto at least some molecular chains of the polyolefin. The material of the frame beam body is set to be the continuous fiber composite material, such that the continuous fiber composite material has lightweight characteristics, thereby helping to reduce the weight of the vehicle. The thermoplastic resin matrix has the melt index of not less than 30 g / 10min, and exhibits good flowability during processing, thereby better wrapping continuous fibers.

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, the requirements for vehicle lightweighting are becoming increasingly stringent, and the vehicle body frame is an important part affecting the lightweighting process. Therefore, this application is hereby submitted. Summary of the Invention

[0003] In view of this, the embodiments of this application aim to provide a vehicle, a continuous fiber composite material layer and a method for preparing the same, and a continuous fiber composite plate and a method for preparing the same, which will help to achieve lightweight design of vehicles.

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

[0005] The vehicle body frame includes a frame beam body, which includes multiple layers of continuous fiber composite material, each layer comprising continuous fibers accounting for no less than 70% by weight, and also includes a thermoplastic resin matrix connecting the continuous fibers.

[0006] The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0007] In the above technical solution, the main body of the frame beam includes multiple layers of continuous fiber composite material. That is, the main body of the frame beam is made of continuous fiber composite material. By setting the material of the main body of the frame beam to continuous fiber composite material, the lightweight characteristics of the continuous fiber composite material contribute to the weight reduction of the vehicle. Since the melt index of the thermoplastic resin matrix is ​​not less than 30 g / 10 min, the thermoplastic resin matrix has good fluidity during processing, which can effectively encapsulate the continuous fibers, improving the interfacial bonding force (also understood as adhesion) between the continuous fibers and the thermoplastic resin matrix. This results in the continuous fiber composite material layer obtained after molding the thermoplastic resin matrix and continuous fibers having good strength and providing support. The thermoplastic resin matrix includes polyolefins. Polyolefins refer to a general term for thermoplastic resins obtained by polymerizing or copolymerizing α-olefins such as ethylene, propylene, 1-butene, 1-pentene, 1-hexene, 1-octene, and 4-methyl-1-pentene, as well as certain cyclic olefins, individually or in combination. Polyolefin raw materials are abundant, inexpensive, easy to process and mold, and have excellent comprehensive performance. Furthermore, grafting polar functional groups onto at least a portion of the polyolefin molecular chain helps to further improve the flowability of the thermoplastic resin matrix, thereby further enhancing the interfacial bonding between the thermoplastic resin matrix and the continuous fibers. Improved interfacial bonding between the thermoplastic resin matrix and the continuous fibers can enhance the overall mechanical properties, durability, and fatigue resistance of the composite material.

[0008] In some embodiments, the melt index of the thermoplastic resin matrix under test conditions of 2.16 kg and 230 °C is 40 g / 10 min to 100 g / 10 min.

[0009] In the above technical solution, by further controlling the melt index of the thermoplastic resin matrix within a reasonable range, it is helpful to further improve the interfacial bonding ability between the thermoplastic resin matrix and the continuous fiber, thereby helping to improve the overall mechanical properties, durability and fatigue resistance of the composite material.

[0010] In some embodiments, the polyolefin includes structural units derived from C2-C3 olefin monomers.

[0011] In the above technical solution, C2-C3 olefin monomers refer to olefin compounds containing 2 or 3 carbon atoms. Among them, olefin compounds containing 2 carbon atoms are polyethylene, and olefin compounds containing 3 carbon atoms are polypropylene. That is, polyolefins include polyethylene or polypropylene.

[0012] In some embodiments, the polyolefin includes structural units derived from propylene monomers; or, the polyolefin includes structural units derived from ethylene monomers and structural units derived from propylene monomers.

[0013] In the above technical solutions, polyolefins include structural units derived from propylene monomers, such as polypropylene. Polyolefins also include structural units derived from ethylene monomers and structural units derived from propylene monomers, such as polypropylene copolymers, which are polypropylene copolymers formed by incorporating a small amount of ethylene monomers or other α-olefins during polymerization. The copolymer can be a random copolymer (PPR) or a block copolymer (PPB).

[0014] In some embodiments, the polar functional group includes at least one selected from acid anhydride, carboxyl, carbonyl, ester, hydroxyl, ether, and amino groups.

[0015] In the above technical solution, the grafting of polar functional groups formed by at least one of acid anhydride, carboxyl, carbonyl, hydroxyl, and amino groups onto at least a portion of the molecular chain of the thermoplastic resin matrix is ​​beneficial to improving the fluidity of the thermoplastic resin matrix, thereby enhancing the interfacial bonding ability between the thermoplastic resin matrix and the continuous fibers.

[0016] In some embodiments, the continuous fiber has a weight percentage of 70-85, the thermoplastic resin matrix has a weight percentage of 15-30, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0017] 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 where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. 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 fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for making the main body of the frame beam.

[0018] In some embodiments, the continuous fiber has a weight percentage of 75-80, and the sum of the weight percentages of the thermoplastic resin matrix is ​​20-25.

[0019] In the above technical solution, the mechanical properties of the continuous fiber composite layer are controlled by further limiting the content of continuous fiber and thermoplastic resin matrix.

[0020] In some embodiments, the polar functional groups include acid anhydrides, and the thermoplastic resin matrix further includes 0.4 to 1 part by weight of a modifier, the modifier comprising structural units derived from maleic anhydride monomers.

[0021] In the above technical solution, the structural unit of maleic anhydride monomer is used to modify polypropylene. Maleic anhydride is grafted onto the polypropylene main chain to form a polypropylene-maleic anhydride graft copolymer. The interfacial bonding force between thermoplastic resins such as polypropylene and continuous fibers can be significantly improved through the graft copolymerization reaction.

[0022] In some embodiments, the thermoplastic resin matrix includes 0.15 to 0.5 parts by weight of an initiator.

[0023] In the above technical solution, the initiator is used to start and control the polymerization reaction to generate a high molecular weight polymer. By controlling the initiator within a reasonable range, it is helpful to effectively start and control the polymerization reaction and adjust the properties of the polymer.

[0024] In some embodiments, the initiator includes at least one of peroxide, halogen, and azo compound.

[0025] In the above technical solutions, selecting appropriate initiators can effectively start and control the polymerization reaction, and adjust the polymer properties. Peroxides are compounds containing a peroxide group (-OO-), which can decompose to generate free radicals. Halogens are a class of halogen elements (fluorine, chlorine, bromine, iodine) and their compounds, which can generate halogen free radicals or halide ions. Azo compounds are compounds containing an azo group (-N=N-), which can decompose to generate free radicals.

[0026] In some embodiments, the thermoplastic resin matrix further includes 0.2 to 0.6 parts by weight of an antioxidant.

[0027] In the above technical solutions, antioxidants can prevent or delay the oxidative degradation of materials, reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, and extend the service life of composite materials. For example, they can be hindered amine antioxidants, phosphite antioxidants, etc.

[0028] In some embodiments, the antioxidant includes at least one of antioxidant 1010 and antioxidant 168.

[0029] In the above technical solution, antioxidant 1010, also known as pentaerythritol tetrakis[β-(3,5-di-tert-butyl-4-hydroxyphenyl)propionate], belongs to the phenolic antioxidant class. Antioxidant 168 is a high-performance phosphite antioxidant that can be used in combination with phenolic antioxidants.

[0030] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0031] 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 toughness and elongation at break of the single-layer continuous fiber composite layer.

[0032] 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.

[0033] The above technical solutions list the specific types of inorganic and organic fibers.

[0034] In some embodiments, the tensile strength of the continuous fiber composite layer is not less than 1000 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 20 GPa.

[0035] In the above technical solution, the mechanical properties of the continuous fiber composite material are limited by limiting the tensile strength and elastic modulus of the single-layer continuous fiber composite material layer, thereby enabling the frame beam body made of continuous fiber composite material to meet the performance requirements of at least some parts of the vehicle.

[0036] In some embodiments, the tensile strength of the continuous fiber composite layer is not less than 1100 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 38 GPa.

[0037] In the above technical solution, by further limiting the tensile strength and elastic modulus of the single-layer continuous fiber composite material layer, the mechanical properties of the continuous fiber composite material are limited, thereby enabling the frame beam body made of continuous fiber composite material to meet the performance requirements of more positions in the vehicle.

[0038] In some embodiments, the water absorption rate of the continuous fiber composite layer is not higher than 0.3%.

[0039] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer to a range of no more than 0.3%, the water absorption rate of the frame beam body is kept in a low range, thereby reducing the deformation of the components caused by excessive water absorption in the frame beam body.

[0040] In some embodiments, the vehicle frame includes a reinforcing structure, the frame beam body having a cavity, the reinforcing structure being at least partially disposed in the cavity and connected to the frame beam body.

[0041] In the aforementioned technical solution, the reinforcing structure is used to strengthen the main frame beam, reducing the probability of deformation or fracture during a collision, thereby improving the overall collision protection performance of the vehicle body frame. The cavity serves as an energy-absorbing zone, effectively absorbing and dispersing impact energy; furthermore, the cavity provides installation space for the reinforcing structure, and its design contributes to the vehicle's lightweight design. The combination of the reinforcing structure and the cavity further enhances the structural strength and collision protection capabilities of the vehicle body frame.

[0042] In some embodiments, the reinforcing structure includes an interior trim mounting structure for mounting the vehicle's interior trim.

[0043] In the above technical solution, the interior installation structure is part of the reinforcing structure. At this time, there is no need to set up separate parts with interior installation functions. This can reduce the number of parts and the assembly between parts, which helps to achieve lightweighting of the body frame and improve manufacturing efficiency.

[0044] In some embodiments, the frame beam body at least partially forms the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seatbelt accessory mounting structure disposed on 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; and / or,

[0045] The interior mounting structure includes at least one interior panel mounting structure, and the vehicle also includes an interior panel that exposes to the passenger compartment of the vehicle, and the interior panel is connected to the interior panel mounting structure.

[0046] In the above technical solution, seat belt attachments need to be installed on both the B-pillar and / or C-pillar. The reinforced structure provides a seat belt attachment installation structure, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the reinforced structure helps to improve the structural strength and rigidity of the seat belt attachment installation structure, reducing the probability of seat belt failure due to failure of the seat belt attachment installation structure.

[0047] The interior panel mounting structure is used to install interior panels, which are used to cover at least the cavity of the main frame beam from the inside of the vehicle frame. This minimizes the direct exposure of the reinforcing structure and the interior mounting structure formed on the reinforcing structure to the driver / passengers, thus improving the aesthetics of the vehicle frame.

[0048] In some embodiments, the frame beam body 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 disposed at the A-pillar and / or B-pillar.

[0049] Among them, at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter.

[0050] The metal connection structure is set between the main frame beam and the reinforcing structure.

[0051] In the above technical solution, the metallic material gives the metal connection structure excellent fatigue performance, allowing it to maintain structural integrity during multiple cycles. The metal connection structure is positioned between the main frame beam and the reinforcing structure of column A and / or column B, enabling the reinforcing structure to fix the metal connection structure to the main frame beam, thus contributing to a stable installation of the metal connection structure.

[0052] In some implementations, the reinforcing structure includes an injection-molded structure that is injection-molded onto the inner surface of the frame beam body.

[0053] In the aforementioned technical solution, the injection molding process integrates the injection-molded structure with the main frame beam, reducing the assembly required between the two. The injection molding process allows the injection-molded material to penetrate deep into every corner of the main frame beam. Furthermore, the injection molding process facilitates the processing of the injection-molded structure into various shapes based on the collision stress conditions of the vehicle frame, and allows for the addition of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of the ribs in each injection-molded structure within the main frame beam can be optimized according to the collision stress conditions of the vehicle frame.

[0054] In some embodiments, the injection-molded structure includes a plurality of ribs, at least a portion of which are arranged crosswise; or, the plurality of ribs are connected end to end in a ring.

[0055] In the above technical solutions, the cross arrangement of multiple ribs or the connection of multiple ribs end to end in a ring can avoid stress concentration in a single rib as much as possible, so that the injection-molded structure can evenly distribute the force, thereby helping to improve the overall structural strength and rigidity of the vehicle frame.

[0056] In some embodiments, the elastic modulus of the injection-molded structure is not less than 5 GPa, the tensile strength is not less than 100 MPa, and the elongation at break is not less than 1%.

[0057] In the above technical solution, by controlling the elastic modulus, tensile strength, and elongation at break of the injection-molded structure within a reasonable range, the frame beam body provided in this application embodiment can be used in locations with high collision performance requirements. For example, the frame beam body can at least constitute a vehicle's pillar, side beam, sill beam, etc.

