Vehicle

Abstract

Embodiments of the present disclosure provide a vehicle, comprising a vehicle body frame, mounting supports, accessory structures, and force transmission structures, wherein the vehicle body frame comprises a frame beam body, the frame beam body is a non-metallic structure, the frame beam body has a first side and a second side arranged opposite to each other, the first side faces an inner side of a vehicle body, the second side faces an outer side of the vehicle body, and the frame beam body is provided with through holes; the mounting supports are arranged on the first side of the frame beam body; the accessory structures are arranged on the second side of the frame beam body; the connecting members pass through the frame beam body, two ends of each connecting member are respectively connected to the corresponding mounting support and accessory structure, and an acting force is applied to the mounting support and the accessory structure in a direction moving toward each other; and each force transmission structure is arranged in the corresponding through hole, one side of the force transmission structure abuts against the corresponding mounting support, the other side of the force transmission structure abuts against the corresponding accessory structure, and the mounting support and the accessory structure transmit, by means of the force transmission structure, the acting force applied by the corresponding connecting member.

Description

A type of vehicle

[0001] Cross-reference to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411873134.4, filed on December 17, 2024, entitled “A Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

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

[0004] With the continuous development of automotive technology, the requirements for vehicle lightweighting are becoming increasingly stringent, and the vehicle body frame is a crucial component affecting the lightweighting process. Some related technologies utilize non-metallic materials for the vehicle body frame; however, non-metallic materials have poor creep resistance. For example, at bolt connections, if the material of the vehicle body frame undergoes creep, it may lead to a decrease in the preload of the bolt connection, thereby reducing the reliability of the bolt connection. Summary of the Invention

[0005] In view of this, the present disclosure aims to provide a vehicle that at least to some extent improves the creep phenomenon of the non-metallic frame beam body.

[0006] This disclosure provides a vehicle, including:

[0007] The vehicle frame includes: a frame beam body, which is a non-metallic structure. The frame beam body has a first side and a second side arranged opposite to each other, with the first side facing the inside of the vehicle body and the second side facing the outside of the vehicle body. The frame beam body is provided with through holes.

[0008] The mounting bracket is installed on the first side of the main frame beam.

[0009] The attachment structure is located on the second side of the main frame beam.

[0010] The connector passes through the main body of the frame beam. The two ends of the connector are respectively connected to the mounting bracket and the accessory structure, and exert a force on the mounting bracket and the accessory structure in a direction that moves them closer to each other.

[0011] The force transmission structure is located in the through hole. One side of the force transmission structure abuts against the mounting bracket, and the other side of the force transmission structure abuts against the accessory structure. The mounting bracket and accessory structure transmit the force applied by the connector through the force transmission structure.

[0012] In this embodiment, the frame beam body is made of non-metallic material. Non-metallic materials are lightweight, which helps reduce the weight of the vehicle frame, thereby reducing fuel consumption and improving vehicle economy. Non-metallic materials do not have the problem of easy rusting, and the manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Furthermore, using non-metallic materials to manufacture the frame beam body eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need for stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs. The mounting bracket and accessory structure transmit forces through a force transmission structure. Therefore, regardless of whether the frame beam body undergoes creep, it will not affect the preload of the connectors, which helps improve the connection reliability of the connectors, mounting brackets, and accessory structures. Of course, since the mounting bracket and accessory structure transmit forces through a force transmission structure, it helps reduce the stress on the frame beam body from the connectors, thus reducing the possibility of creep in the frame beam body.

[0013] In some implementation schemes, the material strength of the force-transmitting structure is greater than that of the main frame beam.

[0014] In this design, the force-transmitting structure is less prone to deformation than the main frame beam, which helps improve the reliability of the force transmission structure.

[0015] In some implementation schemes, the force transmission structure is a metal structure. This can improve the structural strength and reliability of the force transmission structure.

[0016] In some implementations, the connector passes through the through hole, and the force transmission structure is annular and surrounds the outer periphery of the connector. This reduces the number of openings in the frame beam body, minimizing the impact on the structural strength of the frame beam body. Furthermore, because the force transmission structure surrounds the outer periphery of the connector, the outer surface of the connector will not contact the frame beam body. If the connector is subjected to lateral loads, it will not compress the frame beam body, further reducing the possibility of creep in the frame beam body.

[0017] In some implementations, the surface of the mounting bracket facing the force transmission structure has a groove, into which a portion of the force transmission structure extends. The groove allows the force transmission structure to have a relatively large dimension in the direction of extension of the connector, which helps improve the structural strength and reliability of the force transmission structure.

[0018] In some implementations, the force-transmitting structure has an outer peripheral surface, and the recess has a peripheral sidewall surrounding the outer peripheral surface; the peripheral sidewall is used to engage with a stop on the outer peripheral surface to limit the relative movement of the force-transmitting structure on the mounting bracket surface. The peripheral sidewall serves to limit the mounting bracket, reducing the probability of relative movement between the force-transmitting structure and the mounting bracket in a direction perpendicular to the extension of the connector.

[0019] In some implementations, the force-transmitting structure is annular, or it includes a cylindrical section and a shoulder, with the shoulder protruding from the outer circumference of the cylindrical section. The cylindrical section passes through the frame beam body, and the shoulder is sandwiched between the frame beam body and the mounting bracket. Because the shoulder is inside the frame beam body, it prevents the force-transmitting structure from detaching from the hole in the frame beam body through which it passes. Furthermore, it increases the contact area between the force-transmitting structure and the mounting bracket, improving the reliability of force transmission.

[0020] In some implementations, the mounting bracket is a one-piece metal component; and / or, the connector is a one-piece metal component. This helps to improve the structural strength and reliability of the mounting bracket or connector.

[0021] In some implementation schemes, the force-transmitting structure and the accessory structure are separate structures, and the force-transmitting structure does not extend beyond the outer surface of the frame beam body. In this way, the force-transmitting structure does not affect the contact between the accessory structure and the outer surface of the frame beam body, allowing the accessory structure to rest against the outer surface of the frame beam body with minimal gaps, thus improving the connection reliability between the accessory structure and the frame beam body. It should be noted that in this embodiment, the force-transmitting structure and the mounting bracket can be either an integrated structure or separate structures.

[0022] In some implementation schemes, the force transmission structure and the mounting bracket are separate structures, while the force transmission structure and the accessory structure are an integrated structure; or,

[0023] The force transmission structure and accessory structure are separate structures, while the force transmission structure and mounting bracket are an integrated structure; or,

[0024] The force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are also separate structures.

[0025] In embodiments where the force transmission structure and accessory structure are integrated, or where the force transmission structure and mounting bracket are integrated, it is advantageous to reduce assembly steps and the number of parts. In embodiments where the force transmission structure and mounting bracket are separate structures, and the force transmission structure and accessory structure are also separate structures, the mounting bracket and accessory structure can use existing parts, requiring only the addition of a force transmission structure.

[0026] In some embodiments, the mounting bracket has a threaded hole extending along the length of the connector, and the connector has a threaded segment, at least a portion of which is received in and threadedly connected to the threaded hole. This facilitates connection between the threaded segment and the threaded hole, and the preload of the connector can be adjusted by rotating the angle of the connector. It should be noted that either a portion of the rod-like structure constitutes the threaded segment, or all of the rod-like structure may constitute the threaded segment.

[0027] In some implementation schemes, the thickness of the portion of the frame beam body that does not contact the accessory structure is the first thickness, and the dimension of the force-transmitting structure along the length of the connector is the second thickness; the first thickness is greater than the second thickness, and the difference between the two is 0.05mm to 0.1mm. During assembly, as the connector tightens the mounting bracket and accessory structure, the mounting bracket and accessory structure move closer to each other. Because the first thickness is greater than the second thickness, the portion of the frame beam body located between the mounting bracket and accessory structure is subjected to the clamping force of the mounting bracket and accessory structure, causing deformation. This results in the outer surface of the frame beam body being in close contact with the accessory structure, and the inner surface of the frame beam body being in close contact with the mounting bracket, thereby improving the sealing performance of the connection between the frame beam body, accessory structure, and mounting bracket.

