Vehicle

Abstract

Provided in embodiments of the present disclosure is a vehicle. A vehicle body frame of the vehicle comprises a fiber composite panel and a reinforcing structure; the fiber composite panel is partially recessed to form a recessed cavity; the recessed cavity comprises a plurality of first recessed cavities; one side of each first recessed cavity in a first direction is open; at least two first recessed cavities extend in a second direction and are arranged in a third direction; the first direction, the second direction and the third direction intersect each other; and the reinforcing structure is connected to the fiber composite panel, and at least part of the reinforcing structure is located in the first recessed cavities.

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. 202411873401.8, 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 vehicle technology, specifically to a vehicle. Background Technology

[0004] In related technologies, the manufacturing process of the vehicle body frame generally involves using multiple different sheet metal parts made of metal materials such as alloy steel, and then welding these sheet metal parts together to form the vehicle body frame.

[0005] Metallic materials have a high density, resulting in a large overall mass of the vehicle body frame. With the continuous development of automotive technology, the requirements for vehicle lightweighting are becoming increasingly stringent, and the vehicle body frame is a crucial component affecting the lightweighting process. Therefore, this disclosure is made. Summary of the Invention

[0006] In view of this, embodiments of the present invention aim to provide a vehicle that facilitates lightweighting and improves structural strength.

[0007] To achieve the above objectives, the technical solution of this invention is implemented as follows:

[0008] This invention provides a vehicle, the vehicle comprising:

[0009] The vehicle body frame includes:

[0010] The fiber composite board is partially recessed to form a recessed cavity, the recessed cavity including a plurality of first cavities, the first cavities being open on one side along a first direction, at least two of the first cavities extending along a second direction and arranged along a third direction, the first direction, the second direction and the third direction intersecting each other;

[0011] The reinforcing structure is connected to the fiber composite board, and at least part of the reinforcing structure is located within the first cavity.

[0012] In this embodiment of the vehicle, on the one hand, the low density of the fiber composite board is beneficial to the lightweighting of the vehicle frame, and also to the simplification of the manufacturing process of the body frame and the reduction of production costs; on the other hand, through the inner wall of the recessed cavity and the cooperation of the reinforcing structure, it is beneficial to improve the overall rigidity and strength of the body frame, suppress the deformation of the body frame during vehicle use, reduce the adverse effects on vehicle function caused by body frame deformation, and also improve the load-bearing capacity of the body frame.

[0013] In some embodiments, the opening directions of two adjacent first cavities along a third direction are opposite. This helps to further improve the strength and stiffness of the fiber composite board itself and suppress the deformation of the vehicle body frame during vehicle operation.

[0014] In some embodiments, the reinforcing structure includes multiple reinforcing ribs, each of which includes multiple first reinforcing ribs located within a first cavity. At least a portion of the first reinforcing ribs connects to the inner walls of the first cavity on both sides along a third direction. The first reinforcing ribs constrain the deformation of the inner walls of the first cavity along a third direction, thereby inhibiting the inner walls of the first cavity from moving away from or towards each other along a third direction. Simultaneously, this also helps to increase the load-bearing capacity of the vehicle frame along a third direction.

[0015] In some embodiments, multiple first stiffeners are interlaced to form a mesh structure. This facilitates the transfer of loads on the fiber composite board to more first stiffeners, thereby further improving the stiffness and strength of the fiber composite board; by having multiple first stiffeners with different extension directions, it helps to better suppress deformation of the fiber composite board in different directions.

[0016] In some embodiments, the first reinforcing rib is entirely located within the first recess. This helps to reduce the overall profile dimensions of the vehicle body frame and lowers the probability of interference between other components in the vehicle and the first reinforcing rib.

[0017] In some embodiments, the first end of the first reinforcing rib along the first direction is connected to the inner wall of the first cavity away from its opening along the first direction, which is beneficial for the inner walls of the first cavity in various directions to better constrain their respective deformations, and is beneficial for further improving the strength and rigidity of the vehicle frame.

[0018] And / or, the second end of the first reinforcing rib along the first direction is flush with the edge of the opening of the first cavity along the first direction. The first reinforcing rib can better suppress the deformation of the edge structure of the opening of the first cavity and improve the overall stability of the vehicle frame.

[0019] In some embodiments, the fiber composite board includes a first region, a first cavity is disposed in the first region, and the vehicle frame also includes a door mounting structure disposed in the first region. The door mounting structure is used to connect at least one of a door hinge, a door lock, a door opening limiter, and a door actuator. Thus, the load on the door reinforcement structure can be transmitted to the first region. The first cavity and the reinforcement structure in the first region enhance the stiffness and strength of the first region, thereby improving the installation stability of the door reinforcement structure and also contributing to the improvement of the installation stability of the door.

[0020] In some embodiments, the door mounting structure and the first region enclose a cavity, and a portion of the reinforcing structure is located within the cavity. The reinforcing structure improves the overall strength of the structure forming the cavity, thus reducing the probability of the door mounting structure compressing a portion of the first region, leading to localized deformation, and improving the installation stability of the door mounting structure.

[0021] In some embodiments, the first cavity includes a first sub-cavity. Among a plurality of first cavities arranged along a third direction, at least one of the outermost first cavities along the third direction forms a first sub-cavity. The first sub-cavity is at least partially open on the side away from the other first cavities along the third direction, and at least a portion of the door mounting structure is located within the first sub-cavity. Thus, on the one hand, the open area of ​​the first sub-cavity is larger, facilitating the assembly and connection of the door mounting structure with the fiber composite panel; on the other hand, the door mounting structure utilizes the space within the first sub-cavity, which helps to make the vehicle body frame more compact and reduces the overall external profile dimensions of the vehicle body frame.

[0022] In some embodiments, the first sub-cavity includes a first portion and a second portion, with the first portion located on one side of the door mounting structure along the second direction and the second portion located on the other side. This allows the load on the first region to be more uniform in the second direction when the door mounting structure applies a load perpendicular to the second direction to the fiber composite panel, reducing the risk of breakage of the end structure surrounding the first sub-cavity.

[0023] In some embodiments, the fiber composite board includes a second region disposed on at least one side of the first region along a second direction. The recessed cavity includes a second cavity disposed in the second region, open on one side along the first direction. The maximum dimension of the second cavity along a third direction is greater than the maximum dimension of the first cavity along a third direction. Thus, while ensuring the second region has sufficient strength and rigidity, it is advantageous to reduce the number of recessed cavities and increase the volume of a single recessed cavity compared to the first region. This simplifies the molding process for forming the second cavity, simplifies the shape of the corresponding mold, and consequently reduces production costs; it also helps to reduce the weight of the vehicle body frame.

[0024] In some embodiments, the second cavity is connected to the first cavity along a second direction, which is in the same direction as its opening. This further simplifies the shape of the mold corresponding to the molding process. Since the second cavity and part of the first cavity are formed in one step, it is beneficial to simplify the manufacturing process of the vehicle body frame, improve production efficiency, and reduce production costs.

[0025] In some embodiments, a portion of the reinforcing structure is disposed within the second cavity, and at least a portion of the reinforcing structure located in the first cavity communicating with the second cavity is connected to the reinforcing structure in the second cavity. This facilitates the simultaneous manufacturing of the reinforcing structures in the first and second cavities, simplifying the manufacturing process of the vehicle body frame, improving production efficiency, and reducing production costs. Simultaneously, a force transmission path is formed between the reinforcing structures in the first and second cavities, enabling the transmission and distribution of loads between the first and second regions, thereby improving the overall structural strength of the vehicle body frame and reducing the risk of damage to either the first or second region.

[0026] In some embodiments, the reinforcing structure includes multiple reinforcing ribs, each of which includes multiple second reinforcing ribs located within a second cavity. These second reinforcing ribs are interlaced to form a mesh structure. This facilitates the transfer of loads on the fiber composite board to more of the second reinforcing ribs, thereby further improving the stiffness and strength of the fiber composite board. Furthermore, by having the multiple second reinforcing ribs extend in different directions, it helps to better suppress deformation of the fiber composite board in different directions.

[0027] In some embodiments, the second region has only one second cavity. This simplifies the manufacturing process of the second cavity and reduces the production cost of the fiber composite board.

[0028] In some embodiments, the fiber composite panel is used to form at least a portion of the rear skirt of a vehicle. The fiber composite panel includes a third region located on the side of the second region away from the first region along a second direction. The third region includes a connecting portion for connecting to the rear side panel of the vehicle. The connecting portion extends along a third direction, and a reinforcing structure is provided on at least one side of the connecting portion along the first direction, and the two are connected. The reinforcing structure can support the connecting portion along the first direction, thereby improving the structural strength of the third region. On the one hand, it helps to bear the load transmitted from the rear side panel of the vehicle, reducing the probability of deformation or damage to the third region during normal vehicle use; on the other hand, it helps to reduce the likelihood of the lower skirt panel being damaged and intruding into the interior space of the vehicle in a rear-end collision.

[0029] In some embodiments, the reinforcing structure includes multiple reinforcing ribs, each reinforcing rib including multiple third reinforcing ribs. At least one side of the connecting portion along the first direction is provided with a third reinforcing rib, and multiple third reinforcing ribs on each side form a mesh structure. This facilitates the transfer of loads on the fiber composite board to more third reinforcing ribs, further improving the stiffness and strength of the connecting portion. Furthermore, by having multiple third reinforcing ribs with different extension directions, it helps to better suppress deformation of the connecting portion in different directions.

[0030] In some embodiments, a portion of the reinforcing structure is provided within the second cavity, and a portion of the reinforcing structure located at the connection portion is connected to the reinforcing structure located within the second cavity. This facilitates the transfer of loads between the first and second regions through the reinforcing structure, thereby improving the overall structural strength of the vehicle frame.

