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

Abstract

A vehicle, a continuous fiber composite material layer and a preparation method therefor, and a continuous fiber composite board and a preparation method therefor. The vehicle comprises a vehicle body frame (20). The vehicle body frame (20) comprises a frame beam main body (21). The frame beam main body (21) comprises a plurality of continuous fiber composite material layers. Each continuous fiber composite material layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of a thermoplastic resin matrix, and the sum of the parts by weight of the continuous fibers and the parts by weight of the thermoplastic resin matrix is 100. The thermoplastic resin matrix comprises a polyamide unit, and the ratio of the number of carbons on a main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

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] To address the aforementioned technical problems, this application provides a vehicle, a continuous fiber composite board, and a method for preparing the continuous fiber composite board, which helps to achieve lightweight vehicle design.

[0004] In a first aspect, embodiments of this application provide a vehicle, including a vehicle body frame;

[0005] The body frame includes:

[0006] The main body of the frame beam includes multiple layers of continuous fiber composite material. Each layer of continuous fiber composite material includes 60 to 80 parts by weight of continuous fiber and 20 to 40 parts by weight of thermoplastic resin matrix, and the sum of the parts by weight of continuous fiber and thermoplastic resin matrix is ​​100.

[0007] The thermoplastic resin matrix includes polyamide units, and the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0008] In the above technical solution, 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, which has lightweight characteristics, it helps to reduce the weight of the vehicle. 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 continuous fiber leakage and insufficient elongation at break. It is also possible to avoid the situation where the composite material has insufficient strength, insufficient elongation at break, or excessive water absorption due to excessively low continuous fiber content and excessive resin matrix content. In other words, the content of continuous fiber and thermoplastic resin matrix is ​​balanced to make the composite material suitable for manufacturing the main body of the frame beam. By controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0009] In some embodiments, the continuous fibers are 68 to 75 parts by weight, and the thermoplastic resin matrix is ​​25 to 32 parts by weight.

[0010] In the above technical solution, the content range of continuous fiber and thermoplastic resin matrix is ​​further limited so that the content of continuous fiber and thermoplastic resin matrix reaches a more balanced state, which is suitable for manufacturing the main body of frame beam.

[0011] In some embodiments, the continuous fiber composite layer includes 1 to 3 parts by weight of a compatibilizer.

[0012] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0013] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0014] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial bonding performance between continuous fibers and thermoplastic resin matrix, and improve the mechanical properties of composite materials.

[0015] In some embodiments, the continuous fiber composite layer includes 0.3 to 0.5 parts by weight of an antioxidant.

[0016] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0017] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0018] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0019] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0020] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

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

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

[0023] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

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

[0025] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0026] The above technical solutions list specific types of organic fibers suitable for manufacturing the main body of frame beams.

[0027] In some embodiments, in a multilayer continuous fiber structure, at least one continuous fiber composite layer simultaneously satisfies the following three properties:

[0028] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 1000 MPa, and the elongation at break is not less than 3%.

[0029] In the above technical solution, the performance of the continuous fiber composite material is limited by limiting the performance of the single-layer continuous fiber composite material layer, thereby limiting the performance of the continuous fiber composite material frame beam body to meet the performance requirements of the vehicle.

[0030] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 1050 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%. In the above technical solution, by further limiting the elastic modulus and tensile strength of the continuous fiber composite layer, the frame beam body in this embodiment can meet the performance requirements of more locations in the vehicle, which helps to achieve lightweight design of the vehicle.

[0031] In some embodiments, the tensile strength of the main body of the frame beam in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the main body of the frame beam in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0032] In the above technical solution, by limiting the tensile strength and elastic modulus of the main frame beam to a suitable range, the main frame beam can meet the performance requirements of different positions in the vehicle as much as possible. In other words, the main frame beam of the vehicle body frame at each position uses the fiber composite board provided in the embodiments of this application as much as possible, thereby helping the vehicle to achieve lightweight design.

[0033] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0034] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0035] 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 within the cavity and connected to the frame beam body.

[0036] In the above technical solution, the cavity serves two purposes: firstly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact energy; secondly, it provides installation space for the reinforcing structure. Furthermore, the cavity design contributes to the vehicle's lightweight design. The reinforcing structure is at least partially located within the cavity and connected to the main frame beam, meaning it strengthens the main frame beam to reduce the likelihood of deformation or fracture during a collision, thereby improving the overall collision protection performance of the vehicle frame.

[0037] In some embodiments, the reinforcing structure includes an interior trim mounting structure for mounting the vehicle's interior trim.

[0038] In the above technical solution, the interior mounting structure is formed as part of the reinforcing structure. At this time, there is no need to set up separate parts with interior mounting 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.

[0039] In some embodiments, the frame beam body at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein at least one seat belt accessory mounting structure is formed in the reinforcing structure of the B-pillar and / or C-pillar;

[0040] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0041] 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.

[0042] In some embodiments, the interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the cavity of the frame beam body from the inside of the vehicle body.

[0043] In the above technical solution, the interior trim panels can minimize the direct exposure of components such as reinforcing structures within the cavities to the user's view, which helps to improve the aesthetics of the vehicle body frame.

[0044] 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.

[0045] 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.

[0046] The metal connection structure is set between the main frame beam that makes up column A and / or column B and the reinforcing structure.

[0047] 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 located between the main frame beam constituting column A and / or column B and the reinforcing structure, enabling the reinforcing structure to fix the metal connection structure to the main frame beam, thus contributing to the stable installation of the metal connection structure.

[0048] In some embodiments, the reinforcing structure includes an injection-molded structure, which is injection-molded onto the inner surface of the frame beam body. The injection-molded structure has an elastic modulus of not less than 5 GPa, a tensile strength of not less than 100 MPa, and an elongation at break of not less than 1%.

[0049] In the above technical solution, the injection molding process integrates the injection-molded structure with the main frame beam, reducing the assembly between the injection-molded structure and the main frame beam. The injection molding process allows the injection-molded plastic to penetrate deep into all corners of the main frame beam. Furthermore, the injection molding process facilitates the processing of the injection-molded structure into various shapes according to 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 injection-molded structure within the main frame beam can be optimized based on the collision stress conditions of the vehicle frame. Moreover, by controlling the elastic modulus, tensile strength, and elongation at break of the injection-molded structure within a reasonable range, the main frame beam provided in this application embodiment can be used in locations with high collision performance requirements. For example, the main frame beam can at least constitute the vehicle's pillars, side beams, and sill beams.

[0050] 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.

[0051] 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.

[0052] In some implementations, at least a portion of the rib's root is connected to the bottom wall of the cavity.

[0053] In the above technical solution, the injection-molded structure can at least strengthen the main body of the frame beam along the inner and outer directions of the vehicle body frame.

[0054] In some embodiments, the injection-molded structure comprises 35 to 70 parts by weight of a thermoplastic resin matrix and 30 to 65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100.

[0055] In the above technical solution, the composite material formed by combining long glass fibers and a thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin. This helps to improve the elastic modulus, tensile strength, and elongation at break of the injection-molded structure. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding. By controlling the content of thermoplastic resin matrix and long glass fibers within a reasonable range, it is possible to minimize the leakage of long glass fibers and insufficient elongation at break caused by excessively high long glass fiber content and excessively low thermoplastic resin matrix content. Conversely, it is also possible to minimize the composite material's strength, insufficient elongation at break, or excessive water absorption caused by excessively low long glass fiber content and excessively high thermoplastic resin matrix content. This achieves a relatively balanced state between the content of long glass fibers and thermoplastic resin matrix, making the composite material suitable for manufacturing injection-molded structures to reinforce the main body of frame beams.

[0056] In some embodiments, the injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

[0057] 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.

[0058] 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.