[0028] In some implementation schemes, at least a portion of the frame beam constitutes the vehicle's A-pillar and / or B-pillar, and the accessory structure includes at least one of a door hinge, door lock, and door opening limiter. Thus, the force transmission structure between the accessory structure and the mounting bracket helps ensure the preload of the connectors and the reliability of the accessory structure, thereby contributing to the reliability of the door.

[0029] In some implementation schemes, the vehicle frame also includes a reinforcing structure located on the first side of the main frame beam to enhance its strength. A mounting bracket is positioned between the main frame beam and the reinforcing structure. The reinforcing structure strengthens the main frame beam, reducing the likelihood of deformation or breakage during a collision, thereby improving the overall collision protection performance of the vehicle frame.

[0030] In some implementations, the main frame beam protrudes outwards towards the vehicle body to form an open slot on the inner side of the main frame beam, with at least a portion of the reinforcing structure located within the open slot. The open slot serves as an energy-absorbing zone, effectively absorbing and dispersing impact energy; furthermore, it provides installation space for the reinforcing structure, and its design contributes to the vehicle's lightweight design. The combination of the reinforcing structure and the open slot further enhances the structural strength and collision resistance of the vehicle body frame.

[0031] In some implementations, the reinforcing structure includes reinforcing tubes arranged along the extension direction of the open slot, with mounting brackets connected to the reinforcing tubes. The tubular reinforcing tubes help increase the tensile strength of the frame beam body, making it more robust under tensile loads. Simultaneously, the tubular reinforcing tubes help improve the rigidity of the frame beam body, reduce deformation under stress, and enhance the structural strength and rigidity of the vehicle body frame.

[0032] In some implementation schemes, the mounting brackets are welded or bonded to the reinforcing tubes. This avoids connections using fasteners such as screws, preventing fasteners from interfering with the installation of the frame beams or other structures.

[0033] In some implementations, the reinforcing tube includes a tube body and a resin-filled structure, the resin-filled structure being inserted into the tube body. The resin-filled structure is used to enhance the structural strength and stiffness of the tube body.

[0034] In some implementations, the resin-filled structure includes polyurea and / or polyurethane; and / or, the tube body is a thermoplastic pultruded composite tube. Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforced tube. Thermoplastic pultruded composite tubes are composite tubes produced by the pultrusion process. Thermoplastic pultruded composite tubes have high strength and high rigidity, which helps to increase the structural strength and rigidity of the reinforced tube, and the composite material helps to improve the lightweight of the vehicle body frame.

[0035] In some implementations, the reinforcing tube includes a tube body and at least one reinforcing rib disposed within the tube body. In a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing rib are connected to the inner wall of the tube body. By providing a reinforcing rib within the tube body, the structural strength and rigidity of the reinforcing tube are further improved.

[0036] In some implementations, the tube body and at least one reinforcing rib are integrated into an aluminum pultruded tube structure. Aluminum pultruded tube structures are aluminum tubes produced through a pultrusion process, possessing high strength and the ability to withstand significant mechanical loads. Furthermore, aluminum pultruded tubes exhibit high stiffness, reducing deformation under stress. Additionally, aluminum has a lower density, which helps reduce the weight of the vehicle body frame compared to traditional steel bodies.

[0037] In some implementation schemes, the reinforcing structure includes stiffeners that are injection-molded onto the inner surface of the frame beam body. The injection molding process integrates the stiffeners with the frame beam body, reducing assembly requirements. This process also allows the injection molding material to penetrate deep into all corners of the frame beam body. Furthermore, the injection molding process facilitates the fabrication of the stiffeners into various shapes based on the collision stress conditions of the vehicle frame, and allows for the addition of thicknesses in critical stress areas. In other words, the extension direction, thickness, and position of each stiffener rib within the frame beam body can be optimized according to the collision stress conditions of the vehicle frame.

[0038] In some embodiments, the reinforcing rib structure comprises 35-70 parts by weight of a thermoplastic resin matrix and 30-65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100. The composite material formed by combining long glass fibers and a thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin. This helps to improve the elastic modulus, tensile strength, and elongation at break of the reinforcing rib structure. Furthermore, the thermoplastic resin matrix is ​​easy to mold, such as through injection molding, extrusion molding, and compression molding.

[0039] In some implementation schemes, the reinforcing rib structure includes 2 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0040] In some embodiments, the reinforcing rib structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the reinforcing rib structure includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer, antioxidant, etc., are used to further improve the properties of the composite material with the reinforcing rib structure.

[0041] In some implementations, the stiffening structure includes multiple stiffeners, at least a portion of which are arranged in a cross pattern. This minimizes stress concentration in individual stiffeners, allowing the stiffening structure to distribute stress evenly, thereby contributing to improved overall structural strength and stiffness of the vehicle frame.

[0042] In some implementation schemes, the reinforcing structure incorporates an interior trim mounting structure for mounting the vehicle's interior components. This means the interior trim mounting structure is integrated into the reinforcing structure, eliminating the need for separate components with interior trim mounting capabilities. This reduces the number of components and the assembly process, contributing to a lighter vehicle frame and improved manufacturing efficiency.

[0043] In some implementations, at least a portion of the frame beam body constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure for mounting seat belt accessories, wherein at least one seat belt accessory mounting structure is formed in the reinforcing structure of the B-pillar and / or C-pillar.

[0044] At least one of the seat belt accessories includes at least one of a seat belt height adjuster and a seat belt retractor.

[0045] Seatbelt attachments must be installed on both the B-pillar and / or C-pillar. The reinforced structure provides a mounting structure for these attachments, contributing to improved safety for drivers and passengers. Furthermore, the reinforced structure enhances the structural strength and rigidity of the seatbelt attachment mounting structure, reducing the likelihood of seatbelt failure due to structural failure.

[0046] In some implementations, the frame beam body comprises a continuous fiber composite panel, which includes multiple layers of continuous fiber composite material. Each layer of the continuous fiber composite material comprises continuous fibers and a thermoplastic resin matrix, with the thermoplastic resin matrix impregnated in the continuous fibers. The continuous fiber composite material formed using continuous fibers and a thermoplastic resin matrix possesses high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the frame beam body. By setting multiple layers of continuous fiber composite material, the overall performance of the continuous fiber composite material can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0047] In some embodiments, the continuous fiber composite layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of continuous fibers and thermoplastic resin matrix is ​​100. By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in continuous fiber leakage, and it is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. This achieves a relatively balanced state between the content of continuous fibers and thermoplastic resin matrix, making the composite material suitable for use in manufacturing the frame beams of a vehicle body frame.

[0048] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer can further improve the properties of the composite material with the continuous fiber composite layer.

[0049] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. The antioxidant can further improve the performance of the composite material with the continuous fiber composite layer.

[0050] In some implementations, the continuous fiber is continuous glass fiber. Continuous glass fiber has high strength, good elasticity and flexibility, which helps to improve the strength of the single-layer continuous fiber composite layer.

[0051] In some implementation schemes, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%. By controlling the water absorption rate of a single fiber composite layer within this range, the water absorption rate of the frame beam body is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0052] In some implementations, the continuous fibers in a single-layer continuous fiber composite material are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent layers are different. This is because the layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material, and different layup angles of the continuous fibers in adjacent layers help to optimize the performance of the composite material in different directions.

[0053] In some implementations, at least one of the outermost two continuous fiber composite layers on either side of the thickness direction of the continuous fiber composite panel has a layup angle that is neither 0° nor 90°. A layup that is neither 0° nor 90° provides strength in multiple directions, and at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam structure.