[0058] In some embodiments, the injection-molded structure comprises 50 to 70 parts by weight of a thermoplastic resin matrix and 30 to 50 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.

[0059] 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 injection molded structure. Moreover, thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding, compression molding, etc.

[0060] In some embodiments, the injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

[0061] 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.

[0062] In some embodiments, the injection-molded structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure includes 0.1 to 0.4 parts by weight of an antioxidant.

[0063] In the above technical solutions, compatibilizers are used to improve the interfacial bonding performance between the resin matrix and long glass fibers, and to enhance the mechanical properties of the composite material. Examples include maleic anhydride-grafted compatibilizers. Antioxidants can prevent or delay the oxidative degradation of materials, reducing the likelihood of degradation due to high-temperature oxidation during processing and extending the service life of the composite material. Examples include hindered amine antioxidants and phosphite antioxidants.

[0064] In some embodiments, the reinforcing structure includes a reinforcing tube arranged along the extension direction of the cavity.

[0065] In the above technical solution, the reinforcing tube has high tensile strength and bending stiffness, which can effectively resist bending deformation under side impact. Moreover, the reinforcing tube has high shear strength, which can effectively reduce fracture caused by shear force. Furthermore, the reinforcing tube helps to evenly distribute stress and reduce local stress concentration. Using the reinforcing tube as at least part of the reinforcing structure helps to improve the overall structural stability of the vehicle frame 20.

[0066] In some embodiments, the reinforcing tube includes a tube body and at least one reinforcing rib, wherein the at least one reinforcing rib is disposed within the tube body and connected to the tube body.

[0067] In the above technical solution, reinforcing ribs are set inside the pipe body to further improve the structural strength and rigidity of the reinforced pipe.

[0068] In some embodiments, at least one reinforcing rib includes a first reinforcing rib and a second reinforcing rib, wherein the first reinforcing rib intersects with the second reinforcing rib.

[0069] In the above technical solution, the first and second reinforcing ribs strengthen the pipe body from two directions, which helps to improve the structural strength and rigidity of the pipe body.

[0070] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures.

[0071] In the above technical solution, the aluminum pultruded tube structure is an aluminum tube produced through the pultrusion process. It possesses high strength, capable of withstanding significant mechanical loads, and exhibits high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density, which helps reduce the weight of the vehicle 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 reinforced tube and eliminates the need for assembly of the reinforcing ribs with the tube body using other components, thus reducing the number of parts and lowering manufacturing costs.

[0072] In some embodiments, the thickness of the pipe wall is 3mm to 6mm.

[0073] In the above technical solution, by controlling the thickness of the aluminum pultruded tube structure wall within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the aluminum pultruded tube structure wall is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while ensuring that the aluminum pultruded tube structure wall is not too thick so that the performance is excessive.

[0074] In some embodiments, the tube body and the resin filling structure are reinforced, with the resin filling structure filling the tube body.

[0075] In the above technical solution, the resin-filled structure is used to enhance the structural strength and rigidity of the pipe body.

[0076] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0077] In the above technical solutions, polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforced tube.

[0078] In some implementations, the tube body is a thermoplastic pultruded composite material tube.

[0079] 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 enhance the structural strength and rigidity of the reinforced tube. Moreover, the composite material helps to improve the lightweight of the vehicle body frame.

[0080] In some embodiments, the thickness of the pipe wall of the pipe body is 6mm to 10mm.

[0081] In the above technical solution, 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 ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0082] In some embodiments, the elastic modulus of the tube body in the extension direction is not less than 40 GPa, the tensile strength is not less than 1.28 GPa, and the elongation at break is not less than 3%.

[0083] 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.

[0084] In some embodiments, the elastic modulus of the resin-filled structure is not less than 700 MPa, the strength corresponding to 80% of the tensile strain is not less than 60 MPa, and the elongation at break is not less than 80%.

[0085] 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.

[0086] In some embodiments, at least a portion of the frame beam body constitutes the B-pillar of the vehicle, and the body frame includes an upper joint and a lower joint. The reinforcing tubes in the cavity of the B-pillar are connected to the side beams and sill beams of the vehicle through the upper joint and the lower joint, respectively.

[0087] In the above technical solution, the upper end of the reinforcing tube inside the cavity of the B-pillar is connected to the side beam via an upper connector, and the lower end of the reinforcing tube inside the cavity of the B-pillar is connected to the sill beam via a lower connector. The upper connector further reinforces the junction between the B-pillar and the side beam, and the lower connector further reinforces 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 reinforcing tube inside 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 reinforcing tube inside the cavity of the B-pillar via the lower connector, or vice versa. This helps to achieve the transfer of external forces among the side beam, B-pillar, and sill beam, allowing them to share energy and improving their collision avoidance performance, thereby enhancing the collision avoidance performance of the vehicle frame.

[0088] In some implementations, both the upper and lower connectors are inserted into the reinforcing tube inside the cavity of the B-pillar.

[0089] The above technical solution helps to improve the stability of the connection between the reinforcing tube inside the cavity of the B-pillar and the upper and lower connectors.

[0090] In some embodiments, the vehicle frame includes a third reinforcing rib disposed within the upper and lower joints, and the third reinforcing rib abuts against the reinforcing tube.

[0091] In the above technical solution, the third reinforcing rib can enhance the structural strength and rigidity of the upper and lower joints. Moreover, the third reinforcing ribs in the upper and lower joints respectively abut against the two ends of the reinforcing tube, which helps to make the reinforcing tube more securely connected to the upper and lower joints, thus helping to improve the stability of the vehicle frame.

[0092] In some embodiments, the vehicle includes a fourth reinforcing rib located outside the upper joint and the lower joint, and the fourth reinforcing rib is connected to the inner surface of the frame beam body.

[0093] In the above technical solution, by setting a fourth reinforcing rib on the outside of the upper joint and the outside of the lower joint, the structural strength and rigidity of the upper and lower joints are improved. The fourth reinforcing rib is connected to the main frame beam, thereby helping to improve the structural strength and rigidity of the vehicle frame along the internal and external directions of the vehicle frame.

[0094] In some embodiments, the fourth reinforcing rib of at least one of the upper and lower joints extends in the same direction as the B-pillar.

[0095] In the above technical solution, the fourth 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 fourth reinforcing rib to transmit external forces along the extension direction of the B-pillar.

[0096] In some implementations, the continuous fibers of a single-layer continuous fiber composite material layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite material layers are different.

[0097] 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.

[0098] In some embodiments, at least one of the outermost two continuous fiber composite material layers on any side of the continuous fiber composite board along the thickness direction has a layup angle that is neither 0° nor 90°.

[0099] 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.

[0100] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] In some embodiments, the thickness of the main frame beam is not less than 1.2 mm; and / or, the thickness of the single-layer continuous fiber material is 0.2 mm to 0.3 mm.

[0105] In the above technical solutions, by limiting the minimum thickness of the main frame beam, the structural strength and stiffness requirements are avoided from being too low. 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. By limiting the range of the thickness of the single-layer fiber composite material layer, it is possible to avoid insufficient structural strength and stiffness of the single-layer continuous fiber composite material due to its thinness, and to avoid excessive thickness of the fiber composite material layer, which would result in an excessively thick main frame beam when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components.

[0106] 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 250 MPa, and the elastic modulus of the frame beam body in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0107] In the above technical solution, by controlling the tensile strength and elastic modulus of the frame beam body within a reasonable range, the frame beam body can meet the performance requirements of different positions in the vehicle as much as possible. In other words, the frame beam body of each position in the vehicle uses the continuous fiber composite material provided in the embodiments of this application as much as possible, thereby helping the vehicle to achieve lightweight design.

[0108] In some implementations, the vehicle includes a battery and a chassis, the battery being used to power the vehicle, the body and chassis together enclosing a passenger compartment of the vehicle, and the battery casing forming the floor of the passenger compartment.

[0109] 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.

[0110] In some implementations, the vehicle includes a chassis, with a body frame located above the chassis and detachably connected to it.

[0111] 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.

[0112] Secondly, embodiments of this application provide a continuous fiber composite material layer, comprising continuous fibers accounting for not less than 70% by weight, and the continuous fiber composite material layer further comprising a thermoplastic resin matrix connecting the continuous fibers;

[0113] The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0114] In the above technical solution, since the melt index of the thermoplastic resin matrix is ​​not less than 30 g / 10 min, the thermoplastic resin matrix has good fluidity during processing, which can better encapsulate the 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 material layer with good strength after molding, providing a supporting function. The thermoplastic resin matrix includes polyolefins, which refers to a class of thermoplastic resins obtained by polymerizing or copolymerizing α-olefins such as ethylene, propylene, 1-butene, 1-pentene, 1-hexene, 1-octene, and 4-methyl-1-pentene, as well as certain cyclic olefins, individually or in combination. Polyolefin raw materials are abundant, inexpensive, easy to process and mold, and have excellent comprehensive properties. Moreover, grafting polar functional groups onto at least part of the molecular chain of polyolefins is beneficial to further improve the fluidity of the thermoplastic resin matrix, thereby further enhancing the interfacial bonding ability between the thermoplastic resin matrix and the continuous fibers. Improving the interfacial bonding ability between thermoplastic resin matrix and continuous fiber can enhance the overall mechanical properties, durability, and fatigue resistance of composite materials.

[0115] In some embodiments, the melt index of the thermoplastic resin matrix under test conditions of 2.16 kg and 230 °C is 40 g / 10 min to 100 g / 10 min.

[0116] In the above technical solution, by further controlling the melt index of the thermoplastic resin matrix within a reasonable range, it is helpful to further improve the interfacial bonding ability between the thermoplastic resin matrix and the continuous fiber, thereby helping to improve the overall mechanical properties, durability and fatigue resistance of the composite material.

[0117] In some embodiments, the polyolefin includes structural units derived from C2-C3 olefin monomers.

[0118] In the above technical solution, C2-C3 olefin monomers refer to olefin compounds containing 2 or 3 carbon atoms. Among them, olefin compounds containing 2 carbon atoms are polyethylene, and olefin compounds containing 3 carbon atoms are polypropylene. That is, polyolefins include polyethylene or polypropylene.

[0119] In some embodiments, the polyolefin includes structural units derived from propylene monomers; or, the polyolefin includes structural units derived from ethylene monomers and structural units derived from propylene monomers.

[0120] In the above technical solutions, polyolefins include structural units derived from propylene monomers, such as polypropylene. Polyolefins also include structural units derived from ethylene monomers and structural units derived from propylene monomers, such as polypropylene copolymers, which are polypropylene copolymers formed by incorporating a small amount of ethylene monomers or other α-olefins during polymerization. The copolymer can be a random copolymer (PPR) or a block copolymer (PPB).

[0121] In some embodiments, the polar functional group includes at least one selected from acid anhydride, carboxyl, carbonyl, ester, hydroxyl, ether, and amino groups.

[0122] In the above technical solution, the grafting of polar functional groups formed by at least one of acid anhydride, carboxyl, carbonyl, hydroxyl, and amino groups onto at least a portion of the molecular chain of the thermoplastic resin matrix is ​​beneficial to improving the fluidity of the thermoplastic resin matrix, thereby enhancing the interfacial bonding ability between the thermoplastic resin matrix and the continuous fibers.

[0123] In some embodiments, the continuous fiber has a weight percentage of 70-85, the thermoplastic resin matrix has a weight percentage of 15-30, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0124] 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 where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. 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 fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for making the main body of the frame beam.

[0125] In some embodiments, the continuous fiber has a weight percentage of 75-80, and the sum of the weight percentages of the thermoplastic resin matrix is ​​20-25.

[0126] In the above technical solution, the mechanical properties of the continuous fiber composite layer are controlled by further limiting the content of continuous fiber and thermoplastic resin matrix.

[0127] In some embodiments, the polar functional groups include acid anhydrides, and the thermoplastic resin matrix further includes 0.4 to 1 part by weight of a modifier, the modifier comprising structural units derived from maleic anhydride monomers.

[0128] In the above technical solution, the structural unit of maleic anhydride monomer is used to modify polypropylene. Maleic anhydride is grafted onto the polypropylene main chain to form a polypropylene-maleic anhydride graft copolymer. The interfacial bonding force between thermoplastic resins such as polypropylene and continuous fibers can be significantly improved through the graft copolymerization reaction.

[0129] In some embodiments, the thermoplastic resin matrix includes 0.15 to 0.5 parts by weight of an initiator.

[0130] In the above technical solution, the initiator is used to start and control the polymerization reaction to generate a high molecular weight polymer. By controlling the initiator within a reasonable range, it is helpful to effectively start and control the polymerization reaction and adjust the properties of the polymer.

