Vehicle

Abstract

The present disclosure applies to the technical field of automobile manufacturing, and provides a vehicle. The vehicle comprises a vehicle body frame; the vehicle body frame comprises a vehicle-body rear structure; the vehicle-body rear structure comprises a side outer panel and a taillight mounting assembly; and the taillight mounting assembly is arranged at the tail end of the side outer panel, and is an integrally formed non-metallic structure. The taillight mounting assembly comprises a water flow channel structure, a taillight mounting plate and a rear bumper connecting plate, wherein the rear bumper connecting plate is configured for connecting to a rear bumper of the vehicle; and the taillight mounting plate is configured for having a taillight mounted thereon.

Description

A type of vehicle

[0001] Cross-references to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411873414.5, filed on December 17, 2024, entitled “A Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of automotive technology, and more particularly to a vehicle. Background Technology

[0004] 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 disclosure is made. Summary of the Invention

[0005] To address the aforementioned technical problems, this disclosure provides a vehicle that facilitates lightweight vehicle design.

[0006] This disclosure provides a vehicle, including:

[0007] The vehicle body frame, which includes the rear structure, comprises:

[0008] Side outer panels;

[0009] The taillight mounting assembly is located at the rear end of the side panel. The taillight mounting assembly is a one-piece molded non-metallic structure. The taillight mounting assembly includes a water channel structure, a taillight mounting plate, and a rear bumper connecting plate. The rear bumper connecting plate is used to connect to the rear bumper of the vehicle, and the taillight mounting plate is used to install the taillights.

[0010] In the aforementioned technical solution, the taillight mounting assembly is a one-piece molded non-metallic structure. Specifically, the water channel structure, taillight mounting plate, and rear bumper connecting plate are all integrally molded non-metallic structures. Compared to traditional steel bodies, this one-piece molded non-metallic structure helps reduce the number of parts and the assembly between them, contributing to vehicle weight reduction. Furthermore, the seamless nature of the one-piece structure reduces stress concentration points, improving the overall strength and rigidity of the taillight mounting assembly. Moreover, the process of manufacturing the taillight mounting assembly using a non-metallic structure eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and reducing the need for stamping, welding, and painting workshops, thus lowering vehicle manufacturing costs.

[0011] In some embodiments, the side panel includes an extended tail section, and the taillight mounting assembly includes a support plate with an outer side surface of the support plate, the extended tail section abutting the support surface.

[0012] In the aforementioned technical solution, the extended rear design reduces airflow turbulence from the sides to the rear of the vehicle, better guides airflow, reduces vortex formation, and improves the vehicle's aerodynamic performance. The contact between the extended rear and the mating surface increases the contact area between the side panel and the taillight mounting assembly, allowing the taillight mounting assembly to be more securely mounted to the rear end of the side panel. Furthermore, the mating surface, located inside the extended rear, reinforces the extended rear and improves its dent resistance.

[0013] In some implementations, the support plate connects the water channel structure and the taillight mounting plate.

[0014] In the above technical solution, the support plate, the water channel structure, and the taillight mounting plate are integrally formed, and the support plate is located between the water channel structure and the taillight mounting plate to connect the water channel structure and the taillight mounting plate. That is to say, the support plate is used to connect the outer side panel along the inside-outside direction of the vehicle, and to connect the water channel structure and the taillight mounting plate along the top-bottom direction of the vehicle.

[0015] In some embodiments, the rear structure of the vehicle body includes a first adhesive layer that surrounds the edge of the mating surface and seals the mating surface and the extended rear portion.

[0016] In the above technical solution, a first adhesive layer is used to achieve a sealed connection between the contact surface and the extended tail. The first adhesive layer surrounds the edge of the contact surface, so that the circumferential edge of the contact surface is bonded to the extended tail, so as to minimize the gaps between the circumferential edge of the contact surface and the extended tail, thereby minimizing the flow of rainwater or cleaning water from the drainage channel structure into the space between the contact surface and the extended tail.

[0017] In some embodiments, the support plate is connected to the water channel structure, and a portion of the first adhesive layer extends along the junction of the support plate and the water channel structure.

[0018] In the above technical solution, a portion of the first adhesive layer near the edge of the contact surface of the water trough structure extends along the junction of the support plate and the water trough structure, so that the extended portion of the first adhesive layer can seal and connect the water trough structure and the extended tail.

[0019] In some embodiments, the extended tail section has a pointed corner that extends beyond the edge of the mating surface, and the rear structure of the vehicle body also includes a support member disposed between the pointed corner and the taillight mounting plate, and the support member is used to support the pointed corner.

[0020] The support components and taillight mounting assembly are separate structures.