[0054] In some implementations, the layup angle of the continuous fibers in the non-0° and non-90° continuous fiber composite layer is 25° to 75°. When the layup angle of the continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength and fatigue resistance of the composite material.

[0055] In some implementations, the continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 40° to 50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0056] In some implementations, the sum of the number of continuous fiber composite layers with layup angles neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers. This ensures that the non-0° and non-90° layup is within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within reasonable ranges, thus maximizing the structural strength and stiffness of the frame beam.

[0057] In some implementation schemes, the thickness of the continuous fiber composite panel is 1.2mm to 5mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2mm to 0.3mm. By limiting the minimum thickness of the continuous fiber composite panel, the thickness of the main frame beam is kept from being too low, thus failing to meet the requirements for structural strength and stiffness. By limiting the maximum thickness of the main frame beam, the excessive thickness of the main frame beam is kept from affecting the aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, on the one hand, the thickness of the single-layer continuous fiber composite material layer is kept from being too low, resulting in insufficient structural strength and stiffness; on the other hand, the thickness of the fiber composite material layer is kept from being too high, resulting in an excessively thick main frame beam when multiple layers of continuous fiber composite material are laid, thus affecting the overall aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components.

[0058] In some implementations, the vehicle includes a battery and a chassis. The battery powers the vehicle, and the body frame and chassis together enclose the passenger compartment, with the battery casing forming the passenger compartment floor. Integrating the battery into the passenger compartment floor reduces additional supports and connecting parts, helps reduce overall vehicle weight, and allows for more efficient use of the vehicle's interior space.

[0059] In some implementations, the vehicle also includes a chassis, with the body frame located on top of and detachably connected to the chassis. This configuration allows for the separation and decoupling of the body frame and chassis, enabling the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis, making it adaptable to various vehicle models. Attached Figure Description

[0060] Figure 1 is an exploded view of a vehicle provided in an embodiment of this disclosure;

[0061] Figure 2 is an exploded view of a partial structure of a vehicle according to an embodiment of the present disclosure;

[0062] Figure 3 is a partial structural schematic diagram of the vehicle frame of the first embodiment of this disclosure from a first perspective.

[0063] Figure 4 is an exploded view of the structure shown in Figure 3;

[0064] Figure 5 is a schematic diagram of the force transmission structure shown in Figure 4;

[0065] Figure 6 is a schematic diagram of the connector shown in Figure 4;

[0066] Figure 7 is a cross-sectional view along the AA direction in Figure 3;

[0067] Figure 8 is a partial structural schematic diagram of the vehicle frame according to the second embodiment of this disclosure;

[0068] Figure 9 is a schematic diagram of the mounting bracket and force transmission structure shown in Figure 8;

[0069] Figure 10 is a cross-sectional view of the structure shown in Figure 8 after assembly, where the cutting position is the same as position AA in Figure 3;

[0070] Figure 11 is a cross-sectional view of a portion of the vehicle frame structure according to the third embodiment of this disclosure, wherein the cutting position is the same as position AA in Figure 3;

[0071] Figure 12 is a cross-sectional view of a portion of the vehicle frame structure according to the fourth embodiment of this disclosure, wherein the cutting position is the same as position AA in Figure 3;

[0072] Figure 13 is a schematic diagram of the force transmission structure shown in Figure 12 from an unsectioned perspective.

[0073] Figure 14 is a schematic diagram of the structure shown in Figure 3 from a second perspective;

[0074] Figure 15 is a schematic diagram of the structure shown in Figure 14 after omitting the reinforcing tube;

[0075] Figure 16 is a partial structural schematic diagram of a vehicle frame according to another embodiment of the present disclosure;

[0076] Figure 17 is a schematic diagram of the laying of a multilayer continuous fiber composite material layer of a continuous fiber composite board provided in an embodiment of the present disclosure.

[0077] Explanation of reference numerals in the attached drawings: 10e, door; 20, body frame; 21, frame beam body; 21a, open slot; 21b, through hole; 21c, first part; 211, A-pillar; 212, B-pillar; 213, C-pillar; 214, side beam; 215, sill beam; 221, reinforcing rib structure; 222, reinforcing tube; 2221, tube body; 2222, reinforcing rib; 2231, seat belt accessory mounting structure; 2232, interior panel mounting structure; 224, mounting bracket; 224a, countersunk groove; 224b, threaded hole; 225, accessory structure; 226, connector; 2261, threaded section; 2262, flange; 2263, end cap; 227, force transmission structure; 2271, cylindrical part; 2272, shoulder; 26, upper connector; 27, lower connector; 30, chassis. Detailed Implementation

[0078] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0079] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this invention will not be described separately.

[0080] In the following description, the terms "first," "second," etc., are used merely to distinguish different objects and do not indicate that the objects have the sameness or relationship. It should be understood that the directional descriptions "above," "below," "outside," and "inside" refer to the orientation under normal use conditions, while "left" and "right" refer to the left and right directions shown in the corresponding diagrams, which may or may not be the left and right directions under normal use conditions.

[0081] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "A plurality of" means two or more.

[0082] With the continuous development of automotive technology, traditional steel body frames have also revealed some drawbacks, such as excessive weight, susceptibility to rust, and high carbon emissions during production. The manufacturing process of steel bodies requires stamping, welding, and painting, all of which involve significant investment in stamping, welding, and painting workshops, hindering cost reduction in automobile manufacturing. Furthermore, the weight of steel bodies makes lightweight design of the entire vehicle less effective.

[0083] Therefore, related technologies have proposed using non-metallic materials to manufacture the vehicle body frame. Non-metallic materials have poor creep resistance. Taking bolts as an example, at the bolt connection point, if the bolt is subjected to a large lateral load, the bolt connection requires a large preload, thus the vehicle body frame will be subjected to a large clamping force. Furthermore, the lateral force on the bolt will also transfer the force to the vehicle body frame. Therefore, the non-metallic material vehicle body frame is prone to localized creep. Creep leads to a decrease in the preload of the bolt connection, and this decrease in preload reduces the reliability of the bolt connection.

[0084] In view of this, in order to overcome at least some of the defects of non-metallic vehicle body frames, embodiments of this disclosure provide a vehicle.

[0085] Please refer to Figures 1 and 2. This disclosure provides a vehicle, which includes a chassis 30 and a body frame 20 disposed above the chassis 30.

[0086] In some embodiments, the vehicle frame 20 and the chassis 30 are welded together.

[0087] In other embodiments, the vehicle frame 20 is located above the chassis 30 and is detachably connected to the chassis 30. In this case, the chassis 30 adopts a skateboard chassis integrating the three-electric system. The three-electric system refers to the battery system, motor system, and electronic control system. This arrangement achieves decoupling between the vehicle frame 20 and the chassis 30, allowing the vehicle frame 20 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0088] For example, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0089] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0090] In some embodiments, the number of fasteners is multiple.

[0091] For example, the body frame 20 and the chassis 30 can be detachably connected by using multiple bolts in the circumferential direction of the chassis 30 and the circumferential direction of the body frame 20.

[0092] The following descriptions will use the combination of the vehicle frame 20 and the skateboard chassis 30 as an example.

[0093] Because the skateboard chassis 30 integrates the vehicle's three-electric system, achieving multi-functional and modular integration, it can significantly reduce the vehicle's weight. However, the existing steel body restricts further development of vehicle weight reduction. Therefore, this document proposes to replace at least part of the steel body with a non-metallic material body to further reduce vehicle weight, improve vehicle reliability, and reduce vehicle cost.

[0094] In some embodiments, the vehicle frame 20 and chassis 30 together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connecting parts can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0095] Please refer to Figures 4 and 8. In the embodiments provided in this disclosure, the vehicle frame 20 (see Figures 1 and 2) includes a frame beam body 21, a mounting bracket 224, an accessory structure 225, a connector 226, and a force transmission structure 227.