[0131] In some embodiments, the initiator includes at least one of peroxide, halogen, and azo compound.

[0132] In the above technical solutions, selecting appropriate initiators can effectively start and control the polymerization reaction, and adjust the polymer properties. Peroxides are compounds containing a peroxide group (-OO-), which can decompose to generate free radicals. Halogens are a class of halogen elements (fluorine, chlorine, bromine, iodine) and their compounds, which can generate halogen free radicals or halide ions. Azo compounds are compounds containing an azo group (-N=N-), which can decompose to generate free radicals.

[0133] In some embodiments, the thermoplastic resin matrix further includes 0.2 to 0.6 parts by weight of an antioxidant.

[0134] In the above technical solutions, antioxidants can prevent or delay the oxidative degradation of materials, reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, and extend the service life of composite materials. For example, they can be hindered amine antioxidants, phosphite antioxidants, etc.

[0135] In some embodiments, the antioxidant includes at least one of antioxidant 1010 and antioxidant 168.

[0136] In the above technical solution, antioxidant 1010, also known as pentaerythritol tetrakis[β-(3,5-di-tert-butyl-4-hydroxyphenyl)propionate], belongs to the phenolic antioxidant class. Antioxidant 168 is a high-performance phosphite antioxidant that can be used in combination with phenolic antioxidants.

[0137] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0138] 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 toughness and elongation at break of the single-layer continuous fiber composite layer.

[0139] 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.

[0140] The above technical solutions list the specific types of inorganic and organic fibers.

[0141] In some embodiments, the tensile strength of the continuous fiber composite layer is not less than 1000 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 20 GPa.

[0142] In the above technical solution, the mechanical properties of the continuous fiber composite material are limited by limiting the tensile strength and elastic modulus of the single-layer continuous fiber composite material layer, thereby enabling the frame beam body made of continuous fiber composite material to meet the performance requirements of at least some parts of the vehicle.

[0143] In some embodiments, the tensile strength of the continuous fiber composite layer is not less than 1100 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 38 GPa.

[0144] In the above technical solution, by further limiting the tensile strength and elastic modulus of the single-layer continuous fiber composite material layer, the mechanical properties of the continuous fiber composite material are limited, thereby enabling the frame beam body made of continuous fiber composite material to meet the performance requirements of more positions in the vehicle.

[0145] In some embodiments, the water absorption rate of the continuous fiber composite layer is not higher than 0.3%.

[0146] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer to a range of no more than 0.3%, the water absorption rate of the frame beam body is kept in a low range, thereby reducing the deformation of the components caused by excessive water absorption in the frame beam body.

[0147] 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.

[0148] 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.

[0149] In some implementations, the continuous fibers of a single-layer continuous fiber composite material layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite material layers are different.

[0150] 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.

[0151] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, and in the outermost two continuous fiber composite material layers on any side of the continuous fiber composite board along the thickness direction, at least one layer of continuous fiber has a layup angle that is neither 0° nor 90°.

[0152] 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.

[0153] 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°.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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 250 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.

[0158] In the above technical solution, by controlling the performance of the continuous fiber composite board, the performance of the continuous fiber composite board is made suitable for the manufacture of the frame beam body.

[0159] In some embodiments, the thickness of the continuous fiber composite board 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.

[0160] 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.

[0161] Fourthly, embodiments of this application provide a method for preparing a continuous fiber composite material layer, comprising:

[0162] The thermoplastic resin matrix is ​​melted to obtain a molten thermoplastic resin matrix, wherein the continuous fiber composite layer includes continuous fibers accounting for not less than 70% by weight, and the continuous fiber composite layer also includes a thermoplastic resin matrix connecting the continuous fibers. The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0163] Continuous fibers are unfurled to obtain a continuous fiber tape.

[0164] Impregnate a continuous fiber tape with a molten thermoplastic resin matrix;

[0165] The impregnated continuous fiber strip is cooled and cured to obtain a continuous fiber composite layer.

[0166] The above technical solution enables the preparation of continuous fiber composite material layers.

[0167] In some embodiments, melting a thermoplastic resin matrix to obtain a molten thermoplastic resin matrix includes:

[0168] A mixture is prepared by mixing polyolefin raw materials and an initiator. The mixture is fed into a first screw extruder, and a modifier is added to the first screw extruder. The mixture and the additives are melted through the first screw extruder to obtain a melt.

[0169] The molten material is fed into the second screw extruder, and an antioxidant is added to the second screw extruder. The molten material and the antioxidant are melted by the second screw extruder to obtain a molten thermoplastic resin matrix.

[0170] In the above technical solution, an initiator is used to start and control the polymerization reaction, and a modifier is used to modify the polymer.

[0171] In some embodiments, after obtaining the melt and before feeding the melt into a second screw extruder, the preparation method further includes:

[0172] Vacuum is drawn to remove small molecules from the melt.

[0173] In the above technical solution, using vacuum to remove small molecules from the melt helps to improve the performance of the composite material.

[0174] In some embodiments, the initiator includes at least one of peroxide, halogen, and azo compound; and / or, the modifier includes structural units derived from maleic anhydride monomers.

[0175] In the above technical solutions, peroxides are compounds containing a peroxy group (-OO-), which can decompose to generate free radicals. Halogens are a class of halogen elements (fluorine, chlorine, bromine, iodine) and their compounds, which can generate halogen free radicals or halide ions. Azo compounds are compounds containing an azo group (-N=N-), which can decompose to generate free radicals. Maleic anhydride is used for polymer modification, generating modified polymers through grafting reactions. For example, maleic anhydride is grafted onto polyolefins to generate maleic anhydride-grafted polyolefins. Maleic anhydride-grafted polyolefins can be used as compatibilizers, helping to improve the interfacial bonding between continuous fibers and polyolefin resins.

[0176] In some embodiments, the mixture includes 15 to 30 parts by weight of polyolefin and 0.15 to 0.6 parts by weight of initiator; and / or, 0.3 to 0.7 parts by weight of modifier is fed into the first screw extruder.

[0177] In the above technical solution, the weight ratio of polyolefin and initiator is limited. By controlling the ratio of polyolefin and initiator within a reasonable range, the initiator can ensure that all polyolefins undergo polymerization reaction as much as possible, which helps to improve the performance of the mixture.

[0178] By controlling the modifier within a reasonable range, the modifier can play its role while avoiding the problems of insufficient improvement due to too low a weight proportion of the modifier, and excessive performance due to too high a weight proportion.

[0179] Fifthly, embodiments of this application provide a method for preparing a continuous fiber composite board, comprising:

[0180] The multilayer continuous fiber composite material is laid in layers. The continuous fiber composite material layer includes continuous fibers accounting for not less than 70% by weight. The continuous fiber composite material layer also includes a thermoplastic resin matrix connecting the continuous fibers. The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0181] A roller press is used to roll the multi-layer continuous fiber composite material layers laid in layers to form a continuous fiber composite board.

[0182] In the above technical solution, the use of a roller press helps to tightly bond the layers of the continuous fiber composite material, which can effectively improve the interlayer bonding strength and overall performance of the fiber composite board.

[0183] 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

[0184] Figure 1 is a structural schematic diagram of the vehicle provided in an embodiment of this application;

[0185] Figure 2 is a structural schematic diagram of the vehicle (excluding the chassis) provided in an embodiment of this application;

[0186] Figure 3 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this application at a first angle;

[0187] Figure 4 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this application at a second angle;

[0188] Figure 5 is a schematic diagram of the exploded structure shown in Figure 4;

[0189] Figure 6 is a cross-sectional view of the seat belt height adjuster installed at position AA of the vehicle frame shown in Figure 4, according to an embodiment of this application.

[0190] Figure 7 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 4;

[0191] Figure 8 is a cross-sectional view of the door hinge installed at the CC position of the vehicle frame shown in Figure 4, according to an embodiment of this application.

[0192] Figure 9 is a cross-sectional view of the interior panel installed at the DD position of the vehicle frame shown in Figure 4, according to an embodiment of this application.

[0193] Figure 10 is a structural schematic diagram of the second type of vehicle frame provided in the embodiment of this application from a first angle;

[0194] Figure 11 is a partial structural diagram of the structure shown in Figure 10, excluding the reinforcing tube, upper connector, lower connector, etc.

[0195] Figure 12 is a schematic diagram of the reinforcing tube inside the cavity of column B in the structure shown in Figure 10;

[0196] Figure 13 is a schematic diagram of the upper connector in the structure shown in Figure 10;

[0197] Figure 14 is a schematic diagram of the lower connector in the structure shown in Figure 10;

[0198] Figure 15 is a schematic cross-sectional view of the EE position of the structure shown in Figure 10;

[0199] Figure 16 is a cross-sectional view of the interior panel installed at the FF position of the vehicle frame shown in Figure 10, according to an embodiment of this application.

[0200] Figure 17 is a cross-sectional view of the seat belt height adjuster installed at the GG position of the vehicle frame shown in Figure 10, according to an embodiment of this application.

[0201] Figure 18 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 10.

[0202] Figure 19 is a cross-sectional view of the door hinge installed at the position of the vehicle frame II shown in Figure 10 according to an embodiment of this application;

[0203] Figure 20 shows a laying method of the multilayer continuous fiber composite material layer of the continuous fiber composite board provided in the embodiment of this application;

[0204] Figure 21 is a flowchart of the method for preparing a continuous fiber composite material layer provided in the embodiments of this application;

[0205] Figure 22 shows the process flow of the continuous fiber composite board preparation method provided in the embodiment of this application. Detailed Implementation

[0206] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0207] 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 invention will not be described separately.

[0208] 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.

[0209] 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. "A plurality of" means two or more.

[0210] With the continuous development of automotive technology, traditional steel body frames have also revealed some drawbacks, such as excessive weight, susceptibility to rust, and high carbon emissions during production. The manufacturing process of steel bodies requires stamping, welding, and painting, all of which involve significant investment in stamping, welding, and painting workshops, hindering cost reduction in automobile manufacturing. Furthermore, the weight of steel bodies makes lightweight design of the entire vehicle less effective.

[0211] In view of this, in order to overcome at least some of the defects of steel bodies, embodiments of this application provide a vehicle.

[0212] Please refer to Figures 1 and 2. The vehicle includes a chassis 30 and a body frame 20 mounted on the chassis 30.

[0213] In some embodiments, the vehicle frame 20 and the chassis 30 are welded together.

[0214] In other embodiments, the vehicle frame 20 is located above the chassis 30 and is detachably connected to the chassis 30. In this 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 arrangement 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.

[0215] For example, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0216] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0217] In some embodiments, the number of fasteners is multiple.

[0218] 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.

[0219] The following descriptions will use the combination of the vehicle frame 20 and the skateboard chassis 30 as an example.

[0220] Because the skateboard chassis 30 integrates the vehicle's three-electric system, achieving multi-functional and modular integration, it can significantly reduce the vehicle's weight. However, the existing steel body restricts further development of vehicle weight reduction. Therefore, this application proposes to replace at least part of the steel body with a non-metallic material body to further reduce vehicle weight, improve vehicle reliability, and reduce vehicle cost.

[0221] 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 connecting parts can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0222] Please refer to Figures 3 and 4. In the embodiments provided in this application, the vehicle frame 20 includes a frame beam body 21. The frame beam body 21 includes a multi-layered continuous fiber composite material layer (see Figure 20). The continuous fiber composite material layer includes continuous fibers accounting for not less than 70% by weight. The continuous fiber composite material layer also includes a thermoplastic resin matrix connecting the continuous fibers.

[0223] The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0224] The frame beam body 21 includes multiple layers of continuous fiber composite material, that is, the frame beam body 21 is made of continuous fiber composite material. By setting the material of the frame beam body 21 to continuous fiber composite material, the continuous fiber composite material has lightweight characteristics, which helps to reduce the weight of the vehicle.

[0225] 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). It refers to the weight of 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.

[0226] In the vehicle of this application embodiment, since the melt index of the thermoplastic resin matrix is ​​not less than 30g / 10min, the thermoplastic resin matrix has good fluidity during processing, which can better wrap the continuous fibers, improve the interfacial bonding force (also understood as adhesion) between the continuous fibers and the thermoplastic resin matrix, so that the continuous fiber composite material layer obtained after the thermoplastic resin matrix and continuous fibers are molded has good strength and plays a supporting role.