[0021] In the above technical solution, the extended tail section allows airflow to smoothly transition from the side of the vehicle body to the rear, reducing airflow separation and turbulence, thereby reducing air resistance. Supporting components provide support for the tail section, reinforcing its inner side and increasing its resistance to dents. The support component and taillight mounting assembly are separate structures. This is because if they were an integrated structure (i.e., the support component and support plate were integrally molded), and the support component was used to support the tail section (i.e., the side of the support plate closest to the tail section needed to protrude to support it), this protrusion could easily create a negative angle in the demolding direction of the taillight mounting assembly, affecting the demolding of the taillight mounting structure. A separate structure for the support component and taillight mounting assembly helps reduce the likelihood of a negative angle forming in the taillight mounting assembly.

[0022] In some implementations, the pointed corner portion shields the support member from the outside to the inside of the vehicle.

[0023] In the above technical solution, the support not only provides support for the sharp corner, but also does not protrude from the sharp corner to affect the installation of other vehicle components.

[0024] In some implementations, the support member is also used to connect to the taillight.

[0025] In the above technical solution, the support component not only provides support for the sharp corners, but also provides support for the vehicle's taillights, which helps to make the taillights more securely installed.

[0026] In some embodiments, a portion of the taillight mounting assembly protrudes outward from the vehicle to form a support plate, and a step is formed between the support plate and the taillight mounting plate. The support includes a first plate portion and a second plate portion connected to each other, the first plate portion fitting against the pointed corner portion, and the second plate portion fitting against and connected to the step portion.

[0027] In the above technical solution, a portion of the taillight mounting assembly protrudes outward to form a support plate. That is, the support plate protrudes outward from the vehicle, creating a step between the support plate and the taillight mounting plate. Thus, the first plate supports the pointed corner portion, thereby providing support for the pointed corner, and the second plate connects to the step, thereby connecting the support member to the taillight mounting assembly.

[0028] In some embodiments, the rear structure of the vehicle body includes a second adhesive layer that seals and bonds the first panel portion and the corner portion.

[0029] In the above technical solution, the second adhesive layer is used to connect the first plate and the sharp corner portion, that is, to connect the support member and the sharp corner portion, so that the support member can provide support for the sharp corner portion. Furthermore, the sealed bonding can minimize the ingress of rainwater or cleaning water from the drainage channel structure between the first plate and the sharp corner portion.

[0030] In some embodiments, the rear structure of the vehicle body includes a third adhesive layer that seals and bonds the second panel portion and the step portion.

[0031] In the above technical solution, a third adhesive layer is used to connect the second plate and the step, thus connecting the support component and the taillight mounting assembly. Furthermore, the sealed bonding minimizes the risk of rainwater or cleaning water from entering between the second plate and the step within the drainage channel structure.

[0032] In some embodiments, the rear structure of the vehicle body includes a fourth adhesive layer that seals and bonds the drainage channel structure and the side panel.

[0033] In the above technical solution, the fourth adhesive layer is used to achieve a sealed connection between the water channel structure and the side panel, which can prevent rainwater or clean water in the water channel structure from entering the vehicle interior through the gap between the side panel and the water channel structure as much as possible.

[0034] In some embodiments, the taillight mounting assembly is constructed as a one-piece injection-molded structure, comprising fibers and a thermoplastic resin matrix, the thermoplastic resin matrix being connected to the fibers.

[0035] In the above technical solution, the taillight mounting assembly is integrally injection molded from a composite material formed of fibers and a thermoplastic resin matrix. The fiber composite material formed from fibers and a thermoplastic resin matrix possesses lightweight properties, contributing to weight reduction in the vehicle body frame. In this embodiment, the fibers provide high modulus and high strength, while the thermoplastic resin matrix provides good moldability and processability.

[0036] In some implementations, the taillight mounting assembly has a reinforcing rib on the side facing the vehicle interior.

[0037] In the above technical solution, reinforcing ribs are used to strengthen the taillight mounting assembly, thereby improving the structural strength and rigidity of the taillight mounting assembly and thus enhancing its collision resistance performance.

[0038] In some embodiments, the fibers comprise short glass fibers; and / or, the thermoplastic resin matrix comprises polypropylene.

[0039] In the above technical solution, short glass fibers have high tensile strength and elastic modulus, which helps to improve the deformation resistance of the taillight mounting assembly. Moreover, short glass fibers have low density, which helps to achieve lightweight taillight mounting assembly.

[0040] In some embodiments, the thermoplastic resin matrix is ​​40-60 parts by weight, the fiber is 40-60 parts by weight, and the sum of the thermoplastic resin matrix and the fiber is 100 parts by weight.

[0041] In the above technical solution, by controlling the content of fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid fiber leakage due to excessive fiber content and excessive resin matrix content, and also to avoid insufficient strength of composite material due to excessively low fiber content and excessively high resin matrix content. In other words, the fiber content and thermoplastic resin matrix content are in a relatively balanced state, so that the performance of the composite material is suitable for manufacturing taillight mounting assemblies.

[0042] In some implementations, the side panel is a non-metallic structure.