[0096] The frame beam body 21 is a non-metallic structure with a first side and a second side facing away from each other. The first side faces the inner side of the vehicle body, and the second side faces the outer side of the vehicle body. Referring to Figures 4 and 8, the frame beam body 21 has a through hole 21b. Referring to Figures 7, 10 to 12, a mounting bracket 224 is located on the first side of the frame beam body 21. An accessory structure 225 is located on the second side of the frame beam body 21. A connector 226 passes through the frame beam body 21, with its two ends connected to the mounting bracket 224 and the accessory structure 225, respectively, and applies a force to the mounting bracket 224 and the accessory structure 225 in a direction that pulls them closer together. A force transmission structure 227 is located in the through hole 21b. One side of the force transmission structure 227 abuts against the mounting bracket 224, and the other side abuts against the accessory structure 225. The mounting bracket 224 and the accessory structure 225 transmit the force applied by the connector 226 through the force transmission structure 227.

[0097] In this embodiment, the frame beam body 21 is made of a non-metallic material. Non-metallic materials are lightweight, which helps reduce the weight of the vehicle frame 20, thereby reducing fuel consumption and improving the vehicle's economic performance. Non-metallic materials do not have the problem of easy rusting, and the manufacturing process is more environmentally friendly, helping to reduce carbon emissions. Furthermore, using non-metallic materials to manufacture the frame beam body 21 eliminates the need for stamping, welding, and painting processes, improving manufacturing efficiency and eliminating the need to build stamping, welding, and painting workshops, thus reducing vehicle manufacturing costs.

[0098] In this embodiment, the connector 226 tightens the accessory structure 225 and the mounting bracket 224, applying a pre-tightening force to the accessory structure 225 and the mounting bracket 224 toward each other. Since the two sides of the force transmission structure 227 abut against the mounting bracket 224 and the accessory structure 225 respectively, the force transmission structure 227 has a reaction force on the mounting bracket 224 and the accessory structure 225, thereby causing the accessory structure 225 and the mounting bracket 224 to clamp the force transmission structure 227. In this way, the force is transmitted between the mounting bracket 224 and the accessory structure 225 through the force transmission structure 227. Therefore, regardless of whether the frame beam body 21 will creep, it will not affect the pre-tightening force of the connector 226, which is beneficial to improving the connection reliability of the connector 226, the mounting bracket 224 and the accessory structure 225. Of course, since the force is transmitted between the mounting bracket 224 and the accessory structure 225 through the force transmission structure 227, the preload of the connector 226 will hardly act on the frame beam body 21, thus achieving decoupling of the preload and the frame beam body 21 in the direction of the preload, which is beneficial to reducing the possibility of creep of the frame beam body 21. The connector 226 can be designed with a larger preload.

[0099] For example, referring to Figure 6, the connector 226 is generally rod-shaped, including a rod-shaped structure 2261, a flange 2262, and an end cap 2263. The end cap 2263 is disposed at one end of the rod-shaped structure 2261, and the flange 2262 is disposed between the rod-shaped structure 2261 and the end cap 2263, with the circumscribed circle diameter of the flange 2262 being larger than the outer diameter of the rod-shaped structure 2261. The end cap 2263 abuts against the side of the accessory structure 225 away from the frame beam body 21, and the rod-shaped structure 2261 is connected to the mounting bracket 224. The outer periphery of the end cap 2263 is non-cylindrical, so that the end cap 2263 can be used with tools such as wrenches.

[0100] The specific material of the force transmission structure 227 is not limited. For example, in some embodiments, the material of the force transmission structure 227 may be ceramic.

[0101] For example, the force transmission structure 227 is a metal structure, that is, the material of the force transmission structure 227 is metal, such as iron alloy, copper alloy, aluminum alloy, etc. In this way, the structural strength and reliability of the force transmission structure 27 can be improved.

[0102] The specific shape of the force transmission structure 227 is not limited. For example, in some embodiments, as shown in Figure 5, the force transmission structure 227 is generally annular.

[0103] In other embodiments, referring to FIG13, the force transmission structure 227 includes a cylindrical portion 2271 and a shoulder 2272. The shoulder 2272 protrudes from the outer peripheral surface of the cylindrical portion 2271. Referring to FIG12, the cylindrical portion 2271 passes through the frame beam body 21, and the shoulder 2272 is sandwiched between the frame beam body 21 and the mounting bracket 224. During assembly, the force transmission structure 227 can be installed on the frame beam body 21 first, and then the mounting bracket 224 can be connected to the frame beam body 21. In this embodiment, since the shoulder 2272 is on the inner side of the frame beam body 21, it is possible to prevent the force transmission structure 227 from coming out of the hole (e.g., the through hole described below) in the frame beam body 21 through which the force transmission structure 227 passes. In addition, it is also beneficial to increase the contact area between the force transmission structure 227 and the mounting bracket 224, thereby improving the force transmission reliability of both.

[0104] For example, the material strength of the force transmission structure 227 is greater than that of the frame beam body 21. The strength of a material is its ability to resist failure under external force; in this embodiment, strength can be characterized by compressive strength. In this embodiment, the force transmission structure 227 is less prone to deformation than the frame beam body 21, thus improving the reliability of force transmission.

[0105] In some embodiments, referring to Figures 7, 10 to 12, the connector 226 passes through the through hole 21b, and the force transmission structure 227 is annular and surrounds the outer periphery of the connector 226. That is, the connector 226 and the force transmission structure 227 share the same through hole 21b. This reduces the number of openings on the frame beam body 21, thus reducing the impact on the structural strength of the frame beam body 21. Furthermore, since the force transmission structure 227 surrounds the outer periphery of the connector 226, the outer peripheral surface of the connector 226 will not contact the frame beam body 21. If the connector 226 is subjected to a lateral load, it will not compress the frame beam body 21, preventing uneven wear of the through hole 21b and further reducing the possibility of creep in the frame beam body 21.

[0106] Of course, in other embodiments, the connector 226 is located outside the through hole 21b, that is, the connector 226 passes through a hole on the frame body that is independent of the through hole 21b.

[0107] For example, referring to Figures 7, 11 and 12, the surface of the mounting bracket 224 facing the force transmission structure 227 has a groove 224a, and a portion of the force transmission structure 227 extends into the groove 224a.

[0108] Specifically, the opening of the settling tank 224a faces the side where the accessory structure 225 is located. The settling tank 224a includes a bottom wall and peripheral side walls. The bottom wall faces the opening of the settling tank 224a, and the peripheral side walls surround the bottom wall. The end of the force transmission structure 227 abuts against the bottom wall.

[0109] It should be noted that the peripheral sidewall and the force transmission structure 227 may or may not be in contact.

[0110] The sinkhole 224a allows the force transmission structure 227 to have a relatively large size in the extension direction of the connector 226, which is beneficial to improving the structural strength and reliability of the force transmission structure 227.

[0111] The shape of the sink 224a can match the cross-sectional shape of the force transmission structure 227. For example, if the cross-sectional shape of the force transmission structure 227 is circular, the sink 224a will be circular; if the cross-sectional shape of the force transmission structure 227 is polygonal, the sink 224a will be polygonal.

[0112] Referring, as exemplarily to Figure 6, the force transmission structure 227 has an outer peripheral surface 226a, and the groove 224a has a peripheral sidewall surrounding the outer peripheral surface 226a. The peripheral sidewall is used to engage with the outer peripheral surface 226a to limit the relative movement of the force transmission structure 227 on the surface of the mounting bracket 224. The peripheral sidewall is used to limit the mounting bracket 224, reducing the probability of relative movement between the force transmission structure 227 and the mounting bracket 224 in a direction perpendicular to the extension of the connector 226.

