Vehicle

Abstract

Embodiments of the present disclosure provide a vehicle. The vehicle comprises a vehicle body frame and an exterior covering member. The vehicle body frame comprises a fiber composite plate and a reinforcing structure. The fiber composite plate has a first side and a second side arranged facing away from each other. The first side faces an inner side of the vehicle, and the second side faces an outer side of the vehicle. The exterior covering member is arranged on the second side of the fiber composite plate. The surface of the side of the exterior covering member facing away from the fiber composite plate is configured to form an outer surface of the vehicle, and at least part of the surface of the side of the exterior covering member facing the fiber composite plate is spaced apart from the fiber composite plate to form a first mounting cavity. The reinforcing structure is arranged at the fiber composite plate and is located in the first mounting cavity.

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. 202411872982.3, filed on December 17, 2024, entitled “A Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, specifically to a vehicle. Background Technology

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

[0005] For the same number of structural components, the body frame is heavier when made of metal, which is not conducive to the further development of lightweight body frame design. Summary of the Invention

[0006] In view of this, the present disclosure aims to provide a vehicle that facilitates simplified manufacturing processes and lightweight design.

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

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

[0009] The vehicle body frame includes a fiber composite panel and a reinforcing structure, the fiber composite panel having a first side and a second side arranged opposite to each other, the first side facing the inside of the vehicle and the second side facing the outside of the vehicle.

[0010] An outer cover is disposed on the second side of the fiber composite panel. The surface of the outer cover facing away from the fiber composite panel is used to form the external surface of the vehicle. At least a portion of the surface of the outer cover facing the fiber composite panel is spaced apart from the fiber composite panel to form a first mounting cavity.

[0011] The reinforcing structure is located on the fiber composite board and within the first mounting cavity.

[0012] In this embodiment, on the one hand, the vehicle body frame replaces the traditional metal outer panel with a fiber composite board. The low density of the fiber composite board is beneficial for achieving lightweight vehicle structure and also helps to simplify the manufacturing process of the vehicle body frame and reduce production costs. On the other hand, the outer covering forms the external surface of the vehicle, which conceals the fiber composite board and the reinforcing structure, thus reducing the requirements for the surface aesthetics of the fiber composite board. In addition, by placing the reinforcing structure between the fiber composite board and the outer covering, the space of the first mounting cavity formed by the fiber composite board recessing into the vehicle at a local location of the vehicle body frame can be used to effectively strengthen the strength of the fiber composite board, thereby maximizing the improvement of the overall stiffness and strength of the vehicle body frame while minimizing the occupancy of the interior space.

[0013] In some embodiments, the fiber composite board includes multiple layers of first continuous fiber composite material, each layer comprising first continuous fibers and a first thermoplastic resin matrix, the first thermoplastic resin matrix connecting the continuous fibers. The composite material formed by the first continuous fibers and the first thermoplastic resin matrix has the characteristics of high strength, high rigidity, and high toughness, which helps to improve the structural strength and structural stiffness of the fiber composite board.

[0014] In some embodiments, the first continuous fiber is a continuous glass fiber. Continuous glass fibers have high strength and good resilience. Combining continuous glass fibers with a first thermoplastic resin matrix helps to improve the tensile strength of the fiber composite board.

[0015] In some embodiments, the thickness of the single-layer first continuous fiber composite material layer ranges from 0.2 mm to 0.3 mm. This reduces the risk of insufficient structural strength and stiffness due to an excessively thin first continuous fiber composite material layer, while also mitigating the risk of an excessively thick fiber thermoplastic composite panel during multi-layer continuous fiber layup. This reduces the risk of issues such as negatively impacting the overall aesthetics of the vehicle frame or interfering with the installation of other vehicle components.

[0016] In some embodiments, the weight percentage of the first continuous fiber is 60-80, and the weight percentage of the first thermoplastic resin matrix is ​​20-40. By controlling the content of the first continuous fiber and the first thermoplastic resin matrix within a reasonable range, the probability of the first continuous fiber being exposed in the first thermoplastic resin matrix due to excessively high content of the first continuous fiber and excessively low content of the first thermoplastic resin matrix can be minimized. Conversely, the situation where the composite material has insufficient strength due to excessively low content of the first continuous fiber and excessively high content of the first thermoplastic resin matrix can be avoided. This achieves a relatively balanced state between the content of the first continuous fiber and the first thermoplastic resin matrix, ensuring that the performance of the composite material meets the mechanical performance requirements of the fiber composite board.

[0017] In some embodiments, the first continuous fiber composite layer further includes 1-5 parts by weight of a first compatibilizer. The first compatibilizer can improve the interfacial adhesion between the first continuous fiber and the first thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0018] In some embodiments, the first continuous fiber composite layer further includes 0.2-0.6 parts by weight of a first antioxidant. The first antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, thereby extending the service life of the composite material.

[0019] In some embodiments, the reinforcing structure includes a plurality of first reinforcing ribs disposed on the surface of the second side of the fiber composite board, and the plurality of first reinforcing ribs interweave with each other to form a mesh structure;

[0020] And / or, at least some of the plurality of first reinforcing ribs are connected end to end to form a ring structure.

[0021] In this way, multiple first stiffeners form a force transmission path with each other, so that the load on the fiber composite board is transferred to each first stiffener, which is beneficial to further improve the stiffness and strength of the fiber composite board.

[0022] In some embodiments, the fiber composite board includes a door frame portion and a main body portion. The door frame portion is located on at least one side of the main body portion along the front-rear direction of the vehicle and is connected to the main body portion. The door frame portion is used to form at least a portion of the door frame of the vehicle. In a projection plane perpendicular to the opposite directions of the first side and the second side, the proportion of the projection of the first reinforcing rib within the projection range of the door frame portion is not less than the proportion of the projection of the first reinforcing rib within the projection range of the main body portion with the same projection area.

[0023] And / or, the height of the first reinforcing rib within the projection range of the door frame portion is not lower than the height of the first reinforcing rib within the projection range of the main body portion.

[0024] This design helps to improve the overall strength and rigidity of the first reinforcing rib in the door frame, thereby further improving the strength and rigidity of the door frame and enhancing its load-bearing capacity. It also reduces the likelihood that the door frame will deform after a vehicle collision, preventing the door from opening. Compared to the first reinforcing rib in the door frame, the first reinforcing rib in the main body occupies a smaller proportion of the projected area, which simplifies the manufacturing process of the first reinforcing rib in the main body and reduces the production cost of the vehicle body frame.

[0025] In some embodiments, the fiber composite panel includes a wheel arch portion, which forms at least a portion of the wheel arch of the vehicle. The wheel arch portion is located below the main body portion and protrudes from the main body portion toward the outer cover. A portion of the first reinforcing rib connects the wheel arch portion and the main body portion. Connecting the main body portion and the wheel arch portion with the first reinforcing rib helps to improve the stiffness and strength of the wheel arch portion, and helps to reduce the probability that the vehicle's tires and suspension will impact the wheel arch portion after a collision, thus causing the wheel arch portion to deform.

[0026] In some embodiments, the door frame portion is located on one side of the wheel arch portion along the longitudinal direction of the vehicle and is connected to the wheel arch portion, with a portion of the first reinforcing rib connecting the door frame portion and the wheel arch portion. This helps to further improve the stiffness and strength of the wheel arch portion and reduces the risk of deformation caused by the vehicle's tires and suspension impacting the wheel arch portion and thus squeezing the door frame portion after a collision.

[0027] In some embodiments, the first reinforcing rib includes radial ribs and circumferential ribs. The radial ribs extend radially along the wheel arch and connect the wheel arch portion and the door frame portion, while the circumferential ribs extend circumferentially along the wheel arch. The radial and circumferential ribs interweave to form a mesh structure. This helps to further improve the stiffness and strength of the wheel arch portion and reduces the risk of deformation caused by the vehicle's tires and suspension impacting the wheel arch portion and subsequently compressing the door frame portion after a collision.

[0028] In some embodiments, the door frame includes a rear door and a tailgate. The rear door is located in front of the main body in the longitudinal direction of the vehicle, and the tailgate is located behind the main body in the longitudinal direction of the vehicle. At least a portion of the first reinforcing rib on the rear door is connected to a first reinforcing rib on the main body, and at least a portion of the first reinforcing rib on the tailgate is connected to a first reinforcing rib on the main body. This allows the load on any one of the main body, rear door, and tailgate to be transmitted to the other two through their respective first reinforcing ribs, thus reducing the probability of deformation or damage to the main body, rear door, and tailgate due to load.

[0029] In some embodiments, the reinforcing structure further includes a reinforcing tube, and a first mounting groove is provided in the first reinforcing rib. The first mounting groove is open on the side facing the outer cover, and at least a portion of the reinforcing tube is embedded in the first mounting groove. The reinforcing tube can further improve the stiffness and strength of the fiber composite board; it is beneficial to reinforce important areas of the fiber composite board by additionally setting the reinforcing tube; the inner wall of the first mounting groove limits the reinforcing tube, making it easy to install the reinforcing tube to a preset position, reducing the risk that the reinforcing tube will shift relative to the fiber composite board and lose its reinforcing function due to external vibration, vehicle bumps, etc. during subsequent use.

[0030] In some embodiments, the reinforcing structure further includes a fastener with a second mounting groove that opens towards the outer cover. A portion of the reinforcing tube is embedded in the second mounting groove, and at least a portion of the fastener is embedded in a first mounting groove and connected to the fiber composite panel. Thus, the fastener, on the one hand, helps to increase the load-bearing area of ​​the fiber composite panel, reducing the probability of structural damage to that area caused by the force exerted by the reinforcing tube on only a portion of the fiber composite panel. On the other hand, it facilitates the transfer of load on the reinforcing tube to the area where the fastener is located, allowing the fastener to be positioned in areas of high structural strength of the fiber composite panel or areas supported by other structures in the vehicle, thereby further reducing the likelihood of deformation or damage to the reinforcing tube and the fiber composite panel.

[0031] In some embodiments, the first reinforcing rib is injection molded onto the surface of the fiber composite panel. By employing the injection molding process, the first reinforcing rib and the fiber composite panel become an integral structure, eliminating the need for further assembly and simplifying the manufacturing process of the vehicle frame. Furthermore, by creating injection molds of different shapes, the shape and size of the first reinforcing rib can be specifically optimized according to the main stress distribution of the fiber composite panel, thereby improving the stiffness and strength of the fiber composite panel while reducing excessive structural redundancy.

[0032] In some embodiments, the first reinforcing rib includes a first thermoplastic resin matrix and long glass fibers. The composite material formed by combining the long glass fibers and the first thermoplastic resin matrix combines the high strength and high modulus of the long glass fibers with the good processability and recyclability of the thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the first reinforcing rib. Moreover, the first thermoplastic resin matrix is ​​easy to mold, which helps to simplify the production process of the first reinforcing rib.

[0033] In some embodiments, the thickness of the first reinforcing rib ranges from 1 mm to 3 mm. This allows the first reinforcing rib to have a certain strength and rigidity while reducing its mass, which in turn reduces the mass of the vehicle frame and allows for the arrangement of more first reinforcing ribs on the fiber composite board.