[0031] In some embodiments, the recessed cavity further includes a third recessed cavity located in the third region, with the third direction being the height direction of the vehicle. The third recessed cavity is at least located below the connecting portion along the height direction of the vehicle, and one side of the third recessed cavity is open along the first direction. Thus, on the one hand, the third recessed cavity helps to improve the stiffness and strength of the fiber composite board in the third region; on the other hand, the location of the third recessed cavity below the connecting portion helps to keep it away from the rear side panel of the vehicle, thus reducing the adverse effects of the shape of the third recessed cavity on the connection between the connecting portion and the rear side panel.

[0032] In some embodiments, a portion of the reinforcing structure is located within the third cavity. This allows the reinforcing structure to suppress deformation of the portion of the fiber composite panel forming the third cavity, and improves the space utilization of the third region. This results in a more compact vehicle frame, better meeting the needs of different parts of the vehicle.

[0033] In some embodiments, the opening direction of the third cavity is the same as that of the second cavity, and the two cavities are connected. This allows the second and third cavities to be manufactured simultaneously by molding, which simplifies the manufacturing process of the vehicle body frame, improves production efficiency, and reduces production costs.

[0034] In some embodiments, at least one recessed cavity extends through the fiber composite board along the second direction. This improves the overall resistance of the fiber composite board to bending and torsion; the open ends of the recessed cavity along the second direction simplify the manufacturing process and reduce production costs.

[0035] In some embodiments, the fiber composite board is used to form at least a portion of the rear skirt of the vehicle, and at least a portion of the fiber composite board along a third direction forms a tailgate portion, which forms at least a portion of the tailgate frame of the vehicle. In a projection plane perpendicular to the third direction, the projection of the tailgate portion lies within the projection range of the recessed cavity. This facilitates the bearing of the tailgate's weight by the recessed area of ​​the fiber composite board when the tailgate is closed, helps suppress deformation of the fiber composite board under the weight of the tailgate, and facilitates normal opening, closing, and locking of the tailgate.

[0036] In some embodiments, the fiber composite board comprises 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. The fibers in the continuous fibers are continuous throughout the material, which enables the formed structure to have high strength and high stiffness; while the thermoplastic resin matrix helps to transfer loads and distribute stress between the different continuous fibers, reducing the risk of fiber breakage. The thermoplastic resin matrix can be softened and melted upon heating to a specific temperature to allow the fiber composite board to be formed into different shapes.

[0037] In some embodiments, the continuous fiber is continuous glass fiber. Continuous glass fiber has high strength and good resilience. Using continuous glass fiber in combination with a thermoplastic resin matrix helps to improve the tensile strength of the outer covering.

[0038] In some embodiments, the thickness of each continuous fiber composite layer ranges from 0.2 mm to 0.3 mm. This reduces the risk of insufficient structural strength and stiffness due to excessively thin single-layer continuous fiber composite material, while also mitigating the risk of excessively thick fiber thermoplastic composite panels during multi-layer continuous fiber layup. This reduces the risk of issues such as negatively impacting the overall aesthetics of the vehicle frame or interfering with the installation of other vehicle components.

[0039] In some embodiments, the reinforcing structure includes multiple reinforcing ribs, which are injection molded onto the surface of the fiber composite panel. By employing injection molding, the reinforcing ribs and the fiber composite panel become an integral structure, eliminating the need for further assembly and simplifying the manufacturing process of the vehicle frame. Furthermore, by creating injection molds of different shapes, the shape and size of the reinforcing ribs can be specifically optimized according to the main stress distribution of the fiber composite panel, thereby improving the stiffness and strength of the fiber composite panel while reducing excessive structural redundancy.

[0040] In some embodiments, the reinforcing rib includes a resin matrix and long glass fibers. 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, which helps to improve the elastic modulus, tensile strength, and elongation at break of the reinforcing rib. Moreover, the thermoplastic resin matrix is ​​easy to mold, which helps to simplify the production process of the reinforcing rib.

[0041] In some embodiments, the thickness of the reinforcing ribs ranges from 1 mm to 3 mm;

[0042] And / or, the height of the reinforcing ribs ranges from 40mm to 60mm.

[0043] This allows the reinforcing ribs to maintain a certain strength and rigidity while reducing their weight, which in turn reduces the weight of the vehicle frame. It also allows for the placement of more primary reinforcing ribs on the fiber composite board. Furthermore, it enables the reinforcing ribs to provide better support for the inner wall of the recessed cavity and further reduces their weight.

[0044] In some embodiments, at least some of the reinforcing ribs extend in the same direction, and the spacing between two adjacent reinforcing ribs extending in the same direction ranges from 40mm to 50mm. This is beneficial because it ensures that the number of reinforcing ribs per unit area of ​​the fiber composite board meets the requirements for improving the structural strength of the vehicle body frame; the spacing between the reinforcing ribs also facilitates the manufacture of the reinforcing ribs, reduces the difficulty of arranging the reinforcing ribs, and reduces manufacturing costs.

[0045] In some embodiments, the thickness of the fiber composite panel ranges from 2 mm to 5 mm. This allows the thickness of the fiber composite panel to meet the stiffness and strength requirements of the vehicle frame while reducing weight.

[0046] In some embodiments, the vehicle also includes a chassis, with the body frame and chassis together enclosing a passenger compartment. The chassis includes a battery unit, the housing of which forms the floor of the passenger compartment. Integrating the battery unit into the passenger compartment floor reduces additional supports and connectors, helps reduce overall vehicle weight, and allows for more efficient use of the vehicle's interior space.

[0047] In some embodiments, the vehicle also includes a chassis, with the body frame detachably connected to the chassis. This achieves separation and decoupling of the body and chassis, allowing the body to be replaced with different types as needed, shortening the development cycle and reducing costs. Attached Figure Description

[0048] Figure 1 is an exploded view of the vehicle frame and chassis in one embodiment of this disclosure;

[0049] Figure 2 is an exploded view of the vehicle frame in one embodiment of this disclosure;

[0050] Figure 3 is a schematic diagram of the connection between the vehicle frame and the chassis in one embodiment of this disclosure;

[0051] Figure 4 is a schematic diagram of the vehicle frame in the first embodiment of this disclosure from a first perspective;

[0052] Figure 5 is a cross-sectional view of position AA in Figure 4;

[0053] Figure 6 is a cross-sectional schematic diagram of the vehicle frame in the second embodiment of this disclosure, and its cross-sectional position is the same as position AA in Figure 4;

[0054] Figure 7 is a partially enlarged schematic diagram of the embodiment in Figure 4 at position B;

[0055] Figure 8 is a schematic diagram of the vehicle frame of the embodiment in Figure 4 from a second perspective;

[0056] Figure 9 is a schematic diagram of the vehicle frame in the embodiment shown in Figure 4 from a third-person perspective;

[0057] Figure 10 is a schematic diagram of the vehicle frame in the embodiment of Figure 4 from a fourth perspective;

[0058] Figure 11 is an exploded view of the side panels and rear skirt of a vehicle according to an embodiment of this disclosure;

[0059] Figure 12 is a schematic diagram of the vehicle frame in the third embodiment of this disclosure;

[0060] Figure 13 is a cross-sectional view of the CC position in Figure 12;

[0061] Figure 14 is an exploded view of the embodiment in Figure 12;

[0062] Figure 15 is a cross-sectional schematic diagram of a fiber composite board in one embodiment of this disclosure;

[0063] Figure 16 is a magnified view of a portion of position D in Figure 15.

[0064] Explanation of reference numerals in the attached drawings: 10. Vehicle frame; 10a. Passenger compartment; 11. Fiber composite panel; 11a. Recessed cavity; 11b. First recessed cavity; 11ba. First sub-cavity; 11bb, First part; 11bc, Second part; 11c, Second cavity; 11d, Third cavity; 111, First region; 111a, Cavity; 112, Second region; 113, Third region; 1131, Connecting part; 114, Tailgate part; 115, Continuous fiber composite material layer; 1151, Continuous fiber; 1152, Thermoplastic resin matrix; 12, Reinforcing structure; 121, Reinforcing rib; 1211, First reinforcing rib; 1211a, Mounting groove; 1212, Second reinforcing rib; 1213, Third reinforcing rib; 13, Door mounting structure; 20, Rear bumper; 21, Tail skirt; 22, Sill beam; 23, Rear door; 24, Tailgate; 25, Rear side panel; 30, Chassis; 31, Battery assembly. Detailed Implementation

[0065] It should be noted that, unless otherwise specified, the embodiments and technical features in the embodiments of the present invention can be combined with each other, and the detailed descriptions in the specific embodiments should be understood as explanations of the spirit of the present invention and should not be regarded as undue limitations on the present invention.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention; the terms “comprising” and “having”, and any variations thereof, in the specification and the foregoing description of the invention are intended to cover non-exclusive inclusion.

[0067] In the description of the embodiments of this invention, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this invention, "multiple" means two or more, unless otherwise explicitly defined.

[0068] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0069] In the description of the embodiments of this invention, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0070] In the description of the embodiments of the present invention, for ease of explanation, in the accompanying drawings, the direction in which the arrow X is located is the "first direction" and / or the "length direction of the vehicle"; the direction in which the arrow Y is located is the "second direction" and / or the "width direction of the vehicle"; and the direction in which the arrow Z is located is the "third direction" and / or the "height direction of the vehicle".

[0071] In the description of the embodiments of the present invention, unless otherwise explicitly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention according to the specific circumstances.

[0072] In the description of the embodiments of the present invention, unless otherwise explicitly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0073] The embodiments of the present invention will now be described in detail.

[0074] In the relevant technology, in the manufacturing process of the vehicle body frame, alloy steel plates are first stamped to obtain sheet metal parts that meet different shape requirements. Then, the sheet metal parts are welded together to obtain the vehicle body frame. Finally, the vehicle body frame is subjected to cathodic electrophoresis treatment to achieve rust prevention.

[0075] In the aforementioned manufacturing processes, alloy steel has a higher density, resulting in a larger overall mass of the vehicle body frame. The stamping process is also not conducive to forming large-sized and complex-shaped sheet metal parts in one go. The stamping, welding, and electrophoretic anti-corrosion processes require significant investment in equipment and factory buildings, resulting in high costs and an environmentally unfriendly production environment.