[0059] In the above technical solution, the compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, thereby enhancing the mechanical properties of the composite material. The antioxidant can prevent or delay oxidative degradation of the material, reducing the likelihood of degradation due to high-temperature oxidation during processing and extending the service life of the composite material.

[0060] In some embodiments, the reinforcing structure includes a reinforcing tube arranged along the extension direction of the cavity.

[0061] In the above technical solution, the tube structure has high stiffness and bending strength, which can effectively resist bending deformation under side impact. In addition, the tube structure has high shear strength, which can effectively reduce fracture caused by shear force. Furthermore, the tube structure helps to evenly distribute stress and reduce local stress concentration. Using the tube structure as part of the reinforcing structure helps to improve the overall structural stability of the vehicle frame.

[0062] In some embodiments, the reinforcing tube includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0063] The above technical solution at least helps to increase the inner surface of the tube body and the frame beam body, making it easier for the tube body to be better connected to the inner surface of the frame beam body.

[0064] In some embodiments, the reinforcing tube includes a tube body and at least one reinforcing rib disposed on the tube body. In a cross-section perpendicular to the extending direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures.

[0069] 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.

[0070] In some embodiments, the thickness of the pipe wall is 3mm to 6mm.

[0071] In the above technical solution, by controlling the thickness of the aluminum pultruded tube wall within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the aluminum pultruded tube wall is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while also ensuring that the aluminum pultruded tube wall is not too thick so that the performance is excessive.

[0072] In some embodiments, the reinforcing tube includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0073] In the above technical solution, the resin-filled structure is used to enhance the structural strength and rigidity of the pipe body.

[0074] In some implementations, the tube body is a thermoplastic pultruded composite material tube.

[0075] In the above technical solution, the thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the reinforced tube. Moreover, composite materials help to improve the lightweight of the vehicle body frame.

[0076] 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%.

[0077] 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.

[0078] In some embodiments, the thickness of the pipe wall of the pipe body is 6mm to 10mm.

[0079] In the above technical solution, by controlling the thickness of the wall of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0080] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0081] In the above technical solutions, polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforced tube.

[0082] 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%.

[0083] 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.

[0084] 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.

[0085] In the above technical solution, the upper connector further strengthens the junction between the B-pillar and the side beam, and the lower connector further strengthens the junction between the B-pillar and the sill beam. Simultaneously, it facilitates the transfer of external forces acting on the side beam to the reinforcing tube within the B-pillar cavity via the upper connector, or vice versa. Similarly, it facilitates the transfer of external forces acting on the sill beam to the reinforcing tube within the B-pillar cavity via the lower connector, or vice versa. This helps to achieve force transfer 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.

[0086] In some implementations, both the upper and lower connectors are inserted into the reinforcing tube inside the cavity of the B-pillar.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] In some embodiments, the multi-layered continuous fiber composite layers are distributed along the thickness direction, and in the outermost two continuous fiber composite material layers on any side along the thickness direction, at least one layer has a layup angle that is neither 0° nor 90°.

[0097] In the above technical solution, the non-0° and non-90° ply layup can provide strength in directions other than 0° and 90°, and the fact that 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.

[0098] 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°.

[0099] 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 multidirectional strength, shear strength and fatigue resistance of the continuous fiber composite material.

[0100] In some embodiments, the continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

[0101] The above technical solutions help to further enhance the multi-directional strength, shear strength and fatigue resistance of continuous fiber composite materials.

[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 1.2 mm to 5 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 requirement for structural strength and stiffness is avoided as much as possible. By limiting the maximum thickness of the main frame beam, the requirement for excessive thickness is avoided as much as possible to avoid affecting the aesthetics of the vehicle body frame or interfering with the installation of other vehicle components. By limiting the range of thickness of the single-layer continuous fiber composite material layer, it is possible to avoid both insufficient structural strength and stiffness due to excessive thickness of the single-layer continuous fiber composite material layer, and excessive thickness of the main frame beam when laying multiple layers of continuous fiber composite material, which would affect the overall aesthetics of the vehicle body frame or interfere with the installation of other vehicle components.

[0106] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of the frame beam.

[0107] In the above technical solution, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and then the continuous fiber composite board is molded to form a frame beam body with cavities. Using the molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body, thereby ensuring the mechanical properties and structural integrity of the frame beam body as much as possible.

[0108] In some embodiments, the vehicle includes a battery and a chassis. The battery powers the vehicle, and the body frame and chassis together enclose the passenger compartment, with the battery casing forming the passenger compartment floor. In this technical solution, integrating the battery into the passenger compartment floor reduces the need for additional supports and connectors, helps reduce the overall vehicle weight, and allows for more efficient use of the vehicle's interior space.

[0109] In some implementations, the vehicle also includes a chassis, with a body frame located above the chassis and detachably connected to it.

[0110] 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.

[0111] In a second aspect, embodiments of this application provide a continuous fiber composite material layer, the continuous fiber composite material layer comprising 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, and the sum of the parts by weight of continuous fibers and the parts by weight of thermoplastic resin matrix is ​​100.

[0112] The thermoplastic resin matrix includes polyamide units, and the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0113] In the above technical solution, by controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient resin matrix content leading to continuous fiber leakage and insufficient elongation at break. Conversely, it is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low continuous fiber content and excessively high resin matrix content. This achieves a relatively balanced state between the content of continuous fibers and thermoplastic resin matrix, making the composite material suitable for manufacturing the main body of frame beams. By controlling the ratio of carbon to amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material, enabling the continuous fiber composite material to meet the requirements of high strength and high elongation at break.

[0114] In some implementations, the properties of the continuous fiber composite layer simultaneously satisfy the following three conditions:

[0115] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 1000 MPa, and the elongation at break is not less than 3%.

[0116] In the above technical solution, the performance of the continuous fiber composite material is limited by limiting the performance of the single-layer continuous fiber composite material layer, thereby limiting the performance of the continuous fiber composite material frame beam body to meet the performance requirements of the vehicle.

[0117] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 1050 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

[0118] In the above technical solution, by further limiting the elastic modulus, tensile strength and elongation at break of the continuous fiber composite material layer, the frame beam body in this embodiment can meet the performance requirements of more positions in the vehicle, which helps the vehicle to achieve lightweight design.

[0119] In some embodiments, the water absorption rate of each layer of the continuous fiber composite material is no higher than 0.3%.

[0120] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the continuous fiber composite board formed by the multi-layer continuous fiber composite material layer and the frame beam body formed by the continuous fiber composite board is in a low range, thereby reducing the deformation of components caused by excessive water absorption of the continuous fiber composite board and / or the frame beam body.

[0121] In some embodiments, the thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0122] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

[0123] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0124] In the above technical solutions, organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers with thermoplastic resins helps to improve the strength of single-layer fiber composite layers.

[0125] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0126] The above technical solutions list specific types of inorganic fibers suitable for manufacturing the main body of frame beams.

[0127] In some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0128] The above technical solutions list specific types of organic fibers suitable for manufacturing the main body of frame beams.

[0129] In some embodiments, the continuous fibers are 68 to 75 parts by weight, and the thermoplastic resin matrix is ​​25 to 32 parts by weight.

[0130] In the above technical solution, the content range of continuous fiber and thermoplastic resin matrix is ​​further limited so that the content of continuous fiber and thermoplastic resin matrix reaches a more balanced state, which is suitable for manufacturing the main body of frame beam.

[0131] In some embodiments, the continuous fiber composite layer includes 1 to 3 parts by weight of a compatibilizer.

[0132] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0133] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0134] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial bonding performance between continuous fibers and thermoplastic resin matrix, and improve the mechanical properties of composite materials.

[0135] In some embodiments, the continuous fiber composite layer includes 0.3 to 0.5 parts by weight of an antioxidant.

[0136] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0137] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0138] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0139] In some embodiments, the thickness of the continuous fiber composite layer is 0.2 mm to 0.3 mm.