[0034] And / or, the thickness of the top of the first reinforcing rib is not greater than the thickness of the root of the first reinforcing rib. This is beneficial for the first reinforcing rib to be demolded during the injection molding process. At the same time, it is also beneficial for improving the connection strength between the first reinforcing rib and the fiber composite board.

[0035] In some embodiments, the vehicle body frame further includes a reinforcing tube, the fiber composite panel includes a rear door portion for forming at least a portion of the rear side door frame of the vehicle, at least a portion of the reinforcing tube is located in the rear door portion, the vehicle body frame also includes a door mounting structure disposed in the portion of the reinforcing tube located in the rear door portion, and a door connection structure for connecting at least one of a door hinge, a door lock, and a door opening limiter. This facilitates a more stable installation of the door mounting structure, reduces the risk of misalignment of the door connection structure after a vehicle collision, and ensures the door can open normally for occupant escape.

[0036] In some embodiments, the rear door portion forms the rear part of the rear door frame of the vehicle, and the vehicle body frame also includes a rear sill beam, which forms the sill of the rear door frame of the vehicle. A reinforcing tube is connected to the rear sill beam at one end along its extension direction. This further facilitates a more stable installation of the door mounting structure, reduces the risk of misalignment of the door connection structure after a collision, and ensures the door can open normally for occupant escape.

[0037] In some embodiments, the fiber composite board includes a wheel arch portion, which forms at least a portion of the wheel arch of the vehicle. The wheel arch portion is located below the main body portion. The vehicle frame also includes a suspension mount and a fastener. The fastener is located above the wheel arch portion along the height direction of the vehicle. The fastener has a fixing groove, and a portion of a reinforcing tube passes through the fixing groove and engages with the inner wall of the fixing groove perpendicular to the extension direction of the reinforcing tube. The fastener is connected to the suspension mount, which is used to mount at least the vehicle's suspension system. Thus, through the reinforcing tube and the fastener, the load on the door mounting structure can be transferred to the vehicle's suspension system and the suspension mount, further facilitating a more stable installation of the door mounting structure. This reduces the risk of misalignment of the door connection structure after a collision, and ensures the door can open normally for occupant escape. It also allows the suspension mount to be closer to the shock absorbers in the vehicle's suspension system, facilitating connection and fixation between the suspension mount and the shock absorbers.

[0038] In some embodiments, the fastener includes a first fastener with a reinforcing cavity located on at least one side of the fixing groove perpendicular to the extension direction of the reinforcing tube. The reinforcing cavity contains a plurality of second reinforcing ribs, which interweave to form a mesh structure. Thus, the second reinforcing ribs and the inner wall of the reinforcing cavity help to reduce the weight of the first fastener, thus contributing to its lightweight design. Furthermore, they improve the strength and rigidity of the first fastener, reducing the probability that the first fastener will fail after the reinforcing tube transmits the load, preventing further load transfer to the suspension mounting component.

[0039] In some embodiments, at least a portion of the second reinforcing rib extends perpendicular to the extension direction of the portion of the reinforcing tube located in the fixing groove. This helps to better suppress the displacement of the reinforcing tube in the fixing groove, so as to better enable the reinforcing tube to transfer the load to the fixing member.

[0040] And / or, at least part of the second reinforcing rib connects to the inner walls of opposite sides of the reinforcing cavity. This helps the second reinforcing rib better suppress the deformation of the inner wall of the reinforcing cavity and further improves the stiffness and strength of the first fastener.

[0041] In some embodiments, there are at least two reinforcing cavities, each located on one side of a fixed groove perpendicular to the extension direction of the reinforcing tube. This helps to better suppress bending deformation of the reinforcing tube and reduces the probability of damage to the reinforcing tube, making it difficult to transfer the load to the suspension mount.

[0042] In some embodiments, the reinforcing tube is an extruded one-piece metal structure. In this way, the extrusion molding process is highly efficient, mature, and low in cost, which is conducive to making the cross-sectional shape of the reinforcing tube diverse to adapt to the shape requirements of the vehicle frame layout and different positions of the vehicle.

[0043] Alternatively, the reinforcing tube can be a pultruded composite material structure, which would improve the production efficiency of the reinforcing tube and reduce its weight.

[0044] In some embodiments, the wall thickness of the reinforcing tube ranges from 2 mm to 6 mm. This is beneficial for ensuring that the stiffness and strength of the reinforcing tube meet the requirements, and also for its lightweight design.

[0045] In some embodiments, the vehicle body frame further includes a door mounting structure disposed on at least one of the reinforcing structure and the fiber composite panel. The door mounting structure is used to connect with at least one of the door hinge, door lock, door opening limiter, and door actuator. This helps to improve the installation stability of the door mounting structure and reduces the probability that the door will be unable to open due to displacement of the door mounting structure after a vehicle collision.

[0046] In some embodiments, the fiber composite panel includes a C-pillar and a tailgate. The C-pillar forms at least a portion of the vehicle's C-pillar, and the tailgate forms at least a portion of the vehicle's tailgate frame. The C-pillar is connected to and located above the tailgate. A door mounting structure is located above the C-pillar and connects the C-pillar and the tailgate. Thus, the door mounting structure connects the C-pillar and the tailgate, increasing the connection strength between them and reducing the risk of tailgate deformation due to tailgate load, which could affect the normal use of the tailgate. Simultaneously, the tailgate load can be transferred to the C-pillar and tailgate through the door connection structure, which helps improve the load-bearing capacity of the door mounting structure.

[0047] In some embodiments, the door mounting structure includes a drive mounting structure with a drive mounting area for mounting a door actuator. The door mounting structure also includes multiple third reinforcing ribs that interweave to form a mesh structure and connect to the drive mounting area. These third reinforcing ribs improve the rigidity and strength of the drive mounting structure, enhancing its load-bearing capacity. This reduces the probability of the door failing to move properly due to deformation or damage to the drive mounting structure during door actuator operation.

[0048] In some embodiments, the plurality of third reinforcing ribs include a first portion, the third reinforcing rib of the first portion being located on one side of the drive mounting area along the length direction of the vehicle, and at least a portion of the third reinforcing rib of the first portion extending along the length direction of the vehicle, thereby facilitating the suppression of deformation of the drive mounting structure in the length direction of the vehicle by means of the third reinforcing rib of the first portion.

[0049] And / or, the plurality of third reinforcing ribs include a second portion, the third reinforcing rib of the second portion being located on at least one side of the drive mounting area along the width direction of the vehicle, and at least a portion of the third reinforcing rib of the second portion extending along the width direction of the vehicle, thereby facilitating the suppression of deformation of the drive mounting structure in the width direction of the vehicle by means of the third reinforcing rib of the first portion.

[0050] In some embodiments, the door mounting structure is a die-cast, one-piece metal structure;

[0051] Alternatively, the door mounting structure is a molded composite material structure;

[0052] Alternatively, the door mounting structure may be an injection-molded composite material structure.

[0053] This helps to improve the rigidity and strength of the door mounting structure and increase production efficiency.

[0054] In some embodiments, a portion of the C-pillar is recessed towards the inside of the vehicle and spaced apart from the outer panel to form a second mounting cavity, within which at least a portion of the door mounting structure is located. This improves the rigidity and strength of the C-pillar while allowing the door mounting structure to be installed within the space of the second mounting cavity, thus reducing the additional space occupied within the vehicle frame.

[0055] In some embodiments, the fiber composite panel includes a rear door portion, a main body portion, a tailgate portion, and a C-pillar portion, the C-pillar portion forming at least a portion of the C-pillar of the vehicle, the rear door portion being located in front of the main body portion in the longitudinal direction of the vehicle, the tailgate portion being located behind the main body portion in the longitudinal direction of the vehicle, and the C-pillar portion connecting the top end of the rear door portion in the height direction of the vehicle and the top end of the tailgate portion in the height direction of the vehicle.

[0056] In this way, the deformation caused by the mutual restraint between the rear door, the main body, the tailgate, and the C-pillar is conducive to improving the overall rigidity and strength of the vehicle frame; the fiber composite board is a one-piece molded structural component, and a single structural component can replace different parts in different areas of the vehicle in related technologies, reducing the number of vehicle parts and helping to reduce production costs.

[0057] In some embodiments, the reinforcing structure and the outer cover are spaced apart. This helps reduce the probability that the reinforcing structure will transfer the load it receives to the outer cover, which in turn helps reduce the deformation of the outer cover and improves the aesthetics of the outer surface of the outer cover.

[0058] In some embodiments, the outer covering includes multiple layers of second continuous fiber composite material, each layer comprising second continuous fibers and a second thermoplastic resin matrix, the second thermoplastic resin matrix being connected to the second continuous fibers. The composite material formed by the second continuous fibers and the second thermoplastic resin matrix possesses high strength, high rigidity, and high toughness, which helps to improve the structural strength and structural stiffness of the outer covering.

[0059] In some embodiments, the second continuous fiber is a continuous glass fiber. Continuous glass fibers have high strength and good resilience. Using continuous glass fibers in combination with a second thermoplastic resin matrix helps to improve the tensile strength of the outer covering.

[0060] In some embodiments, the thickness of the single-layer second continuous fiber composite material layer ranges from 0.2 mm to 0.3 mm. This reduces the risk of insufficient structural strength and stiffness due to an excessively thin second continuous fiber composite material layer, while also mitigating the problem of excessively thick outer coverings during multi-layer continuous fiber composite layup. This reduces the risk of issues such as compromised aesthetics of the outer covering or interference with the installation of other vehicle components.

[0061] In some embodiments, the second continuous fiber comprises 60-80 parts by weight, and the second thermoplastic resin matrix comprises 20-40 parts by weight. By controlling the contents of the second continuous fiber and the second thermoplastic resin matrix within a reasonable range, the probability of the second continuous fiber being exposed due to excessively high content of the second continuous fiber and excessively low content of the second thermoplastic resin matrix can be minimized. Conversely, the situation where the composite material has insufficient strength due to excessively low content of the second continuous fiber and excessively high content of the second thermoplastic resin matrix can be avoided. This achieves a relatively balanced state between the contents of the second continuous fiber and the second thermoplastic resin matrix, ensuring that the composite material meets the mechanical performance requirements of the fiber composite board.

[0062] In some embodiments, the second continuous fiber composite layer further includes 1.5 to 3 parts by weight of a second compatibilizer. The second compatibilizer can improve the interfacial adhesion between the second continuous fiber and the second thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0063] In some embodiments, the second continuous fiber composite layer further includes 0.1 to 0.5 parts by weight of a second antioxidant. The second antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, thereby extending the service life of the composite material.

[0064] In some embodiments, the vehicle also includes a chassis, with the body frame mounted on the chassis.

[0065] This helps reduce vehicle weight, simplify vehicle production processes, and lower vehicle manufacturing costs; it also allows for direct application of paint to exterior parts, improving the vehicle's aesthetic appearance.