[0227] Thermoplastic resin matrices include polyolefins, which are a general term for thermoplastic resins obtained by the individual polymerization or copolymerization of α-olefins such as ethylene, propylene, 1-butene, 1-pentene, 1-hexene, 1-octene, and 4-methyl-1-pentene, as well as certain cyclic olefins. Polyolefin raw materials are abundant, inexpensive, easy to process and mold, and have excellent comprehensive properties. Moreover, grafting polar functional groups onto at least part of the molecular chain of polyolefins is beneficial to further improve the flowability of the thermoplastic resin matrix, thereby further enhancing the interfacial bonding ability between the thermoplastic resin matrix and continuous fibers. The improved interfacial bonding ability between the thermoplastic resin matrix and continuous fibers can improve the overall mechanical properties, durability, and fatigue resistance of composite materials.

[0228] In some embodiments, the melt index of the thermoplastic resin matrix under test conditions of 2.16 kg and 230 °C is 40 g / 10 min to 100 g / 10 min.

[0229] By further controlling the melt flow index of the thermoplastic resin matrix within a reasonable range, it is helpful to further improve the interfacial bonding ability between the thermoplastic resin matrix and the continuous fibers, thereby helping to improve the overall mechanical properties, durability and fatigue resistance of the composite material.

[0230] In some embodiments, the polyolefin includes structural units derived from C2-C3 olefin monomers.

[0231] C2-C3 olefin monomers refer to olefin compounds containing 2 or 3 carbon atoms. Among them, polyethylene is an olefin compound containing 2 carbon atoms, and polypropylene is an olefin compound containing 3 carbon atoms. In other words, polyolefins include either polyethylene or polypropylene.

[0232] In some embodiments, the polyolefin includes structural units derived from propylene monomers; or, the polyolefin includes structural units derived from ethylene monomers and structural units derived from propylene monomers.

[0233] Polyolefins include structural units derived from propylene monomers, such as polypropylene.

[0234] Polyolefins include structural units derived from ethylene monomers and structural units derived from propylene monomers. For example, polypropylene copolymers are polypropylene copolymers formed by incorporating small amounts of ethylene monomers or other α-olefins during the polymerization process. Copolymers can be random copolymers (PPRs) or block copolymers (PPBs).

[0235] In some embodiments, the polar functional group includes at least one selected from acid anhydride, carboxyl, carbonyl, ester, hydroxyl, ether, and amino groups.

[0236] The grafting of polar functional groups formed by at least one of acid anhydride, carboxyl, carbonyl, hydroxyl, and amino groups onto at least a portion of the molecular chain of a thermoplastic resin matrix is ​​beneficial to improving the flowability of the thermoplastic resin matrix, thereby enhancing the interfacial bonding ability between the thermoplastic resin matrix and continuous fibers.

[0237] In some embodiments, the continuous fiber has a weight percentage of 70-85, the thermoplastic resin matrix has a weight percentage of 15-30, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0238] By controlling the content of continuous fiber 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 the leakage of continuous fiber. It is also possible to avoid the situation where the composite material has insufficient strength due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for making the frame beam body 21.

[0239] In some embodiments, the continuous fiber comprises 75-80 parts by weight, and the sum of the weight of the thermoplastic resin matrix comprises 20-25 parts by weight. The mechanical properties of the continuous fiber composite layer are controlled by further limiting the content of the continuous fiber and the thermoplastic resin matrix.

[0240] In some embodiments, the polar functional groups include acid anhydrides, and the thermoplastic resin matrix further includes 0.4 to 1 part by weight of a modifier, the modifier comprising structural units derived from maleic anhydride monomers.

[0241] In this embodiment, the structural unit of maleic anhydride monomer is used to modify polypropylene. Maleic anhydride is grafted onto the polypropylene backbone to form a polypropylene-maleic anhydride graft copolymer. The interfacial bonding force between thermoplastic resins such as polypropylene and continuous fibers can be significantly improved through the graft copolymerization reaction.

[0242] In some embodiments, the thermoplastic resin matrix includes 0.15 to 0.5 parts by weight of initiator. The initiator is used to initiate and control the polymerization reaction to generate the high molecular weight polymer. Insufficient initiator will result in incomplete polymerization, leading to an insufficient number of polar functional groups formed on the polyolefin molecular chains, thus affecting the bonding between the polyolefin and the continuous fibers, and causing dry yarn phenomena. Excessive initiator will cause the polymerization reaction rate to be too fast, resulting in the formation of a large amount of low molecular weight polymer, thereby affecting the bonding between the polyolefin and the continuous fibers. By controlling the initiator within a reasonable range, it is helpful to effectively initiate and control the polymerization reaction and adjust the properties of the polymer.

[0243] Choosing the appropriate initiator can also help to effectively start and control the polymerization reaction and adjust the polymer properties. For example, initiators include at least one of peroxides, halogens, and azo compounds. Peroxides are compounds containing a peroxy group (-OO-) that can decompose to generate free radicals. Halogens are a class of halogen elements (fluorine, chlorine, bromine, iodine) and their compounds that can generate halide free radicals or halide ions. Azo compounds are compounds containing an azo group (-N=N-) that can decompose to generate free radicals.

[0244] In some embodiments, the thermoplastic resin matrix further includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of materials, reduce the likelihood of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include hindered amine antioxidants and phosphite antioxidants.

[0245] For example, the antioxidant includes at least one of antioxidant 1010 and antioxidant 168. Antioxidant 1010, also known as pentaerythritol tetrakis[β-(3,5-di-tert-butyl-4-hydroxyphenyl)propionate], belongs to the phenolic antioxidant class. Antioxidant 168 is a high-performance phosphite antioxidant that can be used in combination with phenolic antioxidants.

[0246] 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.

[0247] For example, primary antioxidants include phenolic antioxidants and amine antioxidants. Secondary antioxidants include phosphite antioxidants and thioester antioxidants.

[0248] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers. Organic fibers have high strength, good elasticity, and flexibility. Inorganic fibers have high strength and modulus. The use of one or more combinations of organic and inorganic fibers in combination with thermoplastic resins helps to improve the toughness and elongation at break of the single-layer continuous fiber composite layer.

[0249] For example, 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.

[0250] In some embodiments, the tensile strength of the continuous fiber composite layer is not less than 1000 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 20 GPa. By limiting the tensile strength and elastic modulus of the single-layer continuous fiber composite layer, the mechanical properties of the continuous fiber composite are thus limited, so that the frame beam body 21 made of continuous fiber composite can meet the performance requirements of at least some parts of the vehicle.

[0251] In some embodiments, the tensile strength of the continuous fiber composite layer is 1000 MPa to 1400 MPa, and the elastic modulus of the continuous fiber composite layer is 20 GPa to 50 GPa.

[0252] That is, the tensile strength of the continuous fiber composite layer is ≤1400MPa and the elastic modulus of the continuous fiber composite layer is ≤50GPa. This further limits the range of the elastic modulus and tensile strength of the continuous fiber composite layer.

[0253] In some embodiments, the tensile strength of the continuous fiber composite layer is not less than 1100 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 38 GPa.

[0254] In this embodiment, by further limiting the lower limit of the elastic modulus and the lower limit of the tensile strength of the continuous fiber composite material layer, the frame beam body 21 in this embodiment can meet the performance requirements of more locations in the vehicle, which helps the vehicle to achieve lightweight design.

[0255] In some embodiments, the tensile strength of the continuous fiber composite layer is 1100 MPa to 1300 MPa, and the elastic modulus of the continuous fiber composite layer is 38 GPa to 45 GPa.

[0256] That is, the tensile strength of the continuous fiber composite layer is 1100MPa ≤ 1300MPa, and the elastic modulus of the continuous fiber composite layer is 38GPa ≤ 45GPa. By further limiting the tensile strength and elastic modulus of the single-layer continuous fiber composite layer, the mechanical properties of the continuous fiber composite are limited, thereby enabling the frame beam body 21 made of continuous fiber composite to meet the performance requirements of more positions in the vehicle.

[0257] It should be noted that the tensile strength of a continuous fiber composite layer refers to the tensile strength in the direction where the continuous fiber layup angle is 0°.

[0258] It should be noted that the elastic modulus of a continuous fiber composite layer refers to the tensile modulus in the direction where the continuous fiber layup angle is 0°.

[0259] 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.

[0260] In some embodiments, the water absorption rate of the continuous fiber composite layer is 0.05% to 0.3%.

[0261] That is, the water absorption rate of the continuous fiber composite layer is ≤0.3% (≤0.05%). This further limits the water absorption rate of the continuous fiber composite layer.

[0262] In some embodiments of this application, the continuous fiber is continuous glass fiber. The composite material formed by combining continuous glass fiber and thermoplastic resin matrix combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of thermoplastic resin, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and the thermoplastic resin matrix is ​​easy to mold.

[0263] The components and experimental data of some embodiments are described below with reference to Table 1.

[0264] Table 1 shows the components and experimental data of some embodiments of this application.

[0265] PP1 refers to a polymer compound polymerized from a single propylene monomer (CH3-CH=CH2), with a melt index ≥30g / 10min and the grade name PPH MN60.

[0266] PP2 refers to a polymer compound copolymerized from propylene and other olefins (such as ethylene), with a melt index ≥30g / 10min and the grade name PP AZ564.

[0267] Initiators: peroxides (BPO, DCP, etc.), halogens (chlorine and bromine), azo compounds.

[0268] MAH refers to the polar functional group of maleic anhydride.

[0269] Fiberglass refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0270] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0271] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0272] Table 2 shows the components and experimental data for some comparative examples.

[0273] PP1 refers to a polymer compound formed by the polymerization of a single propylene monomer (CH3-CH=CH2), with a melt index ≥30g / 10min, and the grade name is PPH MN60.

[0274] PP3 refers to polypropylene with a melt flow index of less than 30 g / 10 min, with grades such as PP EP548RQ and PP K8003.

[0275] Initiators: peroxides (BPO, DCP, etc.), halogens (chlorine and bromine), azo compounds.

[0276] MAH refers to the polar functional group of maleic anhydride.

[0277] Fiberglass refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0278] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0279] The continuous fibers in Examples 1 to 10 are all in the range of 70 to 85 parts by weight, the thermoplastic resin matrix is ​​all in the range of 15 to 30 parts by weight, the modifier is all in the range of 0.4 to 1 parts by weight, the initiator is all in the range of 0.2 to 0.5 parts by weight, and the antioxidant is all in the range of 0.2 to 0.6 parts by weight.

[0280] By comparing Example 3 and Comparative Example 8, it can be found that the continuous fiber composite material layer formed by polypropylene with a melt index of less than 30 g / 10 min and glass fiber will have a small amount of dry yarn, which does not meet the requirements.

[0281] Through Example 3 and Comparative Examples 1, 2, and 3, it can be found that without an initiator or a modifier, i.e., without the ability to graft polar functional groups onto the molecular chain of polyolefin, the resulting continuous fiber composite material layer will have more dry yarns, which does not meet the requirements.

[0282] For example, the vehicle frame 20 also includes a reinforcing structure, the frame beam body 21 having a cavity 21a, and the reinforcing structure 22 being at least partially disposed within the cavity 21a and connected to the frame beam body 21.

[0283] The reinforcement structure is used to strengthen the main body of the frame beam 21, so as to reduce the probability of deformation or breakage of the main body of the frame beam 21 during a collision, thereby improving the overall collision protection performance of the vehicle frame 20.

[0284] The cavity 21a can serve as an energy-absorbing zone, effectively absorbing and dispersing impact energy. Furthermore, the cavity 21a provides installation space for the reinforcing structure, and its design contributes to the vehicle's lightweight design. The combination of the reinforcing structure and the cavity 21a further enhances the structural strength and collision resistance of the vehicle frame 20.

[0285] Exemplarily, the frame beam body 21 protrudes outward toward the vehicle body to form a cavity 21a on the inner side of the frame beam body 21, the cavity 21a extending along the extension direction of the frame beam body 21, and at least a portion of the reinforcing structure is located in the cavity 21a. In this embodiment, the cavity 21a can also be understood as an open slot.

[0286] For example, when the frame beam body 21 extends generally in the vertical direction (for example, when the frame beam body 21 at least partially constitutes the pillar of the vehicle, the pillar extends generally in the vertical direction), the cavity 21a also extends in the vertical direction.

[0287] In this embodiment, it is convenient for the reinforcing structure to be inserted into the cavity 21a through the opening, which facilitates installation and also facilitates the forming of the frame beam body 21.

[0288] In some embodiments, the reinforcing structure includes an interior trim mounting structure (e.g., seatbelt accessory mounting structure 231, interior trim panel mounting structure 232, etc. described below), which is used to mount the vehicle's interior trim.

[0289] The interior mounting structure forms part of the reinforcing structure, eliminating the need for separate components with interior mounting functions. This reduces the number of components and the assembly between them, contributing to the lightweighting of the body frame 20 and improving manufacturing efficiency.