[0043] In the above technical solutions, the non-metallic structure helps to achieve lightweight design of the side panel, which helps to reduce the weight of the vehicle body.

[0044] In some embodiments, the side panel includes multiple layers of continuous fiber composite material, each layer comprising continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix connecting the continuous fibers.

[0045] In the above technical solution, by using a continuous fiber composite material for the side panel, the lightweight nature of the material helps to reduce its weight. The continuous fiber composite material formed from continuous fibers and a thermoplastic resin matrix can be integrally molded, helping to reduce the number of vehicle parts. Furthermore, the composite material exhibits high strength, high rigidity, and high toughness, which helps to improve the structural strength and rigidity of the side panel.

[0046] 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 a side panel.

[0047] In the above technical solution, the multi-layered continuous fiber composite material is first compounded to form a continuous fiber composite board, and then the continuous fiber composite board is molded to form the side panel. The molding process can more accurately ensure the shape and dimensional accuracy of the side panel, so as to ensure the mechanical properties and structural integrity of the frame side panel as much as possible.

[0048] In some embodiments, the continuous fiber has a weight percentage of 60 to 80, the thermoplastic resin matrix has a weight percentage of 20 to 40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

[0049] In the above technical solution, by controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for making the side panel.

[0050] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0051] In the above technical solution, the compatibilizer is used to improve the interfacial bonding performance between the thermoplastic resin matrix and the continuous fiber, and to improve the mechanical properties of the composite material. For example, it can be a maleic anhydride grafted compatibilizer.

[0052] 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.

[0053] In the above technical solutions, by selecting maleic anhydride graft compatibilizer or 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.

[0054] In some embodiments, the continuous fiber composite layer includes 0.2-0.6 parts by weight of antioxidant.

[0055] In the above technical solutions, antioxidants can prevent or delay the oxidative degradation of materials, reduce the possibility of composite materials degrading due to high-temperature oxidation during processing, and extend the service life of composite materials. For example, they can be hindered amine antioxidants, phosphite antioxidants, etc. In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0056] In the above technical solution, antioxidant 1098 belongs to hindered amine antioxidants, and antioxidant PEP-36 belongs to phosphite antioxidants.

[0057] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0058] 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 side panel is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the side panel.

[0059] 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.

[0060] In the above technical solution, the laying angle of continuous fibers has a significant impact on the performance of composite materials, and the laying direction of continuous fibers affects the stress distribution inside the composite material. Different laying angles of continuous fibers in two adjacent continuous fiber composite material layers help to optimize the performance of continuous fiber composite materials in different directions.

[0061] In some embodiments, the multilayer continuous fiber composite material layers are laid along the thickness direction, and in the outermost two layers of continuous fiber composite material layers on any side of the side panel along the thickness direction, at least one layer of continuous fiber has a laying angle that is neither 0° nor 90°.

[0062] In the above technical solution, the non-0° and non-90° ply layup can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse energy, reducing the damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the side panel.

[0063] 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°.

[0064] 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.

[0065] 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.

[0066] 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 continuous fiber composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the side panel as much as possible.

[0067] In some embodiments, the thickness of the outer side panel is 1.2 mm to 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm.

[0068] In the above technical solutions, by limiting the minimum thickness of the side panel, the requirement for structural strength and stiffness is avoided as much as possible. By limiting the maximum thickness of the side panel, the requirement for excessive thickness is avoided as much as possible to avoid affecting the aesthetics of the vehicle frame or interfering with the installation of other vehicle components. By limiting the range of thickness of the single-layer fiber composite material layer, it is possible to avoid both insufficient structural strength and stiffness of the single-layer continuous fiber composite material due to excessive thickness, and excessive thickness of the fiber composite material layer, which would result in an excessively thick side panel when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetics of the vehicle frame or interfering with the installation of other vehicle components.

[0069] In some implementations, the vehicle also includes a chassis, with a body frame located on top of the chassis and detachably connected to it.

[0070] 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.

[0071] In some embodiments, the vehicle also includes a chassis, a body frame, and a chassis that together enclose a passenger compartment of the vehicle, and the vehicle includes a battery whose casing forms the floor of the passenger compartment.

[0072] In the above technical solutions, by integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and makes more efficient use of the vehicle's interior space.

[0073] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure, it can be implemented in accordance with the contents of the specification. Furthermore, in order to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0074] Figure 1 is a structural schematic diagram of the vehicle provided in an embodiment of this disclosure;

[0075] Figure 2 is a structural schematic diagram of the rear vehicle structure provided in an embodiment of this disclosure at a first angle;

[0076] Figure 3 is a cross-sectional view of the structure shown in Figure 2 along the AA direction;

[0077] Figure 4 is a cross-sectional view of the structure shown in Figure 2 along the BB direction;

[0078] Figure 5 is a schematic diagram of a partial structure of the rear structure of the vehicle body provided in an embodiment of this disclosure;

[0079] Figure 6 is an exploded structural diagram of a partial structure of the rear structure of the vehicle body provided in an embodiment of this disclosure;

[0080] Figure 7 is a structural schematic diagram of the rear vehicle structure provided in the embodiment of this disclosure at a second angle;

[0081] Figure 8 shows a laying method of the multilayer continuous fiber composite material layer of the continuous fiber composite board provided in the embodiments of this disclosure.