[0066] In some embodiments, the vehicle body and chassis together enclose the passenger compartment, and the vehicle includes a battery unit whose housing forms the floor of the passenger compartment. By integrating the battery unit into the passenger compartment floor, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0067] In some embodiments, the vehicle body frame is detachably connected to the chassis. This achieves separation and decoupling of the vehicle body and chassis, allowing the vehicle body to be replaced with different types as needed, shortening the development cycle and reducing costs. Attached Figure Description

[0068] Figure 1 is an exploded view of the vehicle frame, outer covering and chassis in one embodiment of this application;

[0069] Figure 2 is an exploded view of the vehicle frame and outer covering in one embodiment of this application;

[0070] Figure 3 is a schematic diagram of the connection between the vehicle frame and the chassis in one embodiment of this application;

[0071] Figure 4 is a schematic diagram of the vehicle frame and outer covering in one embodiment of this application;

[0072] Figure 5 is an exploded view of the vehicle body frame and outer covering in Figure 4;

[0073] Figure 6 is a cross-sectional view of position AA in Figure 4;

[0074] Figure 7 is a schematic diagram of the stacking of the first continuous fiber composite material layer in one embodiment of this application;

[0075] Figure 8 is a magnified view of a portion of position B in Figure 7;

[0076] Figure 9 is a schematic diagram of the arrangement of the fiber composite board, reinforcing tube, first reinforcing rib and door mounting structure in one embodiment of this application, with the viewpoint from the second side to the first side.

[0077] Figure 10 is a schematic diagram of the embodiment in Figure 9 from the first side to the second side;

[0078] Figure 11 is an explosion diagram of the embodiment in Figure 9;

[0079] Figure 12 is a schematic diagram of the explosion at position C in Figure 11;

[0080] Figure 13 is a partial cross-sectional view of position D in Figure 9;

[0081] Figure 14 is a schematic diagram of a fiber composite board in one embodiment of this application;

[0082] Figure 15 is a schematic diagram of the drive mounting structure in one embodiment of this application;

[0083] Figure 16 is a schematic diagram of the stacking of the second continuous fiber composite material layer in one embodiment of this application;

[0084] Figure 17 is a magnified view of a portion of position D in Figure 16.

[0085] Explanation of reference numerals in the attached drawings: 10. Vehicle body frame; 10a. First mounting cavity; 10b. Second mounting cavity; 10c. Passenger compartment; 11. Fiber composite panel; 111. First continuous fiber composite material layer; 1111. First continuous fiber; 1112. First thermoplastic resin matrix; 112. Door frame; 1121. Front door; 1122. Rear door; 1123. Tailgate; 113. Main body; 114. Wheel arch; 115. C-pillar; 12. Outer covering; 121. Second continuous fiber composite material layer; 1211. Second continuous fiber; 1212. Second thermoplastic resin matrix; 13. Reinforcing structure; 131. First reinforcing rib; 131a. First mounting slot; 1311, radial rib; 1312, circumferential rib; 132, reinforcing tube; 133, fastener; 133a, second mounting slot; 1331, first fastener; 1331a, reinforcing cavity; 1332, second reinforcing rib; 14, door mounting structure; 141, drive mounting structure; 141a, drive mounting area; 1411, third reinforcing rib; 1411a, first part; 1411b, second part; 15, suspension mounting component; 20, front side panel; 21, C-pillar; 22, sill beam; 221, rear sill beam; 23, rear door; 24, tailgate; 25, rear side panel; 26, hood; 30, chassis; 31, battery assembly. Detailed Implementation

[0086] It should be noted that, unless otherwise specified, the embodiments and technical features in the embodiments of this disclosure can be combined with each other, and the detailed descriptions in the specific embodiments should be understood as explanations of the purpose of this disclosure and should not be regarded as undue limitations on this disclosure.

[0087] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure; the terms “comprising” and “having”, and any variations thereof, in the specification and the foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0088] In the description of the embodiments of this disclosure, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary or secondary relationship of the indicated technical features. In the description of the embodiments of this disclosure, "a plurality of" means two or more, unless otherwise explicitly defined.

[0089] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0090] In the description of the embodiments of this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0091] In the description of the embodiments of this disclosure, for ease of explanation, as shown in the accompanying drawings, the direction of arrow X is the "length direction of the vehicle", the direction of arrow Y is the "width direction of the vehicle", the direction of arrow Z is the "height direction of the vehicle", z1 indicates the "first side", and z2 indicates the "second side".

[0092] In the description of the embodiments of this disclosure, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this disclosure according to the specific circumstances.

[0093] In the description of the embodiments of this disclosure, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0094] The embodiments of this disclosure will now be described in detail.

[0095] In the relevant technology, in the manufacturing process of the vehicle body frame, alloy steel plates are first stamped to obtain sheet metal parts that meet different shape requirements. Then, the sheet metal parts are welded together to obtain the vehicle body frame. Finally, the vehicle body frame is subjected to cathodic electrophoresis treatment to achieve rust prevention.

[0096] In the aforementioned manufacturing processes, alloy steel has a higher density, resulting in a larger overall mass of the vehicle body frame. The stamping process is also not conducive to forming large-sized and complex-shaped sheet metal parts in one go. The stamping, welding, and electrophoretic anti-corrosion processes require significant investment in equipment and factory buildings, resulting in high costs and an environmentally unfriendly production environment.

[0097] Based on the above problems, this application aims to provide a vehicle including a body frame and an outer covering, wherein the body frame includes a fiber composite panel and a reinforcing structure. The fiber composite panel is made of fiber composite material, which is beneficial for the lightweighting of the body frame; the outer covering is located on the outside of the fiber composite panel to cover the surface of the fiber composite panel, which helps to improve the aesthetics of the body frame; the reinforcing structure can improve the strength and stiffness of the fiber composite panel.

[0098] In some embodiments, referring to FIG1, this application also provides a vehicle, which further includes a chassis 30 and a body frame 10 disposed on the chassis 30.

[0099] This helps to reduce the weight of the vehicle, simplify the vehicle production process, and reduce the vehicle manufacturing cost; it also allows for direct application of paint to the outer cover 12, which helps to improve the vehicle's appearance.

[0100] In some embodiments, the vehicle frame 10 and the chassis 30 are welded together.

[0101] In other embodiments, the vehicle frame 10 is detachably connected to the chassis 30.

[0102] The chassis 30 is a skateboard chassis 30 that integrates the three electric systems.

[0103] This allows for the separation and decoupling of the body frame 10 and the chassis 30, enabling the body frame 10 to be replaced with different types as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis 30, making it adaptable to various vehicle models.

[0104] In some embodiments, referring to Figures 1 and 3, the vehicle frame 10 is located above the chassis 30.

[0105] For example, the body frame 10 and the chassis 30 are detachably connected by fasteners.

[0106] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0107] In some embodiments, the number of fasteners is multiple.

[0108] For example, the body frame 10 and the chassis 30 can be detachably connected by using multiple bolts in the circumferential direction of the chassis 30 and the circumferential direction of the body frame 10.

[0109] The following is an illustrative example of the cooperation between the vehicle frame 10 and the skateboard chassis 30.

[0110] Because the skateboard chassis 30 integrates the vehicle's three-electric system, achieving multi-functional and modular integration, it can significantly reduce the vehicle's weight. However, the existing vehicle body frame 10 is made of steel, which restricts further development of vehicle weight reduction. Therefore, this application proposes to replace at least part of the steel vehicle body frame 10 with composite materials to further reduce vehicle weight, improve vehicle reliability, and ensure reduced vehicle costs.

[0111] In some embodiments, referring to FIG3, the vehicle frame 10 and chassis 30 together enclose to form the passenger compartment 10c of the vehicle, and the vehicle includes a battery device 31, the housing of which forms the floor of the passenger compartment 10c.

[0112] By integrating the battery unit 31 into the floor of the passenger compartment 10c, additional brackets and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0113] Referring to Figures 1 and 2, in the embodiments provided in this application, the vehicle includes at least a load-bearing structure and an exterior structure. Typically, the load-bearing structure includes structures such as bumpers, anti-collision beams, A-pillars, B-pillars, C-pillars 21, sill beams 22, crossbeams, and longitudinal beams. Typically, the exterior structure includes structures such as a hood 26, front doors, rear doors 23, tailgate 24, front side panels 20, rear side panels 25, and window frames. In some embodiments, the body frame 10 is used to form the load-bearing structure, and the outer covering is used to form the exterior structure.

[0114] The embodiment of this application provides a vehicle body frame 10 made of composite materials, meaning that the vast majority of the structure of the vehicle body frame 10 is manufactured using composite materials. This will be described in more detail below.

[0115] Specifically, referring to Figures 4 to 6, an embodiment of this application provides a vehicle. The vehicle includes a body frame 10 and an outer covering 12. The body frame 10 includes a fiber composite panel 11 and a reinforcing structure 13.

[0116] The fiber composite panel 11 has a first side and a second side arranged opposite to each other, with the first side facing the inside of the vehicle and the second side facing the outside of the vehicle.

[0117] The outer cover 12 is disposed on the second side of the fiber composite board 11. The surface of the outer cover 12 facing away from the fiber composite board 11 is used to form the exterior surface of the vehicle. At least a portion of the surface of the outer cover 12 facing the fiber composite board 11 is spaced apart from the fiber composite board 11 to form a first mounting cavity 10a.

[0118] The reinforcing structure 13 is provided on the fiber composite board 11 and located in the first mounting cavity 10a.

[0119] Fiber composite board 11 refers to a plate-shaped structural component made of fiber composite materials through molding or other methods.

[0120] A portion of the body frame 10 is made of fiber composite material, which is conducive to one-time molding. Compared with the manufacturing method of splicing multiple metal sheet parts in the prior art, it is beneficial to reduce the number of parts of the body frame 10. This type of material has a lower density than metal materials, which is beneficial to the overall lightweight of the body frame 10. Compared with metal materials, fiber composite materials are more resistant to oxidation and corrosion, which is beneficial to omitting surface treatment processes during manufacturing.

[0121] It is understood that the first and second sides of the fiber composite board 11 are the opposite sides of the fiber composite along its thickness direction.

[0122] The outer cover 12 is located on the side of the fiber composite panel 11 facing the outside of the vehicle, so that when viewed from the outside of the vehicle, the outer cover 12 can cover at least a portion of the fiber composite panel 11.

[0123] The external surfaces of a vehicle refer to the surfaces that are directly exposed to the outside of the vehicle and can be observed under normal use after the vehicle has been manufactured.

[0124] Part of the surface of the outer cladding 12 forms the exterior surface of the vehicle, thereby allowing the fiber composite panel 11 to be removed from direct exposure to the outside.

[0125] The reinforcing structure 13 is provided on the fiber composite board 11. The load on the fiber composite board 11 can be transferred to the reinforcing structure 13. The reinforcing structure 13 plays a supporting and reinforcing role on the fiber composite board 11, which helps to improve the stiffness and strength of the fiber composite board 11 and reduces the probability that the vehicle cannot be used normally due to bending, torsion, tearing and other problems of the fiber composite board 11 during driving.

[0126] Understandably, due to vehicle styling requirements, aerodynamic design requirements, and the functions and styling of the vehicle interior, the shape of the outer cladding 12 used to form the vehicle's exterior surface differs from the shape of the fiber composite board 11 used to provide mounting positions for the vehicle's interior. To ensure that the thicknesses of the outer cladding 12 and the fiber composite board 11 meet the requirements for rigidity, strength, and lightweighting, a first mounting cavity 10a is formed between the outer cladding 12 and the fiber composite board 11 at a certain location on the vehicle frame 10.