[0076] Meanwhile, structural components such as the rear skirt of a vehicle need to support other vehicle parts, such as the tailgate, under normal use conditions. After long-term use, if deformation such as bending or torsion occurs due to load, other vehicle parts, such as the tailgate, may malfunction, causing inconvenience to passengers.

[0077] In view of the above problems, the present disclosure aims to provide a vehicle in which the fiber composite plate of the vehicle body frame is provided with a plurality of first cavities, and a reinforcing structure is provided in the first cavity. The fiber composite plate is made of fiber composite material, which is beneficial to the weight reduction of the vehicle body frame; the structure forming the first cavity and the stop fit of the reinforcing structure on the inner wall of the first cavity help to suppress the deformation of the vehicle body frame.

[0078] Referring to Figure 1, the vehicle includes a chassis 30 and a body frame 10 in any embodiment of the present disclosure, the body frame 10 being disposed on the chassis 30.

[0079] This is beneficial for vehicle weight reduction and energy consumption reduction; it is beneficial for reducing the overall cost of the vehicle; it is beneficial for improving the overall rigidity and strength of the vehicle, suppressing the deformation that occurs after long-term use, and extending the service life of the vehicle.

[0080] In some embodiments, the vehicle frame 10 and the chassis 30 are welded together.

[0081] In other embodiments, the vehicle frame 10 is detachably connected to the chassis 30.

[0082] The chassis 30 is a skateboard chassis that integrates the three electric systems.

[0083] This allows for the separation and decoupling of the body frame 10 and the chassis 30, enabling the body frame 10 to be replaced with different types as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis 30, making it adaptable to various vehicle models.

[0084] In some embodiments, referring to FIG3, at least a portion of the vehicle frame 10 is located above the chassis 30 in the height direction of the vehicle.

[0085] For example, the body frame 10 and the chassis 30 are detachably connected by fasteners.

[0086] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0087] In some embodiments, the number of fasteners is multiple.

[0088] For example, the body frame 10 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 10.

[0089] The following is an illustrative example of the cooperation between the vehicle frame 10 and the skateboard chassis 30.

[0090] Because the skateboard chassis 30 integrates the vehicle's three-electric system, achieving multi-functional and modular integration, it can significantly reduce the vehicle's weight. However, the existing vehicle body uses steel materials, which restricts further development of vehicle weight reduction. Therefore, this disclosure proposes to replace at least part of the steel material of the existing vehicle body frame 10 with composite materials to further reduce vehicle weight, improve vehicle reliability, and ensure reduced vehicle costs.

[0091] In some embodiments, referring to FIG3, the vehicle frame 10 and chassis 30 together enclose to form the passenger compartment 10a of the vehicle, and the chassis 30 includes a battery device 31, the housing of which forms the floor of the passenger compartment 10a.

[0092] By integrating the battery unit 31 into the floor of the passenger compartment 10a, additional brackets 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.

[0093] Understandably, the fiber composite panel 11 at least forms the load-bearing structure of the vehicle, which is mainly used to bear the load of other components in the vehicle mounted on the body frame 10, as well as the impact received by the vehicle during a collision. The load-bearing structure includes one or more of the following: A-pillar, B-pillar, C-pillar, crossbeam, longitudinal beam, sill beam 22, upper side beam, and rear skirt panel 21. The structural strength of the fiber composite panel 11 is improved by reinforcing the structure 12, thereby further improving the overall stiffness and strength of the body frame 10.

[0094] The vehicle body frame 10 provided in this embodiment, as shown in Figures 4 and 5, specifically includes a fiber composite board 11 and a reinforcing structure 12.

[0095] The fiber composite board 11 is partially recessed to form a recessed cavity 11a. The recessed cavity 11a includes a plurality of first cavities 11b. The first cavity 11b is open on one side along a first direction. At least two first cavities 11b extend along a second direction and are arranged along a third direction. The first direction, the second direction and the third direction intersect each other.

[0096] The reinforcing structure 12 is connected to the fiber composite board 11, and at least part of the reinforcing structure 12 is located within the first cavity 11b.

[0097] Fiber composite board 11 refers to a plate-shaped structural component made of fiber composite materials through molding or other methods.

[0098] The fiber composite panel 11 is made of fiber composite material, which is conducive to one-time molding. Compared with the manufacturing method of splicing multiple metal sheet parts in the prior art, it is beneficial to reduce the number of parts of the body frame 10. This type of material has a lower density than metal materials, which is beneficial to the overall lightweighting of the body frame 10. Compared with metal materials, fiber composite materials are more resistant to oxidation and corrosion, which is beneficial to omitting surface treatment processes during manufacturing.

[0099] There are multiple recessed cavities 11a.

[0100] It is understandable that all the recessed cavities 11a may form the first recessed cavity 11b, or a portion of the recessed cavities 11a may form the first recessed cavity 11b.

[0101] The first cavity 11b is open on one side, which is beneficial for installing and manufacturing the reinforcing structure 12 through the open position; on the other hand, the structure forming the inner wall of the first cavity 11b is beneficial for suppressing the deformation of the fiber composite board 11 in the first direction.

[0102] The arrangement of multiple first cavities 11b along the third direction can help suppress the deformation of the fiber composite board 11 in the third direction.

[0103] The reinforcing structure 12 is connected to the fiber composite board 11 so that the two form a force transmission path.

[0104] The portion of the reinforcing structure 12 located within the first cavity 11b can contact the inner wall of the first cavity 11b when the inner wall of the first cavity 11b deforms, thereby providing support for the inner wall of the first cavity 11b and suppressing its deformation. At the same time, it also helps to improve the space utilization of the vehicle frame 10 and makes the dimensions of the vehicle frame 10 more compact.

[0105] In this embodiment of the vehicle, on the one hand, the low density of the fiber composite board 11 is beneficial for achieving lightweight vehicle structure and also for simplifying the manufacturing process of the body frame 10 and reducing production costs; on the other hand, by setting the inner wall of the recessed cavity 11a and the cooperation of the reinforcing structure 12, it is beneficial to improve the overall rigidity and strength of the body frame 10, suppress the deformation of the body frame 10 during vehicle use, reduce the adverse effects on vehicle function caused by the deformation of the body frame 10, and also improve the load-bearing capacity of the body frame 10.

[0106] In some embodiments, the first direction, the second direction, and the third direction are perpendicular to each other.

[0107] The specific manner in which the concave cavity 11a is formed is not limited.

[0108] For example, the fiber composite board 11 is heated to a preset temperature and extruded through a mold of a specific shape to form a recessed cavity 11a on the surface of the fiber composite board 11.

[0109] In some embodiments, referring to Figures 5 and 6, the inner wall of the first cavity 11b is connected to the reinforcing structure 12, which is beneficial to the fact that after the fiber composite board 11 has a tendency to deform, the reinforcing structure 12 can immediately suppress its deformation tendency.

[0110] In some embodiments, referring to Figures 5 and 6, the opening directions of two adjacent first cavities 11b along the third direction are opposite in the first direction.

[0111] That is, in two adjacent first cavities 11b along a third direction, one forms an inner wall extending along a third direction on one side of the first direction, and the other forms an inner wall extending along a third direction on the other side of the first direction.

[0112] This helps to further improve the strength and rigidity of the fiber composite board 11 and suppress the deformation of the vehicle body frame 10 during vehicle operation.

[0113] In some embodiments, the number of first cavities 11b arranged along a third direction is not less than three, and along the third direction, the opening directions of each first cavity 11b are alternately opposite along the first direction.

[0114] The specific form of the reinforcement structure 12 is not limited.

[0115] For example, referring to Figures 4 and 5, the reinforcing structure 12 includes a plurality of reinforcing ribs 121, and the reinforcing ribs 121 include a plurality of first reinforcing ribs 1211. The first reinforcing ribs 1211 are located in the first cavity 11b, and at least a portion of the first reinforcing ribs 1211 are connected to the inner walls of the first cavity 11b on both sides along a third direction.

[0116] The first reinforcing rib 1211 constrains the deformation of the inner wall of the first cavity 11b along the third direction, which can suppress the inner walls of the two sides of the first cavity 11b along the third direction from moving away or closer along the third direction. At the same time, it also helps to increase the load-bearing capacity of the vehicle frame 10 along the third direction.

[0117] It is possible that all of the first reinforcing ribs 1211 are connected to the inner walls of both sides of the first cavity 11b along the third direction; or it is possible that only a portion of the first reinforcing ribs 1211 are connected to the inner walls of both sides of the first cavity 11b along the third direction.

[0118] In some embodiments, referring to Figures 4 and 7, a plurality of first reinforcing ribs 1211 are interlaced to form a mesh structure.

[0119] In other words, the multiple first reinforcing ribs 1211 forming a mesh structure are connected to each other, thereby creating a force transmission path between each first reinforcing rib 1211. When a local part of the fiber composite board 11 is subjected to a load, the load can be transmitted to the first reinforcing rib 1211 connected to that area, and then to other first reinforcing ribs 1211; and, due to the formation of the mesh structure, the extension directions of the multiple first reinforcing ribs 1211 are different.

[0120] This facilitates the transfer of loads on the fiber composite board 11 to more first stiffeners 1211, thereby further improving the stiffness and strength of the fiber composite board 11. By having multiple first stiffeners 1211 extend in different directions, it is beneficial to better suppress the deformation of the fiber composite board 11 in different directions.

[0121] In some embodiments, referring to Figures 5 and 6, the first reinforcing rib 1211 is completely located within the first cavity 11b.

[0122] The first reinforcing rib 1211 will not protrude from the open position of the first cavity 11b. That is, in a projection plane perpendicular to the third direction, the projection of the first reinforcing rib 1211 is completely within the projection range of the fiber composite board 11.

[0123] This helps to reduce the overall outline size of the vehicle body frame 10 and reduces the probability of interference between other parts in the vehicle and the first reinforcing rib 1211.