[0082] Explanation of reference numerals in the attached drawings: 1. Body frame; 10. Rear body structure; 11. Side panel; 111. Extended rear; 1111. Sharp corner; 12. Taillight mounting assembly; 121. Water channel structure; 122. Taillight mounting plate; 123. Rear bumper connecting plate; 124. Support plate; 1241. Surface against the rear; 125. Step; 126. Reinforcing rib; 13. Support component; 131. First plate; 132. Second plate; 14. First adhesive layer; 15. Second adhesive layer; 16. Third adhesive layer; 17. Fourth adhesive layer; 2. Chassis. Detailed Implementation

[0083] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0084] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this invention will not be described separately.

[0085] 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.

[0086] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "A plurality of" means two or more.

[0087] 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.

[0088] In view of this, in order to overcome at least some of the defects of steel bodies, embodiments of the present disclosure provide a vehicle.

[0089] Please refer to Figure 1. The vehicle includes a chassis 2 and a body frame 1 mounted on the chassis 2.

[0090] In some embodiments, the vehicle frame 1 and the chassis 2 are welded together.

[0091] In other embodiments, the vehicle frame 1 is located above the chassis 2 and is detachably connected to the chassis 2. In this case, the chassis 2 adopts a skateboard chassis integrating the three-electric system. The three-electric system refers to the battery system, motor system, and electronic control system. This arrangement achieves decoupling between the vehicle frame 1 and the chassis 2, allowing the vehicle frame 1 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 2, making it adaptable to various vehicle models.

[0092] For example, the vehicle frame 1 and the chassis 2 are detachably connected by fasteners.

[0093] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0094] In some embodiments, the number of fasteners is multiple.

[0095] For example, the body frame 1 and chassis 2 can be detachably connected by using multiple bolts in the circumferential direction of chassis 2 and body frame 1.

[0096] The following descriptions will use the combination of the vehicle frame 1 and the skateboard chassis 2 as an example.

[0097] Because the skateboard chassis 2 integrates the vehicle's three-electric system, achieving multi-functional and modular integration, it can significantly reduce the vehicle's weight. However, the existing steel body restricts further development of vehicle weight reduction. Therefore, this disclosure proposes to replace at least part of the steel body with a non-metallic material body to further reduce vehicle weight, improve vehicle reliability, and reduce vehicle cost.

[0098] In some embodiments, the vehicle frame 1 and chassis 2 together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connecting parts can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0099] Please refer to Figures 1 and 2. In the embodiments of this disclosure, the vehicle frame 1 includes a rear body structure 10. The rear body structure 10 includes a side panel 11 and a taillight mounting assembly 12. The taillight mounting assembly 12 is disposed at the rear end of the side panel 11 (please refer to Figures 3 and 4). The taillight mounting assembly 12 is an integrally formed non-metallic structure. The taillight mounting assembly 12 includes a water channel structure 121, a taillight mounting plate 122, and a rear bumper connecting plate 123. The rear bumper connecting plate 123 is used to connect the rear bumper of the vehicle, and the taillight mounting plate 122 is used to mount the taillights.

[0100] In this embodiment, the taillight mounting assembly 12 is a one-piece non-metallic structure. Specifically, the water channel structure 121, the taillight mounting plate 122, and the rear bumper connecting plate 123 are all one-piece non-metallic structures. Compared to a traditional steel body, the one-piece non-metallic structure helps reduce the number of parts and the assembly between them, thus contributing to weight reduction. Furthermore, the one-piece structure has no seams, reducing stress concentration points and improving the overall strength and rigidity of the taillight mounting assembly 12. Moreover, the process of manufacturing the taillight mounting assembly 12 using a non-metallic structure eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and reducing the need for stamping, welding, and painting workshops, thereby lowering vehicle manufacturing costs.

[0101] In some embodiments, please continue to refer to FIG2, the side panel 11 includes an extended tail portion 111, the taillight mounting assembly 12 includes a support plate 124, the outer side of the support plate 124 has a contact surface 1241, and the extended tail portion 111 abuts against the contact surface 1241.

[0102] In this embodiment, the design of the extended tail section 111 can reduce turbulence in the airflow from the side of the vehicle body to the rear, better guide the airflow, reduce the formation of vortices, and improve the aerodynamic performance of the vehicle. The contact between the extended tail section 111 and the contact surface 1241 helps increase the contact area between the side panel 11 and the taillight mounting assembly 12, allowing the taillight mounting assembly 12 to be more securely mounted to the rear end of the side panel 11. Furthermore, the contact surface 1241, located inside the extended tail section 111, can reinforce the extended tail section 111, helping to improve its dent resistance.