[0113] For example, the mounting bracket 224 is a one-piece metal component; and / or, the connector 226 is a one-piece metal component. In the embodiment where the mounting bracket 224 is a one-piece metal component, the mounting bracket 224 is a one-piece molded structure made of metal, such as a one-piece sheet metal component, which helps to improve the structural strength and structural reliability of the mounting bracket 224. In the embodiment where the connector 226 is a one-piece metal component, the connector 226 is a one-piece molded structure made of metal, such as a one-piece sheet metal component, which helps to improve the structural strength and structural reliability of the connector 226.

[0114] In some embodiments, referring to Figures 7, 10, and 12, the force transmission structure 227 and the accessory structure 225 are separate structures, and the force transmission structure 227 does not extend beyond the outer surface of the frame beam body 21. Thus, the force transmission structure 227 does not affect the contact between the accessory structure 225 and the outer surface of the frame beam body 21. Therefore, the accessory structure 225 can rest against the outer surface of the frame beam body 21, with minimal gaps between them, which improves the connection reliability between the accessory structure 225 and the frame beam body 21. It should be noted that in this embodiment, the force transmission structure 227 and the mounting bracket 224 can be either an integral structure or separate structures.

[0115] In some embodiments, referring to Figure 11, the force transmission structure 227 and the mounting bracket 224 are separate structures, while the force transmission structure 227 and the accessory structure 225 are an integral structure; or, referring to Figure 10, the force transmission structure 227 and the accessory structure 225 are separate structures, while the force transmission structure 227 and the mounting bracket 224 are an integral structure; or, referring to Figures 7 and 12, the force transmission structure 227 and the mounting bracket 224 are separate structures, while the force transmission structure 227 and the accessory structure 225 are separate structures.

[0116] Please refer to Figure 11. In the embodiment where the force transmission structure 227 and the mounting bracket 224 are separate structures, and the force transmission structure 227 and the accessory structure 225 are integrated structures, the force transmission structure 227 and the accessory structure 225 will not move relative to each other, which is beneficial to reduce assembly processes and also to reduce the number of parts.

[0117] Please refer to Figure 10. In the embodiment where the force transmission structure 227 and the accessory structure 225 are separate structures, and the force transmission structure 227 and the mounting bracket 224 are an integral structure, the force transmission structure 227 and the mounting bracket 224 will not move relative to each other, which is beneficial to reduce assembly processes and also to reduce the number of parts.

[0118] Please refer to Figures 7 and 12. In the embodiment where the force transmission structure 227 and the mounting bracket 224 are separate structures, and the force transmission structure 227 and the accessory structure 225 are also separate structures, the mounting bracket 224 and the accessory structure 225 can use existing components, and only one force transmission structure 227 needs to be added.

[0119] The specific structure of connector 226 is not limited. The connection method between connector 226 and mounting bracket 224 is not limited.

[0120] For example, referring to Figures 7, 10 to 12, the mounting bracket 224 has a threaded hole 224b extending along the length of the connector 226. The connector 226 has a threaded segment, at least a portion of which is accommodated in and threadedly connected to the threaded hole 224b. In this embodiment, the threaded segment and the threaded hole 224b are easily connected, and the preload of the connector 226 can be adjusted by rotating its angle. It should be noted that either a portion of the rod-shaped structure 2261 constitutes the threaded segment, or all of the rod-shaped structure 2261 may constitute the threaded segment.

[0121] For example, the thickness of the part of the frame beam body 21 that does not contact the accessory structure 225 is the first thickness, and the dimension of the force transmission structure 227 along the length direction of the connector 226 is the second thickness; the first thickness is greater than the second thickness, and the difference between the two is 0.05mm to 0.1mm.

[0122] The thickness of the part of the frame beam body 21 that does not contact the accessory structure 225 can be understood as the initial thickness of the frame beam body 21, that is, the thickness of the frame beam body 21 before assembly.

[0123] During assembly, as the connector 226 tightens the mounting bracket 224 and accessory structure 225, the mounting bracket 224 and accessory structure 225 move closer to each other. Since the first thickness is greater than the second thickness, the part of the frame beam body 21 located between the mounting bracket 224 and accessory structure 225 is subjected to the clamping force of the mounting bracket 224 and accessory structure 225, causing deformation. This results in the outer surface of the frame beam body 21 being in close contact with the accessory structure 225, and the inner surface of the frame beam body 21 being in close contact with the mounting bracket 224, thereby improving the sealing performance of the connection between the frame beam body 21, accessory structure 225, and mounting bracket 224.

[0124] For ease of description, the part where the frame beam body 21 does not contact the accessory structure 225 is designated as the first part 21c (see Figures 4 and 8).

[0125] It should be noted that the first part 21c of the frame beam body 21 will deform under clamping force, while the remaining parts outside the first part 21c will not be subjected to clamping force from the mounting bracket 224 and the accessory structure 225. When the thickness of the first part 21c changes from the first thickness to the second thickness, the mounting bracket 224 and the force transmission structure 227 abut against each other, and the accessory structure 225 also abuts against the force transmission structure 227. Thereafter, even if the mounting structure and the accessory structure 225 are subjected to the tension force of the connector 226, the force between the mounting structure and the accessory structure 225 is transmitted through the force transmission structure 227, and will not further compress the frame beam body 21.

[0126] It is understandable that the difference between the first thickness and the second thickness can be interpreted as the pre-compression of the frame beam body 21 to ensure sealing performance.

[0127] Since the difference between the first thickness and the second thickness is 0.05mm to 0.1mm, the pre-compression amount is 0.05mm to 0.1mm. For example, 0.05mm, 0.06mm, 0.07mm, 0.08mm, 0.09mm, 0.1mm, etc. In this embodiment, the range of pre-compression amount of the first part 21c of the frame beam body 21 is appropriate, which provides sufficient pre-compression to ensure sealing performance without excessive deformation that would affect structural strength.

[0128] For example, at least a portion of the frame beam body 21 constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle, and the accessory structure 225 includes at least one of the door hinge 10b, door lock, and door opening limiter.

[0129] The door hinge 10b, door lock, and door opening limiter are all used for opening and closing the door 10e. During vehicle use, the door 10e needs to be opened and closed frequently, the door hinge 10b and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. The connecting part 226 will be subjected to shear force. Therefore, the force transmission structure 227 is used to transmit the force between the accessory structure 225 and the mounting bracket 224, which helps to ensure the preload of the connecting part 226 and the reliability of the accessory structure 225, and thus helps to ensure the reliability of the door.

[0130] For example, the vehicle frame 20 also includes a reinforcing structure disposed on the first side of the frame beam body 21 to enhance the strength of the frame beam body 21, and a mounting bracket 224 disposed between the frame beam body 21 and the reinforcing structure.

[0131] The reinforcement structure is used to strengthen the main body of the frame beam 21, so as to reduce the probability of deformation or breakage of the main body of the frame beam 21 during a collision, thereby improving the overall collision protection performance of the vehicle frame 20.

[0132] For example, the frame beam body 21 protrudes outward toward the vehicle body to form an open slot 21a on the inner side of the frame beam body 21, and at least part of the reinforcing structure is located in the open slot 21a.

[0133] The open slot 21a can serve as an energy-absorbing zone, effectively absorbing and dispersing impact energy. Furthermore, the open slot 21a provides installation space for reinforcing structures, and its design contributes to the vehicle's lightweight design. The combination of the reinforcing structure and the open slot 21a further enhances the structural strength and collision resistance of the vehicle frame 20.