[0127] The first mounting cavity 10a accommodates the reinforcing structure 13, preventing it from being directly exposed to the outside and reducing the adverse effects of external collisions, vibrations, and other factors on the force transmission stability between the reinforcing structure 13 and the fiber composite board 11. By utilizing the space within the original first mounting cavity 10a, the reinforcing structure does not need to occupy additional vehicle interior space within the body frame 10.

[0128] In this embodiment of the vehicle, a fiber composite panel 11 replaces the traditional metal outer panel. The low density of the fiber composite panel 11 is beneficial for achieving lightweight vehicle structure and also helps to simplify the manufacturing process of the body frame 10 and reduce production costs. On the other hand, the outer covering 12 forms the external surface of the vehicle, which covers the fiber composite panel 11 and the reinforcing structure 13, thus reducing the requirements for the surface aesthetics of the fiber composite panel 11. In addition, by placing the reinforcing structure 13 between the fiber composite panel 11 and the outer covering 12, the space of the first mounting cavity 10a formed by the fiber composite panel 11 recessing into the vehicle at a local position of the body frame 10 can be used to effectively strengthen the strength of the fiber composite panel 11, thereby maximizing the improvement of the overall rigidity and strength of the body frame 10 while minimizing the occupancy of the interior space.

[0129] Referring to Figure 6, a portion of the fiber composite board 11 is recessed towards the first side to form a cavity, and the cavity is open towards the second side. The outer cover 12 is placed over the open position of the cavity so that the outer cover 12 and the inner wall of the cavity together form the first mounting cavity 10a.

[0130] The fiber composite board 11 has a cavity formed by the recess, which helps to improve the stiffness and strength of the fiber composite board 11.

[0131] In some embodiments, referring to FIG6, a portion of the fiber composite board 11 is connected to the outer cover 12 to fix the positions of both.

[0132] The specific connection method is not limited, such as bonding, welding, and snap-fit ​​connection.

[0133] Understandably, the surface of the outer cover 12 facing away from the fiber composite board 11 can be used to form the A-side or B-side of the vehicle for subsequent painting and other processes.

[0134] In some embodiments, referring to Figures 7 and 8, the fiber composite board 11 includes multiple layers of first continuous fiber composite material 111, each layer of first continuous fiber composite material 111 including first continuous fibers 1111 and a first thermoplastic resin matrix 1112, the first thermoplastic resin matrix 1112 being connected to the first continuous fibers 1111.

[0135] It is understandable that the multilayer first continuous fiber composite material layers 111 are stacked together.

[0136] The fibers in the first continuous fiber 1111 are continuous throughout the material, which is used to make the formed structure have high strength and high stiffness; while the first thermoplastic resin matrix 1112 helps to transfer loads and distribute stress between different first continuous fibers 1111, reducing the risk of fiber breakage. The first thermoplastic resin matrix 1112 can be softened and melted after being heated to a specific temperature so that the fiber composite board 11 can be made into different shapes.

[0137] The composite material formed by the first continuous fiber 1111 and the first thermoplastic resin matrix 1112 has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the fiber composite board 11.

[0138] The multilayer first continuous fiber composite material layer 111 can be formed into a fiber composite board 11 of the required shape by heating and molding, according to the different shapes of the molding die.

[0139] In some embodiments, the material of the first thermoplastic resin matrix 1112 is one or more of polypropylene and polyamide.

[0140] Polypropylene (PP) is a thermoplastic. It has high impact resistance, strong mechanical properties, and can resist corrosion from various organic solvents and acids and alkalis.

[0141] Polyamide (PA), commonly known as nylon, has good wear resistance and fatigue resistance.

[0142] This allows the fiber composite board 11 to better adapt to various working conditions encountered during vehicle operation, and helps to extend the service life of the fiber composite board 11.

[0143] In some embodiments, the first continuous fiber 1111 is a continuous glass fiber.

[0144] Glass fiber is an inorganic fiber material with high tensile strength, good rigidity, non-flammability, and resistance to chemical corrosion.

[0145] Continuous glass fibers possess high strength and good resilience. Combining continuous glass fibers with a first thermoplastic resin matrix 1112 helps to improve the tensile strength of the fiber composite board 11.

[0146] In some embodiments, referring to FIG8, the thickness of the single-layer first continuous fiber composite material layer 111 is 0.2 mm (millimeters) to 0.3 mm. That is, the thickness of the single-layer first continuous fiber composite material layer 111 is L1, 0.2 mm ≤ L1 ≤ 0.3 mm.

[0147] In this way, on the one hand, the risk of insufficient structural strength and rigidity of the single-layer first continuous fiber composite material layer 111 due to excessively low thickness is reduced. On the other hand, it is to reduce the problem of excessively high thickness of the fiber composite board 11 when laying multiple layers of first continuous fiber composite material layer 111, thereby reducing the risk of problems such as interference with the overall aesthetic performance of the vehicle frame 10 or the installation of other vehicle components.

[0148] The specific value of the thickness of the single-layer first continuous fiber composite material layer 111 can be 0.2mm, 0.22mm, 0.24mm, 0.25mm, 0.26mm, 0.28mm, 0.3mm, etc.

[0149] In some embodiments, the first continuous fiber 1111 has a weight percentage of 60-80, and the first thermoplastic resin matrix 1112 has a weight percentage of 20-40.

[0150] By controlling the content of the first continuous fiber 1111 and the first thermoplastic resin matrix 1112 within a reasonable range, the probability of the first continuous fiber 1111 being exposed in the first thermoplastic resin matrix 1112 due to excessively high content of the first continuous fiber 1111 and excessively low content of the first thermoplastic resin matrix 1112 can be minimized. It can also avoid the situation where the composite material has insufficient strength due to excessively low content of the first continuous fiber 1111 and excessively high content of the first thermoplastic resin matrix 1112. In other words, the content of the first continuous fiber 1111 and the content of the first thermoplastic resin matrix 1112 are in a relatively balanced state, so that the performance of the composite material meets the mechanical performance requirements of the fiber composite board 11.

[0151] The specific weight percentages of the first continuous fiber 1111 can be 60, 62, 64, 65, 66, 68, 70, 72, 74, 75, 76, 78, 79, 80, etc.

[0152] The specific weight parts of the first thermoplastic resin matrix 1112 can be 20, 22, 24, 25, 26, 28, 30, 32, 34, 35, 36, 38, 40, etc.

[0153] In some embodiments, the first continuous fiber composite layer further includes 1-5 parts by weight of a first compatibilizer.

[0154] The first compatibilizer can improve the interfacial adhesion between the first continuous fiber 1111 and the first thermoplastic resin matrix 1112, thereby improving the mechanical properties of the composite material. For example, it can be a maleic anhydride grafted compatibilizer.

[0155] In some embodiments, the first continuous fiber composite layer further includes 0.2 to 0.6 parts by weight of a first antioxidant. The first antioxidant reduces the likelihood of degradation of the composite material due to high-temperature oxidation during processing, thus extending the service life of the composite material. Adding a first compatibilizer and a first antioxidant to the first continuous fiber 1111 and the first thermoplastic resin matrix 1112 helps improve the mechanical properties and service life of the fiber composite board 11. For example, hindered amine antioxidants, phosphite antioxidants, etc., can be used.

[0156] In some embodiments, the first continuous fiber composite layer 111 further includes a first flame retardant for improving the flame retardant properties of the composite material, such as a halogenated flame retardant.

[0157] The specific weight percentage of the first compatibilizer can be 1, 2, 3, 4, 5, etc.

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

[0159] It should be noted that when the total weight of the thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight of the first compatibilizer added ranges from 1 to 5.

[0160] The specific weight percentage of the first antioxidant can be 0.2, 0.3, 0.4, 0.5, 0.6, etc.

[0161] For example, the first antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0162] It should be noted that when the total weight of the thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight range of the first antioxidant is 0.2-0.6.

[0163] In some embodiments, the water absorption rate of each first continuous fiber composite layer 111 is not higher than 0.3%.

[0164] By controlling the water absorption rate of the single-layer first continuous fiber composite material layer 111 within this range, the water absorption rate of the fiber composite board 11 is kept in a low range, thereby reducing the deformation of the fiber composite board 11 caused by excessive absorption of water from the external environment during vehicle use.

[0165] In some embodiments, the water absorption rate of each first continuous fiber composite layer 111 is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the first continuous fiber composite layer 111.

[0166] In some embodiments, the first continuous fibers 1111 of each first continuous fiber composite material layer 111 are laid in a unidirectional direction, and the laying angles of the first continuous fibers 1111 of adjacent first continuous fiber composite material layers 111 are different.

[0167] This is beneficial for improving the stress distribution of the outer cover 12, making the mechanical properties of the outer cover 12 approximately the same in different directions, and reducing the risk of reduced service life due to differences in the mechanical properties of the outer cover 12 in a certain direction.

[0168] The first continuous fiber composite layer 111 of different layers can be laid up at different angles such as 0°, 45°, -45°, and 90°.

[0169] In some embodiments, in the outermost two first continuous fiber composite material layers 111 on any side of the fiber composite board 11 along the thickness direction, the laying angle of the first continuous fiber 1111 of at least one first continuous fiber composite material layer 111 is neither 0° nor 90°.

[0170] A non-0° and non-90° laying method can provide strength in multiple directions, and being placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce damage to the internal structure of the fiber composite board 11 from external impacts, and help enhance the impact resistance of the fiber composite board 11.

[0171] It should be noted that 0° refers to the length direction of the structural component formed by the fiber composite board 11, and 90° refers to the width direction of the structural component formed by the fiber composite board 11. 0° and 90° are perpendicular to each other. The layup angles of the continuous fibers in the remaining first continuous fiber composite material layers 111 are all based on the direction of the 0° layup. For example, a layup angle of 45° for the first continuous fiber 1111 means that the angle between the layup direction of the first continuous fiber 1111 and the 0° direction is 45°.

[0172] In some embodiments, the layup angle of the first continuous fiber composite layer 111, which is neither 0° nor 90°, is 25° to 75°.

[0173] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0174] In some embodiments, the sum of the number of first continuous fiber composite material layers 111 with a layup angle of neither 0° nor 90° is 20% to 40% of the total number of first continuous fiber composite material layers 111.

[0175] This ensures that the non-0° and non-90° layups are within a reasonable proportion range, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus enabling the structural strength and structural stiffness of the fiber composite board 11 to meet the requirements.

[0176] In some embodiments, referring to FIG7, the thickness of the fiber composite board 11 ranges from 2 mm to 5 mm. That is, the thickness of the fiber composite board 11 is L9, 2 mm ≤ L7 ≤ 5 mm.

[0177] This allows the thickness of the fiber composite board 11 to meet the rigidity and strength requirements of the vehicle frame 10, while reducing its weight.

[0178] The specific thickness of the fiber composite board 11 can be 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, or 5mm.

[0179] The specific structural form of reinforced structure 13 is not limited.

[0180] For example, referring to Figures 5 and 9, the reinforcing structure 13 includes a plurality of first reinforcing ribs 131, which are disposed on the surface of the second side of the fiber composite board 11.

[0181] In some embodiments, referring to FIG9, a plurality of first reinforcing ribs 131 are interlaced to form a mesh structure.

[0182] In this way, the multiple first reinforcing ribs 131 form a force transmission path with each other, so that the load on the fiber composite board 11 is transferred to each of the first reinforcing ribs 131, which is beneficial to further improve the stiffness and strength of the fiber composite board 11.