[0103] In some embodiments, as shown in FIG6, the support plate 124 connects the water channel structure 121 and the taillight mounting plate 122. That is, the support plate 124, the water channel structure 121, and the taillight mounting plate 122 are integrally formed, and the support plate 124 is disposed between the water channel structure 121 and the taillight mounting plate 122 to connect the water channel structure 121 and the taillight mounting plate 122. In other words, the support plate 124 is used to connect the side panel 11 in the inward and outward directions of the vehicle, and to connect the water channel structure 121 and the taillight mounting plate 122 in the vertical direction of the vehicle.

[0104] In some embodiments, referring to Figure 5, the rear structure 10 of the vehicle body includes a first adhesive layer 14. The first adhesive layer 14 surrounds the edge of the mating surface 1241 and seals the mating surface 1241 and the extended tail 111. That is, the first adhesive layer 14 is used to achieve a sealed connection between the mating surface 1241 and the extended tail 111. The first adhesive layer 14 surrounds the edge of the mating surface 1241, so that the circumferential edge of the mating surface 1241 is bonded to the extended tail 111, so as to minimize the gaps between the circumferential edge of the mating surface 1241 and the extended tail 111, thereby minimizing the flow of rainwater or cleaning water from the drainage channel structure 121 into the space between the mating surface 1241 and the extended tail 111.

[0105] It is understood that the first adhesive layer 14 may include structural adhesive.

[0106] In some embodiments, as shown in FIG5, the support plate 124 is connected to the water channel structure 121, and a portion of the first adhesive layer 14 extends along the junction of the support plate 124 and the water channel structure 121. That is, a portion of the first adhesive layer 14 near the edge of the contact surface 1241 of the water channel structure 121 extends along the junction of the support plate 124 and the water channel structure 121, so that the extended portion of the first adhesive layer 14 can seal the connection between the water channel structure 121 and the extended tail 111.

[0107] In some embodiments, the extended tail portion 111 has a pointed sub-portion 1111 (see Figures 2 and 7), the pointed sub-portion 1111 extending beyond the edge of the abutment surface 1241 (see Figure 7), and the rear structure 10 of the vehicle body also includes a support member 13, which is disposed between the pointed sub-portion 1111 and the taillight mounting plate 122, and the support member 13 is used to support the pointed sub-portion 1111;

[0108] The support component 13 and the taillight mounting assembly 12 are separate structures (see Figure 6).

[0109] In this embodiment, the pointed end 1111 of the extended tail section 111 allows airflow to smoothly transition from the side of the vehicle body to the rear, reducing airflow separation and turbulence, thereby reducing air resistance. The pointed end 1111 is supported by the support member 13, which can strengthen the inner side of the pointed end 1111, helping to increase the dent resistance of the pointed end 1111.

[0110] The support member 13 and the taillight mounting assembly 12 are separate structures. This is because if the support member 13 and the taillight mounting assembly 12 were an integral structure, that is, if the support member 13 and the support plate 124 were a single molded structure, and the support member 13 was used to support the sharp corner 1111, meaning the side of the support plate 124 near the sharp corner 1111 would need to protrude to support the sharp corner 1111, the protruding structure would easily form a negative angle in the demolding direction of the taillight mounting assembly 12, thus affecting the demolding of the taillight mounting structure. The separate structure of the support member 13 and the taillight mounting assembly 12 helps reduce the probability of the taillight mounting assembly 12 forming a negative angle.

[0111] In some embodiments, as shown in FIG2, the pointed corner portion 1111 obstructs the support member 13 in the direction from the outside to the inside of the vehicle. That is, the support member 13 not only provides support for the pointed corner portion 1111, but also does not protrude from the pointed corner portion 1111 to affect the installation of other components of the vehicle.

[0112] In some embodiments, the support member 13 is also used to connect to the taillight. That is, the support member 13 not only provides support for the pointed part 1111, but also provides support for the taillight of the vehicle, which helps to make the taillight installation more stable.

[0113] In some embodiments, referring to FIG6, a portion of the taillight mounting assembly 12 protrudes outward to form a support plate 124. A step portion 125 is formed between the support plate 124 and the taillight mounting plate 122. The support member 13 includes a first plate portion 131 and a second plate portion 132 connected to each other. The first plate portion 131 is fitted with the pointed end portion 1111, and the second plate portion 132 is fitted with and connected to the step portion 125. In this embodiment, the support plate 124 protrudes outward to form a portion of the taillight mounting assembly 12, that is, the support plate 124 protrudes outward to form a step portion 125 between the support plate 124 and the taillight mounting plate 122. Thus, the first plate portion 131 provides support for the pointed end portion 1111, thereby providing support for the pointed end portion 1111 by the support member 13, and the second plate portion 132 connects to the step portion 125, thereby connecting the support member 13 to the taillight mounting assembly 12.