[0140] In the above technical solution, by limiting the range of the thickness of the single-layer continuous fiber composite material layer, on the one hand, it is to avoid the single-layer continuous fiber composite board having insufficient structural strength and rigidity due to the thickness of the single-layer continuous fiber composite material layer being too low, and on the other hand, it is to avoid the continuous fiber composite board having too high a thickness when laying multiple layers of continuous fiber composite material layers.

[0141] 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.

[0142] In the above technical solution, by controlling the ratio of carbon to amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling it to meet the requirements of high strength and high elongation at break. Multiple layers of continuous fiber composite material are then combined to form a continuous fiber composite board, making it suitable for at least the fabrication of the frame beams of a vehicle body frame.

[0143] In some implementations, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent continuous fiber composite layers are different.

[0144] 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.

[0145] In some embodiments, the multi-layered continuous fiber composite layers are distributed along the thickness direction, and in the outermost two continuous fiber composite material layers on any side along the thickness direction, at least one layer has a layup angle that is neither 0° nor 90°.

[0146] In the above technical solution, the non-0° and non-90° ply layup can provide strength in directions other than 0° and 90°, and the fact that 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.

[0147] 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°.

[0148] 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 multidirectional strength, shear strength and fatigue resistance of the continuous fiber composite material.

[0149] In some embodiments, the continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

[0150] The above technical solutions help to further enhance the multi-directional strength, shear strength and fatigue resistance of continuous fiber composite materials.

[0151] 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.

[0152] 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.

[0153] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0154] 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.

[0155] In some embodiments, the thickness of the continuous fiber composite board is 1.2 mm to 5 mm.

[0156] 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.

[0157] Fourthly, embodiments of this application provide a method for preparing a continuous fiber composite material layer, comprising:

[0158] The thermoplastic resin matrix is ​​melted to obtain a molten thermoplastic resin matrix;

[0159] Continuous fibers are unfurled to obtain a continuous fiber tape.

[0160] Impregnate a continuous fiber tape with a molten thermoplastic resin matrix;

[0161] The impregnated continuous fiber strip is cooled and cured to obtain a continuous fiber composite layer.

[0162] The above technical solution enables the preparation of continuous fiber composite material layers.

[0163] In some embodiments, melting a thermoplastic resin matrix to obtain a molten thermoplastic resin matrix includes: mixing the thermoplastic resin matrix with an additive, and melting the mixed thermoplastic resin matrix and additive through a screw extruder to obtain a molten thermoplastic resin matrix.

[0164] In the above technical solution, a screw extruder can be used to melt the mixed thermoplastic resin matrix and additives to obtain a molten thermoplastic resin matrix.

[0165] Fifthly, embodiments of this application provide a method for preparing a continuous fiber composite board, comprising:

[0166] The multilayer continuous fiber composite material is laid in layers;

[0167] A roller press is used to roll the multi-layer continuous fiber composite material layers laid in layers to form a fiber composite board.

[0168] In the above technical solution, rolling with a roller press helps to make the layers of continuous fiber composite material tightly bonded, which can effectively improve the interlayer bonding force and overall performance of the continuous fiber composite board.

[0169] 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

[0170] Figure 1 is a structural schematic diagram of the vehicle provided in an embodiment of this application;

[0171] Figure 2 is a structural schematic diagram of the vehicle (excluding the chassis) provided in an embodiment of this application;

[0172] 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;

[0173] 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;

[0174] Figure 5 is a schematic diagram of the exploded structure shown in Figure 4;

[0175] 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.

[0176] 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;

[0177] 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.

[0178] 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.

[0179] 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;

[0180] Figure 11 is a partial structural diagram of the structure shown in Figure 10, excluding the reinforcing tube, upper connector, lower connector, etc.

[0181] Figure 12 is a schematic diagram of the reinforcing tube inside the cavity of column B in the structure shown in Figure 10;

[0182] Figure 13 is a schematic diagram of the upper connector in the structure shown in Figure 10;

[0183] Figure 14 is a schematic diagram of the lower connector in the structure shown in Figure 10;

[0184] Figure 15 is a schematic cross-sectional view of the EE position of the structure shown in Figure 10;

[0185] 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.

[0186] 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.

[0187] 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.

[0188] 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;

[0189] 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;

[0190] Figure 21 is a flowchart of the preparation method of the continuous fiber composite board provided in the embodiment of this application;

[0191] Figure 22 shows the process flow of the preparation method of the continuous fiber composite material layer provided in the embodiment of this application. Detailed Implementation

[0192] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0193] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this application will not be described separately.

[0194] 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.

[0195] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "At least two" means two or more.

[0196] 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.

[0197] In view of this, in order to overcome at least some of the defects of steel car bodies, embodiments of this application provide a vehicle. Referring to Figures 1 and 2, the vehicle includes a chassis 30 and a body frame 20 mounted on the chassis 30.

[0198] In some embodiments, the vehicle frame 20 and the chassis 30 are welded together.

[0199] In other embodiments, the vehicle frame 20 can be detachably connected to the chassis 30, in which case the chassis 30 adopts a skateboard chassis integrating the three-electric system. The three-electric system refers to the battery system, motor system, and electronic control system. This configuration achieves decoupling between the vehicle frame 20 and the chassis 30, allowing the vehicle frame 20 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0200] For example, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0201] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0202] In some embodiments, the number of fasteners is multiple.

[0203] 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.

[0204] The following descriptions will use the combination of the vehicle frame 20 and the skateboard chassis as an example.

[0205] Because the skateboard chassis integrates the vehicle's three-electric system (battery, motor, and electronic control system), it achieves multi-functional and modular integration, significantly reducing vehicle weight. However, the existing steel body restricts further weight reduction. Therefore, this application proposes replacing at least part of the steel body with a composite material body to further reduce vehicle weight, improve reliability, and lower costs.

[0206] In some embodiments, the vehicle frame 20 and chassis 30 together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0207] Please refer again to Figures 1 and 2, and also 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 multiple layers of continuous fiber composite material, each layer of which includes 60-80 parts by weight of continuous fibers and 20-40 parts by weight of thermoplastic resin matrix, and the sum of the weight parts of continuous fibers and thermoplastic resin matrix is ​​100; wherein, the thermoplastic resin matrix includes polyamide units, and the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0208] 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, which has lightweight characteristics, it helps to reduce the weight of the vehicle.

[0209] By controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient resin matrix content leading to continuous fiber leakage and insufficient elongation at break. It is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low continuous fiber content and excessively high resin matrix content. In this way, the content of continuous fiber and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main body of the frame beam 21.

[0210] By controlling the ratio of carbon atoms to amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material, enabling the continuous fiber composite material to meet the requirements of high strength and high elongation at break. It can be understood that a ratio of carbon atoms to amide groups in the main carbon chain of the polyamide unit not less than 8 means that the ratio of carbon atoms to amide groups in the main carbon chain of all polyamide units in the thermoplastic resin matrix is ​​not less than 8.

[0211] In some embodiments, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is 8 to 15, that is, the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups can be 8, 9, 10, 11, 12, 13, 14, or 15.

[0212] In some embodiments, the continuous fiber content is 68–75 parts by weight, and the thermoplastic resin matrix content is 25–32 parts by weight. This further limits the range of continuous fiber and thermoplastic resin matrix content, so that the content of continuous fiber and thermoplastic resin matrix reaches a more balanced state, making it suitable for manufacturing the frame beam body 21.

[0213] In some embodiments, the continuous fiber composite layer includes 1 to 3 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0214] For example, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0215] In some embodiments, the continuous fiber composite layer includes 0.3 to 0.5 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0216] For example, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0217] In some embodiments, the antioxidant comprises 0.1 to 0.2 parts by weight of a primary antioxidant and 0.2 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 already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0218] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0219] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0220] For example, the lubricant includes white oil.