[0183] It is understandable that all the first reinforcing ribs 131 may intersect each other to form a mesh structure; or only a portion of the first reinforcing ribs 131 may intersect each other to form a mesh structure.

[0184] In some embodiments, referring to FIG9, at least some of the plurality of first reinforcing ribs 131 are connected end to end to form a ring structure.

[0185] This allows multiple first reinforcing ribs 131 to form a force transmission path with each other, so that the load on the fiber composite board 11 can be transferred to each of the first reinforcing ribs 131 forming the ring structure, which is beneficial to further improve the stiffness and strength of the fiber composite board 11.

[0186] The specific shape of the resulting ring structure is not limited, such as triangles, polygons, etc.

[0187] It is understandable that all the first reinforcing ribs 131 may intersect each other to form multiple or one ring structure; or only a portion of all the first reinforcing ribs 131 may intersect each other to form multiple or one ring structure.

[0188] In some embodiments, some of the first reinforcing ribs 131 interweave to form a mesh structure, and some of the first reinforcing ribs 131 are connected end to end to form a ring structure.

[0189] Understandably, the body frame 10 can form different parts of the vehicle.

[0190] In some embodiments, referring to Figures 9, 11 and 14, the fiber composite panel 11 includes a door frame portion 112 and a main body portion 113. The door frame portion 112 is located on at least one side of the main body portion 113 in the longitudinal direction of the vehicle and is connected to the main body portion 113. The door frame portion 112 is used to form at least a portion of the door frame of the vehicle.

[0191] The main body 113 can form the side panels of the vehicle, such as the front side panel 20 and the rear side panel 25.

[0192] Understandably, the door frame needs to be fitted with a movable door, and the deformation of the door frame should be as small as possible after a vehicle collision so that the door can be opened normally and passengers can easily leave the vehicle.

[0193] In some embodiments, referring to Figures 9 and 14, in a projection plane perpendicular to the opposite directions of the first and second sides, the proportion of the projection of the first reinforcing rib 131 within the projection range of the door frame portion 112 is not less than the proportion of the projection of the first reinforcing rib 131 within the projection range of the main body portion 113 with the same projection area.

[0194] Both the main body 113 and the door frame 112 are provided with a first reinforcing rib 131.

[0195] Within the same projected area, referring to Figure 14, the number of first reinforcing ribs 131 provided in the door frame portion 112 may be no less than the number of first reinforcing ribs 131 provided in the main body portion 113; the thickness of the first reinforcing ribs 131 provided in the door frame portion 112 may be no less than the thickness of the first reinforcing ribs 131 provided in the main body portion 113, that is, referring to Figure 12, the thickness of the first reinforcing ribs 131 provided in the door frame portion 112 is L2', and the thickness of the first reinforcing ribs 131 provided in the main body portion 113 is L2”, L2'≥L2”; or the number and thickness of the first reinforcing ribs 131 provided in the door frame portion 112 may both be greater than the number and thickness of the first reinforcing ribs 131 provided in the main body portion 113.

[0196] This improves the overall strength and rigidity of the first reinforcing rib 131 provided in the door frame portion 112, thereby further improving the strength and rigidity of the door frame portion 112. This also improves the load-bearing capacity of the door frame portion 112 and reduces the probability that the door will be unable to open due to deformation of the door frame portion 112 after a vehicle collision. Compared with the first reinforcing rib 131 of the main body portion 112, the first reinforcing rib 131 of the main body portion 113 occupies a smaller proportion of the projected area, which simplifies the manufacturing process of the first reinforcing rib 131 of the main body portion 113 and reduces the production cost of the body frame 10.

[0197] The thickness of the first reinforcing rib 131 refers to the dimension in the projection plane perpendicular to the projection direction of the first reinforcing rib 131 in the opposite directions of the first side and the second side, that is, the dimension indicated by L2 in Figure 12.

[0198] The specific method for measuring the thickness of the first reinforcing rib 131 is not limited. For example, in an environment with a room temperature of 25°C, the main scale of the vernier caliper is brought into contact with one side of the surface of the first reinforcing rib 131 in the thickness direction. The vernier is moved so that it comes into contact with the other side of the surface of the first reinforcing rib 131 in the thickness direction. The thickness of the first reinforcing rib 131 can be obtained by reading the value of the vernier caliper.

[0199] In some embodiments, referring to FIG12, in a projection plane perpendicular to the opposite directions of the first and second sides, the height of the first reinforcing rib 131 within the projection range of the door frame portion 112 is not lower than the height of the first reinforcing rib 131 within the projection range of the main body portion 113. That is, the height of the first reinforcing rib 131 within the projection range of the door frame portion 112 is L3', and the height of the first reinforcing rib 131 within the projection range of the main body portion 113 is L3",L3'≥L3".

[0200] The height of the first reinforcing rib 131 refers to the dimension of the first reinforcing rib 131 along the opposite directions of the first side and the second side. That is, the dimension indicated by L3 in the figure.

[0201] This improves the overall strength and rigidity of the first reinforcing rib 131 provided in the door frame portion 112, thereby further improving the strength and rigidity of the door frame portion 112. This also improves the load-bearing capacity of the door frame portion 112 and reduces the probability that the door will be unable to open due to deformation of the door frame portion 112 after a vehicle collision. Compared with the first reinforcing rib 131 of the main body portion 112, the first reinforcing rib 131 of the main body portion 113 occupies a smaller proportion of the projected area, which simplifies the manufacturing process of the first reinforcing rib 131 of the main body portion 113 and reduces the production cost of the body frame 10.

[0202] The specific method for measuring the height of the first reinforcing rib 131 is not limited. For example, in an environment with a room temperature of 25°C, the frame of the depth gauge is placed against the top of the first reinforcing rib 131 along the height direction of the first reinforcing rib 131, and the gauge body is pushed until it abuts against the fiber composite board 11. The data from the depth gauge is then read to obtain the height of the first reinforcing rib 131.

[0203] In some embodiments, referring to FIG1, the door frame portion 112 includes a front door portion 1121, a rear door portion 1122, and a tail door portion 1123.

[0204] The front door portion 1121 is used to form the door frame of the front side door of the vehicle; the rear door portion 1122 is used to form the door frame of the rear side door of the vehicle; and the tailgate portion 1123 is used to form the door frame of the tailgate 24 of the vehicle.

[0205] In some embodiments, referring to Figures 9, 11 and 14, the fiber composite panel 11 includes a wheel arch portion 114 for forming at least a portion of the wheel arch of a vehicle. The wheel arch portion 114 is located below the main body portion 113 and protrudes from the main body portion 113 toward the outer cover 12. A portion of the first reinforcing rib 131 connects the wheel arch portion 114 to the main body portion 113.

[0206] The space enclosed by the wheel arches of a vehicle is used to house at least a portion of the tires and suspension.

[0207] The wheel arch 114 is located below the main body 113, meaning that the wheel arch 114 is located below the main body 113 along the height direction of the vehicle.

[0208] The first reinforcing rib 131 connects the main body 113 and the wheel arch 114, which helps to improve the rigidity and strength of the wheel arch 114 and reduces the probability that the tires and suspension of the vehicle will impact the wheel arch 114 after a collision, thus causing the wheel arch 114 to deform.

[0209] In some embodiments where the fiber composite board 11 is recessed to form a cavity, referring to FIG6, a portion of the main body 113 and a portion of the wheel arch 114 each form a portion of the inner wall of the cavity.

[0210] In some embodiments, referring to FIG14, the door frame portion 112 is located on one side of the wheel arch portion 114 along the front-rear direction of the vehicle and is connected to the wheel arch portion 114, and a portion of the first reinforcing rib 131 connects the door frame portion 112 and the wheel arch portion 114.

[0211] This helps to further improve the rigidity and strength of the wheel arch 114, and reduces the risk of deformation caused by the vehicle's tires and suspension impacting the wheel arch 114 and squeezing the door frame 112 after a collision.

[0212] It is understandable that the shape of the wheel arch 114 is roughly arc-shaped, and the arrangement of the first reinforcing rib 131 needs to be adapted to the shape of the wheel arch 114.

[0213] In some embodiments, referring to FIG12, the first reinforcing rib 131 includes radial ribs 1311 and circumferential ribs 1312. The radial ribs 1311 extend radially along the wheel arch portion 114 and connect the wheel arch portion 114 and the door frame portion 112. The circumferential ribs 1312 extend circumferentially along the wheel arch portion 114. The radial ribs 1311 and circumferential ribs 1312 interweave to form a mesh structure.

[0214] The arrangement of radial ribs 1311 and circumferential ribs 1312 is adapted to the shape of the wheel arch 114. The radial ribs 1311 transmit the load on the wheel arch 114, and the circumferential ribs 1312 distribute and transmit the load on the radial ribs 1311 to the door frame 112.

[0215] This helps to further improve the rigidity and strength of the wheel arch 114, and reduces the risk of deformation caused by the vehicle's tires and suspension impacting the wheel arch 114 and squeezing the door frame 112 after a collision.

[0216] In some embodiments, referring to FIG12, there are multiple radial ribs 1311 and multiple circumferential ribs 1312. The multiple circumferential ribs 1312 are arranged radially spaced apart from each other along the wheel arch portion 114, and the multiple radial ribs 1311 are arranged circumferentially spaced apart from each other along the wheel arch portion 114. This is beneficial to further improve the stiffness and strength of the wheel arch portion 114.

[0217] In some embodiments of the door frame portion 112 including the rear door portion 1122 and the tailgate portion 1123, referring to FIG14, the rear door portion 1122 is located in front of the main body portion 113 in the longitudinal direction of the vehicle, and the tailgate portion 1123 is located behind the main body portion 113 in the longitudinal direction of the vehicle. At least a portion of the first reinforcing rib 131 on the rear door portion 1122 is connected to the first reinforcing rib 131 on the main body portion 113, and at least a portion of the first reinforcing rib 131 on the tailgate portion 1123 is connected to the first reinforcing rib 131 on the main body portion 113.

[0218] In other words, the body frame 10 forms at least a portion of the rear side panel 25.

[0219] The first reinforcing rib 131 on the rear door 1122, the first reinforcing rib 131 on the main body 113, and the first reinforcing rib 131 on the tailgate 1123 are interconnected to form a force transmission path.

[0220] This allows the load on any one of the main body 113, rear door 1122, and tailgate 1123 to be transmitted to the other two through their respective first reinforcing ribs 131, which helps reduce the probability of the main body 113, rear door 1122, and tailgate 1123 being deformed or damaged by the load.

[0221] In some embodiments, referring to FIG14, in a projection plane perpendicular to the opposite directions of the first side and the second side, the proportion of the projection of the first reinforcing rib 131 within the projection range of the rear door portion 1122 is not less than the proportion of the projection of the first reinforcing rib 131 within the projection range of the main body portion 113 with the same projection area.

[0222] In some embodiments, in a projection plane perpendicular to the opposite directions of the first and second sides, the height of the first reinforcing rib 131 within the projection range of the rear door portion 1122 is not lower than the height of the first reinforcing rib 131 within the projection range of the main body portion 113.

[0223] In some embodiments, referring to FIG14, in a projection plane perpendicular to the opposite directions of the first side and the second side, the proportion of the projection of the first reinforcing rib 131 within the projection range of the tailgate portion 1123 is not less than the proportion of the projection of the first reinforcing rib 131 within the projection range of the main body portion 113 with the same projection area.