[0290] 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 in the interior trim installation structure formed by the reinforcing structure differ depending on the location of the main frame beam 21. For example, seat belt accessories are installed on the B-pillar 212 and C-pillar 213, while door hinges 10b are installed on the A-pillar 211 and B-pillar 212, etc.

[0291] In some embodiments, at least a portion of the frame beam body 21 constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle (see Figures 14 and 16). The interior mounting structure includes at least one seatbelt accessory mounting structure 231 for mounting seatbelt accessories. The at least one seatbelt accessory mounting structure 231 is formed in the reinforcing structure of the B-pillar 212 and / or C-pillar 213. The at least one seatbelt accessory includes at least one of a seatbelt height adjuster and a seatbelt retractor. And / or, see Figures 15 and 16, the interior mounting structure includes at least one interior panel mounting structure 232. The vehicle also includes an interior panel that exposes to the passenger compartment of the vehicle and is connected to the interior panel mounting structure.

[0292] Seatbelt accessories must be installed on both B-pillar 212 and / or C-pillar 213. The reinforced structure provides a seatbelt accessory mounting structure 231 for installing the seatbelt accessories, which helps improve the safety performance of the vehicle driver and / or passenger. Moreover, the reinforced structure helps 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.

[0293] It is understood that the seat belt accessories include a seat belt height adjuster 10d (see Figures 6 and 17) and a seat belt retractor 10a (see Figures 7 and 18). The reinforcing structure 22 can have one seat belt accessory mounting structure 231, used to mount either the seat belt height adjuster 10d or the seat belt retractor 10a. Alternatively, the reinforcing structure 22 can have two seat belt accessory mounting structures 231, used to mount both the seat belt height adjuster 10d and the seat belt retractor 10a. 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 vehicle conditions.

[0294] The interior panel mounting structure 232 is used to mount the interior panel 10c, which is used to cover at least the cavity 21a of the frame beam body 21 from the inside of the body frame 20, thereby avoiding the reinforcement structure and the interior mounting structure formed on the reinforcement structure from being directly exposed to the driver / passenger's view as much as possible, which helps to improve the aesthetics of the body frame 20.

[0295] In some embodiments, the frame beam body 21 at least partially 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 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. 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 reinforcing structure 22. The metallic material gives the metal connection structure 25 good fatigue performance, allowing it to maintain structural integrity during multiple cycles. The metal connection structure 25's placement between the frame beam body 21 constituting the A-pillar 211 and / or B-pillar 212 and the reinforcing structure 22 allows the reinforcing structure 22 to fix the metal connection structure 25 to the frame beam body 21, contributing to a stable installation of the metal connection structure 25.

[0296] In this embodiment, the door hinge 10b, door lock, and door opening limiter are all used for opening and closing the door 10e. During the use of the vehicle, 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, so that the metal connection structure 25 maintains structural integrity in multiple cycles.

[0297] For example, referring to Figures 14 to 16, the reinforcing structure includes an injection-molded structure 221, which is injection-molded onto the inner surface of the frame beam body 21.

[0298] In this embodiment, the injection molding process integrates the injection-molded structure 221 with the frame beam body 21, reducing the assembly between the injection-molded structure 221 and the frame beam body 21. The injection molding process allows the injection plastic of the injection-molded structure 221 to penetrate deep into all corners of the frame beam body 21. Moreover, the injection molding process facilitates the processing of the injection-molded structure 221 into various shapes according to the collision stress conditions of the vehicle frame 20, and the increase of thickness in certain key stress areas. In other words, the extension direction, thickness, and position of the ribs of each injection-molded structure 221 in the frame beam body 21 can be optimized according to the collision stress conditions of the vehicle frame 20.

[0299] In some embodiments, the elastic modulus of the injection-molded structure 221 is not less than 5 GPa, the tensile strength is not less than 100 MPa, and the elongation at break is not less than 1%.

[0300] Furthermore, by controlling the elastic modulus, tensile strength, and elongation at break of the injection-molded structure 221 within a reasonable range, the frame beam body 21 provided in this application embodiment can be applied to locations with high collision performance requirements. For example, the frame beam body 21 can at least constitute a vehicle's pillar, side beam 214, sill beam 215, etc.

[0301] In some embodiments, the injection-molded structure 221 has an elastic modulus of 5 GPa to 20 GPa, a tensile strength of 100 MPa to 300 MPa, and an elongation at break of 1% to 6%.

[0302] That is, the elastic modulus of injection molded structure 221 is ≤5GPa≤20GPa, the tensile strength of injection molded structure 221 is ≤300MPa≤1%≤elongation at break of injection molded structure 221≤6%. In this way, the range of elastic modulus, tensile strength and elongation at break of injection molded structure 221 is further defined.

[0303] In some embodiments, the injection-molded structure 221 includes 30 to 50 parts by weight of long glass fibers and 50 to 70 parts by weight of thermoplastic resin matrix, and the sum of the weight parts of long glass fibers and the weight parts of thermoplastic resin matrix is ​​100.

[0304] 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 injection molded structure 221. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding, compression molding, etc.

[0305] It is understood that in some embodiments, the thermoplastic resin matrix of the injection-molded structure 221 is the same type as the thermoplastic resin matrix of the continuous fiber composite layer forming the frame beam body 21, i.e., the thermoplastic resin matrix of the injection-molded structure 221 includes polyolefin. This helps improve the compatibility between the injection-molded structure 221 and the frame beam body 21, and also helps improve the molding quality of the injection-molded structure 221 to minimize problems such as poor filling on the inner surface of the frame beam body 21 and surface defects.

[0306] 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.

[0307] In some embodiments, the injection-molded structure 221 further includes 1 to 2.5 parts by weight of an additive; and / or, the injection-molded structure includes 2 to 5 parts by weight of mineral powder. The additive is used to improve the properties and processability of the composite material of the injection-molded structure 221.

[0308] It should be noted that additives are used to improve and optimize the properties of composite materials. In this embodiment, the additive is used to improve the properties of injection-molded structure 221. Additives may include any one or a mixture of any combination of compatibilizers, antioxidants, and flame retardants. Compatibilizers are used to improve the interfacial adhesion between the resin matrix and long glass fibers, thereby improving the mechanical properties of the composite material; for example, they may be maleic anhydride-grafted compatibilizers. Antioxidants can prevent or delay the oxidative degradation of materials, reducing the possibility of degradation due to high-temperature oxidation during processing and extending the service life of the composite material; for example, they may be hindered amine antioxidants, phosphite antioxidants, etc. Flame retardants are used to improve the flame retardant properties of the composite material; for example, they may be halogenated flame retardants.

[0309] 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.

[0310] In some embodiments, the adjuvant includes 1 to 2.5 parts by weight of an adjuvant, wherein the adjuvant includes 1 to 2 parts by weight of a compatibilizer and 0.1 to 0.4 parts by weight of an antioxidant.

[0311] For example, in some embodiments, the compatibilizer includes PP-g-MAH, or maleic anhydride grafted with polar functional groups, wherein the polar functional groups include at least one of acid anhydride, carboxyl, carbonyl, hydroxyl, and amino groups.

[0312] For example, in some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0313] In some embodiments, referring to Figures 4 and 5, the injection-molded structure 221 includes a plurality of ribs 2211, at least a portion of which are arranged crosswise; or, the plurality of ribs are connected end-to-end in a ring shape. The crosswise arrangement of the plurality of ribs 2211 or the ring shape can minimize stress concentration in a single rib 2211, thus ensuring that the injection-molded structure 221 can evenly distribute the stress, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 20.

[0314] In some embodiments, the thickness of the root of the rib 2211 is 80% to 120% of the thickness of the frame beam body 21. This is configured so that the injection-molded structure 221 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 rib 2211 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 set 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 rib 2211 is large, it helps to reduce or even avoid shrinkage defects at the root of the rib 2211 on the outer surface of the frame beam body 21.

[0315] In some embodiments, the thickness of the root of the stiffener 2211 is 100% of the thickness of the frame beam body 21, that is, the thickness of the root of the stiffener 2211 is the same as the thickness of the frame beam body 21.

[0316] It should be noted that the thickness of the root of the rib 2211 refers to the extension dimension of the rib 2211 along the inner and outer directions of the vehicle frame 20.

[0317] 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 the directions indicated by arrow Z.

[0318] In some embodiments, the thickness of the root of the stiffener 2211 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 stiffener 2211 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 stiffener 2211 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 stiffener 2211 can be the same as or different from the thickness of the frame beam body 21.

[0319] In some embodiments, at least a portion of the rib 2211 is connected to the bottom wall 201a of the cavity 21a. That is, the injection-molded structure 221 can at least reinforce the frame beam body 21 in the inward and outward directions of the vehicle frame 20.

[0320] In some embodiments, the injection-molded structure 221 is simultaneously connected to both the bottom wall 201a and the side wall 201b of the cavity 21a. That is, the frame beam body 21 is further strengthened to improve its collision resistance.

[0321] It is understood that, referring to Figures 4 and 5, in embodiments where the reinforcing structure 22 includes the injection-molded structure 221, the interior mounting structure 23 may be formed on at least one rib 2211 of the injection-molded structure 221.

[0322] In some embodiments, the frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle, and the seat belt accessory mounting structure 231 is formed in the ribs within the cavity 21a of the B-pillar 212 and / or C-pillar 213 for mounting seat belt accessories.

[0323] 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.

[0324] 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.

[0325] For example, the seat belt accessory reinforcement plate 24 is bonded to the cavity wall of the cavity 21a by structural adhesive.

[0326] 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.

[0327] In embodiments with a metal connection structure 25, the metal connection structure 25 is disposed between the frame beam body 21 constituting the A-pillar 211 and / or the B-pillar 212 and the injection-molded structure 221. That is, the metal connection structure 25 is fixed between the inner surface of the frame beam body 21 and the injection-molded structure 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 frame 20.

[0328] It is understandable that 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 plastic of the injection structure 221 into the mold, and then cooling and molding.

[0329] Please refer to Figures 3, 4 and 5. 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.

[0330] As shown in Figure 5, within the cavity 212a of the B-pillar 212, the injection-molded structure 221 is positioned at the location of the interior trim mounting structure 23, and approximately at the midpoint of the cavity 212a along the vertical direction. Positioning the injection-molded structure 221 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, positioning the injection-molded structure 221 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 approximately midpoint of the B-pillar 212 along the vertical direction is the main stress area in a side collision. Positioning the injection-molded structure 221 at the approximately midpoint of the cavity 212a of the B-pillar 212 along the vertical direction helps improve the impact resistance and energy absorption capacity of the B-pillar 212 during a side collision, thereby improving the collision avoidance performance of the B-pillar 212.

[0331] There are also multiple injection-molded structures 221 inside the cavity 214a of the side beam 214. The injection-molded structures 221 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.

[0332] 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 injection-molded structure 221 within the cavity 215a of the sill beam 215 is integrated as a whole to enhance the structural strength and rigidity of the sill beam 215.

[0333] 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, injection-molded structure 221 also needs to be set. This will help improve the structural strength and stiffness of the two junctions, thereby reducing the probability of breakage or deformation at the two junctions during a collision, thus improving the anti-collision performance of B-pillar 212.

[0334] In this embodiment, the interior mounting structure 23 is formed on the ribs 2211 of the injection-molded structure 221, or directly on the inner surface of the frame beam body 21.

[0335] 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.

[0336] For example, as shown in Figures 3, 4, 5, 10, 11 and 12, the vertical direction of the vehicle frame 20 is the direction of arrow Y.

[0337] For example, as shown in Figures 3, 4, 5, 10, 11 and 12, the front-rear direction of the vehicle frame 20 is the direction of arrow X.

[0338] Based on the performance of the continuous fiber composite material layer and injection-molded structure 221 provided in the embodiments of this application, the simulation is as follows:

[0339] 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.

[0340] 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%.

[0341] The elastic modulus of injection-molded structure 221 is greater than 20 GPa, the tensile strength is greater than 200 MPa, and the elongation at break is greater than 20%.

[0342] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21 and the injection-molded structure 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 3, it can be found that the collision performance of the B-pillar 212 reinforced by the injection-molded structure 221 in this embodiment of the application is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 20 provided in this embodiment of the application constitutes the B-pillar of the vehicle, it can meet the requirements of vehicle body collision.

[0343] Table 3 Simulation test data for some embodiments of this application

[0344] 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.