[0221] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0222] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0223] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313. The ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups in PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8 and is in the range of 8 to 15.

[0224] 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 strength of single-layer continuous fiber composite layers.

[0225] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0226] For example, in some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0227] In some embodiments, in the multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: elastic modulus not less than 20 GPa, tensile strength not less than 1000 MPa, and elongation at break not less than 3%.

[0228] By defining the performance of a single layer of continuous fiber composite material, the performance of the frame beam body 21 is thus defined, enabling the frame beam body 21 to meet the vehicle's performance requirements. It is understandable that the performance requirements for the frame beam body 21 differ depending on its location within the vehicle. Therefore, the number of continuous fiber composite material layers, and the number of layers required to meet the performance requirements of an elastic modulus of not less than 20 GPa, tensile strength of not less than 1000 MPa, and elongation at break of not less than 3%, can be designed based on the specific location of the frame beam body 21 within the vehicle. This requirement can be met by multiple layers of continuous fiber composite material in the fiber composite board, or by one or several layers.

[0229] It should be noted that elongation at break refers to the percentage of the original gauge length elongation to the original gauge length after the specimen breaks under tension.

[0230] Regarding the method for detecting the elongation at break of continuous fiber composite layers, a portion of the frame beam body 21 can be cut off as a sample, the continuous fiber composite layer of the sample can be separated, and a specimen can be made for a single layer of continuous fiber composite layer. The specimen can then be placed on a tensile testing machine for testing.

[0231] 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%.

[0232] In some embodiments, in a multilayered continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0233] The elastic modulus is 20 GPa to 50 GPa, the tensile strength is 1000 MPa to 1300 MPa, and the elongation at break is 3% to 6%.

[0234] That is, the elastic modulus of the continuous fiber composite layer is ≤50GPa, the tensile strength of the continuous fiber composite layer is ≤1300MPa, and the elongation at break is ≤6% of the continuous fiber composite layer. This further limits the range of the elastic modulus, tensile strength, and elongation at break of the continuous fiber composite layer.

[0235] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 1050 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

[0236] 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.

[0237] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 1050 MPa to 1200 MPa, and the elongation at break of each continuous fiber composite layer is 3% to 6%.

[0238] That is, the elastic modulus of the continuous fiber composite layer is ≤40GPa, the tensile strength of the continuous fiber composite layer is ≤1200MPa, and the elongation at break of the continuous fiber composite layer is ≤6% (3% ≤ 40GPa). By further limiting the elastic modulus and tensile strength of the continuous fiber composite layer, the frame beam body 21 in this embodiment can meet the performance requirements of more locations in the vehicle, which helps to achieve lightweight design of the vehicle.

[0239] 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.

[0240] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%.

[0241] That is, the water absorption rate of the continuous fiber composite layer is 0.05% ≤ 0.3%. By controlling the water absorption rate of the single-layer 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.

[0242] In some embodiments of this application, the continuous fiber is glass fiber. The thermoplastic resin matrix is ​​polyamide. The composite material formed by combining glass fiber and polyamide 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.

[0243] The components and experimental data of some embodiments are described below with reference to Table 1.

[0244] Table 1 shows the components and experimental data of some embodiments of this application.

[0245] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0246] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0247] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0248] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0249] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0250] Table 2 shows the components and experimental data for some comparative examples.

[0251] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0252] It should be noted that the comparative example refers to test data that does not meet the requirements of the embodiments of this application.

[0253] Combining Tables 1 and 2, the molecular formula of PA610 is (-NH-(CH2)5-CO-)n. In a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, that is, the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0254] The molecular formula of PA11 is H(NH(CH2)10CO)nOH. In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0255] The molecular formula of PA12 is -(NH-(CH2)11-CO)n-. In a single structural unit of PA12, there are 12 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0256] The molecular formula of PA6 is (-NH-(CH2)5-CO)n. In a single structural unit of PA6, there are 6 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA6 is 6.

[0257] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO)n. In a single structural unit of PA66, there are 12 carbons in the main carbon chain and 2 amide groups. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA66 is 6.

[0258] It should be noted that polyamide is a polymer formed by the polymerization of multiple repeating structural units. Two structural units are polymerized through -CO- and -NH-. Therefore, in the embodiments of this application, when calculating the number of amide groups, -CO- and -NH2- in a single structural unit are counted as one amide group, without considering whether -CO- and -NH2- are connected together in a single structural unit.

[0259] It should be noted that the resin matrix in Comparative Example 6 includes 23 parts by weight of PA6 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA6 is 6, and the number of amide groups is 6. Therefore, the mixing of 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in an average ratio of the number of carbons in the main carbon chain to the number of amide groups that is less than 8.

[0260] The resin matrix in Comparative Example 7 includes 23 parts by weight of PA66 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA66 is 6 and the number of amide groups is 6. The mixing of 23 parts by weight of PA66 and 12 parts by weight of PA610 results in an average ratio of less than 8 between the number of carbons in the main carbon chain and the number of amide groups.

[0261] The polyamides used in Examples 1 to 9 are one or more combinations of PA610, PA11, and PA12, all of which meet the requirement that the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Furthermore, the weight parts of the thermoplastic resin matrix in Examples 1 to 9 are 33, 33, 33, 32, 28, 23, 33, 33, and 33, respectively, meaning that the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0262] The weight parts of glass fiber in Examples 1 to 9 are 65, 65, 65, 65, 70, 75, 65, 65, and 65, respectively, that is, the weight parts of continuous fiber are between 60 and 80.

[0263] In Examples 1 to 9, the compatibilizer was 2 parts by weight and the antioxidant was 0.3 parts by weight (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0264] In Examples 1 to 9, the minimum tensile strength of the formed continuous fiber composite layer was 1005 MPa, and the maximum tensile strength was 1370 MPa. The minimum elastic modulus of the formed continuous fiber composite layer was 39.5 GPa, and the maximum was 43.5 GPa. The minimum elongation at break of the formed continuous fiber composite layer was 3.12%, and the maximum was 4.0%. The minimum water absorption rate of the formed continuous fiber composite layer was 0.19%, and the maximum was 0.3%. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this application.

[0265] As can be seen from Examples 1, 2 and 3, the higher the ratio of the number of carbons to the number of amide groups on the main carbon chain of a single structural unit, the higher the elongation at break, and the lower the water absorption rate.

[0266] Examples 4, 5, and 6 show that a higher glass fiber content results in higher tensile strength but lower elongation at break. Comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it is found that when the ratio of the number of carbon atoms to the number of amide groups on the main carbon chain of a single structural unit is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0267] By comparing Examples 5, 6, and Comparative Example 3, it can be found that when the weight percentage of glass fiber exceeds 80%, the elongation at break of the continuous fiber composite layer decreases and becomes less than 3%. This does not meet the performance requirements of the continuous fiber composite layer.

[0268] By comparing Example 1 and Comparative Example 5, it can be found that when the weight part of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer.

[0269] 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 200 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0270] 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.

[0271] In some embodiments, the multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0272] That is, the tensile strength of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤35GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 21.

[0273] 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.

[0274] In some embodiments, please refer to Figures 4 and 10, the vehicle frame 20 includes a reinforcing structure 22, the frame beam body 21 forms a cavity 20a, the reinforcing structure 22 is at least partially disposed in the cavity 20a and connected to the frame beam body 21.

[0275] In this embodiment, the frame beam body 21 has a cavity 20a. The cavity 20a serves as an energy absorption zone, effectively absorbing and dispersing impact energy. Furthermore, it provides installation space for the reinforcing structure 22. The cavity 20a design also contributes to the vehicle's lightweight design.