[0134] In some embodiments, referring to Figure 14, the reinforcing structure includes a reinforcing tube 222, which is arranged along the extension direction of the open slot 21a, and a mounting bracket 224 is connected to the reinforcing tube 222. The tubular reinforcing tube 222 helps to increase the tensile strength of the frame beam body 21, making the frame beam body 21 more robust when subjected to tensile loads. At the same time, the tubular reinforcing tube 222 helps to improve the rigidity of the frame beam body 21, reduce the deformation of the frame beam body 21 under stress, and improve the structural strength and rigidity of the vehicle body frame 20.

[0135] In some embodiments, the mounting bracket 224 is welded or bonded to the reinforcing tube 222. This avoids the need for fasteners such as screws, preventing interference with the installation of the frame beam body or other structures. In embodiments where the mounting bracket 224 and the reinforcing tube 222 are connected by welding, the mounting bracket 224 and the reinforcing tube 222 can be welded together before assembly and then assembled onto the frame beam body 21.

[0136] Bonding refers to joining together using resin, such as by gluing or by injection molding.

[0137] In some embodiments, the reinforcing tube 222 includes a tube body 2221 (see Figure 7) and a resin-filled structure, which fills the tube body 2221. The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 2221. The tube body 2221 is shell-shaped, forming the overall outline of the reinforcing tube 222.

[0138] In some embodiments, the tube body 2221 is a thermoplastic pultruded composite tube. The thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the reinforcing tube 222. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 20.

[0139] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0140] For example, in an embodiment where the tube body 2221 is a thermoplastic pultruded composite tube, the wall thickness of the tube body 2221 is 6mm to 10mm. For example, the wall thickness of the tube body 2221 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame 20 cannot meet the structural strength and stiffness requirements, while also ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0141] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 60 mm, and the maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 90 mm. The tube body 2221 designed in this way can at least be used to reinforce the B-pillar 212.

[0142] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane. Polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforcing tube 222.

[0143] In some embodiments, referring to Figure 7, the reinforcing tube 222 includes a tube body 2221 and at least one reinforcing rib 2222 disposed within the tube body 2221. In a cross-section perpendicular to the extending direction of the tube body 2221, the opposite ends of the reinforcing rib 2222 are respectively connected to the inner wall of the tube body 2221. By providing the reinforcing rib 2222 within the tube body 2221, the structural strength and structural stiffness of the reinforcing tube 222 are further improved.

[0144] It is understood that the number of reinforcing ribs 2222 is not limited in the embodiments disclosed herein, and can be set according to the performance requirements of the vehicle frame 20.

[0145] For example, there are multiple reinforcing ribs 2222, which are arranged in a crisscross pattern to strengthen the pipe body 2221 from multiple directions, thereby improving the structural strength and rigidity of the pipe body 2221.

[0146] In some embodiments, the tube body 2221 and at least one reinforcing rib 2222 are an integral aluminum pultruded tube structure. The aluminum pultruded tube structure is an aluminum tube produced through a pultrusion process, possessing high strength and the ability to withstand large mechanical loads. Furthermore, the aluminum pultruded tube has high stiffness, reducing deformation under stress. Moreover, aluminum has a lower density, which helps reduce the weight of the body frame 20 compared to traditional steel car bodies.

[0147] For example, in an embodiment of the aluminum pultruded tube structure, the wall thickness of the tube body 2221 is 3mm to 6mm. For instance, the wall thickness of the tube body 2221 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm, etc. By controlling the wall thickness of the aluminum pultruded tube structure within this range, the strength and stiffness requirements of the vehicle frame 20 can be met. This ensures that the wall of the aluminum pultruded tube structure is not too thin, preventing the vehicle frame 20 from failing to meet the structural strength and stiffness requirements, while also preventing the wall of the aluminum pultruded tube structure from being too thick, resulting in excessive performance.

[0148] In this embodiment, the cross-section of the aluminum pultruded tube structure is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube structure is quadrilateral. The maximum interval between two opposite sides of the quadrilateral along the inward and outward directions of the vehicle frame 20 is 60mm, and the maximum interval between two opposite sides along the forward and backward directions of the vehicle frame 20 is 90mm. The vehicle frame 20 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 212.

[0149] For example, referring to Figure 14, at least a portion of the frame beam body 21 constitutes the B-pillar 212 of the vehicle. The body frame 20 includes an upper connector 26 and a lower connector 27. The reinforcing tube 222 in the open slot 21a of the B-pillar is connected to the side beam 214 and the sill beam 215 of the vehicle via the upper connector 26 and the lower connector 27, respectively. Thus, the upper connector 26 can further reinforce the junction of the B-pillar 212 and the side beam 214, and the lower connector 27 can further reinforce the junction of the B-pillar 212 and the sill beam 215.

[0150] In some embodiments, both the upper connector 26 and the lower connector 27 are inserted into the reinforcing tube 222 within the opening groove 21a of the B-pillar. This arrangement helps to improve the stability of the connection between the reinforcing tube 222 within the opening groove 21a of the B-pillar and the upper connector 26 and the lower connector 27.

[0151] Furthermore, a reinforcing tube 222 is installed in the open groove 21a of the side beam 214, and a reinforcing tube 222 is also installed in the open groove 21a of the sill beam 215. The reinforcing tube 222 in the open groove 21a of the side beam 214 is connected to the reinforcing tube 222 in the open groove 21a of the B-pillar via an upper connector 26. The reinforcing tube 222 in the open groove 21a of the sill beam 215 is connected to the reinforcing tube 222 in the open groove 21a of the B-pillar via a lower connector 27.

[0152] For example, referring to Figures 14 to 16, the reinforcing structure includes a reinforcing rib structure 221, which is injection molded onto the inner surface of the frame beam body 21. The injection molding process integrates the reinforcing rib structure 221 with the frame beam body 21, reducing assembly between them. The injection molding process also allows the injection molding material of the reinforcing rib structure 221 to penetrate deep into all corners of the frame beam body 21. Furthermore, the injection molding process facilitates the processing of the reinforcing rib structure 221 into various shapes according to the collision stress conditions of the vehicle frame 20, and allows for the increase of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of the ribs of each reinforcing rib structure 221 on the frame beam body 21 can be optimized according to the collision stress conditions of the vehicle frame 20.

[0153] In some embodiments, the reinforcing rib structure 221 includes 35-70 parts by weight of thermoplastic resin matrix and 30-65 parts by weight of long glass fiber, and the sum of the weight parts of thermoplastic resin matrix and the weight parts of long glass fiber is 100.

[0154] The composite material formed by combining long glass fibers and thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength and elongation at break of the reinforcing rib structure 221. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding and compression molding.

[0155] It should be noted that long glass fibers refer to glass fibers with a length range of 8mm to 12mm. For example, the length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, or 12mm.

[0156] In some embodiments, the reinforcing rib structure 221 further includes 2 to 5 parts by weight of mineral powder. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0157] In some embodiments, the reinforcing rib structure 221 includes 1 to 2 parts by weight of a compatibilizer; and / or, the reinforcing rib structure 221 includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial bonding performance between the resin matrix and the long glass fibers, and to enhance the mechanical properties of the composite material; for example, it can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0158] For example, in some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0159] For example, in some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0160] In some embodiments, the reinforcing rib structure 221 includes multiple ribs, at least a portion of which are arranged crosswise. This minimizes stress concentration in individual ribs, allowing the reinforcing rib structure 221 to distribute stress evenly, thereby helping to improve the overall structural strength and stiffness of the vehicle frame 20.

[0161] It should be noted that in some embodiments, referring to Figures 14 and 15, the reinforcing structure may include both the reinforcing rib structure 221 and the reinforcing tube 222. In other embodiments, referring to Figure 16, the reinforcing structure may include only the reinforcing rib structure 221 and not the reinforcing tube 222. In some other embodiments not shown, the reinforcing structure may include only the reinforcing tube 222 and not the reinforcing rib structure 221.