[0114] In some embodiments, referring to Figures 5 and 6, the rear structure 10 of the vehicle body includes a second adhesive layer 15, which seals and bonds the first plate portion 131 to the pointed corner portion 1111. This achieves the connection between the first plate portion 131 and the pointed corner portion 1111, that is, the connection between the support member 13 and the pointed corner portion 1111, allowing the support member 13 to provide support for the pointed corner portion 1111. Furthermore, the sealant bonding minimizes the possibility of rainwater or cleaning water from the drainage channel structure 121 entering between the first plate portion 131 and the pointed corner portion 1111.

[0115] It is understood that the second adhesive layer 15 may include structural adhesive.

[0116] In some embodiments, referring further to Figures 5 and 6, the rear structure 10 includes a third adhesive layer 16 that seals and bonds the second plate portion 132 and the step portion 125. This achieves the connection between the second plate portion 132 and the step portion 125, i.e., the connection between the support member 13 and the taillight mounting assembly 12. Furthermore, the sealing and bonding minimizes the possibility of rainwater or cleaning water from the drainage channel structure 121 entering between the second plate portion 132 and the step portion 125.

[0117] It is understood that the third adhesive layer 16 may include structural adhesive.

[0118] In some embodiments, referring to Figures 5 and 6, the rear structure 10 includes a fourth adhesive layer 17, which seals and bonds the drainage channel structure 121 and the side panel 11. In this embodiment, the fourth adhesive layer 17 is used to achieve a sealed connection between the drainage channel structure 121 and the side panel 11, thereby minimizing the possibility of rainwater or cleaning water from the drainage channel structure 121 entering the vehicle interior through the space between the side panel 11 and the drainage channel structure 121.

[0119] It is understood that the fourth adhesive layer 17 may include structural adhesive.

[0120] It is understood that the fourth adhesive layer 17 is used to bond the water channel structure 121 and the side panel 11. This means that the part of the side panel 11, excluding the extended tail 111, that connects to the water channel structure 121 is sealed and bonded using the fourth adhesive layer 17. The fourth adhesive layer 17 can be connected to the side of the first adhesive layer 14 closest to the water channel structure 121, thereby achieving a sealed connection between the entire side panel 11 (including the extended tail 111) and the water channel structure 121.

[0121] In some embodiments, the taillight mounting assembly 12 is constructed as a one-piece injection-molded structure, comprising fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the fibers. That is, the taillight mounting assembly 12 is a one-piece injection-molded composite material formed from fibers and a thermoplastic resin matrix. The fiber composite material formed from fibers and a thermoplastic resin matrix has lightweight properties, contributing to weight reduction of the vehicle body frame 1. In this embodiment, the fibers provide high modulus and high strength, while the thermoplastic resin matrix provides good moldability and processability.

[0122] For example, the fibers include short glass fibers; and / or, the thermoplastic resin matrix includes polypropylene.

[0123] Short glass fibers have high tensile strength and elastic modulus, which helps to improve the deformation resistance of the taillight mounting assembly 12. In addition, the low density of short glass fibers helps to achieve the lightweight of the taillight mounting assembly 12.

[0124] Polypropylene has good molding and flow properties, which helps to improve the interfacial bonding between the fiber and the thermoplastic resin matrix, making it easier for the fiber to bond with the thermoplastic resin matrix. It also helps to improve the molding performance of fiber composite materials, making the taillight mounting assembly 12 easier to mold.

[0125] It should be noted that short glass fibers refer to glass fibers with a length ranging from 1mm to 2mm. For example, the length of short glass fibers can be 1mm, 1.5mm, 2mm, etc.

[0126] In some embodiments, the thermoplastic resin matrix is ​​40-60 parts by weight, the fiber is 40-60 parts by weight, and the sum of the weight parts of the thermoplastic resin matrix and the fiber is 100. By controlling the content of fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid fiber leakage due to excessive fiber content and excessive resin matrix content, and also to avoid insufficient strength of the composite material due to excessively low fiber content and excessively high resin matrix content. This achieves a relatively balanced state between the fiber content and the thermoplastic resin matrix content, making the composite material suitable for manufacturing the taillight mounting assembly 12.

[0127] In some embodiments, referring to Figure 7, a reinforcing rib 126 is formed on the side of the taillight mounting assembly 12 facing the vehicle interior. The reinforcing rib 126 strengthens the taillight mounting assembly 12, improving its structural strength and rigidity, thereby enhancing its collision resistance.

[0128] For example, the reinforcing rib 126 includes a plurality of ribs arranged in a cross pattern to reinforce the taillight mounting assembly 12 from at least two different directions.

[0129] In some embodiments, the side panel 11 is a non-metallic structure. A non-metallic structure facilitates a lightweight design for the side panel 11, contributing to vehicle weight reduction.