[0276] In this embodiment, the reinforcing structure 22 is at least partially disposed within the cavity 20a and connected to the frame beam body 21. That is, the reinforcing structure 22 is used to reinforce the frame beam body 21 to reduce the probability of the frame beam body 21 deforming or breaking during a collision, thereby improving the overall collision protection performance of the vehicle frame 20.

[0277] In some embodiments, referring to Figures 4 and 10, the reinforcing structure 22 has an interior trim mounting structure 23 for mounting the vehicle's interior trim. That is, the interior trim mounting structure 23 is formed as part of the reinforcing structure 22. This eliminates the need for separate components with interior trim mounting functions, reduces the number of components and the assembly between them, and helps to achieve lightweighting of the vehicle body frame 20 and improve manufacturing efficiency.

[0278] It should be noted that the vehicle interior refers to various decorative and functional components inside the vehicle, such as seat belt accessories, door hinges 10b, door opening limiters, interior trim panels 10c, and curtain airbags. Understandably, the specific interior components installed on the interior trim mounting structure 23 formed by the reinforcing structure 22 will differ depending on the location of the main frame beam 21. For example, seat belt accessories may be installed on the B-pillar 212 and C-pillar 213, while door hinges 10b may be installed on the A-pillar 211 and B-pillar 212, etc.

[0279] For example, please refer to Figures 4 and 10. The frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle. The interior mounting structure 23 includes at least one seat belt accessory mounting structure 231, which is formed in the reinforcing structure 22 of the B-pillar 212 and / or C-pillar 213.

[0280] At least one 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.

[0281] In this embodiment, seat belt attachments need to be installed on both the B-pillar 212 and / or the C-pillar 213. The reinforcing structure 22 provides a seat belt attachment mounting structure 231 for installing the seat belt attachments, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the reinforcing structure 22 helps to improve the structural strength and rigidity of the seat belt attachment mounting structure 231, reducing the probability of seat belt failure due to failure of the seat belt attachment mounting structure 231.

[0282] 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 seat belt accessory mounting structure 231 formed on the reinforcing structure 22 can be one, which is used to install one of the seat belt height adjuster 10d and the seat belt retractor 10a. Alternatively, the seat belt accessory mounting structure 231 formed on the reinforcing structure 22 can be two, which can be used to install the seat belt height adjuster 10d and the seat belt retractor 10a respectively. In this case, the positions of the two seat belt accessory mounting structures 231 on the reinforcing structure 22 can be set according to the actual situation of the vehicle.

[0283] In some embodiments, referring to Figures 4 and 10, the interior trim mounting structure 23 includes at least one interior trim panel mounting structure 232 for mounting an interior trim panel 10c. The interior trim panel 10c is used to at least cover the cavity 20a of the frame beam body 21 from the inside of the vehicle body. The interior trim panel 10c can minimize the direct exposure of components such as the reinforcing structure 22 within the cavity 20a to the user's view, thus contributing to improved aesthetics of the vehicle body frame 20.

[0284] Please refer to Figures 9 and 16. The interior panel 10c is used to cover the cavity 212a of the B-pillar 212.

[0285] In some embodiments, referring to Figures 8 and 19, 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, contributing to a stable installation of the metal connection structure 25.

[0286] 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.

[0287] In some embodiments, please refer to Figures 4 and 5. The reinforcing structure 22 includes an injection-molded structure 221, which is injection-molded onto the inner surface of the frame beam body 21. 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%.

[0288] 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. Furthermore, the injection molding process allows the injection-molded plastic of the structure 221 to penetrate deep into all corners of the cavity 21a. 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 frame beam body 21, and allows for the addition of thicknesses in certain critical stress areas. In other words, the extension direction, thickness, and position of the injection-molded structure 221 within the cavity 21a can be optimized based on the collision stress conditions of the frame beam body 21. 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 embodiment can be used in locations with high collision performance requirements. For example, the frame beam body 21 can at least constitute a vehicle pillar, side beam 214, sill beam 215, etc.

[0289] 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%.

[0290] 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.

[0291] Regarding the testing method for the elongation at break of the injection-molded structure 221, a portion of the injection-molded structure 221 can be cut off as a sample and placed on a tensile testing machine for testing. Alternatively, the injection plastic of the injection-molded structure 221 can be used to reshape a sample that meets the experimental conditions, and then the sample can be placed on a tensile testing machine for testing.

[0292] 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%.

[0293] In some embodiments, as shown in 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 2211 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.

[0294] 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.

[0295] 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.

[0296] 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.

[0297] 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.

[0298] 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.

[0299] In some embodiments, at least a portion of the rib 2211 is connected to the bottom wall 201a of the cavity 20a. 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.

[0300] 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 20a. That is, the frame beam body 21 is further strengthened to improve its collision resistance.

[0301] In some embodiments, the injection-molded structure 221 comprises 35-70 parts by weight of a thermoplastic resin matrix and 30-65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100. The composite material formed by the combination of long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the injection-molded structure 221. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding. By controlling the content of the thermoplastic resin matrix and the long glass fibers within a reasonable range, it is possible to minimize the leakage of long glass fibers and insufficient elongation at break due to excessively high long glass fiber content or excessively low thermoplastic resin matrix content. Conversely, it is also possible to minimize the composite material's insufficient strength, insufficient elongation at break, or excessive water absorption due to excessively low long glass fiber content or excessively high thermoplastic resin matrix content. This ensures that the content of long glass fiber and thermoplastic resin matrix reaches a relatively balanced state, making the properties of the composite material suitable for manufacturing injection-molded structure 221 to strengthen the frame beam body 21.

[0302] 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.

[0303] In some embodiments, the injection molding structure 221 includes 2 to 5 parts by weight of mineral powder.

[0304] 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.

[0305] In some embodiments, the injection-molded structure 221 includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure 221 includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, and to improve the mechanical properties of the composite material; for example, it can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0306] For example, in some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0307] For example, in some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0308] 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.

[0309] In some embodiments, referring to Figure 5, 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 20a of the B-pillar 212 and / or C-pillar 213 for mounting seat belt accessories.

[0310] 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.

[0311] 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.

[0312] For example, the seat belt accessory reinforcement plate 24 is bonded to the cavity wall of the cavity 20a by structural adhesive.

[0313] 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.

[0314] 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.

[0315] 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.

[0316] 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.

[0317] 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.

[0318] 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.

[0319] 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.

[0320] 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.

[0321] 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.

[0322] 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.

[0323] 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.

[0324] 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.

[0325] 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:

[0326] The thickness of the frame beam 21 is 3mm; the thickness of the continuous fiber composite layer is 0.2mm; and the thickness of the stiffener 2211 is 3mm.

[0327] 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%.

[0328] 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%.

[0329] 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.

[0330] Table 3 Simulation test data for some embodiments of this application

[0331] 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.

[0332] In some embodiments, the reinforcing structure 22 includes a reinforcing tube 222 arranged along the extension direction of the cavity 20a. The tube structure has high stiffness and bending strength, which can effectively resist bending deformation under side impact. Moreover, the tube structure has high shear strength, which can effectively reduce fracture caused by shear force. Furthermore, the tube structure helps to evenly distribute stress and reduce local stress concentration. Using the tube structure as part of the reinforcing structure 22 helps to improve the overall structural stability of the vehicle frame 20.

[0333] It is understood that in some embodiments, the reinforcing tube 222 can be directly connected to the inner surface of the frame beam body 21. For example, the reinforcing tube 222 is bonded to the inner surface of the frame beam body 21.

[0334] Alternatively, in other embodiments, the reinforcing tube 222 is connected to the injection-molded structure 221. For example, the reinforcing tube 222 is bonded to the injection-molded structure 221.

[0335] For example, structural adhesives can be used for bonding. This is easy to use and produces a relatively strong bond.