[0162] In some embodiments, the reinforcing structure includes an interior trim mounting structure (e.g., the seatbelt accessory mounting structure 2231, interior trim panel mounting structure 2232, etc. described below), which is used to mount the vehicle body interior trim.

[0163] The interior mounting structure is formed as part of the reinforcing structure. At this time, there is no need to set up separate parts with interior mounting functions. This can reduce the number of parts and the assembly between parts, which helps to achieve the weight reduction of the body frame 20 and improve manufacturing efficiency.

[0164] It should be noted that the vehicle interior refers to various decorative and functional components inside the vehicle, such as seat belt accessories, interior trim panels 10c, and curtain airbags. Understandably, the specific interior components installed in the interior trim installation structure formed by the reinforcing structure will differ depending on the different parts of the main frame beam 21.

[0165] In some embodiments, referring to Figures 15 and 16, the interior trim mounting structure includes at least one interior trim panel mounting structure 2232 for mounting an interior trim panel 10c. The interior trim panel 10c is used to at least cover the opening slot 21a of the frame beam body 21 from the inside of the vehicle body frame 20. That is, the interior trim panel 10c is used to cover the opening slot 21a, thereby minimizing the direct exposure of the reinforcing structure and the interior trim mounting structure formed on the reinforcing structure to the driver / passenger's view, which helps to improve the aesthetics of the vehicle body frame 20.

[0166] In some embodiments, at least a portion of the frame beam body 21 constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle, as shown in Figures 14 and 16. The interior mounting structure includes at least one seatbelt accessory mounting structure 2231 for mounting seatbelt accessories. The at least one seatbelt accessory mounting structure 2231 is formed in the reinforcing structure of the B-pillar 212 and / or C-pillar 213. The at least one seatbelt accessory includes at least one of a seatbelt high-adjustment and a seatbelt retractor.

[0167] Seatbelt accessories must be installed on both B-pillar 212 and / or C-pillar 213. The reinforced structure provides a seatbelt accessory mounting structure 2231 for installing seatbelt accessories, which helps improve the safety performance of the vehicle driver and / or passenger. Moreover, the reinforced structure helps improve the structural strength and rigidity of the seatbelt accessory mounting structure 2231, reducing the probability of seatbelt failure due to failure of the seatbelt accessory mounting structure 2231.

[0168] In some embodiments, the frame beam body 21 includes a continuous fiber composite plate, which includes multiple layers of continuous fiber composite material, each layer of which includes continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix being impregnated with the continuous fibers.

[0169] Continuous fiber composite materials, formed using continuous fibers and thermoplastic resin matrices, possess high strength, high rigidity, and high toughness, which helps to improve the structural strength and stiffness of the frame beam 21. By setting multiple layers of continuous fiber composite materials, the overall performance of the continuous fiber composite material can be improved by adjusting the layup angle of the continuous fibers in different layers.

[0170] For example, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21. That is, the multiple layers of continuous fiber composite material are first laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21 with open grooves 21a. Using a molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body 21, thereby ensuring the mechanical properties and structural integrity of the frame beam body 21 as much as possible. For example, the frame beam body 21 includes at least columns, side beams 214, and sill beams 215, each with different shapes and dimensions. The columns can be at least one of columns A, B, and C.

[0171] In some embodiments, the continuous fiber composite layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of continuous fibers and the weight parts of thermoplastic resin matrix is ​​100. By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in continuous fiber leakage, and it is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. This achieves a relatively balanced state between the content of continuous fibers and the content of thermoplastic resin matrix, making the performance of the composite material suitable for manufacturing the frame beam body 21 of the vehicle body frame 20.

[0172] In some embodiments, the continuous fiber is continuous glass fiber. Continuous glass fiber has high strength, good elasticity and flexibility, which helps to improve the strength of the single-layer continuous fiber composite layer.

[0173] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial bonding performance between the resin matrix and the continuous fibers, and to improve the mechanical properties of the composite material. For example, it may be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc.

[0174] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0175] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0176] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0177] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0178] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0179] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0180] For example, the lubricant includes white oil.

[0181] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0182] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0183] In some embodiments, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%. By controlling the water absorption rate of a single fiber composite layer within this range, the water absorption rate of the frame beam body 21 is kept low, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 21.

[0184] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%, that is, 0.05% ≤ water absorption rate of each continuous fiber composite layer ≤ 0.3%, thereby further limiting the range of water absorption rate of a single continuous fiber composite layer.

[0185] In some embodiments, the continuous fibers of each continuous fiber composite layer are laid in a unidirectional direction, and the layup angles of the continuous fibers in adjacent continuous fiber composite layers are different. This is because the layup angle of the continuous fibers has a significant impact on the performance of the composite material. The layup direction of the continuous fibers affects the stress distribution inside the composite material, and different layup angles of the continuous fibers in adjacent continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0186] In some embodiments, referring to Figure 17, in the outermost two continuous fiber composite material layers on any side along the thickness direction of the frame beam body 21, at least one continuous fiber has a layup angle that is neither 0° nor 90°. This is because a layup that is neither 0° nor 90° can provide strength in multiple directions, and at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 21.

[0187] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0188] For example, the main frame beam 21 includes a B-pillar 212. The B-pillar 212 extends roughly along the vertical direction of the vehicle frame 20, that is, the length extension direction of the B-pillar 212 is roughly along the vertical direction of the vehicle frame 20, that is, the direction where the arrow Y is located. The width direction of the B-pillar 212 is roughly along the front-back direction of the vehicle frame 20, that is, the direction where the arrow X is located. For the continuous fiber composite material formed in the B-pillar 212, the vertical direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 0°, and the front-back direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 90°.

[0189] The layup angle of the continuous fibers in the remaining fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0190] In some embodiments, the layup angle of the continuous fibers in the fiber composite layer, which is neither 0° nor 90°, is 25° to 75°. When the layup angle of the continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0191] In some embodiments, the continuous fiber layup angle of the non-0° and non-90° continuous fiber composite layer is 40° to 50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the composite material.

[0192] In some embodiments, the sum of the number of fiber composite layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of fiber composite layers. This ensures that the non-0° and non-90° layup is within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within reasonable ranges, and thus ensuring the structural strength and stiffness of the frame beam body 21 as much as possible.

[0193] In some embodiments, the thickness of the continuous fiber composite panel is 1.2 mm to 5 mm; and / or, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm to 0.3 mm. For example, the thickness of the continuous fiber composite panel can be 1.2 mm, 1.3 mm, 1.8 mm, 2 mm, 2.6 mm, 3 mm, 3.5 mm, 4 mm, 4.7 mm, 5 mm, etc. It should be noted that the thickness of the continuous fiber composite panel can be understood as the thickness of the frame beam body 21 before assembly. By limiting the minimum thickness of the continuous fiber composite panel, the thickness of the frame beam body 21 is kept as low as possible to avoid it from failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body 21, the excessive thickness of the frame beam body 21 is kept as high as possible to avoid it from affecting the aesthetic performance of the vehicle body frame 20 or interfering with the installation of other vehicle components.

[0194] The thickness of a single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the range of the thickness of the single-layer continuous fiber composite material layer, it is to avoid the structural strength and stiffness of the single-layer continuous fiber composite material being insufficient due to its excessive thickness, and to avoid the frame beam body 21 being too thick when laying multiple layers of continuous fiber composite material, which would affect the overall aesthetic performance of the vehicle body frame 20 or interfere with the installation of other vehicle components.

[0195] In the description of this disclosure, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this disclosure. In this disclosure, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, those skilled in the art can combine different embodiments or examples described in this disclosure, as well as features of different embodiments or examples, without contradiction.