[0224] In some embodiments, in a projection plane perpendicular to the opposite directions of the first and second sides, the height of the first reinforcing rib 131 within the projection range of the tailgate portion 1123 is not lower than the height of the first reinforcing rib 131 within the projection range of the main body portion 113.

[0225] In some embodiments, referring to Figures 9 and 11, the reinforcing structure 13 further includes a reinforcing tube 132, and a first mounting groove 131a is provided in the first reinforcing rib 131. The first mounting groove 131a is open on the side facing the outer cover 12, and at least a portion of the reinforcing tube 132 is embedded in the first mounting groove 131a.

[0226] The stiffness and strength of the fiber composite board 11 can be further improved by the reinforcing tube 132; it is beneficial to reinforce important areas of the fiber composite board 11 by the additional reinforcing tube 132; the inner wall of the first mounting groove 131a limits the reinforcing tube 132, making it easy to install the reinforcing tube 132 to the preset position, reducing the risk that the reinforcing tube 132 will shift relative to the fiber composite board 11 and lose its reinforcing function due to external vibration, vehicle bumps, etc. during subsequent use.

[0227] In some embodiments, referring to Figures 6 and 9, the reinforcing structure 13 further includes a fastener 133, which has a second mounting groove 133a that is open to the side facing the outer cover 12. A portion of the reinforcing tube 132 is embedded in the second mounting groove 133a, and at least a portion of the fastener 133 is embedded in a first mounting groove 131a and connected to the fiber composite board 11.

[0228] The inner wall of the second mounting groove 133a can constrain and position the reinforcing tube 132. The inner wall of the second mounting groove 133a is in contact with the reinforcing tube 132, thereby forming a force transmission path between the reinforcing tube 132 and the fastener 133, and the load on the reinforcing tube 132 can be transmitted to the fastener 133.

[0229] The inner wall of the first mounting groove 131a can constrain and position the fastener 133.

[0230] Thus, by using the fastener 133, on the one hand, it is beneficial to expand the stress-bearing area of ​​the fiber composite board 11, reducing the probability of structural damage to the fiber composite board 11 caused by the force exerted by the reinforcing tube 132 on a portion of the fiber composite board 11; on the other hand, it is beneficial to transfer the load on the reinforcing tube 132 to the area where the fastener 133 is located, so that the fastener 133 can be located in an area where the fiber composite board 11 itself has high structural strength or in an area where the fiber composite board 11 is supported by other structures in the vehicle, thereby further reducing the probability of deformation and damage to the reinforcing tube 132 and the fiber composite board 11.

[0231] The specific manufacturing method of the first reinforcing rib 131 is not limited.

[0232] For example, the first reinforcing rib 131 is injection molded onto the surface of the fiber composite board 11.

[0233] By employing injection molding, the first reinforcing rib 131 and the fiber composite plate 11 become an integral structure, eliminating the need for further assembly and simplifying the manufacturing process of the vehicle frame 10. Furthermore, by creating injection molds in different shapes, the shape and size of the first reinforcing rib 131 can be specifically optimized according to the main stress distribution of the fiber composite plate 11, thereby improving the stiffness and strength of the fiber composite plate 11 while reducing excessive structural redundancy.

[0234] In some embodiments, the first reinforcing rib 131 comprises a third thermoplastic resin matrix and long glass fibers.

[0235] Long glass fiber refers to glass fiber whose fiber length is approximately the same as the granule length.

[0236] The composite material formed by combining long glass fibers and a third 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 first reinforcing rib 131. Moreover, the third thermoplastic resin matrix is ​​easy to mold, which helps to simplify the production process of the first reinforcing rib 131.

[0237] In some embodiments, the material of the third resin matrix is ​​the same as that of the first thermoplastic resin matrix 1112 to improve the connection strength between the first reinforcing rib 131 and the fiber composite plate 11.

[0238] In some embodiments, the first reinforcing rib 131 further includes a third compatibilizer and a third antioxidant.

[0239] The third compatibilizer can improve the interfacial bonding between long glass fibers and the third thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0240] The third antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, thus extending the service life of the composite material. By adding a third compatibilizer and a third antioxidant to the long glass fiber and the third thermoplastic resin matrix, it is helpful to improve the mechanical properties and service life of the first reinforcing rib 131.

[0241] In some embodiments, referring to FIG12, the thickness of the first reinforcing rib 131 ranges from 1 mm to 3 mm. That is, 1 mm ≤ L2 ≤ 3 mm.

[0242] This allows the first reinforcing rib 131 to have a certain strength and rigidity while reducing its mass, which in turn reduces the mass of the vehicle frame 10 and allows for the arrangement of more first reinforcing ribs 131 on the fiber composite board 11.

[0243] In some embodiments, referring to FIG13, the thickness of the top of the first reinforcing rib 131 is not greater than the thickness of the root of the first reinforcing rib 131. That is, the thickness of the top of the first reinforcing rib 131 is L4, and the thickness of the root of the first reinforcing rib 131 is L5, where L4 ≤ L5.

[0244] The root of the first reinforcing rib 131 refers to the connection position between the first reinforcing rib 131 and the fiber composite board 11.

[0245] The top of the first reinforcing rib 131 refers to the end of the first reinforcing rib 131 that is away from the root along its own height direction.

[0246] This facilitates the demolding of the first reinforcing rib 131 during the injection molding process; at the same time, it also helps to improve the connection strength between the first reinforcing rib 131 and the fiber composite board 11.

[0247] In some embodiments with a reinforcing tube 132 and a rear door portion 1122, referring to FIG9, at least a portion of the reinforcing tube 132 is located in the rear door portion 1122. The vehicle frame 10 also includes a door mounting structure 14, which is located in the portion of the reinforcing tube 132 located in the rear door portion 1122. The door connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter.

[0248] The door hinge is used to connect the door to the body frame 10, and to enable relative rotation between the door and the body frame 10 to open and close the door.

[0249] Door locks are used to lock the door relative to the vehicle body frame 10 when the door is closed.

[0250] The door opening limiter is used to limit the relative rotation angle between the door and the body frame 10.

[0251] After a collision occurs with the vehicle door, the collision load on the door can be transmitted to the reinforcing tube 132 through the door mounting structure 14, and the reinforcing tube 132 helps to further distribute the load to a larger area of ​​the rear door portion 1122.

[0252] This makes the installation of the door mounting structure 14 more stable, reduces the risk of misalignment of the door connection structure after a vehicle collision, and facilitates the normal opening function of the door to help occupants escape.

[0253] It is understandable that in some embodiments where the rear door portion 1122 is provided with a first reinforcing rib 131 and a first mounting groove 131a, a force transmission path is formed: door mounting structure 14 → reinforcing tube 132 → first reinforcing rib 131 → rear door portion 1122. Through multiple interconnected first reinforcing ribs 131, it is beneficial to transfer the load on the door mounting structure 14 to a larger range of the rear door portion 1122, thereby further improving the installation stability of the door mounting structure 14.

[0254] It is understood that in some embodiments, the reinforcing tube 132 extends to the main body 113, which helps to transfer the load on the door mounting structure 14 to the main body 113 and further improves the installation stability of the door mounting structure 14.

[0255] In some embodiments, referring to FIG4, the rear door portion 1122 is used to form the rear portion of the rear door frame of the vehicle, and the vehicle body frame 10 also includes a rear sill beam 221, which is used to form the sill of the rear door frame of the vehicle, and one end of the reinforcing tube 132 is connected to the rear sill beam 221 along its extension direction.

[0256] In other words, the rear door portion 1122 extends roughly along the height of the vehicle, and the rear door sill beam 221 extends along the length of the vehicle.

[0257] After a vehicle collision, a portion of the load on the door mounting structure 14 can be transferred to the rear sill beam 221 through the reinforcing tube 132.

[0258] This further helps to make the installation of the door mounting structure 14 more stable, reduces the risk of misalignment of the door connection structure after a vehicle collision, and helps the door to open normally so that occupants can escape.

[0259] It is understandable that the reinforcing tube 132 itself plays the role of transmitting force. Therefore, part of the load on the door mounting structure 14 can be transmitted to a sturdy part of the vehicle structure through the reinforcing tube 132.

[0260] For example, in some embodiments with a fastener 133 and a wheel arch 114, referring to Figures 6, 9 and 10, the wheel arch 114 is located below the main body 113. The vehicle frame 10 also includes a suspension mount 15. The fastener 133 has a fixing groove, and a portion of the reinforcing tube 132 passes through the fixing groove and is stopped by the inner wall of the fixing groove perpendicular to the extension direction of the reinforcing tube 132. The fastener 133 is connected to the suspension mount 15, which is used at least for mounting the vehicle's suspension system.

[0261] The vehicle's suspension system refers to the support components connecting the chassis frame structure 30 to the tires, which at least include springs and shock absorbers. Vehicle suspension systems include trailing arm suspension systems, multi-link suspension systems, etc.

[0262] It is understandable that the vehicle's suspension system itself needs to absorb and suppress the forces acting on the vehicle during driving, so its own structural strength and the structural strength of the suspension mounting components 15 connected to it are both high.

[0263] Thus, through the reinforcing tube 132 and the fastener 133, the load on the door mounting structure 14 can be transferred to the vehicle's suspension system and suspension mounting component 15, which further helps to make the installation of the door mounting structure 14 more stable, reduces the risk of misalignment of the door connection structure after a vehicle collision, and helps the door to open normally so that occupants can escape.

[0264] In some embodiments, referring to FIG9, the fastener 133 is located above the wheel arch portion 114 along the height direction of the vehicle.

[0265] This allows the suspension mount 15 to be placed closer to the shock absorber in the vehicle's suspension system, making it easier for the suspension mount 15 to be connected and fixed to the shock absorber.

[0266] In some embodiments, the area of ​​the suspension mount used to connect with the shock absorber forms a tower top area, and the fastener 133 is connected to the tower top area to improve the installation stability of the fastener 133 and facilitate the fastener 133 to transmit the load to the shock absorber.

[0267] In some embodiments, referring to Figures 9 and 10, the fastener 133 is disposed on the second side of the fiber composite board 11, and the suspension mount is disposed on the first side of the fiber composite board 11. This facilitates the connection between the suspension mount and the vehicle's suspension system.

[0268] The connection method between the fastener 133 and the suspension mounting component is not limited.

[0269] For example, the fiber composite board 11 is provided with a mounting through hole that runs through the opposite direction of the first side and the second side. A screw passes through the mounting through hole and engages with a nut to connect the fixing member 133 and the suspension mounting member respectively.

[0270] Understandably, the fastener 133 needs to transfer the load of the reinforcing tube 132 to the suspension mounting 15, and it itself needs to have a certain strength and rigidity.

[0271] In some embodiments, referring to Figures 6 and 9, the fastener 133 includes a first fastener 1331, the first fastener 1331 is provided with a reinforcing cavity 1331a, the reinforcing cavity 1331a is located on at least one side of the fixing groove perpendicular to the extension direction of the reinforcing tube 132, and a plurality of second reinforcing ribs 1332 are provided in the reinforcing cavity 1331a, the plurality of second reinforcing ribs 1332 interlacing to form a mesh structure.