[0130] In some embodiments, the side panel 11 includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

[0131] In this embodiment, by using a continuous fiber composite material for the side panel 11, the lightweight nature of the material helps to reduce its weight. The continuous fiber composite material formed from continuous fibers and a thermoplastic resin matrix can be integrally molded, which helps to reduce the number of vehicle parts. Furthermore, the composite material has high strength, high rigidity, and high toughness, which helps to improve the structural strength and rigidity of the side panel 11.

[0132] 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 side panel 11. That is, the multiple layers of continuous fiber composite material are first laminated to form the continuous fiber composite panel, which is then molded to form the side panel 11. Using a molding process can more accurately ensure the shape and dimensional precision of the side panel 11, thereby maximizing the mechanical properties and structural integrity of the frame side panel 11.

[0133] In some embodiments, the continuous fiber content is 60-80 parts by weight, the thermoplastic resin matrix content is 20-40 parts by weight, and the sum of the continuous fiber and thermoplastic resin matrix weights is 100. 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 it is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix is ​​achieved to a relatively balanced state, making the composite material suitable for manufacturing the side panel 11.

[0134] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the thermoplastic resin matrix and the continuous fibers, thereby enhancing the mechanical properties of the composite material. Examples of compatibilizers include maleic anhydride grafted compatibilizers and acrylic compatibilizers. By controlling the compatibilizer within a reasonable range, it can effectively improve the interfacial adhesion between the thermoplastic resin matrix and the continuous fibers.

[0135] 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.

[0136] In some embodiments, the continuous fiber composite layer includes 0.2-0.6 parts by weight of antioxidant. Antioxidants 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. Examples of antioxidants include hindered amine antioxidants and phosphite antioxidants. Flame retardants are used to improve the flame retardant properties of the composite; examples include halogenated flame retardants. By controlling the antioxidant within a reasonable range, the continuous fiber composite can effectively prevent or delay oxidative degradation.

[0137] 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.

[0138] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose the already formed peroxides, preventing them from decomposing and generating more free radicals, thereby further inhibiting the oxidation reaction.

[0139] 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.

[0140] 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.

[0141] For example, in some embodiments, the lubricant may be white oil.

[0142] 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.

[0143] 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.

[0144] 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 side panel 11 is kept low, thereby reducing the deformation of components caused by excessive water absorption in the side panel 11.

[0145] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%.

[0146] That is, the water absorption rate of the continuous fiber composite layer is 0.05% ≤ 0.3%. This further limits the range of water absorption rate of the continuous fiber composite layer.

[0147] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent continuous fiber composite layers are different. The layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material. Different layup angles of the continuous fibers in adjacent continuous fiber composite layers help to optimize the performance of the continuous fiber composite material in different directions.

[0148] In some embodiments, referring to Figure 8, multiple layers of continuous fiber composite material are laid along the thickness direction. In the outermost two layers of continuous fiber composite material on any side of the side panel 11 along the thickness direction, at least one layer has a layup angle that is neither 0° nor 90°. This non-0° and non-90° layup provides strength in multiple directions, and at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the side panel 11.

[0149] 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°.

[0150] In some embodiments, the layup angle of the continuous fibers in the non-0° and non-90° continuous fiber composite 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.

[0151] 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 range, thereby ensuring that the multidirectional strength, shear strength, and fatigue resistance of the continuous fiber composite are within reasonable numerical ranges, and thus ensuring the structural strength and structural stiffness of the side panel 11 as much as possible.

[0152] In some embodiments, the thickness of the side panel 11 is 1.2 mm to 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm. The thickness of the side panel 11 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 side panel 11, it is possible to avoid the side panel 11 being too thin and failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the side panel 11, it is possible to avoid the side panel 11 being too thick, affecting the aesthetic performance of the vehicle frame 1, or interfering with the installation of other vehicle components. For example, the thickness of the single-layer fiber composite material layer can be 0.2 mm, 0.25 mm, 0.3 mm, etc. By limiting the thickness range of the single-layer fiber composite material layer, on the one hand, it is to avoid the single-layer fiber composite material layer being too thin, which would result in insufficient structural strength and rigidity of the single-layer continuous fiber composite material layer; on the other hand, it is to avoid the fiber composite material layer being too thick, which would result in the side panel 11 being too thick when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle frame 1, or interfering with the installation of other vehicle components.

[0153] It should be noted that the thickness of the side panel 11 refers to the dimension of the side panel 11 along the thickness direction when the multi-layer continuous fiber composite material layers are laid in layers along the thickness direction.

[0154] In the description of this disclosure, references to terms such as "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 disclosure. In this disclosure, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, those skilled in the art can combine different embodiments or examples described in this disclosure, as well as features of different embodiments or examples, without contradiction.