[0124] It is understandable that the higher the proportion of the volume of the first reinforcing rib 1211 to the volume of the first cavity 11b, the more beneficial it is to improve the strength and stiffness of the fiber composite board 11 by the first reinforcing rib 1211.

[0125] In some embodiments, referring to Figures 5 and 6, the first end of the first reinforcing rib 1211 along the first direction is connected to the inner wall of the first cavity 11b along the first direction away from its opening.

[0126] The first reinforcing rib 1211 connects the inner walls of the first cavity 11b on both sides along the third direction and the inner wall of the first cavity 11b away from its opening along the first direction.

[0127] This helps to better constrain the deformation of the inner walls of the first cavity 11b in all directions, which is beneficial to further improving the strength and rigidity of the vehicle frame 10.

[0128] In some embodiments, referring to FIG6, the second end of the first reinforcing rib 1211 along the first direction is flush with the opening edge of the first cavity 11b along the first direction.

[0129] Thus, the first reinforcing rib 1211 can better suppress the deformation of the opening edge structure of the first concave cavity 11b, and improve the overall stability of the vehicle frame 10.

[0130] In some embodiments, referring to FIG6, the dimension of the first reinforcing rib 1211 along the first direction is the same as the dimension of the first cavity 11b along the first direction.

[0131] In this way, the first end of the first reinforcing rib 1211 along the first direction is connected to the inner wall of the first cavity 11b along the first direction away from its opening, and the second end is flush with the edge of the opening of the first cavity 11b along the first direction.

[0132] In some embodiments, referring to Figures 5 and 6, in a projection plane perpendicular to a third direction, at least a portion of the projection of a first reinforcing rib 1211 within a first cavity 11b is located within the projection range of a first reinforcing rib 1211 within a first cavity 11b adjacent to it along a third direction.

[0133] This facilitates the formation of a force transmission path for the first reinforcing ribs 1211 in the two adjacent first concave cavities 11b along the third direction, which helps to improve the structural strength of the vehicle frame 10 along the third direction.

[0134] In some embodiments, referring to Figures 12 to 14, the fiber composite board 11 includes a first region 111, a first cavity 11b is disposed in the first region 111, the vehicle frame 10 also includes a door mounting structure 13, the door mounting structure 13 is disposed in the first region 111, and the door reinforcement structure 12 is used to connect at least one of the door hinge, door lock, door opening limiter, and door drive.

[0135] The door hinge is used to connect the door to the body frame 10, and to enable relative rotation between the door and the body frame 10 to open and close the door.

[0136] Door locks are used to lock the door relative to the vehicle body frame 10 when the door is closed.

[0137] The door opening limiter is used to limit the relative rotation angle between the door and the body frame 10.

[0138] A door actuator is a device used to drive the movement of a car door to close or open it. Specific types of door actuators include electric cylinders and pneumatic springs.

[0139] It is understandable that the weight of the door itself and the load it bears can be transmitted to the door reinforcement structure 12 through at least one of the door hinges, door locks, door opening limiters, and door actuators.

[0140] In this way, the load on the door reinforcement structure 12 can be transmitted to the first region 111. The first cavity 11b in the first region 111 and the reinforcement structure 12 enhance the rigidity and strength of the first region 111, thereby improving the installation stability of the door reinforcement structure 12 and also improving the installation stability of the door.

[0141] It is understandable that the door supported by the door reinforcement structure 12 through at least one of the door hinges, door locks, door opening limiters, and door actuators can be the front door, rear door, tailgate 24, etc. of the vehicle.

[0142] The connection method between the door mounting structure 13 and the first region 111 is not limited. For example, one of the door mounting structure 13 and the first region 111 is provided with a threaded hole, and the other is provided with a through hole. After the screw passes through the through hole, it engages with the threaded hole to fix the door mounting structure 13 and the first region 111.

[0143] In some embodiments, referring to FIG13, the door mounting structure 13 and the first region 111 enclose a cavity 111a, and a portion of the reinforcing structure 12 is located within the cavity 111a.

[0144] The reinforcement structure 12 can improve the overall strength of the structure forming the cavity 111a. This helps to reduce the probability of the door mounting structure 13 compressing part of the first region 111 and causing local deformation, and helps to improve the installation stability of the door mounting structure 13.

[0145] In some embodiments, the door mounting structure 13 abuts against the reinforcing structure 12.

[0146] This better limits the deformation range of the door mounting structure 13, which helps to improve the installation stability of the door mounting structure 13.

[0147] In some embodiments, referring to Figures 9, 10 and 13, the first cavity 11b includes a first sub-cavity 11ba. Among a plurality of first cavities 11b arranged along a third direction, at least one of the outermost first cavities 11b along the third direction forms the first sub-cavity 11ba. The first sub-cavity 11ba is at least partially open on the side of the third direction away from the other first cavities 11b. At least a portion of the door mounting structure 13 is located within the first sub-cavity 11ba.

[0148] Among the multiple first cavities 11b arranged along the third direction, the two outermost first cavities 11b along the third direction may both form the first sub-cavity 11ba, or only one of the two outermost first cavities 11b along the third direction may form the first sub-cavity 11ba.

[0149] Thus, on the one hand, the opening area of ​​the first sub-cavity 11ba is larger, which facilitates the assembly and connection of the door mounting structure 13 and the fiber composite board 11; on the other hand, the door mounting structure 13 utilizes the space inside the first sub-cavity 11ba, which helps to make the body frame 10 more compact and reduces the overall external outline size of the body frame 10.

[0150] In some embodiments, referring to Figures 10, 13 and 14, the first reinforcing rib 1211 in the first sub-cavity 11ba is provided with a mounting groove 1211a. At least one side of the mounting groove 1211a is open, on the side away from other first cavities 11b along a third direction and on the side along a first direction. At least a portion of the door mounting structure 13 is located in the mounting groove 1211a.

[0151] In some embodiments, referring to FIG14, the first sub-cavity 11ba includes a first portion 11bb and a second portion 11bc, the first portion 11bb being located on one side of the door mounting structure 13 along the second direction, and the second portion 11bc being located on the other side.

[0152] In other words, the door mounting structure 13 is not located at the end of the first sub-cavity 11ba along the second direction.

[0153] This makes it easier to ensure that the load on the first region 111 is more uniform in the second direction when the door mounting structure 13 applies a load perpendicular to the second direction to the fiber composite board 11, thereby reducing the risk of breakage of the end structure surrounding the first sub-cavity 11ba.

[0154] In some embodiments, the dimensions of the first portion 11bb along the second direction are equal to the dimensions of the second portion 11bc along the second direction.

[0155] In this way, the load applied by the door mounting structure 13 to the first region 111 can be more uniform in the second direction.

[0156] In some embodiments, referring to FIG14, a portion of each first cavity 11b is located on one side of the door mounting structure 13 along the second direction, and another portion is located on the other side of the door mounting structure 13 along the second direction.

[0157] In other words, apart from the first cavity 11b, each of the other first cavities 11b has a portion located on one side of the door mounting structure 13 along the second direction.

[0158] In this way, the load on the first region 111 can be more uniform in the second direction, reducing the probability of the first region 111 being damaged.

[0159] It is understandable that the area of ​​the fiber composite board 11 that is far from the door mounting structure 13 is less affected by the load of the door mounting structure 13, and therefore requires less strength and stiffness.

[0160] In some embodiments, referring to Figures 4 and 12, the fiber composite board 11 includes a second region 112, which is disposed on at least one side of the first region 111 along a second direction. The recessed cavity 11a includes a second cavity 11c, which is disposed in the second region 112. The second cavity 11c is open on one side along a first direction. The maximum dimension of the second cavity 11c along a third direction is greater than the maximum dimension of the first cavity 11b along a third direction. That is, the maximum dimension of the first cavity 11b along a third direction is L1, and the maximum dimension of the second cavity 11c along a third direction is L2, where L1 < L2.

[0161] The second region 112 is far from the first region 111 and is less affected by the load of the door mounting structure 13.

[0162] When the dimensions of the first region 111 along the third direction are approximately the same as those of the second region 112 along the third direction, and the maximum dimension of the second cavity 11c along the third direction is greater than the maximum dimension of the first cavity 11b along the third direction, it is advantageous to make the number of first cavities 11b arranged in the first region 111 along the third direction greater than the number of second cavities 11c arranged in the second region 112 along the third direction.

[0163] In this way, while giving the second region 112 a certain strength and rigidity, it is beneficial to reduce the number of recessed cavities 11a and increase the volume of a single recessed cavity 11a compared to the first region 111. This helps to simplify the difficulty of molding the second cavity 11c, simplify the shape of the corresponding mold, and thus reduce production costs; it also helps to reduce the weight of the vehicle frame 10.

[0164] In some embodiments, referring to Figures 8 and 9, there are two second regions 112, each located on one side of the first region 111 along the second direction.

[0165] The number of second cavities 11c in each second region 112 can be one or more.

[0166] In some embodiments, referring to Figures 7 and 8, at least a portion of the first cavity 11b has the same opening direction along the first direction as the second cavity 11c.

[0167] This allows for the simultaneous molding of a portion of the first cavity 11b and the second cavity 11c, which simplifies the manufacturing process of the vehicle body frame 10, improves production efficiency, and reduces production costs.

[0168] In some embodiments, referring to FIG7, the second cavity 11c is connected along a second direction to the first cavity 11b, which is in the same opening direction as the first cavity 11b.

[0169] This further simplifies the shape of the mold corresponding to the molding process. Since the second cavity 11c and part of the first cavity 11b are formed at one time, it is beneficial to simplify the manufacturing process of the body frame 10, improve production efficiency, and reduce production costs.

[0170] In some embodiments, the first cavity 11b and the second cavity 11c, which are connected to each other, have their inner walls aligned in a second direction on the side away from the open position along a first direction.

[0171] This further simplifies the shape of the mold corresponding to the molding process, and simplifies the manufacturing process of the body frame 10.