[0345] In some embodiments, referring to Figure 14, the reinforcing structure includes a reinforcing tube 222, which is arranged along the extension direction of the cavity 21a. The reinforcing tube 222 has high tensile strength and bending stiffness, which can effectively resist bending deformation under side impact. Moreover, the reinforcing tube 222 has high shear strength, which can effectively reduce fracture caused by shear force. Furthermore, the reinforcing tube 222 helps to evenly distribute stress and reduce local stress concentration. Using the reinforcing tube 222 as at least part of the reinforcing structure 22 helps to improve the overall structural stability of the vehicle frame 20.

[0346] In some embodiments, referring to Figure 12, the reinforcing tube 222 includes a tube body 2221 and at least one reinforcing rib 2222 disposed within the tube body 2221. By providing the reinforcing rib 2222 within the tube body 2221, the structural strength and structural stiffness of the reinforcing tube 222 are further improved.

[0347] For example, in a cross section perpendicular to the extension direction of the tube body 2221, the opposite ends of the reinforcing ribs 2222 are respectively connected to the inner wall of the tube body 2221.

[0348] It is understood that the number of reinforcing ribs 2222 is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle frame 20.

[0349] For example, there are multiple reinforcing ribs 2222, which are arranged in a crisscross pattern to strengthen the pipe body 2221 from multiple directions, thereby improving the structural strength and rigidity of the pipe body 2221.

[0350] In some embodiments, as shown in FIG12, at least one reinforcing rib includes a first reinforcing rib 2222 and a second reinforcing rib 2223, wherein the first reinforcing rib 2222 and the second reinforcing rib 2223 intersect. That is, the extending direction of the first reinforcing rib 2222 intersects the extending direction of the second reinforcing rib 2223, thereby reinforcing the pipe body 2221 from two directions, which helps to improve the structural strength and structural stiffness of the pipe body 2221.

[0351] It is understood that the number of the first reinforcing rib 2222 and the second reinforcing rib 2223 is not limited. That is, there can be one or more first reinforcing ribs 2222 and one or more second reinforcing ribs 2223. For example, in some embodiments, as shown in FIG12, the extension direction of the first reinforcing rib 2222 in the tube body 2221 is along the inward and outward directions of the vehicle frame 20, and the extension direction of the second reinforcing rib 2223 intersects the direction of the first reinforcing rib 2222.

[0352] In some embodiments, the tube body 2221 and at least one reinforcing rib 2222 are integral aluminum pultruded tube structures. Aluminum pultruded tube structures are aluminum tubes produced through a pultrusion process, possessing high strength and the ability to withstand large mechanical loads. Furthermore, aluminum pultruded tubes have 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 reinforcing tube 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.

[0353] For example, in an embodiment of the aluminum pultruded tube structure, 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 structure 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 structure 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 structure from being too thick, resulting in excessive performance.

[0354] In this embodiment, the cross-section of the aluminum pultruded tube structure is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube structure is quadrilateral. The maximum interval between two opposite sides of the quadrilateral along the inward and outward directions of the vehicle frame 20 is 60mm, and the maximum interval between two opposite sides along the forward and backward directions of the vehicle frame 20 is 90mm. The vehicle frame 20 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 212.

[0355] In some embodiments, the reinforcing tube 222 includes a tube body 2221 (see Figure 12) and a resin-filled structure, which fills the tube body 2221. The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 2221.

[0356] 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 reinforcing tube 222.

[0357] 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 enhance the structural strength and structural rigidity of the reinforcing tube 222. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 20.

[0358] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and glass fiber, a composite material formed by thermoplastic resin and boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0359] 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 excessively redundant.

[0360] In some embodiments, 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, wherein the maximum interval between two opposite sides of the quadrilateral arranged along the inward and outward directions of the vehicle frame 20 is 60 mm, and the maximum interval between two opposite sides of the quadrilateral arranged along the inward and outward 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.

[0361] In some embodiments, the elastic modulus of the tube body 2221 in the extension direction is not less than 40 GPa (GPa, 1 GPa equals 1 gigapascal), the tensile strength is not less than 1.28 GPa, and the elongation at break is not less than 3%.

[0362] By controlling the elastic modulus of the tube body 2221 in the extension direction to a range of not less than 40 GPa, the tensile strength of the tube body 2221 in the extension direction to a range of not less than 1.28 GPa, and the elongation at break of the tube body 2221 in the extension direction to a range of not less than 3%, 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. In some embodiments, the elastic modulus of the tube body 2221 in the extension direction is 40 GPa to 100 GPa (Gigapascal, 1 Gigapascal equals 1 gigapascal), the tensile strength is 1.28 GPa to 2.0 GPa, and the elongation at break is 3% to 6%.

[0363] 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.

[0364] It is understood that in other embodiments, the material of the tube body 2221 can be the same as that of the frame beam body 21. That is, 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. In some embodiments, the elastic modulus of the resin-filled structure is not less than 700 MPa, the strength corresponding to 80% of the tensile strain is not less than 60 MPa, and the elongation at break is not less than 80%. By controlling the elastic modulus of the resin-filled structure to be not less than 700 MPa, the strength corresponding to 80% of the tensile strain of the resin-filled structure to be not less than 60 MPa, and the elongation at break of the resin-filled structure to be not less than 80%, 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 the column, side beam 214, and sill beam 215.

[0365] 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%.

[0366] Specifically, the elastic modulus of the resin-filled structure should be 700 MPa ≤ 1500 MPa, the strength corresponding to 80% of the tensile strain of the resin-filled structure should be 60 MPa ≤ 150 MPa, and the elongation at break of the resin-filled structure should be 80% ≤ 200%. This further limits the range of the elastic modulus, the strength corresponding to 80% of the tensile strain, and the elongation at break of the resin-filled structure. Regarding the testing method for the elongation at break of the resin-filled structure, a portion of the resin-filled structure can be cut as a sample and tested on a tensile testing machine. Alternatively, a sample can be reshaped from the raw material of the resin-filled structure to meet the experimental conditions, and then tested on a tensile testing machine.

[0367] 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%.

[0368] In some embodiments, as shown in Figures 10 and 11, the frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle. A reinforcing tube 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 seatbelt accessory mounting structure 231 is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster 10d and a seatbelt retractor 10a. That is, in embodiments with the reinforcing tube 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 reinforcing tube 222; in other words, the tube body 2221 of the reinforcing tube 222 can provide a mounting position for the seatbelt accessory.

[0369] In some embodiments, as shown in FIG12, at least a portion of the frame beam body 21 constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle. The body frame 20 also includes at least one metal connection structure 25 for connecting at least one of the door hinge 10b, door lock, and door opening limiter. The metal connection structure 25 is welded to a reinforcing tube 222 disposed within the cavity 212a of the A-pillar 211 and / or B-pillar 212. That is, in embodiments with reinforcing tube 222, the metal connection structure 25 is welded and fixed to the tube body 2221. Welding helps to improve the stability of the connection between the metal connection structure 25 and the tube body 2221 of the reinforcing tube 222.

[0370] It should be noted that in some embodiments, referring to Figures 14 and 15, the reinforcing structure may include both the injection-molded structure 221 and the reinforcing tube 222. In other embodiments, referring to Figure 16, the reinforcing structure may include only the injection-molded structure 221 and exclude the reinforcing tube 222. In some other embodiments not shown, the reinforcing structure may include only the reinforcing tube 222 and exclude the injection-molded structure 221.

[0371] In embodiments that simultaneously incorporate both the injection-molded structure 221 and the reinforcing tube 222, the cavity 21a of the frame beam body 21 needs to accommodate both the injection-molded structure 221 and the reinforcing tube 222, necessitating consideration of space clearance. In some embodiments, referring to Figure 11, the injection-molded structure 221 is connected to both the bottom wall 201a and the side wall 201b of the cavity 21a, and the injection-molded structure 221 forms a clearance groove 2212 for installing the reinforcing tube 222. This ensures that the injection-molded structure 221 and the reinforcing tube 222 jointly reinforce the frame beam body 21, without excessively protruding from the cavity 21a.

[0372] In this embodiment, the interior panel mounting structure 232 is formed on the injection-molded structure 221 connected to the sidewall 201b of the cavity 21a.

[0373] Please refer to Figures 10, 11 and 12. 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 an injection-molded structure 221 and a reinforcing tube 222.

[0374] There are multiple injection-molded structures 221, and these multiple injection-molded structures 221 are distributed at intervals along the extension direction of the B-pillar 212, and the ribs 2211 of the injection-molded structures 221 intersect to form a mesh structure. The mesh structure is connected to the bottom wall 2121a and the side wall 2121b of the cavity 212a of the B-pillar 212.

[0375] Due to the limited space in the cavity 212a of the B-pillar 212, space avoidance needs to be considered. Therefore, the mesh structure within the cavity 212a of the B-pillar 212 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 reinforcing tube 222.

[0376] 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.

[0377] 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.

[0378] Each injection-molded structure 221 forms a mesh structure with a clearance groove 2212, thus forming a clearance groove 2212 for installing the reinforcing tube 222. This allows the reinforcing tube 222 and the injection-molded structure 221 to jointly reinforce the cavity 212a of the B-pillar 212 without excessively protruding from the cavity 212a of the B-pillar 212.

[0379] It should be noted that the direction of the width of the cavity 212a of column B 212 is the direction of arrow X.

[0380] Based on the performance of the continuous fiber composite material layer, injection molding structure 221, and reinforcing tube 222 provided in the embodiments of this application, the simulation is as follows:

[0381] 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.

[0382] 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%.

[0383] When the tube body 2221 of the reinforcing tube 222 and the reinforcing rib inside the tube body 2221 are integrated into a 6-series aluminum pultruded tube structure, the design of the reinforcing rib inside the tube body 2221 is shown in Figure 13, including two first reinforcing ribs 2222 extending in the inner and outer directions of the vehicle body and a second reinforcing rib 2223 extending in the front and rear directions of the vehicle body.

[0384] 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.

[0385] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21, injection-molded structure 221, and reinforcing tube 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 4, it can be found that the collision performance of the B-pillar 212 reinforced by both injection-molded structure 221 and reinforcing tube 222 (the tube body 2221 is an aluminum pultruded tube) 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 requirements of vehicle body collision.

[0386] Table 4 Simulation test data for some embodiments of this application

[0387] When the tube body 2221 of the reinforcing tube 222 is a thermoplastic pultruded composite material tube, the elastic modulus of the thermoplastic pultruded composite material tube is greater than 40 GPa, the tensile strength is greater than 1280 MPa, and the elongation at break is greater than 3%.

[0388] 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.

[0389] 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%.

[0390] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The main body 21 of the composite frame beam 21, the injection-molded structure 221, and the reinforcing tube 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 5, it can be found that the collision performance of the B-pillar 212 reinforced by the injection-molded structure 221 and the reinforcing tube 222 (the tube body 2221 is a thermoplastic pultruded composite material tube) in this embodiment of the application is comparable to that of the existing steel B-pillar 212. This indicates that when the main body 21 of the frame beam 21 provided in this embodiment of the application constitutes the B-pillar 212 of the vehicle, it can meet the vehicle body collision requirements.

[0391] Table 5 Simulation test data for some embodiments of this application

[0392] 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.

[0393] For example, referring to Figure 14, 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 reinforcing tube 222 in the cavity 212a of the B-pillar 212 is connected to the side beam 214 and the sill beam 215 of the vehicle through the upper connector 26 and the lower connector 27, respectively. That is, the upper end of the reinforcing tube 222 in the cavity 212a of the B-pillar 212 is connected to the side beam 214 through the upper connector 26, and the lower end of the reinforcing tube 222 in the cavity 212a of the B-pillar 212 is connected to the sill beam 215 through the lower connector 27.

[0394] Therefore, the upper connector 26 can further strengthen the junction between the B-column 212 and the side beam 214, and the lower connector 27 can further strengthen the junction between the B-column 212 and the sill beam 215. Simultaneously, it facilitates the transmission of external forces on the side beam 214 through the upper connector 26 to the reinforcing tube 222 in the cavity 212a of the B-pillar 212, or the transmission of external forces on the reinforcing tube 222 in the cavity 212a of the B-pillar 212 to the side beam 214 through the upper connector 26. It also facilitates the transmission of external forces on the sill beam 215 through the lower connector 27 to the reinforcing tube 222 in the cavity 212a of the B-pillar 212, or the transmission of external forces on the sill beam 215 through the lower connector 27. This helps the side beam 214, B-pillar 212, and sill beam 215 to transmit external forces, enabling them to share energy and improve their collision resistance, thereby enhancing the collision resistance of the vehicle frame 20.

[0395] Furthermore, a reinforcing tube 222 is installed inside the cavity 214a of the side beam 214, and a reinforcing tube 222 is also installed inside the cavity 215a of the sill beam 215. The reinforcing tube 222 inside the cavity 214a of the side beam 214 is connected to the reinforcing tube 222 inside the cavity 212a of the B-pillar 212 via an upper connector 26. The reinforcing tube 222 inside the cavity 215a of the sill beam 215 is connected to the reinforcing tube 222 inside the cavity 212a of the B-pillar 212 via a lower connector 27.