[0272] Thus, through the second reinforcing rib 1332 and the inner wall of the reinforcing cavity 1331a, on the one hand, it is beneficial to reduce the weight of the first fastener 1331 and make the first fastener 1331 lightweight; on the other hand, it is beneficial to improve the strength and rigidity of the first fastener 1331 and reduce the probability that the first fastener 1331 will be damaged after the reinforcing tube 132 transmits the load to the first fastener 1331 and cannot further transmit the load to the suspension mounting part 15.

[0273] In some embodiments, referring to Figures 6 and 9, at least a portion of the second reinforcing rib 1332 extends perpendicular to the extension direction of the portion of the reinforcing tube 132 located in the fixing groove.

[0274] This helps to better suppress the displacement of the reinforcing tube 132 in the fixing groove, so that the reinforcing tube 132 can better transfer the load to the fixing member 133.

[0275] In some embodiments, referring to FIG9, at least a portion of the second reinforcing rib 1332 connects the inner walls of opposite sides of the reinforcing cavity 1331a.

[0276] The two inner walls on opposite sides of the reinforcing cavity 1331a refer to the two inner walls on opposite sides of the reinforcing cavity 1331a in any direction.

[0277] This helps the second reinforcing rib 1332 to better suppress the deformation of the inner wall of the reinforcing cavity 1331a, and further improves the rigidity and strength of the first fastener 1331.

[0278] In some embodiments, referring to Figures 6 and 9, the number of reinforcing cavities 1331a is at least two, and the two reinforcing cavities 1331a are respectively located on one side of opposite sides of the fixing groove perpendicular to the extension direction of the reinforcing tube 132.

[0279] This helps to better suppress the bending deformation of the reinforcing tube 132 and reduces the probability that the reinforcing tube 132 will be damaged and unable to transfer the load to the suspension mounting component 15.

[0280] In some embodiments where the number of reinforcing cavities 1331a is at least two, referring to Figures 6 and 9, at least one reinforcing cavity 1331a is located above the fixing groove along the height direction of the vehicle, and at least another reinforcing cavity 1331a is located below the fixing groove along the height direction of the vehicle.

[0281] This is more conducive to suppressing the displacement of the portion of the reinforcing tube 132 located in the fixed groove along the height direction of the vehicle.

[0282] The specific material of the reinforcing tube 132 is not limited.

[0283] In some embodiments, the reinforcing tube 132 is an extruded, one-piece metal structure.

[0284] Thus, the extrusion molding process is highly efficient, relatively mature, and low-cost, which allows for diverse cross-sectional shapes of the reinforcing tube 132 to adapt to the shape requirements of the body frame 10 and different positions of the vehicle.

[0285] The metal material used for reinforcing structure 13 is not limited, such as aluminum alloy.

[0286] In other embodiments, the reinforcing tube 132 is a pultruded composite material structure.

[0287] This will help improve the production efficiency of reinforced tube 132 and reduce the weight of reinforced tube 132.

[0288] In some embodiments, referring to FIG13, the wall thickness of the reinforcing tube 132 ranges from 2 mm to 6 mm. That is, the wall thickness of the reinforcing tube 132 is L6, where 2 mm ≤ L6 ≤ 6 mm.

[0289] This is beneficial for ensuring that the stiffness and strength of the reinforcing tube 132 meet the requirements, and also for making the reinforcing tube 132 lighter.

[0290] The specific wall thickness of the reinforcing tube 132 can be 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, etc.

[0291] The specific method for measuring the wall thickness of the reinforcing tube 132 is not limited. For example, in an environment with a room temperature of 25°C, the reinforcing tube 132 is cut open, the main scale of the vernier caliper is brought into contact with one side surface of the tube wall of the reinforcing tube 132, the vernier is moved so that the vernier is brought into contact with the other side surface of the tube wall of the reinforcing tube 132, and the wall thickness of the reinforcing tube 132 is obtained by reading the value of the vernier caliper.

[0292] In some embodiments, referring to Figures 9 to 11, the vehicle frame 10 further includes a door mounting structure 14, which is disposed on at least one of the reinforcing structure 13 and the fiber composite panel 11. The door mounting structure 14 is used to connect with at least one of the door hinge, door lock, door opening limiter, and door actuator.

[0293] The door mounting structure 14 can be installed on the fiber composite panel 11; or it can be installed on the reinforcing structure 13.

[0294] A door actuator is a device used to drive the movement of a car door to close or open it. Specific types of door actuators include electric cylinders and pneumatic springs.

[0295] This helps improve the installation stability of the door mounting structure 14 and reduces the probability that the door will not be able to open due to displacement of the door mounting structure 14 after a vehicle collision.

[0296] In some embodiments where a first reinforcing rib 131 is provided, at least a portion of the door mounting structure 14 is provided on the first reinforcing rib 131.

[0297] In some embodiments, referring to Figures 9 and 11, the fiber composite panel 11 includes a C-pillar portion 115 and a tailgate portion 1123. The C-pillar portion 115 is used to form at least a portion of the C-pillar 21 of the vehicle, and the tailgate portion 1123 is used to form at least a portion of the tailgate 24 door frame of the vehicle. The C-pillar portion 115 is connected to the tailgate portion 1123 and is located above the tailgate portion 1123. The door mounting structure 14 is disposed above the C-pillar portion 115 and connects the C-pillar portion 115 and the tailgate portion 1123.

[0298] The C-pillar 21 refers to the connecting pillar located at the rear of the vehicle along its length, connecting the roof and the tailgate, and extending roughly along the height of the vehicle.

[0299] Understandably, the tailgate 24 of a vehicle refers to the door located at the rear end of the vehicle along its length, used for opening and closing the vehicle's trunk.

[0300] It is understandable that the tailgate 1123 is located behind the C-pillar 115 along the length of the vehicle and below it along the height of the vehicle.

[0301] It is understandable that when the tailgate 24 is open, especially when the tailgate 24 opens upwards, the weight of the tailgate 24 will be transferred to the door mounting structure 14.

[0302] Thus, the C-pillar 115 and the tailgate 1123 are connected by the door mounting structure 14, which improves the connection strength between the two and reduces the risk that the tailgate 24 load will cause the tailgate 1123 to deform and affect the normal use of the tailgate 24. At the same time, the load of the tailgate 24 can be transmitted to the C-pillar 115 and the tailgate 1123 through the door connection structure, which helps to improve the load-bearing capacity of the door mounting structure 14.

[0303] In some embodiments, referring to FIG14, the C-pillar 115 is located above the main body 113 along the height direction of the vehicle and is connected to the main body 113, and the tailgate 1123 is located behind the main body 113 along the length direction of the vehicle and is connected to the main body 113.

[0304] It is understandable that in some embodiments where the door mounting structure 14 is used to mount the door actuator, the door actuator needs to apply force to the door during operation to drive the door to open or close. Similarly, the door will apply a reaction force to the door actuator and transmit it to the door mounting structure 14.

[0305] In some embodiments, referring to Figures 9 and 15, the door mounting structure 14 includes a drive mounting structure 141, the drive mounting structure 141 having a drive mounting area 141a for mounting a door driver, and the door mounting structure 14 having a plurality of third reinforcing ribs 1411, the plurality of third reinforcing ribs 1411 being interwoven to form a mesh structure and connected to the drive mounting area 141a.

[0306] The door actuator includes a mounting part and a driving part. The driving part is movable relative to the mounting part. One of the mounting part and the driving part is located in the driving mounting structure 141, and the other is located in the tailgate 24, so that the door actuator can drive the tailgate 24 to move relative to the driving mounting structure 141.

[0307] The third reinforcing rib 1411 is connected to the drive mounting area 141a, which helps the third reinforcing rib 1411 to conduct the load on the drive mounting area 141a to other areas of the drive mounting structure 141 and suppress the deformation of the drive mounting structure 141.

[0308] Thus, the third reinforcing rib 1411 can improve the rigidity and strength of the drive mounting structure 141 and enhance its load-bearing capacity, so as to reduce the probability that the door cannot move normally due to deformation or damage of the drive mounting structure 141 during the process of the door drive driving the door.

[0309] In some embodiments, referring to FIG15, a plurality of third reinforcing ribs 1411 include a first portion 1411a, the third reinforcing ribs 1411 of the first portion 1411a being located on at least one side of the drive mounting region 141a along the length direction of the vehicle, and at least a portion of the third reinforcing ribs 1411 of the first portion 1411a extending along the length direction of the vehicle.

[0310] This helps to suppress the deformation of the drive mounting structure 141 in the length direction of the vehicle through the third reinforcing rib 1411 of the first part 1411a.

[0311] In some embodiments, the third reinforcing rib 1411 of the first portion 1411a is located behind the drive mounting area 141a along the length direction of the vehicle and below it along the height direction of the vehicle. This makes it more advantageous for the third reinforcing rib 1411 to indirectly provide support for the tailgate 24.

[0312] In some embodiments, a plurality of third reinforcing ribs 1411 in the first portion 1411a form a mesh structure.

[0313] In some embodiments, referring to FIG15, a plurality of third reinforcing ribs 1411 include a second portion 1411b, the third reinforcing rib 1411 of the second portion 1411b being located on at least one side of the drive mounting region 141a along the width direction of the vehicle, and at least a portion of the third reinforcing rib 1411 of the second portion 1411b extending along the width direction of the vehicle.

[0314] In this way, the third reinforcing rib 1411 of the first part 1411a helps to suppress the deformation of the drive mounting structure 141 in the width direction of the vehicle.

[0315] In some embodiments, the third reinforcing rib 1411 of the second part 1411b is located on the side of the drive mounting area 141a away from the tailgate portion 1123 along the width direction of the vehicle. This helps to reduce the encroachment of the third reinforcing rib 1411 of the second part 1411b on the space enclosed by the tailgate portion 1123.

[0316] In some embodiments, a plurality of third reinforcing ribs 1411 in the second portion 1411b form a mesh structure.

[0317] In some embodiments, the third reinforcing rib 1411 of the first part 1411a is connected to the third reinforcing rib 1411 of the second part 1411b to improve the overall strength and rigidity of the drive mounting structure 141.

[0318] In some embodiments, referring to FIG15, the width of the third reinforcing rib 1411 ranges from 2 mm to 3 mm. That is, the width of the third reinforcing rib 1411 is L7, where 2 mm ≤ L7 ≤ 3 mm.

[0319] This is conducive to ensuring that the stiffness and strength of the third reinforcing rib 1411 meet the requirements, and also helps to reduce the mass of the third reinforcing rib 1411.

[0320] The width of the third reinforcing rib 1411 can be 2mm, 2.2mm, 2.4mm, 2.5mm, 2.6mm, 2.8mm, 3mm, etc.

[0321] The specific method for measuring the thickness of the third reinforcing rib 1411 is not limited. For example, in an environment with a room temperature of 25°C, the main scale of the vernier caliper is brought into contact with the surface of the third reinforcing rib 1411 on one side in the thickness direction. The vernier is moved so that it comes into contact with the surface of the third reinforcing rib 1411 on the other side in the thickness direction. The thickness of the third reinforcing rib 1411 can be obtained by reading the value of the vernier caliper.

[0322] In some embodiments, the door mounting structure 14 is a die-cast, one-piece metal structure.