[0336] In some embodiments, the reinforcing tube 222 includes a tube body 2221, the cross-sectional shape of which is polygonal, wherein the cross-section is perpendicular to the extending direction of the tube body 2221. This helps to increase the contact area between the tube body 2221 and the inner surface of the frame beam body 21 or the injection-molded structure 221, facilitating a better connection between the tube body 2221 and the inner surface of the frame beam body 21 or the injection-molded structure 221.

[0337] In some embodiments, the reinforcing tube 222 includes a tube body 2221 and at least one reinforcing rib disposed within the tube body 2221. In a cross-section perpendicular to the extending direction of the tube body 2221, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body 2221. By providing a reinforcing rib within the tube body 2221, the structural strength and structural stiffness of the reinforcing tube 222 are further improved.

[0338] It is understood that the number of stiffeners in this application embodiment is not limited and can be set according to the performance requirements of the frame beam body 21.

[0339] For example, in a cross-section perpendicular to the extension direction of the tube body 2221, the opposite ends of the reinforcing ribs are respectively connected to the inner wall of the tube body 2221.

[0340] It is understood that the number of reinforcing ribs is not limited in the embodiments of this application, and can be set according to the performance requirements of the vehicle frame 20.

[0341] For example, multiple reinforcing ribs are arranged in a crisscross pattern to structurally strengthen the pipe body 2221 from multiple directions, thereby improving its structural strength and stiffness. For instance, as shown in Figure 12, at least one reinforcing rib includes a first reinforcing rib 2222 and a second reinforcing rib 2223, with the first reinforcing rib 2222 intersecting with the second reinforcing rib 2223. That is, the extending direction of the first reinforcing rib 2222 intersects with the extending direction of the second reinforcing rib 2223, meaning that the first reinforcing rib 2222 and the second reinforcing rib 2223 strengthen the pipe body 2221 from two directions, thus improving its structural strength and stiffness.

[0342] It is understood that the number of the first reinforcing rib 2222 and the second reinforcing rib 2223 is not limited. That is, the number of the first reinforcing rib 2222 can be one or more, and the number of the second reinforcing rib 2223 can be one or more. 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, the extension direction of the second reinforcing rib 2223 intersects the direction of the first reinforcing rib 2222, and the number of the first reinforcing rib 2222 is two, and the number of the second reinforcing rib 2223 is one.

[0343] In some embodiments, the tube body 2221 and at least one reinforcing rib are an integral aluminum pultruded tube structure. The aluminum pultruded tube structure is an aluminum tube produced through a pultrusion process, possessing high strength and the ability to withstand large mechanical loads. Furthermore, the aluminum pultruded tube has high stiffness, reducing deformation under stress. Moreover, aluminum has a low density, which helps reduce the weight of the body frame 20 compared to traditional steel car bodies. The integral structure of the tube body 2221 and the reinforcing rib enhances the overall structural strength and stiffness of the 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.

[0344] For example, in an embodiment of the aluminum pultruded tube, the wall thickness of the tube body 2221 is 3mm to 6mm. For instance, the wall thickness of the tube body 2221 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm, etc. By controlling the wall thickness of the aluminum pultruded tube within this range, the strength and stiffness requirements of the frame beam body 21 can be met. This ensures that the wall of the aluminum pultruded tube is not too thin, preventing the frame beam body 21 from failing to meet the structural strength and stiffness requirements, while also preventing the wall of the aluminum pultruded tube from being too thick, resulting in excessive performance.

[0345] In this embodiment, the cross-section of the aluminum pultruded tube is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral 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 frame beam body 21 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 212.

[0346] In some embodiments, the reinforcing structure 22 includes a tube body 2221 and a resin-filled structure, the resin-filled structure being filled within the tube body 2221. The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 2221.

[0347] In some embodiments, the tube body 2221 is a thermoplastic pultruded composite tube. The thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the reinforcing tube 222. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 20.

[0348] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0349] For example, in an embodiment where the tube body 2221 is a thermoplastic pultruded composite tube, the wall thickness of the tube body 2221 is 6mm to 10mm. For example, the wall thickness of the tube body 2221 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame 20 cannot meet the structural strength and stiffness requirements, while also ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0350] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 60 mm, and the maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 90 mm. The tube body 2221 designed in this way can at least be used to reinforce the B-pillar 212.

[0351] 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%.

[0352] 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%.

[0353] 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.

[0354] It is understood that in other embodiments, the material of the tube body 2221 may 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.

[0355] 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 to be not less than 60 MPa, and the elongation at break 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 columns, side beams 214, and sill beams 215.

[0356] 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%.

[0357] That is, 700MPa ≤ elastic modulus of resin-filled structure ≤ 1500MPa, 60MPa ≤ strength corresponding to 80% tensile strain of resin-filled structure ≤ 150MPa, and 80% ≤ elongation at break of resin-filled structure ≤ 200%. In this way, the range of elastic modulus, strength corresponding to 80% tensile strain, and elongation at break of resin-filled structure are further defined.

[0358] Regarding the testing methods for the elongation at break of resin-filled structures, a portion of the resin-filled structure can be cut as a sample and placed on a tensile testing machine for testing. Alternatively, a sample can be reshaped from the raw material of the resin-filled structure to meet the experimental conditions, and then placed on a tensile testing machine for testing.

[0359] 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%.

[0360] 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 20a 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.

[0361] 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, and the body frame 20 further includes at least one metal connection structure 25 for connecting at least one of the door hinge 10b, door lock, and door opening limiter.

[0362] The metal connection structure 25 is welded to the reinforcing tube 222 located within the cavity 212a of the A-pillar 211 and / or the B-pillar 212. That is, in embodiments with the reinforcing tube 222, the metal connection structure 25 is welded and fixed to the tube body 2221. Welding helps improve the stability of the connection between the metal connection structure 25 and the tube body 2221 of the reinforcing tube 222.

[0363] 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 20a.

[0364] In this embodiment, the interior panel mounting structure 232 is formed on the injection-molded structure 221 connected to the side wall 201b of the cavity 20a.

[0365] 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.

[0366] 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.

[0367] 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.

[0368] 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.

[0369] 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.

[0370] 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.

[0371] It should be noted that the direction of the width of the cavity 212a of column B 212 is the direction of arrow X.

[0372] 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:

[0373] 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 stiffeners 2211 is 1mm for the first part 2211a and 2mm for the second part 2211b and the third part 2211c.

[0374] 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%.

[0375] 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.

[0376] 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.

[0377] 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.

[0378] Table 4 Simulation test data for some embodiments of this application

[0379] 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%.

[0380] 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.

[0381] 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%.

[0382] 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.

[0383] Table 5 Simulation test data for some embodiments of this application

[0384] 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.

[0385] In some embodiments, as shown in FIG10, at least a portion of the frame beam body 21 constitutes the B-pillar 212 of the vehicle. The vehicle body frame 20 includes an upper connector 26 and a lower connector 27. The reinforcing tube 222 within the cavity 212a of the B-pillar 212 is connected to the side beam 214 and the sill beam 215 of the vehicle via the upper connector 26 and the lower connector 27, respectively. Thus, the upper connector 26 can further reinforce the junction of the B-pillar 212 and the side beam 214, and the lower connector 27 can further reinforce the junction of the B-pillar 212 and the sill beam 215. 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.

[0386] 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.

[0387] 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.

[0388] 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 (see Figure 14), 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.

[0389] 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.

[0390] 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.

[0391] 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.

[0392] In some embodiments, please refer to Figure 20, the continuous fibers of the 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.

[0393] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in adjacent fiber composite layers can help optimize the performance of composite materials in different directions.

[0394] In some embodiments, please continue to refer to Figure 20, 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 has a layup angle that is neither 0° nor 90°.

[0395] Non-0° and non-90° ply layups provide strength in directions other than 0° and 90°, and the placement of at least one of the outermost two layers effectively absorbs and disperses energy, reducing damage to the internal structure from external impacts. This arrangement helps enhance the impact resistance of the frame beam body 21.