[0172] In some embodiments, referring to Figures 7 and 8, a portion of the reinforcing structure 12 is disposed within the second cavity 11c. This allows the reinforcing structure 12 to suppress deformation of the portion of the fiber composite board 11 that forms the second cavity 11c, and improves the space utilization of the second region 112. This makes the dimensions of the vehicle frame 10 more compact, so as to better meet the needs of different positions of the vehicle.

[0173] In some embodiments where a partial reinforcing structure 12 is provided in the second cavity 11c, referring to FIG7, at least a portion of the reinforcing structure 12 located in the first cavity 11b communicating with the second cavity 11c is connected to the reinforcing structure 12 in the second cavity 11c.

[0174] In other words, the reinforcing structures 12 in the interconnected first cavity 11b and second cavity 11c are connected to each other.

[0175] This facilitates the simultaneous manufacturing of the reinforcing structure 12 in the first cavity 11b and the reinforcing structure 12 in the second cavity 11c, which simplifies the manufacturing process of the vehicle frame 10, improves production efficiency, and reduces production costs. At the same time, a force transmission path is formed between the reinforcing structure 12 in the first cavity 11b and the reinforcing structure 12 in the second cavity 11c. This allows the load to be transmitted and distributed between the first region 111 and the second region 112, thereby improving the overall structural strength of the vehicle frame 10 and reducing the risk of damage to the first region 111 and the second region 112.

[0176] In some embodiments where a reinforcing rib 121 is provided, referring to FIG7, the reinforcing rib 121 includes a plurality of second reinforcing ribs 1212, the second reinforcing ribs 1212 being located in the second cavity 11c, and the plurality of second reinforcing ribs 1212 intersecting each other to form a mesh structure.

[0177] In other words, the multiple second reinforcing ribs 1212 forming a mesh structure are connected to each other, thereby creating a force transmission path between each second reinforcing rib 1212. When a local portion of the second region 112 is subjected to a load, the load can be transmitted to the second reinforcing rib 1212 connected to that portion, and then to other second reinforcing ribs 1212; furthermore, due to the formation of the mesh structure, the extension directions of the multiple second reinforcing ribs 1212 are different.

[0178] This facilitates the transfer of loads on the fiber composite board 11 to more second stiffeners 1212, thereby further improving the stiffness and strength of the fiber composite board 11. By having multiple second stiffeners 1212 extend in different directions, it is beneficial to better suppress the deformation of the fiber composite board 11 in different directions.

[0179] In some embodiments where the second cavity 11c is connected to the first cavity 11b and the first cavity 11b is provided with a first reinforcing rib 1211, referring to FIG7, the first reinforcing rib 1211 is connected to the second reinforcing rib 1212 to facilitate the transfer of load between the first region 111 and the second region 112.

[0180] In some embodiments, referring to FIG8, the second reinforcing rib 1212 and the first reinforcing rib 1211 connected thereto are flush with one end of the first cavity 11b near the open position along the first direction.

[0181] This facilitates the simultaneous manufacturing of the first reinforcing rib 1211 and the second reinforcing rib 1212, simplifies the manufacturing process of the body frame 10, and reduces production costs.

[0182] In some embodiments, referring to FIG7, a portion of the second reinforcing rib 1212 extends along a third direction to provide support for the inner wall of the second cavity 11c along the third direction, thereby improving the structural strength of the second region 112.

[0183] In some embodiments, referring to FIG7, a portion of the second reinforcing rib 1212 extends along a second direction to facilitate connection of the first reinforcing rib 1211 within the communicating first cavity 11b.

[0184] In some embodiments, referring to FIG7, the number of second cavities 11c in the second region 112 is only one.

[0185] This will help to further simplify the manufacturing process of the second cavity 11c and reduce the production cost of the fiber composite board 11.

[0186] In the example where there is only one second cavity 11c in the second region 112, at least a portion of the projection of each first cavity 11b is located within the projection range of the second region 112 in the projection plane perpendicular to the second direction.

[0187] This is beneficial for increasing the size of the second cavity 11c along the third direction, so that more of the first cavities 11b can be connected to the second cavity 11c.

[0188] Understandably, the edge structure of the body frame 10 needs to be suitable for connection with other structures in different areas of the vehicle.

[0189] For example, referring to Figures 4 and 11, the fiber composite panel 11 can be used to form at least a portion of the rear skirt panel 21. The fiber composite panel 11 includes a third region 113 located on the side of the second region 112 away from the first region 111 along a second direction. The third region 113 includes a connecting portion 1131 for connecting to the rear side panel 25 of the vehicle. The connecting portion 1131 extends along a third direction, and a reinforcing structure 12 is provided on at least one side of the connecting portion 1131 along a first direction and the two are connected.

[0190] The rear side panel 25 of the vehicle, referring to Figures 2 and 11, refers to the rear side door frame used to form the rear door 23, the door frame of the tailgate 24 along the width direction of the vehicle, and the structure used to form the trunk together with the chassis 30 and the roof.

[0191] The rear skirt 21, referring to Figures 2 and 11, refers to a structural component used by the vehicle to form the bottom frame of the tailgate 24 along the height direction of the vehicle and to mount the rear bumper 20 of the vehicle. It is located at the rear end of the vehicle along its length direction and extends along the width direction of the vehicle. Therefore, the third direction is the height direction of the vehicle, the second direction is the width direction of the vehicle, and the first direction is the length direction of the vehicle.

[0192] The connecting part 1131 is generally plate-shaped so as to fit the shape of the rear side circumference 25 edge.

[0193] Understandably, the rear skirt 21 is located at the rear of the vehicle and is mainly required to bear the load along the first direction in the event of a rear-end collision.

[0194] The reinforcing structure 12 can support the connecting part 1131 along the first direction, thereby improving the structural strength of the third region 113. On the one hand, it is beneficial to bear the load transmitted from the rear side panel 25 of the vehicle and reduce the probability of deformation or damage to the third region 113 during normal use of the vehicle. On the other hand, it is beneficial to reduce the chance of the lower skirt panel being damaged and intruding into the interior space of the vehicle in the event of a rear-end collision.

[0195] In some embodiments, referring to Figures 8 and 9, the connecting portion 1131 is provided with reinforcing structures 12 on both sides along the first direction to further improve the structural strength of the connecting portion 1131.

[0196] In some embodiments where a third reinforcing rib 1213 is provided, referring to Figures 4, 8 and 9, the reinforcing rib sheet 121 includes a plurality of third reinforcing ribs 1213, the connecting portion 1131 is provided with a third reinforcing rib 1213 on at least one side along the first direction, and the plurality of third reinforcing ribs 1213 form a mesh structure.

[0197] In other words, the multiple third reinforcing ribs 1213 forming a mesh structure are connected to each other, thereby creating a force transmission path between each third reinforcing rib 1213. When the connecting part 1131 is subjected to a load, the load can be transmitted to the third reinforcing rib 1213 connected to that part, and then to other third reinforcing ribs 1213; and, due to the formation of the mesh structure, the multiple third reinforcing ribs 1213 extend in different directions.

[0198] This facilitates the transfer of loads on the fiber composite board 11 to more third stiffeners 1213, which is beneficial to further improve the stiffness and strength of the connection 1131. By making the multiple third stiffeners 1213 have different extension directions, it is beneficial to better suppress the deformation of the connection 1131 in different directions.

[0199] In some embodiments where a connecting structure is provided in the second cavity 11c, referring to FIG7, a portion of the reinforcing structure 12 is provided in the second cavity 11c, and a portion of the reinforcing structure 12 provided in the connecting portion 1131 is connected to the reinforcing structure 12 provided in the second cavity 11c.

[0200] In this way, the load on the first region 111 and the load on the second region 112 can be transferred through the reinforcing structure 12, so as to better improve the overall structural strength of the vehicle frame 10.

[0201] In some embodiments where a second reinforcing rib 1212 and a third reinforcing rib 1213 are provided, referring to FIG7, a portion of the second reinforcing rib 1212 and a portion of the third reinforcing rib 1213 are connected to each other.

[0202] In some embodiments where a first reinforcing rib 1211, a second reinforcing rib 1212, and a third reinforcing rib 1213 are provided and connected sequentially along a second direction, referring to FIG8, the three ribs are flush with one end of the first cavity 11b at the open position along the first direction.

[0203] This facilitates the simultaneous manufacturing of the first reinforcing rib 1211 and the second reinforcing rib 1212, simplifies the manufacturing process of the body frame 10, and reduces production costs.

[0204] In some embodiments, referring to Figures 4 and 7, the recessed cavity 11a further includes a third recessed cavity 11d, which is located in the third region 113, with the third direction being the height direction of the vehicle. The third recessed cavity 11d is located at least below the connecting portion 1131 along the height direction of the vehicle, and the third recessed cavity 11d is open on one side along the first direction.

[0205] Thus, on the one hand, the third cavity 11d can help improve the stiffness and strength of the fiber composite board 11 in the third region 113; on the other hand, the third cavity 11d is located below the connecting part 1131, which helps to keep the third cavity 11d away from the rear side panel 25 of the vehicle, and helps to reduce the adverse effect of the shape of the third cavity 11d on the connection between the connecting part 1131 and the rear side panel 25.

[0206] In some embodiments, referring to FIG4, a portion of the connecting portion 1131 is located on the side of the third cavity 11d away from the second region 112 along the second direction, which further helps to reduce the adverse effect of the shape of the third cavity 11d on the connection between the connecting portion 1131 and the rear side enclosure 25.

[0207] In some embodiments, referring to FIG7, part of the reinforcing structure 12 is located within the third cavity 11d.

[0208] In this way, the reinforcement structure 12 can suppress deformation of the portion of the fiber composite board 11 that forms the third cavity 11d, and improve the space utilization of the third region 113. This will make the body frame 10 more compact in size, so as to better meet the needs of different positions of the vehicle.

[0209] In some embodiments including the third reinforcing rib 1213, referring to FIG7, a portion of the third reinforcing rib 1213 is located within the third cavity 11d.

[0210] In some embodiments, referring to FIG4, a plurality of third reinforcing ribs 1213 located in the third cavity 11d form a mesh structure.