[0155] The above description is merely a preferred embodiment of this disclosure and is not intended to limit this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle, wherein, The vehicles include: The vehicle frame includes a rear structure, which comprises: Side outer panels; The taillight mounting assembly is located at the rear end of the side panel outer plate. The taillight mounting assembly is an integrally formed non-metallic structure. The taillight mounting assembly includes a water channel structure, a taillight mounting plate, and a rear bumper connecting plate. The rear bumper connecting plate is used to connect to the rear bumper of the vehicle, and the taillight mounting plate is used to mount the taillights.

2. The vehicle according to claim 1, wherein, The side panel includes an extended tail section, and the taillight mounting assembly includes a support plate with an outer side surface of the support plate, the extended tail section abutting against the abutting surface.

3. The vehicle according to claim 2, wherein, The support plate connects the water trough structure and the taillight mounting plate.

4. The vehicle according to claim 2, wherein, The rear structure of the vehicle body includes a first adhesive layer that surrounds the edge of the mating surface and seals the mating surface and the extended tail.

5. The vehicle according to claim 4, wherein, The support plate is connected to the water channel structure, and a portion of the first adhesive layer extends along the junction of the support plate and the water channel structure.

6. The vehicle according to any one of claims 2 to 5, wherein, The extended tail section has a pointed sub-section that extends beyond the edge of the abutment surface. The rear structure of the vehicle body also includes a support member disposed between the pointed sub-section and the taillight mounting plate, and the support member is used to support the pointed sub-section. The support member and the taillight mounting assembly are separate structures.

7. The vehicle according to claim 6, wherein, The pointed portion of the support member is obscured from the outside to the inside of the vehicle.

8. The vehicle according to claim 6, wherein, The support member is also used for connection with the taillight.

9. The vehicle according to claim 6, wherein, A portion of the taillight mounting assembly protrudes outward from the vehicle to form the support plate. A step is formed between the support plate and the taillight mounting plate. The support member includes a first plate portion and a second plate portion that are connected to each other. The first plate portion fits into the pointed corner portion, and the second plate portion fits into and is connected to the step portion.

10. The vehicle according to claim 9, wherein, The rear structure of the vehicle body includes a second adhesive layer, which seals and bonds the first panel portion and the pointed corner portion.

11. The vehicle according to claim 9, wherein, The rear structure of the vehicle body includes a third adhesive layer, which seals and bonds the second panel portion and the step portion.

12. The vehicle according to any one of claims 1 to 11, wherein, The rear structure of the vehicle body includes a fourth adhesive layer, which seals and bonds the water channel structure and the side panel.

13. The vehicle according to any one of claims 1 to 12, wherein, The taillight mounting assembly is a one-piece injection molded structure, comprising fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix is ​​connected to the fibers.

14. The vehicle according to claim 13, wherein, The taillight mounting assembly has a reinforcing rib on the side facing the interior of the vehicle.

15. The vehicle according to claim 13, wherein, The fibers include short glass fibers; and / or the thermoplastic resin matrix includes polypropylene.

16. The vehicle according to claim 13, wherein, The thermoplastic resin matrix has a weight ratio of 40-60, the fiber has a weight ratio of 40-60, and the sum of the weight ratios of the thermoplastic resin matrix and the fiber is 100.

17. The vehicle according to any one of claims 1 to 16, wherein, The outer side panel is a non-metallic structure.

18. The vehicle according to claim 17, wherein, The side panel includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix connecting the continuous fibers.

19. The vehicle according to claim 18, 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 side panel.

20. The vehicle according to claim 18, wherein, The continuous fiber has a weight percentage of 60-80, the thermoplastic resin matrix has a weight percentage of 20-40, and the sum of the weight percentages of the continuous fiber and the thermoplastic resin matrix is ​​100.

21. The vehicle according to claim 20, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer.

22. The vehicle according to claim 21, 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.

23. The vehicle according to claim 20, wherein, The continuous fiber composite layer includes 0.2-0.6 parts by weight of antioxidant.

24. The vehicle according to claim 23, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

25. The vehicle according to claim 18, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

26. The vehicle according to claim 18, 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.

27. The vehicle according to claim 26, wherein, The multilayer continuous fiber composite material layer is laid along the thickness direction, and in the outermost two layers of continuous fiber composite material layer on any side of the side panel along the thickness direction, at least one layer of the continuous fiber has a laying angle that is neither 0° nor 90°.

28. The vehicle according to claim 27, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

29. The vehicle according to claim 27, 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.

30. The vehicle according to claim 18, wherein, The thickness of the outer side panel is 1.2 mm to 5 mm; and / or the thickness of a single layer of the continuous fiber composite material is 0.2 mm to 0.3 mm.

31. The vehicle according to any one of claims 1 to 30, wherein, The vehicle also includes a chassis, with the body frame located above the chassis and detachably connected to the chassis.

32. The vehicle according to any one of claims 1 to 31, wherein, The vehicle also includes a chassis, the body frame and the chassis together enclosing to form the passenger compartment of the vehicle, the vehicle includes a battery, the casing of the battery forming the floor of the passenger compartment.

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