[0396] 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°.

[0397] 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°.

[0398] 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°.

[0399] In some embodiments, the layup angle of the continuous fibers in the non-0° and non-90° continuous fiber structure layer 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 continuous fiber composite material.

[0400] In some embodiments, the layup angle of the continuous fibers in the continuous fiber structure layer, which is neither 0° nor 90°, is 40° to 50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the continuous fiber composite material.

[0401] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers. This ensures that the non-0° and non-90° layup is within a reasonable proportion, thereby maximizing the multidirectional strength, shear strength, and fatigue resistance of the composite material within reasonable ranges, and thus maximizing the structural strength and stiffness of the frame beam.

[0402] In some embodiments, the thickness of the frame beam body 21 is 1.2mm to 5mm; and / or, the thickness of the continuous fiber structure layer is 0.2mm to 0.3mm. For example, the thickness of the frame beam body 21 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc. By limiting the minimum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thin and failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thick, affecting the aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components. For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the thickness range of the single-layer continuous fiber composite material layer, on the one hand, it is to avoid the single-layer continuous fiber composite material layer being too thin, which would result in insufficient structural strength and stiffness; on the other hand, it is to avoid the continuous fiber composite material layer being too thick, which would result in the frame beam body 21 being too thick when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle frame 20, or interfering with the installation of other vehicle components.

[0403] 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.

[0404] 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 20a. 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.

[0405] This application embodiment also provides a continuous fiber composite material layer, which includes 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, and the sum of the weight parts of continuous fibers and the weight parts of thermoplastic resin matrix is ​​100.

[0406] The thermoplastic resin matrix includes polyamide units, and the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0407] By controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid situations such as excessive continuous fiber content and insufficient resin matrix content leading to continuous fiber leakage and insufficient elongation at break. It is also possible to avoid situations such as insufficient composite material strength, insufficient elongation at break, or excessive water absorption due to excessively low continuous fiber content and excessively high resin matrix content. In this way, the content of continuous fiber and thermoplastic resin matrix can be balanced to make the composite material suitable for manufacturing the main body of the frame beam 21.

[0408] By controlling the ratio of carbon to amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling it to meet the requirements of high strength and high elongation at break. Therefore, the continuous fiber composite material layer provided in this embodiment can be used to fabricate the frame beam body 21.

[0409] 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.

[0410] Furthermore, 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.

[0411] 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.

[0412] In some embodiments, the continuous fiber composite board has a tensile strength of not less than 200 MPa in all directions perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in all directions perpendicular to the thickness direction. By controlling the properties of the continuous fiber composite board, its properties are made suitable for manufacturing the frame beam body 21.

[0413] In some embodiments, the multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0414] That is, the tensile strength of the continuous fiber composite board in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the continuous fiber composite board in all directions perpendicular to the thickness direction is ≤35GPa, with a maximum tensile strength of 200MPa. This further limits the range of tensile strength and elastic modulus of the continuous fiber composite board.

[0415] In some embodiments, the thickness of the continuous fiber composite panel is 1.2 mm to 5 mm. For example, the continuous fiber composite panel can be 1.2 mm, 1.3 mm, 1.8 mm, 2 mm, 2.6 mm, 3 mm, 3.5 mm, 4 mm, 4.7 mm, 5 mm, etc. By limiting the minimum thickness of the continuous fiber composite panel, it is possible to avoid the frame beam body 21 made of the continuous fiber composite panel being too thin and failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the continuous fiber composite panel, it is possible to avoid the frame beam body 21 made of the continuous fiber composite panel being too thick, which would affect the aesthetic performance of the vehicle body frame 20 or interfere with the installation of other vehicle components.

[0416] In some embodiments of this application, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm, the number of continuous fiber composite material layers is 10, the continuous fiber composite material layer is provided by Kingfa Science & Technology Co., Ltd., the tensile strength of the continuous fiber composite material layer is 900 MPa, and the elastic modulus is 36.5 GPa.

[0417] Ten layers of continuous fiber composite material are used to make a continuous fiber composite board, which can be molded to form the main body of the frame beam 21.

[0418] It should be noted that the frame beam body 21 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 21 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0419] 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.

[0420] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0421] 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.

[0422] The components and experimental data of some embodiments are described below with reference to Table 6.

[0423] Table 6 lists the components and experimental data for some embodiments of this application.

[0424] The following section, in conjunction with Table 7, introduces the components and experimental data of some comparative examples.

[0425] Table 7 shows the components and experimental data for some comparative examples.

[0426] 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°.

[0427] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0428] 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.

[0429] 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.

[0430] The minimum tensile strength at 0° of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum elastic modulus at 0° is 14.5 GPa, and the maximum is 17.5 GPa.

[0431] The minimum tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 425 MPa and the maximum is 490 MPa; the minimum elastic modulus at 90° is 15.5 GPa and the maximum is 17.7 GPa.

[0432] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum elastic modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0433] 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.

[0434] 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.

[0435] Please refer to Figure 21. This application embodiment also provides a method for preparing a continuous fiber composite material layer, the preparation method including steps S11 to S14:

[0436] Step S11: Melt the thermoplastic resin matrix to obtain a molten thermoplastic resin matrix.

[0437] Here, the thermoplastic resin matrix can better bond with the fiber material in the molten state to form a uniform composite material.

[0438] Understandably, heating equipment capable of melting thermoplastic resin matrices can be screw extruders, hot presses, ovens, etc.

[0439] For example, in some embodiments, the heating device is a screw extruder. In this embodiment, a thermoplastic resin matrix is ​​mixed with an additive, and the mixed thermoplastic resin matrix and the additive are melted by a screw extruder to obtain a molten thermoplastic resin matrix.

[0440] Step S12: Spread the continuous fibers to obtain a continuous fiber tape.

[0441] Here, spreading the yarn is to ensure that the continuous fibers are evenly distributed and oriented.

[0442] Step S13: Impregnate the continuous fiber tape with the molten thermoplastic resin matrix.

[0443] 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.

[0444] Step S14: Cool and solidify the impregnated continuous fiber strip to obtain a continuous fiber composite material layer.

[0445] 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.

[0446] Please refer to Figure 22. This application embodiment provides a method for preparing a fiber composite board, the method including steps S21 to S22:

[0447] Step S21: Lay out the multilayer continuous fiber composite material in layers.

[0448] 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.

[0449] Step S22: Roll the multi-layer continuous fiber composite material layer laid in layers using a roller press to form a fiber composite board.

[0450] In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or at least two embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine different embodiments or examples described in this application, as well as features of different embodiments or examples.

[0451] 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, Including the vehicle body frame; The vehicle frame includes a frame beam body, which includes multiple layers of continuous fiber composite material. Each layer of the continuous fiber composite material includes 60 to 80 parts by weight of continuous fiber and 20 to 40 parts by weight of thermoplastic resin matrix, and the sum of the weight of the continuous fiber and the weight of the thermoplastic resin matrix is ​​100. The thermoplastic resin matrix includes polyamide units, and the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

2. The vehicle according to claim 1, wherein, The continuous fiber has a weight percentage of 68-75, and the thermoplastic resin matrix has a weight percentage of 25-32.

3. The vehicle according to claim 1, wherein, The continuous fiber composite layer includes 1 to 3 parts by weight of compatibilizer.

4. The vehicle according to claim 3, wherein, The compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

5. The vehicle according to claim 1, wherein, The continuous fiber composite layer includes 0.3 to 0.5 parts by weight of antioxidant.

6. The vehicle according to claim 5, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

7. The vehicle according to claim 1, wherein, The polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

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

9. The vehicle according to claim 8, wherein, The inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

10. The vehicle according to claim 8, wherein, The organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

11. The vehicle according to claim 1, wherein, In the multi-layered continuous fiber composite material layer, at least one of the continuous fiber composite material layers simultaneously satisfies the following three conditions: The elastic modulus is not less than 20 GPa, the tensile strength is not less than 1000 MPa, and the elongation at break is not less than 3%.