[0396] In some embodiments, both the upper connector 26 and the lower connector 27 are inserted into the reinforcing tube 222 within the cavity 212a of the B-pillar 212. This arrangement helps to improve the stability of the connection between the reinforcing tube 222 within the cavity 212a of the B-pillar 212 and the upper connector 26 and the lower connector 27.

[0397] Referring to Figure 18, in this embodiment, since the lower connector 27 is inserted into the reinforcing tube 222, that is, the portion where the lower connector 27 connects to the reinforcing tube 222 within the cavity 212a of the B-pillar 212 needs to have a shape approximately the same as the tube body 2221 for easy 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 reinforcing tube 222 within the cavity 212a of the B-pillar 212, or at the overlapping portion where the reinforcing tube 222 within the cavity 212a of the B-pillar 212 intersects with the lower connector 27.

[0398] For example, in some embodiments, the upper connector 26 has an upper insertion cavity, and one end of the reinforcing tube 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 reinforcing tube 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 reinforcing tube 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 reinforcing tube 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 reinforcing tube 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 reinforcing tube 222 in the cavity 212a of the B-pillar 212. This allows the upper connector 26 and the lower connector 27 to be stably installed within the tube body 2221 of the reinforcing tube 222 inside the cavity 212a of the B-pillar 212.

[0399] In some embodiments, the vehicle frame 20 includes a third reinforcing rib disposed within the upper connector 26 and the lower connector 27, and the third reinforcing rib abuts against the reinforcing tube 222. In this embodiment, the third reinforcing rib can enhance the structural strength and rigidity of the upper connector 26 and the lower connector 27, and since the third reinforcing ribs in the upper connector 26 and the lower connector 27 abut against both ends of the reinforcing tube 222 respectively, it helps to make the reinforcing tube 222 more securely connected to the upper connector 26 and the lower connector 27, thereby improving the stability of the vehicle frame 20.

[0400] In some embodiments, as shown in FIG13, the vehicle frame 20 includes a fourth 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 fourth 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 fourth 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.

[0401] In some embodiments, the fourth 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 fourth 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 fourth reinforcing rib 28 to transmit external forces along the extension direction of the B-pillar 212.

[0402] In some embodiments, the continuous fibers of each fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent fiber composite layers are different. This is because the layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material, and different layup angles of the continuous fibers in adjacent fiber composite layers help to optimize the performance of the composite material in different directions.

[0403] In some embodiments, referring to Figure 20, 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.

[0404] 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°.

[0405] 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°.

[0406] 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°.

[0407] In some embodiments, the layup angle of the continuous fibers in the fiber composite layer, which is neither 0° nor 90°, is 25° to 75°. When the layup angle of the continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0408] In some embodiments, the continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 40° to 50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0409] In some embodiments, the sum of the number of fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of 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 composite material are within reasonable ranges, and thus ensuring the structural strength and stiffness of the frame beam body 21 as much as possible.

[0410] 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 material is 0.2mm to 0.3mm. For example, the thickness of the frame beam body 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.

[0411] The thickness of a single-layer fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of the thickness of the single-layer fiber composite material layer, it is to avoid the single-layer fiber composite material layer being too thin, which would result in insufficient structural strength and rigidity, and to avoid the fiber composite material layer being too thick, which would result in an excessively thick frame beam 21 when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components.

[0412] 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.

[0413] In some embodiments, 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. That is, 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 ensuring the mechanical properties and structural integrity of the frame beam body 21 as much as possible. For example, the frame beam body 21 includes at least columns, side beams 214, and sill beams 215, each with different shapes and dimensions.

[0414] 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 not less than 250 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.

[0415] By limiting the tensile strength and elastic modulus of the frame beam body 21 to a suitable range, the frame beam body 21 can meet the performance requirements of different positions in the vehicle as much as possible. In other words, the frame beam body 21 in each position of the vehicle uses the fiber composite board provided in the embodiments of this application as much as possible, thereby helping the vehicle to achieve lightweight design.

[0416] 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 250MPa to 1000MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is 9GPa to 40GPa.

[0417] 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 ≤40GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 21.

[0418] It should be noted that the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction can be understood as follows: a flat section of the frame beam body 21 is cut out as a test sample, and the tensile strength and elastic modulus are tested on the test sample.

[0419] This application provides a continuous fiber composite material layer, comprising continuous fibers accounting for not less than 70% by weight, and the continuous fiber composite material layer further comprising a thermoplastic resin matrix connecting the continuous fibers;

[0420] The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0421] 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.

[0422] 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.

[0423] 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.

[0424] In some embodiments, the continuous fiber composite board has a tensile strength of not less than 250 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.

[0425] 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 250MPa to 1000MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 9GPa to 40GPa.

[0426] 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 ≤40GPa, with a maximum tensile strength of 250MPa. This further limits the range of tensile strength and elastic modulus of the continuous fiber composite board.

[0427] It should be noted that the frame beam body 21 is formed of continuous fiber composite board, that is, the mechanical properties of the frame beam body 21 are the mechanical properties of continuous fiber composite board.

[0428] In some embodiments, the thickness of the continuous fiber composite panel is 1.2 mm to 5 mm, and / or the thickness of a single layer of the continuous fiber composite material is 0.2 mm to 0.3 mm. By limiting the minimum thickness of the continuous fiber composite panel, the thickness of the frame beam body 21 made of the continuous fiber composite panel is kept as thin as possible to avoid failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the continuous fiber composite panel, the thickness of the frame beam body 21 made of the continuous fiber composite panel is kept as thick as possible to avoid affecting the aesthetic performance of the vehicle body frame 20 or interfering with the installation of other vehicle components.

[0429] It should be noted that the thickness of the continuous fiber composite board can be understood as the thickness of the frame beam body 21 before assembly.

[0430] The thickness of a single-layer fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of the thickness of the single-layer fiber composite material layer, it is to avoid the single-layer fiber composite material layer being too thin, which would result in insufficient structural strength and rigidity, and to avoid the fiber composite material layer being too thick, which would result in an excessively thick frame beam 21 when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components.

[0431] By setting different laying angles for the continuous fibers, the test results are shown in Tables 6 and 7. Table 6 shows the performance data of the continuous fiber composite board formed according to the laying angle provided in the embodiments of this application, and Table 7 shows the performance data of the continuous fiber composite board formed without the laying angle provided in the embodiments of this application.

[0432] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0433] 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.

[0434] The components and experimental data of some embodiments are described below with reference to Table 6.

[0435] Table 6 lists the components and experimental data for some embodiments of this application.

[0436] The following section, in conjunction with Table 7, introduces the components and experimental data of some comparative examples.

[0437] Table 7 shows the components and experimental data for some comparative examples.

[0438] 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°.

[0439] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0440] 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.

[0441] 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.

[0442] The minimum 0° tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum 0° tensile modulus is 14.5 GPa, and the maximum is 17.5 GPa.

[0443] The minimum 90° 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 90° tensile modulus is 15.5 GPa, and the maximum is 17.7 GPa.

[0444] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum tensile modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0445] 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.

[0446] 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.

[0447] Please refer to Figure 21. This application embodiment provides a method for preparing a continuous fiber composite material layer, the preparation method including steps S11 to S14:

[0448] Step S11: Melt the thermoplastic resin matrix to obtain a molten thermoplastic resin matrix, wherein the continuous fiber composite layer includes continuous fibers accounting for not less than 70% by weight, and the continuous fiber composite layer also includes a thermoplastic resin matrix connecting the continuous fibers. The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

[0449] Here, the thermoplastic resin matrix can better bond with the fiber material in the molten state to form a uniform composite material.

[0450] Understandably, heating equipment capable of melting thermoplastic resin matrices can be screw extruders, hot presses, ovens, etc.

[0451] 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 through a screw extruder to obtain a molten thermoplastic resin matrix.

[0452] Step S12: Spread the continuous fibers to obtain a continuous fiber tape.

[0453] Here, spreading the yarn is to ensure that the continuous fibers are evenly distributed and oriented.

[0454] Step S13: Impregnate the continuous fiber tape with the molten thermoplastic resin matrix.

[0455] 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.

[0456] Step S14: Cool and solidify the impregnated continuous fiber strip to obtain a continuous fiber composite material layer.

[0457] 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.

[0458] In some embodiments, step S11 includes steps S111 and S113:

[0459] Step S111: Mix the polyolefin raw material and the initiator to obtain a mixture, feed the mixture into the first screw extruder, add the additive to the first screw extruder, and melt the mixture and the additive through the first screw extruder to obtain a melt.

[0460] Here, initiators are used to start and control the polymerization reaction, and additives are used to modify the polymer.

[0461] In some embodiments, the initiator includes at least one of peroxides, halogens, and azo compounds. And / or, the modifier includes structural units derived from maleic anhydride monomers.

[0462] Initiators are used to start and control polymerization reactions to produce high molecular weight polymers. Acrylic acid is used in polymerization reactions to produce various acrylates and polyacrylic acid polymers. Maleic anhydride is used for polymer modification, generating modified polymers through grafting reactions. For example, maleic anhydride is grafted onto polyolefins to produce maleic anhydride-grafted polyolefins. Maleic anhydride-grafted polyolefins can be used as compatibilizers to help improve the interfacial bonding between continuous fibers and polyolefin resins.

[0463] In some embodiments, the mixture includes 15 to 30 parts by weight of polyolefin and 0.15 to 0.6 parts by weight of initiator; and / or, 0.3 to 0.7 parts by weight of additives are fed into the first screw extruder.

[0464] Here, the weight ratio of polyolefin and initiator is limited. By controlling the proportion of polyolefin and initiator within a reasonable range, the initiator can ensure that as much of the polyolefin as possible undergoes polymerization, which helps to improve the performance of the mixture.

[0465] By controlling the additives within a reasonable range, the additives can play their role while avoiding the problems of insufficient improvement due to too low an additive weight percentage and excessive performance due to too high an additive weight percentage.

[0466] Step S113: The molten material is fed into the second screw extruder, an antioxidant is added to the second screw extruder, and the molten material and antioxidant are melted by the second screw extruder to obtain a molten thermoplastic resin matrix.

[0467] In some embodiments, after obtaining the melt and before feeding the melt into the second screw extruder, step S11 further includes step S112:

[0468] Step S112: Vacuum is drawn to remove small molecules from the melt.

[0469] Here, using vacuum to remove small molecules from the melt helps improve the performance of the composite material.

[0470] Please refer to Figure 22. This application embodiment also provides a method for preparing a continuous fiber composite board, the method including steps S21 and S22:

[0471] Step S21: Lay out the multilayer continuous fiber composite material layer in layers. The continuous fiber composite material layer includes continuous fibers accounting for not less than 70% by weight. The continuous fiber composite material layer also includes a thermoplastic resin matrix connecting the continuous fibers. The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least some of the molecular chains of the polyolefin.

[0472] 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.

[0473] Step S22: Use a roller press to roll the multi-layer continuous fiber composite material layer laid in layers to form a continuous fiber composite board.

[0474] 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.

[0475] In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine different embodiments or examples described in this application, as well as features of different embodiments or examples.

[0476] The above description is merely a preferred embodiment of this application and is not intended to limit the application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle, wherein, The vehicles include: The vehicle body frame includes a frame beam body, the frame beam body includes multiple layers of continuous fiber composite material, the continuous fiber composite material layer includes continuous fibers accounting for not less than 70% by weight, and the continuous fiber composite material layer also includes a thermoplastic resin matrix connecting the continuous fibers; The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

2. The vehicle according to claim 1, wherein, The melt flow index of the thermoplastic resin matrix under test conditions of 2.16 kg and 230 °C is 40 g / 10 min to 100 g / 10 min.

3. The vehicle according to claim 1, wherein, The polyolefin comprises structural units derived from C2-C3 olefin monomers.

4. The vehicle according to claim 3, wherein, The polyolefin comprises structural units derived from propylene monomers; or, the polyolefin comprises structural units derived from ethylene monomers and structural units derived from propylene monomers.

5. The vehicle according to claim 1, wherein, The polar functional group includes at least one of acid anhydride, carboxyl, carbonyl, hydroxyl, and amino groups.

6. The vehicle according to claim 1, wherein, The continuous fiber has a weight percentage of 70-85, the thermoplastic resin matrix has a weight percentage of 15-30, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

7. The vehicle according to claim 6, wherein, The continuous fiber has a weight percentage of 75-80, and the sum of the weight percentages of the thermoplastic resin matrix is ​​20-25.