[0211] This facilitates the transfer of the load on the inner wall of the third cavity 11d to more third reinforcing ribs 1213, which is beneficial to further improve the stiffness and strength of the connection 1131. By making the multiple third reinforcing ribs 1213 have different extension directions, it is beneficial to better suppress the deformation of the inner wall of the third cavity 11d in different directions.

[0212] In some embodiments, referring to FIG7, the opening direction of the third cavity 11d is the same as the opening direction of the second cavity 11c and the two are connected.

[0213] This facilitates the simultaneous molding of the second cavity 11c and the third cavity 11d, which simplifies the manufacturing process of the vehicle body frame 10, improves production efficiency, and reduces production costs.

[0214] In some embodiments, referring to FIG7, a portion of the first cavity 11b, at least a portion of the second cavity 11c, and the third cavity 11d have the same opening direction, and the three are connected sequentially along the second direction, with the inner walls of the side away from the open position along the first direction being flush in the second direction.

[0215] This further simplifies the shape of the mold corresponding to the molding process, and simplifies the manufacturing process of the body frame 10.

[0216] In some embodiments, referring to FIG4, at least one recessed cavity 11a extends through the fiber composite plate 11 in a second direction.

[0217] This helps to improve the overall resistance of the fiber composite board 11 to bending and torsion; the recessed cavity 11a is open at both ends along the second direction, which helps to simplify the manufacturing process of the recessed cavity 11a and reduce production costs.

[0218] In some embodiments where the recessed cavity 11a extends through the fiber composite board 11 in the second direction, at least one reinforcing structure 12 extends along the second direction within the recessed cavity 11a. The dimension of the reinforcing structure 12 in the second direction is not less than the dimension of the recessed cavity 11a in the second direction. Thus, the reinforcing structure 12 can better suppress the ability of the fiber composite board 11 to resist bending and torsion.

[0219] In some embodiments where the fiber composite panel 11 is used to form at least a portion of the rear skirt panel 21 of a vehicle, referring to FIG12, at least a portion of the fiber composite panel 11 along a third direction forms a tailgate portion 114, the tailgate portion 114 forming at least a portion of the tailgate frame of the vehicle, and the projection of the tailgate portion 114 is located within the projection range of the recessed cavity 11a in a projection plane perpendicular to the third direction.

[0220] Understandably, with the tailgate 24 closed, the tailgate section 114 needs to bear at least part of the mass of the tailgate 24.

[0221] In this way, when the tailgate 24 is closed, the area with the recessed part of the fiber composite board 11 can bear the weight of the tailgate 24, which helps to suppress the deformation of the fiber composite under the gravity of the tailgate 24, and facilitates the normal opening, closing and locking of the tailgate 24.

[0222] In some embodiments, the tailgate portion 114 is used to form the bottom side portion of the tailgate frame of the vehicle.

[0223] It is understood that in some embodiments where a first region 111, a second region 112, and a third region 113 are provided, at least a portion of the first region 111, the second region 112, and the third region 113 forms a tailgate portion 114 on the top side portion along the height direction of the vehicle.

[0224] In some embodiments, referring to Figures 15 and 16, the fiber composite board 11 includes multiple layers of continuous fiber composite material 115, each layer of continuous fiber composite material 115 including continuous fibers 1151 and a thermoplastic resin matrix 1152, the thermoplastic resin matrix 1152 connecting the continuous fibers 1151.

[0225] It is understandable that the multilayer continuous fiber composite material layers 115 are stacked together.

[0226] The fibers in the continuous fibers 1151 are continuous throughout the material, which is used to make the formed structure have high strength and high stiffness; while the thermoplastic resin matrix 1152 helps to transfer loads and distribute stress between different continuous fibers 1151, reducing the risk of fiber breakage. The thermoplastic resin matrix 1152 can be softened and melted after being heated to a specific temperature so that the fiber composite board 11 can be made into different shapes.

[0227] The composite material formed by continuous fiber 1151 and thermoplastic resin matrix 1152 has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the outer covering.

[0228] In some embodiments, the thermoplastic resin matrix 1152 is made of one or more of polypropylene and polyamide.

[0229] Polypropylene (PP) is a thermoplastic. It has high impact resistance, strong mechanical properties, and can resist corrosion from various organic solvents and acids and alkalis.

[0230] Polyamide (PA), commonly known as nylon, has good wear resistance and fatigue resistance.

[0231] This allows the fiber composite board 11 to better adapt to various working conditions encountered during vehicle operation, and helps to extend the service life of the fiber composite board 11.

[0232] The multilayer continuous fiber composite material layer 115 can be formed into an outer cover of the required shape by heating and molding, according to the different shapes of the molding die.

[0233] In some embodiments, the continuous fiber 1151 is a continuous glass fiber.

[0234] Glass fiber is an inorganic fiber material with high tensile strength, good rigidity, non-flammability, and resistance to chemical corrosion.

[0235] Continuous glass fibers possess high strength and good resilience. Composites of continuous glass fibers with thermoplastic resin matrix 1152 help improve the tensile strength of the outer covering.

[0236] In some embodiments, referring to FIG16, the thickness of the single-layer continuous fiber composite layer 115 is 0.2 mm (millimeters) to 0.3 mm. That is, the thickness dimension of the single-layer continuous fiber composite layer 115 is L3, 0.2 mm ≤ L3 ≤ 0.3 mm.

[0237] In this way, on the one hand, the risk of insufficient structural strength and rigidity of the single-layer continuous fiber composite material 115 due to excessively low thickness of the single-layer continuous fiber composite material layer 115 is reduced. On the other hand, it is to reduce the problem of excessively high thickness of the fiber thermoplastic composite board when laying multiple layers of continuous fiber 1151 composite ply due to excessively high thickness of the continuous fiber composite material layer 115. This reduces the risk of problems such as interference with the overall aesthetic performance of the vehicle frame 10 or the installation of other vehicle components.

[0238] The specific thickness of the single-layer continuous fiber composite layer 115 can be 0.2mm, 0.22mm, 0.24mm, 0.25mm, 0.26mm, 0.28mm, 0.3mm, etc.

[0239] In some embodiments, the continuous fibers 1151 of each continuous fiber composite layer 115 are laid in a unidirectional direction, and the laying angles of the continuous fibers 1151 of adjacent continuous fiber composite layers 115 are different.

[0240] This is beneficial for improving the stress distribution of the fiber composite board 11, and for making the mechanical properties of the fiber composite board 11 approximately the same in different directions, thereby reducing the risk of reduced service life due to differences in the mechanical properties of the fiber composite board 11 in a certain direction.

[0241] The continuous fiber composite material layers 115 of different layers can be laid up at different angles such as 0°, 45°, -45°, and 90°.

[0242] In some embodiments, in the outermost two continuous fiber composite material layers 115 on any side of the fiber composite board 11 along the thickness direction, the laying angle of the continuous fibers 1151 of at least one continuous fiber composite material layer 115 is neither 0° nor 90°.

[0243] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce damage to the internal structure of the fiber composite board 11 from external impacts, and help enhance the impact resistance of the fiber composite board 11.

[0244] It should be noted that 0° refers to the length direction of the structural component formed by the fiber composite board 11, and 90° refers to the width direction of the structural component formed by the fiber composite board 11. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite material layers 115 is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the layup direction of the continuous fiber 1151 and the 0° direction is 45°. For instance, when the vehicle frame 10 includes a rear skirt 21, the extension direction of the rear skirt 21 is along the width direction of the vehicle, that is, the width direction of the vehicle is the direction where the layup angle of the continuous fiber 1151 is 0°, and the height direction of the vehicle is the direction where the layup angle of the continuous fiber 1151 is 90°.

[0245] In some embodiments, the continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0246] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0247] In some embodiments, the sum of the number of continuous fiber composite layers 115 with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers 115.

[0248] This ensures that the non-0° and non-90° layups are within a reasonable proportion range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus enabling the structural strength and structural stiffness of the fiber composite board 11 to meet the requirements.

[0249] In some embodiments, the continuous fiber 1151 comprises 60-80 parts by weight, and the thermoplastic resin matrix 1152 comprises 20-40 parts by weight.

[0250] By controlling the content of continuous fiber 1151 and thermoplastic resin matrix 1152 within a reasonable range, the probability of continuous fiber 1151 being exposed in the resin matrix due to excessively high content of continuous fiber 1151 and excessively low content of resin matrix can be minimized. It can also avoid the situation where the composite material has insufficient strength due to excessively low content of continuous fiber 1151 and excessively high content of resin matrix. In other words, the content of continuous fiber 1151 and thermoplastic resin matrix 1152 is in a relatively balanced state, so that the performance of the composite material meets the mechanical performance requirements of fiber composite board 11.

[0251] The specific weight percentages of continuous fiber 1151 can be 60, 62, 64, 65, 66, 68, 70, 72, 74, 75, 76, 78, 79, 80, etc.

[0252] The specific weight parts of the thermoplastic resin matrix 1152 can be 20, 22, 24, 25, 26, 28, 30, 32, 34, 35, 36, 38, 40, etc.

[0253] In some embodiments, the continuous fiber composite layer 115 further includes 1-5 parts by weight of a first compatibilizer.

[0254] The first compatibilizer can improve the interfacial bonding between the continuous fiber 1151 and the thermoplastic resin matrix 1152, and improve the mechanical properties of the composite material. For example, it can be a maleic anhydride graft compatibilizer.

[0255] In some embodiments, the continuous fiber composite layer 115 further includes 0.2-0.6 parts by weight of a first antioxidant.

[0256] The first antioxidant can 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 hindered amine antioxidant or a phosphite antioxidant. By adding the first compatibilizer and the first antioxidant to the continuous fiber 1151 and the thermoplastic resin matrix 1152, it is helpful to improve the mechanical properties and service life of the fiber composite board 11.

[0257] In some embodiments, the continuous fiber composite layer 115 further includes a flame retardant to improve the flame retardant properties of the composite material, such as a halogenated flame retardant.

[0258] The specific weight percentage of the first compatibilizer can be 1, 2, 3, 4, 5, etc.