12. The vehicle according to claim 11, wherein, The elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 1050 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

13. The vehicle according to claim 1, wherein, The multilayer continuous fiber composite material is distributed along the thickness direction, the tensile strength of the frame beam body in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the frame beam body in each direction perpendicular to the thickness direction is not less than 9 GPa.

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

15. The vehicle according to any one of claims 1 to 14, 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.

16. The vehicle according to claim 15, wherein, The reinforcing structure has an interior trim mounting structure for mounting the vehicle's interior trim.

17. The vehicle according to claim 16, wherein, The main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein the at least one seat belt accessory mounting structure is disposed in the reinforcing structure of the B-pillar and / or C-pillar; The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

18. The vehicle according to claim 16, wherein, The interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the cavity of the frame beam body from the inside of the vehicle body.

19. The vehicle according to claim 15, 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 the B column and the reinforcing structure.

20. The vehicle according to claim 15, wherein, The reinforcing structure includes an injection-molded structure, which is injection-molded onto the inner surface of the main body of the frame beam. The injection-molded structure has an elastic modulus of not less than 5 GPa, a tensile strength of not less than 100 MPa, and an elongation at break of not less than 1%.

21. The vehicle according to claim 20, 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.

22. The vehicle according to claim 21, wherein, At least a portion of the root of the rib is connected to the bottom wall of the cavity.

23. The vehicle according to claim 21, wherein, The injection-molded structure comprises 35-70 parts by weight of thermoplastic resin matrix and 30-65 parts by weight of long glass fiber, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fiber is 100.

24. The vehicle according to claim 23, wherein, The injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

25. The vehicle according to claim 23, 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.

26. The vehicle according to claim 15, wherein, The reinforcing structure includes a reinforcing tube arranged along the extension direction of the cavity.

27. The vehicle according to claim 26, wherein, The reinforcing tube includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extending direction of the tube body.

28. The vehicle according to claim 26, wherein, The reinforcing tube includes a tube body and at least one reinforcing rib disposed on the tube body.

29. The vehicle according to claim 28, 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.

30. The vehicle according to claim 28, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure.

31. The vehicle according to claim 30, wherein, The thickness of the pipe wall of the main body is 3mm to 6mm.

32. The vehicle according to claim 26, wherein, The reinforcing tube includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

33. The vehicle according to claim 32, wherein, The main body of the tube is a thermoplastic pultruded composite material tube.

34. 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%.

35. The vehicle according to claim 33, wherein, The thickness of the pipe wall of the main body is 6mm to 10mm.

36. The vehicle according to claim 32, wherein, The resin-filled structure includes polyurea and / or polyurethane.

37. The vehicle according to claim 32, 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%.

38. The vehicle according to claim 26, 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.

39. The vehicle according to claim 38, wherein, Both the upper connector and the lower connector are inserted into the reinforcing tube inside the cavity of the B-pillar.

40. The vehicle according to claim 39, 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.

41. The vehicle according to claim 38, 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.

42. The vehicle according to claim 41, 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.

43. The vehicle according to any one of claims 1 to 14, wherein, The continuous fibers of a single layer of continuous fiber composite material are laid in a unidirectional direction, and the laying angles of the continuous fibers of adjacent layers of continuous fiber composite material are different.

44. The vehicle according to claim 43, wherein, The multi-layered continuous fiber composite layer is distributed along the thickness direction. Among the outermost two continuous fiber composite material layers on any side along the thickness direction, at least one layer has a layup angle that is neither 0° nor 90°.

45. The vehicle according to claim 44, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

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 40° to 50°.

47. The vehicle according to claim 44, 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 14, wherein, The thickness of the main frame beam is 1.2mm to 5mm; and / or the thickness of a single layer of the continuous fiber material is 0.2mm to 0.3mm.

49. The vehicle according to any one of claims 1 to 14, wherein, The multi-layered continuous fiber composite material is combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the main body of the frame beam.

50. The vehicle according to any one of claims 1 to 14, wherein, The vehicle includes a battery and a chassis. The battery powers the vehicle. The vehicle frame and the chassis together enclose 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 14, wherein, The vehicle also includes a chassis, with the body frame located above the chassis and detachably connected to the chassis.

52. A continuous fiber composite material layer, wherein, The continuous fiber composite material layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, and the sum of the weight parts of the continuous fibers and the weight parts of the thermoplastic resin matrix is ​​100. The thermoplastic resin matrix includes polyamide units, and the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

53. The continuous fiber composite material layer according to claim 52, wherein, The properties of the continuous fiber composite layer simultaneously satisfy the following three requirements: The elastic modulus is not less than 20 GPa, the tensile strength is not less than 1000 MPa, and the elongation at break is not less than 3%.

54. The continuous fiber composite material layer according to claim 53, wherein, The elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 1050 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

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

56. The continuous fiber composite layer according to claim 52, wherein, The thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

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

58. The continuous fiber composite layer according to claim 57, wherein, The inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

59. The continuous fiber composite layer according to claim 57, wherein, The organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

60. The continuous fiber composite layer according to claim 52, wherein, The continuous fiber has a weight percentage of 68-75, and the thermoplastic resin matrix has a weight percentage of 25-32.

61. The continuous fiber composite material layer according to claim 52, wherein, The continuous fiber composite layer includes 1 to 3 parts by weight of compatibilizer.

62. The continuous fiber composite material layer according to claim 61, wherein, The compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, and SAN-g-MAH.

63. The continuous fiber composite material layer according to claim 52, wherein, The continuous fiber composite layer includes 0.3 to 0.5 parts by weight of antioxidant.

64. The continuous fiber composite material layer according to claim 63, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

65. The continuous fiber composite layer according to claim 52, wherein, The thickness of the continuous fiber composite material layer is 0.2 mm to 0.3 mm.

66. A continuous fiber composite board, wherein, The continuous fiber composite material layer comprises multiple layers, wherein the continuous fiber composite material layer is the continuous fiber composite material layer according to any one of claims 52 to 65.

67. The continuous fiber composite board according to claim 66, wherein, The continuous fibers in each layer of the continuous fiber composite material are laid in a single direction, and the laying angle of the continuous fibers in adjacent layers of the continuous fiber composite material is different.

68. The continuous fiber composite board according to claim 67, 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°.

69. The continuous fiber composite board according to claim 68, 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°.

70. The vehicle according to claim 69, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

71. The continuous fiber composite board according to claim 68, 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.

72. The continuous fiber composite board according to claim 66, 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 200 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 9 GPa.

73. The continuous fiber composite board according to claim 66, wherein, The thickness of the continuous fiber composite board is 1.2mm to 5mm.

74. A method for preparing a continuous fiber composite layer, wherein, include The thermoplastic resin matrix is ​​melted to obtain a molten thermoplastic resin matrix; Continuous fibers are unfurled to obtain a continuous fiber tape. The continuous fiber tape is impregnated with the molten thermoplastic resin matrix; The impregnated continuous fiber strip is cooled and cured to obtain a continuous fiber composite layer.

75. The method for preparing a continuous fiber composite material layer according to claim 74, wherein, The step of melting the thermoplastic resin matrix to obtain a molten thermoplastic resin matrix includes: mixing the thermoplastic resin matrix with an additive, and melting the mixed thermoplastic resin matrix and the additive through a screw extruder to obtain a molten thermoplastic resin matrix.

76. A method for preparing a continuous fiber composite board, wherein, include: The multilayer continuous fiber composite material is laid in layers; The multi-layered continuous fiber composite material is rolled using a roller press to form a fiber composite board.

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