[0196] The above description is merely a preferred embodiment of this disclosure and is not intended to limit this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle comprising: The vehicle body frame includes: a frame beam body, the frame beam body is a non-metallic structure, the frame beam body has a first side and a second side arranged opposite to each other, the first side faces the inner side of the vehicle body, the second side faces the outer side of the vehicle body, and the frame beam body is provided with through holes; The mounting bracket is installed on the first side of the main body of the frame beam; The attachment structure is located on the second side of the main frame beam. A connector passes through the main body of the frame beam, with its two ends connected to the mounting bracket and the accessory structure, respectively, and applies a force to the mounting bracket and the accessory structure in a direction that moves them closer to each other; A force transmission structure is disposed in the through hole. One side of the force transmission structure abuts against the mounting bracket, and the other side of the force transmission structure abuts against the accessory structure. The mounting bracket and the accessory structure transmit the force applied by the connector through the force transmission structure.

2. The vehicle according to claim 1, wherein, The material strength of the force transmission structure is greater than the material strength of the main frame beam.

3. The vehicle according to claim 1 or 2, wherein, The force transmission structure is a metal structure.

4. The vehicle according to any one of claims 1-3, wherein, The connector passes through the through hole, and the force transmission structure is annular and surrounds the outer periphery of the connector.

5. The vehicle according to any one of claims 1-4, wherein, The mounting bracket has a groove on the side of the force transmission structure facing the force transmission structure, and a portion of the force transmission structure extends into the groove.

6. The vehicle according to claim 5, wherein, The force transmission structure has an outer peripheral surface, and the sink has a peripheral sidewall surrounding the outer peripheral surface; the peripheral sidewall is used to cooperate with the stop of the outer peripheral surface to limit the relative movement of the force transmission structure on the mounting bracket surface.

7. The vehicle according to any one of claims 1-6, wherein, The force transmission structure is annular, or the force transmission structure includes a cylindrical part and a shoulder, the shoulder protruding from the outer circumferential surface of the cylindrical part, the cylindrical part passing through the frame beam body, and the shoulder being sandwiched between the frame beam body and the mounting bracket.

8. The vehicle according to any one of claims 1-7, wherein, The mounting bracket is a one-piece metal component; and / or, the connector is a one-piece metal component.

9. The vehicle according to any one of claims 1-8, wherein, The force transmission structure and the accessory structure are separate structures, and the force transmission structure does not extend beyond the outer surface of the frame beam body.

10. The vehicle according to any one of claims 1-8, wherein, The force transmission structure and the mounting bracket are separate structures, while the force transmission structure and the accessory structure are an integral structure; or, The force transmission structure and the accessory structure are separate structures, while the force transmission structure and the mounting bracket are an integral structure; or, The force transmission structure and the mounting bracket are separate structures, and the force transmission structure and the accessory structure are also separate structures.

11. The vehicle according to any one of claims 1-10, wherein, The mounting bracket has a threaded hole that extends along the length of the connector. The connector has a threaded section, at least a portion of which is accommodated in the threaded hole and threadedly connected to the threaded hole.

12. The vehicle according to any one of claims 1-11, wherein, The thickness of the part of the frame beam that does not contact the accessory structure is the first thickness, and the dimension of the force transmission structure along the length of the connector is the second thickness; the first thickness is greater than the second thickness, and the difference between the two is 0.05mm to 0.1mm.

13. The vehicle according to any one of claims 1-12, wherein, At least a portion of the main frame beam constitutes the A-pillar and / or B-pillar of the vehicle, and the accessory structure includes at least one of a door hinge, a door lock, and a door opening limiter.

14. The vehicle according to any one of claims 1-12, wherein, The vehicle frame also includes a reinforcing structure, which is disposed on the first side of the main body of the frame beam to enhance the strength of the main body of the frame beam. The mounting bracket is disposed between the main body of the frame beam and the reinforcing structure.

15. The vehicle according to claim 14, wherein, The main body of the frame beam protrudes outward toward the vehicle body to form an open groove on the inner side of the main body of the frame beam, and at least a portion of the reinforcing structure is located in the open groove.

16. The vehicle according to claim 15, wherein, The reinforcing structure includes a reinforcing tube arranged along the extension direction of the open groove, and the mounting bracket is connected to the reinforcing tube.

17. The vehicle according to claim 16, wherein, The mounting bracket is welded or bonded to the reinforcing tube.

18. The vehicle according to claim 16, wherein, The reinforcing tube includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

19. The vehicle according to claim 18, wherein, The resin-filled structure includes polyurea and / or polyurethane; and / or, the tube body is a thermoplastic pultruded composite tube.

20. The vehicle according to claim 16, wherein, The reinforcing tube includes a tube body and at least one reinforcing rib disposed within the tube body. In a cross-section perpendicular to the extending direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

21. The vehicle according to claim 20, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure.

22. The vehicle according to any one of claims 14-21, wherein, The reinforcing structure includes a reinforcing rib structure, which is injection molded onto the inner surface of the frame beam body.

23. The vehicle according to claim 22, wherein, The reinforcing rib structure comprises 35-70 parts by weight of thermoplastic resin matrix and 30-65 parts by weight of long glass fiber, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fiber is 100.

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

25. The vehicle according to claim 23 or 24, wherein, The reinforcing rib structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the reinforcing rib structure includes 0.1 to 0.4 parts by weight of an antioxidant.

26. The vehicle according to any one of claims 22-25, wherein, The reinforcing rib structure includes multiple ribs, at least a portion of which are arranged in a cross pattern.

27. The vehicle according to any one of claims 14-26, wherein, The reinforcing structure has an interior trim mounting structure for mounting the vehicle body interior trim.

28. The vehicle according to claim 27, wherein, At least a portion of the main frame beam constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure for mounting seat belt accessories, the at least one seat belt accessory mounting structure being formed in the reinforcing structure of the B-pillar and / or C-pillar; The at least one seatbelt accessory includes at least one of a seatbelt height adjuster and a seatbelt retractor.

29. The vehicle according to any one of claims 1-28, wherein, The main body of the frame beam includes a continuous fiber composite plate, which includes multiple layers of continuous fiber composite material. Each layer of the continuous fiber composite material includes continuous fibers and a thermoplastic resin matrix, and the thermoplastic resin matrix is ​​impregnated with the continuous fibers.

30. The vehicle according to claim 29, wherein, The continuous fiber composite material layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the continuous fibers and the weight parts of the thermoplastic resin matrix is ​​100.

31. The vehicle according to claim 30, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer.

32. The vehicle according to claim 30 or 31, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

33. The vehicle according to any one of claims 29-32, wherein, The continuous fiber is a continuous glass fiber.

34. The vehicle according to any one of claims 29-32, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

35. The vehicle according to any one of claims 29-32, wherein, The continuous fibers of a single layer of the continuous fiber composite material are laid in a unidirectional direction, and the laying angles of the continuous fibers of two adjacent layers of the continuous fiber composite material are different.

36. The vehicle according to claim 35, wherein, In the continuous fiber composite board, at least one of the outermost two continuous fiber composite material layers on any side along the thickness direction has a layup angle that is neither 0° nor 90°.

37. The vehicle according to claim 36, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

38. The vehicle according to claim 36, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

39. The vehicle according to any one of claims 36-38, wherein, The sum of the number of continuous fiber composite material layers with continuous fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

40. The vehicle according to any one of claims 29-39, wherein, The thickness of the continuous fiber composite board is 1.2 mm to 5 mm; and / or, the thickness of a single layer of the continuous fiber composite material is 0.2 mm to 0.3 mm.

41. The vehicle according to any one of claims 1-40, wherein, The vehicle includes a battery and a chassis. The battery powers the vehicle. The vehicle frame and the chassis together enclose the passenger compartment of the vehicle. The battery casing forms the floor of the passenger compartment.

42. The vehicle according to any one of claims 1-40, wherein, The vehicle also includes a chassis, with the body frame located above the chassis and detachably connected to the chassis.

Images