8. The vehicle according to claim 6, wherein, The polar functional group includes anhydride, and the continuous fiber composite layer further includes 0.4 to 1 part by weight of a modifier, the modifier including structural units derived from maleic anhydride monomers.

9. The vehicle according to claim 8, wherein, The thermoplastic resin matrix includes 0.15 to 0.5 parts by weight of initiator.

10. The vehicle according to claim 9, wherein, The initiator includes at least one of peroxide, halogen, and azo compound.

11. The vehicle according to claim 6, wherein, The continuous fiber composite layer also includes 0.2 to 0.6 parts by weight of antioxidant.

12. The vehicle according to claim 11, wherein, The antioxidant includes at least one of antioxidant 1010 and antioxidant 168.

13. The vehicle according to claim 1, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

14. The vehicle according to claim 13, 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.

15. The vehicle according to claim 1, wherein, The tensile strength of the continuous fiber composite material layer is not less than 1000 MPa, and the elastic modulus of the continuous fiber composite material layer is not less than 20 GPa.

16. The vehicle according to claim 16, wherein, The tensile strength of the continuous fiber composite layer is not less than 1100 MPa, and the elastic modulus of the continuous fiber composite layer is not less than 38 GPa.

17. The vehicle according to claim 1, wherein, The water absorption rate of the continuous fiber composite layer is no higher than 0.3%.

18. The vehicle according to any one of claims 1 to 17, wherein, The vehicle frame includes a reinforcing structure, the frame beam body has a cavity, and the reinforcing structure is at least partially disposed in the cavity and connected to the frame beam body.

19. The vehicle according to claim 18, wherein, The reinforcing structure has an interior trim mounting structure for mounting the vehicle's interior trim.

20. The vehicle according to claim 19, wherein, The main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle. The interior trim installation structure includes at least one seatbelt accessory installation structure, which is disposed on the B-pillar and / or C-pillar. The at least one seatbelt accessory installation structure is used to install seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor; and / or, The interior mounting structure includes at least one interior panel mounting structure, and the vehicle also includes an interior panel that exposes to the passenger compartment of the vehicle and is connected to the interior panel mounting structure.

21. The vehicle according to claim 18, 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, which is disposed on the A-pillar and / or B-pillar. Wherein, 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 disposed between the frame beam body constituting the A column and / or B column and the reinforcing structure.

22. The vehicle according to claim 18, wherein, The reinforcing structure includes an injection-molded structure, which is injection-molded onto the inner surface of the main frame beam.

23. The vehicle according to claim 22, wherein, The injection-molded structure includes multiple ribs, at least a portion of which are arranged crosswise; or, the multiple ribs are connected end to end in a ring.

24. The vehicle according to claim 22, wherein, The elastic modulus of the injection-molded structure is not less than 5 GPa, the tensile strength is not less than 100 MPa, and the elongation at break is not less than 1%.

25. The vehicle according to claim 22, wherein, The injection-molded structure comprises 30-50 parts by weight of long glass fibers and 50-70 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the thermoplastic resin matrix and the long glass fibers is 100.

26. The vehicle according to claim 25, wherein, The injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

27. The vehicle according to claim 25, wherein, The injection-molded structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure includes 0.1 to 0.4 parts by weight of an antioxidant.

28. The vehicle according to claim 18, wherein, The reinforcing structure includes a reinforcing tube arranged along the extension direction of the cavity.

29. The vehicle according to claim 28, wherein, The reinforcing tube includes a tube body and at least one reinforcing rib, wherein the at least one reinforcing rib is disposed inside the tube body and connected to the tube body.

30. The vehicle according to claim 29, wherein, The at least one reinforcing rib includes a first reinforcing rib and a second reinforcing rib, wherein the first reinforcing rib intersects with the second reinforcing rib.

31. The vehicle according to claim 29, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure.

32. The vehicle according to claim 31, wherein, The thickness of the pipe wall of the main body is 3mm to 6mm.

33. The vehicle according to claim 28, wherein, The reinforcing tube includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

34. The vehicle according to claim 33, wherein, The resin-filled structure includes polyurea and / or polyurethane.

35. The vehicle according to claim 33, wherein, The elastic modulus of the resin-filled structure is not less than 700 MPa, the strength corresponding to 80% of the tensile strain is not less than 60 MPa, and the elongation at break is not less than 80%.

36. The vehicle according to claim 33, wherein, The main body of the tube is a thermoplastic pultruded composite material tube.

37. The vehicle according to claim 35, wherein, The thickness of the pipe wall of the main body is 6mm to 10mm.

38. The vehicle according to claim 33, wherein, The tube body has an elastic modulus of not less than 40 GPa in the extension direction, a tensile strength of not less than 1.28 GPa, and an elongation at break of not less than 3%.

39. The vehicle according to claim 28, wherein, At least a portion of the main body of the frame beam constitutes the B-pillar of the vehicle. The body frame includes an upper joint and a lower joint. The reinforcing tube in the cavity of the B-pillar is connected to the side beam and sill beam of the vehicle through the upper joint and the lower joint, respectively.

40. The vehicle according to claim 39, wherein, Both the upper connector and the lower connector are inserted into the reinforcing tube inside the cavity of the B-pillar.

41. The vehicle according to claim 40, wherein, The vehicle frame includes a third reinforcing rib, which is disposed within the upper connector and the lower connector, and abuts against the reinforcing tube.

42. The vehicle according to claim 39, wherein, The vehicle includes a fourth 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.

43. The vehicle according to claim 42, wherein, The fourth reinforcing rib of at least one of the upper joint and the lower joint extends in the same direction as the B-pillar.

44. The vehicle according to any one of claims 1 to 17, 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.

45. The vehicle according to claim 44, wherein, In the continuous fiber composite board, at least one of the outermost two continuous fiber composite material layers on any side along the thickness direction has a laying angle that is neither 0° nor 90°.

46. ​​The vehicle according to claim 45, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

47. The vehicle according to claim 45, wherein, The sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

48. The vehicle according to any one of claims 1 to 17, wherein, The thickness of the main frame beam is not less than 1.2 mm; and / or the thickness of a single layer of the continuous fiber material is 0.2 mm to 0.3 mm.

49. The vehicle according to any one of claims 1 to 17, 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 250 MPa, and the elastic modulus of the frame beam body in each direction perpendicular to the thickness direction is not less than 9 GPa.

50. The vehicle according to any one of claims 1 to 17, wherein, The vehicle includes a battery and a chassis. The battery powers the vehicle. The vehicle body and the chassis together form the passenger compartment of the vehicle. The battery casing forms the floor of the passenger compartment.

51. The vehicle according to any one of claims 1 to 17, wherein, The vehicle includes a chassis, and the body frame is located on top of the chassis and is detachably connected to the chassis.

52. A continuous fiber composite material layer, wherein, The continuous fiber composite material layer comprises continuous fibers accounting for not less than 70% by weight, and the continuous fiber composite material layer further comprises a thermoplastic resin matrix connecting the continuous fibers; The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin.

53. The continuous fiber composite material layer according to claim 52, wherein, The melt flow index of the thermoplastic resin matrix under test conditions of 2.16 kg and 230 °C is 40 g / 10 min to 100 g / 10 min.

54. The continuous fiber composite material layer according to claim 52, wherein, The polyolefin comprises structural units derived from C2-C3 olefin monomers.

55. The continuous fiber composite layer according to claim 54, wherein, The polyolefin comprises structural units derived from propylene monomers; or, the polyolefin comprises structural units derived from ethylene monomers and structural units derived from propylene monomers.

56. The continuous fiber composite layer according to claim 52, wherein, The polar functional group includes at least one of acid anhydride, carboxyl, carbonyl, hydroxyl, and amino groups.

57. The continuous fiber composite layer according to claim 52, wherein, The continuous fiber has a weight percentage of 70-85, the thermoplastic resin matrix has a weight percentage of 15-30, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

58. The continuous fiber composite layer according to claim 57, wherein, The continuous fiber has a weight percentage of 75-80, and the sum of the weight percentages of the thermoplastic resin matrix is ​​20-25.

59. The continuous fiber composite layer according to claim 57, wherein, The polar functional group includes anhydride, and the continuous fiber composite layer further includes 0.4 to 1 part by weight of a modifier, the modifier including structural units derived from maleic anhydride monomers.

60. The continuous fiber composite material layer according to claim 59, wherein, The thermoplastic resin matrix includes 0.15 to 0.5 parts by weight of initiator.

61. The continuous fiber composite material layer according to claim 60, wherein, The initiator includes at least one of peroxide, halogen, and azo compound.

62. The continuous fiber composite layer according to claim 57, wherein, The thermoplastic resin matrix also includes 0.2 to 0.6 parts by weight of antioxidant.

63. The continuous fiber composite material layer according to claim 62, wherein, The antioxidant includes at least one of antioxidant 1010 and antioxidant 168.

64. The continuous fiber composite material layer according to claim 52, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

65. The continuous fiber composite material layer according to claim 64, 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.

66. The continuous fiber composite material layer according to claim 52, wherein, The tensile strength of the continuous fiber composite layer is not less than 1000 MPa.

67. The continuous fiber composite material layer according to claim 66, wherein, The tensile strength of the continuous fiber composite layer is not less than 1100 MPa.

68. The continuous fiber composite layer according to claim 52, wherein, The water absorption rate of the continuous fiber composite layer is no higher than 0.3%.

69. A continuous fiber composite board, wherein, The continuous fiber composite board includes multiple layers of the continuous fiber composite material, wherein the continuous fiber composite material layer is the continuous fiber composite material layer as described in any one of claims 52 to 68.

70. The continuous fiber composite board according to claim 69, 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.

71. The continuous fiber composite board according to claim 70, 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°.

72. The continuous fiber composite board according to claim 71, 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°.

73. The continuous fiber composite board according to claim 71, 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.

74. The continuous fiber composite board according to claim 69, 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 250 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.

75. The continuous fiber composite board according to claim 69, wherein, The thickness of the continuous fiber composite board is 1.2 mm to 5 mm; and / or, the thickness of a single layer of the continuous fiber composite material is 0.2 mm to 0.3 mm.

76. A method for preparing a continuous fiber composite layer, wherein, The preparation method includes: A thermoplastic resin matrix is ​​melted to obtain a molten thermoplastic resin matrix, wherein the continuous fiber composite layer comprises continuous fibers accounting for not less than 70% by weight, the continuous fiber composite layer further comprises a thermoplastic resin matrix connecting the continuous fibers, the thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C, the thermoplastic resin matrix comprises a polyolefin, and at least a portion of the molecular chains of the polyolefin are grafted with polar functional groups; 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.

77. The method for preparing a continuous fiber composite layer according to claim 76, wherein, The process of melting the thermoplastic resin matrix to obtain a molten thermoplastic resin matrix includes: A mixture is prepared by mixing polyolefin raw materials and an initiator. The mixture is fed into a first screw extruder, and a modifier is added to the first screw extruder. The mixture and the modifier are melted through the first screw extruder to obtain a melt. The molten material is fed into a second screw extruder, and an antioxidant is added to the second screw extruder. The molten material and the antioxidant are melted by the second screw extruder to obtain a molten thermoplastic resin matrix.

78. The method for preparing a continuous fiber composite layer according to claim 77, wherein, After obtaining the melt, and before feeding the melt into the second screw extruder, the preparation method further includes: A vacuum is drawn to remove small molecules from the melt.

79. The method for preparing a continuous fiber composite layer according to claim 77, wherein, The initiator includes at least one of peroxide, halogen, and azo compound; and / or, the modifier includes structural units derived from maleic anhydride monomers.

80. The method for preparing a continuous fiber composite layer according to claim 77, wherein, The mixture comprises 15 to 30 parts by weight of polyolefin and 0.15 to 0.5 parts by weight of initiator; and / or, 0.4 to 1 parts by weight of modifier is added to the first screw extruder.

81. A method for preparing a continuous fiber composite board, wherein, The preparation method includes: A multilayer continuous fiber composite material layer is laid in layers. The continuous fiber composite material layer includes continuous fibers accounting for not less than 70% by weight. The continuous fiber composite material layer also includes a thermoplastic resin matrix connecting the continuous fibers. The thermoplastic resin matrix has a melt index of not less than 30 g / 10 min under the test conditions of 2.16 kg and 230 °C. The thermoplastic resin matrix includes polyolefin, and polar functional groups are grafted onto at least a portion of the molecular chains of the polyolefin. The multi-layered continuous fiber composite material is rolled using a roller press to form a continuous fiber composite board.

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