[0259] For example, the first 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.

[0260] It should be noted that when the total weight of the thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight of the first compatibilizer added ranges from 1 to 5.

[0261] The specific weight percentage of the first antioxidant can be 0.2, 0.3, 0.4, 0.5, 0.6, etc.

[0262] For example, the first 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.

[0263] It should be noted that when the total weight of the thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight range of the first antioxidant is 0.2-0.6.

[0264] In some embodiments, the water absorption rate of each continuous fiber composite layer 115 is not higher than 0.3%.

[0265] By controlling the water absorption rate of the single-layer continuous fiber composite material layer 115 within this range, the water absorption rate of the fiber composite board 11 is kept in a low range, thereby reducing the deformation of the fiber composite board 11 caused by excessive absorption of water from the external environment during vehicle use.

[0266] In some embodiments, the water absorption rate of each continuous fiber composite layer 115 is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the continuous fiber composite layer 115.

[0267] In some embodiments where multiple reinforcing ribs 121 are provided, the reinforcing ribs 121 are injection molded onto the surface of the fiber composite board 11.

[0268] By employing injection molding, the reinforcing rib 121 and the fiber composite plate 11 become an integral structure, eliminating the need for further assembly of the reinforcing rib 121 and the fiber composite plate 11, thus simplifying the manufacturing process of the vehicle frame 10. At the same time, by making the injection mold into different shapes, it is beneficial to optimize the shape and size of the reinforcing rib 121 according to the main stress distribution of the fiber composite plate 11, which helps to improve the stiffness and strength of the fiber composite plate 11 while reducing excessive structural redundancy.

[0269] In some embodiments, the reinforcing rib 121 comprises a resin matrix and long glass fibers.

[0270] Long glass fiber refers to glass fiber whose fiber length is approximately the same as the granule length.

[0271] The composite material formed by combining long glass fibers and 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 reinforcing rib 121. Moreover, the resin matrix is ​​easy to mold, which helps to simplify the production process of reinforcing rib 121.

[0272] In some embodiments, the resin matrix of the reinforcing rib 121 is made of one or more of polypropylene and polyamide.

[0273] This allows the reinforcing rib 121 to better adapt to various working conditions encountered during vehicle operation, and helps extend the service life of the reinforcing rib 121.

[0274] In some embodiments, the reinforcing rib 121 comprises 30-65 parts by weight of long glass fibers and 35-70 parts by weight of a resin matrix.

[0275] The composite material formed by combining long glass fibers and 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 reinforcing structure 12. Moreover, the resin matrix is ​​easy to mold, such as injection molding, extrusion molding and compression molding.

[0276] It should be noted that long glass fibers refer to glass fibers with a length ranging from 8mm to 12mm. The specific length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, 12mm, etc.

[0277] The specific weight proportions of the long glass fibers in the reinforcing rib sheet 121 can be 30, 35, 40, 45, 50, 55, 60, 65, etc.

[0278] The specific weight parts of the resin matrix in the reinforcing rib 121 can be 35, 40, 45, 50, 55, 26, 57, 58, 59, 60, 65, 70, etc.

[0279] In some embodiments, the reinforcing rib 121 includes 1-2 parts by weight of a second compatibilizer.

[0280] The second compatibilizer is used to improve the interfacial adhesion between the resin matrix and long glass fibers, thereby enhancing the mechanical properties of the composite material. Types of second compatibilizers include maleic anhydride grafted compatibilizers and acrylic compatibilizers.

[0281] It should be noted that when the total weight of the resin matrix and the long glass fiber is 100, the corresponding weight of the second compatibilizer added ranges from 1 to 2.

[0282] In some embodiments, the second 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.

[0283] In some embodiments, the reinforcing rib 121 includes 0.1-0.4 parts by weight of a second antioxidant. The second antioxidant can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material. The type of second antioxidant can be a hindered amine antioxidant, a phosphite antioxidant, etc.

[0284] It should be noted that when the total weight of the resin matrix and the long glass fiber is 100, the corresponding weight of the added second antioxidant ranges from 0.1 to 0.4.

[0285] In some embodiments, the second 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.

[0286] In some embodiments, the resin matrix of the reinforcing rib 121 is made of the same material as the thermoplastic resin matrix 1152 in the fiber composite board 11, in order to simplify the manufacturing process and improve the connection strength between the reinforcing rib and the fiber composite board 11.

[0287] In some embodiments, referring to FIG5, the thickness of the reinforcing rib 121 ranges from 1 mm to 3 mm. That is, the thickness of the reinforcing rib 121 is L4, where 1 mm ≤ L4 ≤ 3 mm.

[0288] This allows the reinforcing rib 121 to have a certain strength and rigidity while reducing its mass, which in turn reduces the mass of the vehicle frame 10 and allows for the arrangement of more first reinforcing ribs 1211 on the fiber composite board 11.

[0289] The specific thickness of the reinforcing rib 121 can be 1mm, 1.5mm, 2mm, 2.5mm, 3mm, etc.

[0290] The specific method for measuring the thickness of the reinforcing rib 121 is not limited. For example, in an environment with a room temperature of 25°C, the main scale of the vernier caliper is brought into contact with one side of the surface of the reinforcing rib 121 in the thickness direction. The vernier is moved so that it comes into contact with the other side of the surface of the reinforcing rib 121 in the thickness direction. The thickness of the reinforcing rib 121 can be obtained by reading the value of the vernier caliper.

[0291] In some embodiments, referring to FIG5, the height of the reinforcing rib 121 ranges from 40mm to 60mm. That is, the height of the reinforcing rib 121 is L5, 40mm≤L5≤60mm.

[0292] This allows the reinforcing rib 121 to provide better support for the inner wall of the recessed cavity 11a and also helps to reduce the weight of the reinforcing rib 121.

[0293] The specific height of the reinforcing rib 121 can be 40mm, 45mm, 50mm, 55mm, 60mm, etc.

[0294] The specific method for measuring the height of the reinforcing rib 121 is not limited. For example, in an environment with a room temperature of 25°C, the frame of the depth gauge is placed against the top of the reinforcing rib 121 along the height direction of the reinforcing rib 121, and the gauge body is pushed until it abuts against the fiber composite board 11. The data from the depth gauge is then read to obtain the height of the reinforcing rib 121.

[0295] In some embodiments, referring to FIG5, at least some of the reinforcing ribs 121 extend in the same direction, and the spacing between two adjacent reinforcing ribs 121 extending in the same direction ranges from 40mm to 50mm. That is, the spacing between two adjacent reinforcing ribs 121 extending in the same direction is L6, where 40mm≤L6≤50mm.

[0296] This makes it easier to ensure that the number of reinforcing ribs 121 on the fiber composite board 11 per unit area meets the requirements for improving the structural strength of the vehicle frame 10; the spacing between the reinforcing ribs 121 also facilitates the manufacture of the reinforcing ribs 121, reduces the difficulty of arranging the reinforcing ribs 121, and reduces manufacturing costs.

[0297] In some embodiments, referring to FIG5, the thickness of the fiber composite board 11 ranges from 2 mm to 5 mm. That is, the thickness of the fiber composite board 11 is L7, where 2 mm ≤ L7 ≤ 5 mm.

[0298] This allows the thickness of the fiber composite board 11 to meet the rigidity and strength requirements of the vehicle frame 10, while reducing its weight.

[0299] The specific thickness of the fiber composite board 11 can be 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, or 5mm.

[0300] A specific embodiment of the vehicle disclosed herein is as follows:

[0301] The vehicle includes a body frame 10 and a chassis 30. The body frame 10 includes a fiber composite panel 11 and a reinforcing structure 12. A portion of the fiber composite panel 11 is recessed to form a recessed cavity 11a. The recessed cavity 11a includes a plurality of first cavities 11b, second cavities 11c, and third cavities 11d. The fiber composite panel 11 includes a first region 111, a second region 112, and a third region 113. The first region 111 has a first cavity 11b, the second region 112 has a second cavity 11c, and the third region 113 has a third cavity 11d. The first cavity 11b is open on one side along a first direction. At least two first cavities 11b extend along a second direction and are arranged along a third direction. The first direction, the second direction, and the third direction intersect each other. The opening directions of two adjacent first cavities 11b along the third direction are opposite along the first direction. The reinforcing structure 12 is connected to the fiber composite board 11. The reinforcing structure 12 includes reinforcing ribs 121, which include a first reinforcing rib 1211, a second reinforcing rib 1212, and a third reinforcing rib 1213. The first reinforcing rib 1211 is completely located within the first cavity 11b, and at least a portion of the first reinforcing rib 1211 is connected to the inner walls of the first cavity 11b along the third direction. Multiple first reinforcing ribs 1211 are interwoven to form a mesh structure. A first end of a reinforcing rib along the first direction is connected to the inner wall of the first cavity 11b along the first direction away from its opening, and a second end of the first reinforcing rib 1211 along the first direction is flush with the edge of the opening of the first cavity 11b along the first direction. The vehicle frame 10 also includes a door mounting structure 13, which is located in the first region 111. The door reinforcing structure 12 is used to connect at least one of a door hinge, a door lock, a door opening limiter, and a door actuator. The door mounting structure 13 and the first region 111 enclose a cavity 111a, and a portion of the first reinforcing rib 1211 is located within the cavity 111a. The first recess 11b includes a first sub-cavity 11ba. Among a plurality of first recesses 11b arranged along a third direction, at least one of the outermost first recesses 11b along the third direction forms the first sub-cavity 11ba. The first sub-cavity 11ba is at least partially open on the side of the first sub-cavity 11b away from the other first recesses 11b along the third direction, and at least a portion of the door mounting structure 13 is located within the first sub-cavity 11ba. The first sub-cavity 11ba includes a first portion 11bb and a second portion 11bc. The first portion 11bb is located on one side of the door mounting structure 13 along a second direction, and the second portion 11bc is located on the other side. The second region 112 is located on at least one side of the first region 111 along the second direction, and the second recess 11c is open on one side along the first direction. The maximum dimension of the second recess 11c along the third direction is greater than the maximum dimension of the first recess 11b along the third direction. The second cavity 11c is connected to the first cavity 11b along the second direction, which is in the same direction of opening. The second reinforcing rib 1212 is located in the second cavity 11c, and multiple second reinforcing ribs 1212 intersect each other to form a mesh structure.At least a portion of the first reinforcing rib 1211 located within the first cavity 11b communicating with the second cavity 11c is connected to the second reinforcing rib 1212 within the second cavity 11c. The second region 112 has only one second cavity 11c. The fiber composite board 11 is used to form at least a portion of the rear skirt panel 21 of the vehicle. The third region 113 is located on the side of the second region 112 away from the first region 111 along a second direction. The third region 113 includes a connecting portion 1131 for connecting to the rear side panel 25 of the vehicle. The connecting portion 1131 extends along a third direction, and a third reinforcing rib 1213 is provided on at least one side of the connecting portion 1131 along a first direction, and the two are connected. Multiple third reinforcing ribs 1213 on each side form a mesh structure. A portion of the third reinforcing rib 1213 located in the connecting portion 1131 is connected to the second reinforcing rib 1212 located in the second cavity 11c. The third direction is the height direction of the vehicle. The third cavity 11d is located at least below the connecting portion 1131 along the height direction of the vehicle, and the third cavity 11d is open on one side along the first direction. The opening direction of the third cavity 11d is the same as the opening direction of the second cavity 11c and the two are connected. A portion of the third reinforcing rib 1213 is provided in the third cavity 11d. At least one recessed cavity 11a extends through the fiber composite plate 11 along the second direction. At least a portion of the fiber composite plate 11 along the third direction forms a tailgate portion 114, which is used to form at least a portion of the tailgate frame of the vehicle. In a projection plane perpendicular to the third direction, the projection of the tailgate portion 114 is located within the projection range of the recessed cavity 11a. The fiber composite plate 11 includes multiple layers of continuous fiber composite material 115, each layer of continuous fiber composite material 115 including continuous fibers 1151 and a thermoplastic resin matrix 1152, the thermoplastic resin matrix 1152 connecting the continuous fibers 1151. The thickness of each continuous fiber composite layer 115 ranges from 0.2 mm to 0.3 mm. Reinforcing ribs 121 are injection molded onto the surface of the fiber composite panel 11. Reinforcing ribs 121 comprise a resin matrix and long glass fibers. The thickness of reinforcing ribs 121 ranges from 1 mm to 3 mm. The height of reinforcing ribs 121 ranges from 40 mm to 60 mm. At least some reinforcing ribs 121 extend in the same direction, and the spacing between two adjacent reinforcing ribs 121 extending in the same direction ranges from 40 mm to 50 mm. A vehicle body frame 10 is mounted on a chassis 30 and is detachably connected to the chassis 30. The vehicle body frame 10 and chassis 30 together enclose a passenger compartment 10a. The chassis 30 includes a battery unit 31, and the housing of the battery unit 31 forms the floor of the passenger compartment 10a.

[0302] The various embodiments / implementations provided by this invention can be combined with each other without creating contradictions.

[0303] The above description is merely a preferred embodiment of the present invention and is not intended to limit the embodiments of the present invention. For those skilled in the art, the embodiments of the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of the present invention should be included within the protection scope of the embodiments of the present invention.

Claims

1. A vehicle, the vehicle comprising: The vehicle body frame includes: A fiber composite board, partially recessed to form a recessed cavity, the recessed cavity including a plurality of first cavities, the first cavities being open on one side along a first direction, at least two of the first cavities extending along a second direction and arranged along a third direction, the first direction, the second direction and the third direction intersecting each other; A reinforcing structure is connected to the fiber composite board, and at least a portion of the reinforcing structure is located within the first recess.

2. The vehicle of claim 1, wherein, The opening directions of the two adjacent first cavities along the third direction are opposite in the first direction.

3. The vehicle of claim 1 or 2, wherein, The reinforcing structure includes a plurality of reinforcing ribs, each reinforcing rib including a plurality of first reinforcing ribs, the first reinforcing ribs being located in the first cavity, and at least a portion of the first reinforcing ribs connecting to the inner walls of the first cavity on both sides along the third direction.

4. The vehicle of claim 3, wherein, Multiple first reinforcing ribs interlock to form a mesh structure.

5. The vehicle of claim 3 or 4, wherein, The first reinforcing rib is completely located within the first concave cavity.

6. The vehicle according to claim 5, wherein, The first end of the first reinforcing rib along the first direction is connected to the inner wall of the first cavity along the first direction away from its opening; And / or, the second end of the first reinforcing rib along the first direction is flush with the edge of the opening of the first cavity along the first direction.

7. The vehicle according to any one of claims 1 to 6, wherein, The fiber composite board includes a first region, and the first cavity is disposed in the first region. The vehicle also includes a door mounting structure, which is disposed in the first region. The door reinforcement structure is used to connect at least one of a door hinge, a door lock, a door opening limiter, and a door actuator.

8. The vehicle according to claim 7, wherein, The door mounting structure and the first area form a cavity, and part of the reinforcing structure is located inside the cavity.

9. The vehicle according to claim 7 or 8, wherein, The first cavity includes a first sub-cavity. Among a plurality of first cavities arranged along the third direction, at least one of the outermost first cavities along the third direction forms the first sub-cavity. The first sub-cavity is at least partially open on a side away from the other first cavities along the third direction. At least a portion of the door mounting structure is located within the first sub-cavity.

10. The vehicle according to claim 9, wherein, The first sub-cavity includes a first part and a second part, the first part being located on one side of the door mounting structure along the second direction, and the second part being located on the other side.

11. The vehicle according to claim 9 or 10, wherein, The fiber composite board includes a second region, which is located on at least one side of the first region along the second direction. The recessed cavity includes a second cavity, which is located in the second region. The second cavity is open on one side along the first direction. The maximum dimension of the second cavity along the third direction is greater than the maximum dimension of the first cavity along the third direction.

12. The vehicle according to claim 11, wherein, The second cavity is connected to the first cavity in the same opening direction along the second direction.

13. The vehicle according to claim 12, wherein, A portion of the reinforcing structure is disposed within the second cavity, and at least a portion of the reinforcing structure located within the first cavity communicating with the second cavity is connected to the reinforcing structure within the second cavity.

14. The vehicle according to any one of claims 11 to 13, wherein, The reinforcing structure includes multiple reinforcing ribs, each reinforcing rib including multiple second reinforcing ribs, the second reinforcing ribs being located in the second concave cavity, and the multiple second reinforcing ribs intersecting each other to form a mesh structure.

15. The vehicle according to any one of claims 11 to 14, wherein, The second region has only one second cavity.

16. The vehicle according to any one of claims 11 to 15, wherein, The fiber composite panel is used to form at least a portion of the rear skirt of a vehicle. The fiber composite panel includes a third region located on the side of the second region away from the first region along the second direction. The third region includes a connecting portion for connecting to the rear side skirt of the vehicle. The connecting portion extends along the third direction. The connecting portion is provided with the reinforcing structure on at least one side along the first direction and the two are connected.

17. The vehicle according to claim 16, wherein, The reinforcing structure includes a plurality of reinforcing ribs, each reinforcing rib including a plurality of third reinforcing ribs. The connecting portion is provided with the third reinforcing ribs on at least one side along the first direction, and the plurality of third reinforcing ribs on each side form a mesh structure.

18. The vehicle according to claim 16 or 17, wherein, The second cavity is provided with a portion of the reinforcing structure, and a portion of the reinforcing structure provided at the connecting part is connected to the reinforcing structure provided in the second cavity.

19. The vehicle according to any one of claims 16 to 18, wherein, The recessed cavity further includes a third recessed cavity, which is located in the third region. The third direction is the height direction of the vehicle. The third recessed cavity is located at least below the connecting portion along the height direction of the vehicle, and the third recessed cavity is open on one side along the first direction.

20. The vehicle according to claim 19, wherein, Part of the reinforcing structure is located within the third cavity.

21. The vehicle according to claim 19 or 20, wherein, The opening direction of the third cavity is the same as that of the second cavity, and the two cavities are connected.

22. The vehicle according to any one of claims 1-21, wherein, At least one of the recessed cavities extends through the fiber composite board along the second direction.

23. The vehicle according to any one of claims 1-22, wherein, The fiber composite board is used to form at least a portion of the rear skirt of the vehicle, and at least a portion of the fiber composite board along one side of the third direction forms a tailgate portion, the tailgate portion is used to form at least a portion of the tailgate frame of the vehicle, and the projection of the tailgate portion is located within the projection range of the recessed cavity in a projection plane perpendicular to the third direction.

24. The vehicle according to any one of claims 1-23, wherein, The fiber composite board includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix connects the continuous fibers.

25. The vehicle according to claim 24, wherein, The continuous fiber is a continuous glass fiber.

26. The vehicle according to claim 24 or 25, wherein, The thickness of each continuous fiber composite layer ranges from 0.2 mm to 0.3 mm.

27. The vehicle according to any one of claims 1-26, wherein, The reinforcing structure includes a plurality of reinforcing ribs, which are injection molded onto the surface of the fiber composite board.

28. The vehicle according to claim 27, wherein, The reinforcing ribs consist of a resin matrix and long glass fibers.

29. The vehicle according to claim 27 or 28, wherein, The thickness of the reinforcing ribs ranges from 1 mm to 3 mm; And / or, the height of the reinforcing ribs ranges from 40mm to 60mm.

30. The vehicle according to any one of claims 27 to 29, wherein, At least some of the reinforcing ribs extend in the same direction, and the spacing between two adjacent reinforcing ribs extending in the same direction ranges from 40 mm to 50 mm.

31. The vehicle according to any one of claims 1-30, wherein, The thickness of the fiber composite board ranges from 2 mm to 5 mm.

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

33. The vehicle according to any one of claims 1-32, wherein, The vehicle also includes a chassis, and the body frame is detachably connected to the chassis.

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