[0323] This helps to improve the rigidity and strength of the door mounting structure 14 and increase production efficiency.

[0324] The specific metal material used for the door mounting structure 14 is not limited, such as aluminum alloy, in order to improve strength while also being lightweight.

[0325] In some embodiments, the door mounting structure 14 is a molded composite material structure.

[0326] This helps to improve the rigidity and strength of the door mounting structure 14, reduce the weight of the door mounting structure 14, and improve production efficiency.

[0327] In some embodiments, the door mounting structure 14 is an injection-molded composite material structure.

[0328] This helps to improve the rigidity and strength of the door mounting structure 14, reduce the weight of the door mounting structure 14, and improve production efficiency.

[0329] In some embodiments, referring to FIG6, a portion of the C-pillar 115 is recessed towards the inside of the vehicle and spaced apart from the outer cover 12 to form a second mounting cavity 10b, and at least a portion of the door mounting structure 14 is located within the second mounting cavity 10b. Thus, while increasing the rigidity and strength of the C-pillar 115, the door mounting structure 14 can be installed using the space within the second mounting cavity 10b, which helps to reduce the additional space occupied within the vehicle frame 10.

[0330] In some embodiments comprising a rear door portion 1122, a main body portion 113, a tailgate portion 1123, and a C-pillar portion 115, referring to FIG14, the rear door portion 1122 is located in front of the main body portion 113 in the longitudinal direction of the vehicle, the tailgate portion 1123 is located behind the main body portion 113 in the longitudinal direction of the vehicle, and the C-pillar portion 115 connects the top end of the rear door portion 1122 in the height direction of the vehicle and the top end of the tailgate portion 1123 in the height direction of the vehicle.

[0331] In other words, the fiber composite panel 11 forms at least a portion of the rear side panel 25 of the vehicle.

[0332] Thus, the deformation caused by the rear door 1122, the main body 113, the tailgate 1123 and the C-pillar 115 mutually suppress each other, which helps to improve the overall rigidity and strength of the vehicle frame 10; the fiber composite board 11 is an integrally formed structural component, and a single structural component can replace different parts in different areas of the vehicle in related technologies, reducing the number of vehicle parts and helping to reduce production costs.

[0333] Understandably, the outer cladding 12 is not the main load-bearing structure of the vehicle body frame 10; it is mainly used to meet the styling design requirements of the vehicle surface.

[0334] In some embodiments, referring to FIG6, the reinforcing structure 13 and the outer cover 12 are spaced apart.

[0335] This helps reduce the probability that the load on the reinforcing structure 13 will be transmitted to the outer cover 12, which helps reduce the deformation of the outer cover 12 and improves the aesthetics of the outer surface of the outer cover 12.

[0336] In some embodiments, referring to Figures 16 and 17, the outer cover 12 includes multiple layers of second continuous fiber composite material 121, each layer of second continuous fiber composite material 121 including second continuous fibers 1211 and a second thermoplastic resin matrix 1212, the second thermoplastic resin matrix 1212 being connected to the second continuous fibers 1211.

[0337] It is understandable that the multilayer second continuous fiber composite material layers 121 are stacked together.

[0338] The fibers in the second continuous fiber 1211 are continuous throughout the material, which is used to make the formed structure have high strength and high stiffness; while the second thermoplastic resin matrix 1212 helps to transfer loads and distribute stress between different first and second continuous fibers 1211, reducing the risk of fiber breakage. The second thermoplastic resin matrix 1212 can be softened and melted after being heated to a specific temperature so that the outer cover 12 can be made into different shapes.

[0339] The composite material formed by the second continuous fiber 1211 and the second thermoplastic resin matrix 1212 has the characteristics of high strength, high rigidity and high toughness, which helps to improve the structural strength and structural stiffness of the outer covering 12.

[0340] The multilayer second continuous fiber composite material layer 121 can be formed into the desired shape of the outer cover 12 by heating and molding, according to the different shapes of the molding die.

[0341] In some embodiments, the second continuous fiber 1211 is a continuous glass fiber.

[0342] Glass fiber is an inorganic fiber material with high tensile strength, good rigidity, non-flammability, and resistance to chemical corrosion.

[0343] Continuous glass fibers possess high strength and good resilience. Composites of continuous glass fibers with a second thermoplastic resin matrix 1212 help improve the tensile strength of the outer covering 12.

[0344] In some embodiments, referring to FIG17, the thickness of the single-layer second continuous fiber composite material layer 121 is 0.2 mm (millimeters) to 0.3 mm. That is, the thickness of the single-layer second continuous fiber composite material layer 121 is L8, 0.2 mm ≤ L8 ≤ 0.3 mm.

[0345] In this way, on the one hand, the risk of insufficient structural strength and rigidity of the single-layer second continuous fiber composite material layer 121 due to excessively low thickness is reduced. On the other hand, it is to reduce the problem of excessively high thickness of the fiber thermoplastic composite board when laying multiple layers of second continuous fiber composite material layer 121 due to excessively high thickness. This reduces the risk of problems such as interference with the overall aesthetic performance of the vehicle frame 10 or the installation of other vehicle components.

[0346] The specific value of the thickness of the single-layer second continuous fiber composite material layer 121 can be 0.2mm, 0.22mm, 0.24mm, 0.25mm, 0.26mm, 0.28mm, 0.3mm, etc.

[0347] In some embodiments, the second continuous fiber 1211 is 60-80 parts by weight, and the second thermoplastic resin matrix 1212 is 20-40 parts by weight.

[0348] By controlling the content of the second continuous fiber 1211 and the second thermoplastic resin matrix 1212 within a reasonable range, the probability of the second continuous fiber 1211 being exposed due to excessively high content of the second continuous fiber 1211 and excessively low content of the second thermoplastic resin matrix 1212 can be minimized. It can also avoid the situation where the composite material has insufficient strength due to excessively low content of the second continuous fiber 1211 and excessively high content of the second thermoplastic resin matrix 1212. In other words, the content of the second continuous fiber 1211 and the content of the second thermoplastic resin matrix 1212 are in a relatively balanced state, so that the performance of the composite material meets the mechanical performance requirements of the outer covering 12.

[0349] The specific weight percentages of the second continuous fiber 1211 can be 60, 62, 64, 65, 66, 68, 70, 72, 74, 75, 76, 78, 79, 80, etc.

[0350] The specific weight percentages of the second thermoplastic resin matrix 1212 can be 20, 22, 24, 25, 26, 28, 30, 32, 34, 35, 36, 38, 40, etc.

[0351] In some embodiments, the second continuous fiber composite layer 121 further includes 1-5 parts by weight of a second compatibilizer.

[0352] The second compatibilizer can improve the interfacial adhesion between the second continuous fiber 1211 and the second thermoplastic resin matrix 1212, thereby improving the mechanical properties of the composite material. For example, it can be a maleic anhydride grafted compatibilizer.

[0353] In some embodiments, the second continuous fiber composite layer 121 further includes 0.2-0.6 parts by weight of a second antioxidant.

[0354] The second antioxidant can reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, thus extending the service life of the composite material. By adding a second compatibilizer and a second antioxidant to the second continuous fiber 1211 and the second thermoplastic resin matrix 1212, it is helpful to improve the mechanical properties and service life of the outer covering 12. For example, hindered amine antioxidants, phosphite antioxidants, etc.

[0355] In some embodiments, the second continuous fiber composite layer 121 further includes a second flame retardant for improving the flame retardant properties of the composite material, such as a halogenated flame retardant.

[0356] The specific weight percentage of the second compatibilizer can be 1, 2, 3, 4, 5, etc.

[0357] For example, the second compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0358] It should be noted that when the total weight of the thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight of the added second compatibilizer ranges from 1 to 5.

[0359] The specific weight percentage of the second antioxidant can be 0.2, 0.3, 0.4, 0.5, 0.6, etc.

[0360] For example, the second antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0361] It should be noted that when the total weight of the thermoplastic resin matrix and the continuous fiber is 100, the corresponding weight range of the added second antioxidant is 0.2-0.6.

[0362] In some embodiments, the material of the second thermoplastic resin matrix 1212 is one or more of polypropylene and polyamide.

[0363] This allows the outer cover 12 to better adapt to various operating conditions encountered during vehicle operation, and helps extend the service life of the outer cover 12.

[0364] In some embodiments, the first compatibilizer and the second compatibilizer have the same composition.

[0365] In some embodiments, the first antioxidant and the second antioxidant have the same composition.

[0366] In some embodiments, the material of the outer cover 12 is the same as the material of the fiber composite board 11.

[0367] In some embodiments, the water absorption rate of each second continuous fiber composite layer 121 is not higher than 0.3%.

[0368] By controlling the water absorption rate of the single-layer second continuous fiber composite material layer 121 within this range, the water absorption rate of the outer cover 12 is kept in a low range, thereby reducing the deformation of the outer cover 12 caused by excessive absorption of water from the external environment during vehicle use.

[0369] In some embodiments, the water absorption rate of each second continuous fiber composite layer 121 is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the second continuous fiber composite layer 121.

[0370] In some embodiments, the second continuous fibers 1211 of each second continuous fiber composite material layer 121 are laid in a unidirectional direction, and the laying angles of the second continuous fibers 1211 of adjacent second continuous fiber composite material layers 121 are different.

[0371] This is beneficial for improving the stress distribution of the outer cover 12, making the mechanical properties of the outer cover 12 approximately the same in different directions, and reducing the risk of reduced service life due to differences in the mechanical properties of the outer cover 12 in a certain direction.

[0372] The second continuous fiber composite layer 121 with different layers can be laid up at different angles such as 0°, 45°, -45°, and 90°.

[0373] In some embodiments, in the outermost two layers of second continuous fiber composite material 121 on any side of the thickness direction of the outer cover 12, the laying angle of the second continuous fiber 1211 of at least one layer of second continuous fiber composite material 121 is neither 0° nor 90°.

[0374] The non-0° and non-90° laying method can provide strength in multiple directions, and the fact that it is placed in at least one of the outermost two layers can effectively absorb and disperse collision energy, reduce the damage of external impact to the internal structure of the outer cover 12, and help enhance the impact resistance of the outer cover 12.

[0375] It should be noted that 0° refers to the length direction of the structural component formed by the outer covering 12, and 90° refers to the width direction of the structural component formed by the outer covering 12. 0° and 90° are perpendicular to each other. The layup angles of the continuous fibers in the remaining second continuous fiber composite layer 121 are all based on the direction of the 0° layup. For example, a layup angle of 45° for the second continuous fiber 1211 means that the angle between the layup direction of the second continuous fiber 1211 and the 0° direction is 45°.

[0376] In some embodiments, the layup angle of the second continuous fiber composite layer 121, which is neither 0° nor 90°, is 25° to 75°.

[0377] This helps to enhance the multi-directional strength, shear strength, and fatigue resistance of composite materials.

[0378] In some embodiments, the sum of the number of second continuous fiber composite material layers 121 with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of second continuous fiber composite material layers 121.

[0379] This ensures that the non-0° and non-90° layups are within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within a reasonable range, thus enabling the structural strength and structural stiffness of the outer cover 12 to meet the requirements.

[0380] In some embodiments, referring to FIG16, the thickness of the outer cover 12 ranges from 2 mm to 5 mm. That is, the thickness of the outer cover 12 is L10, where 2 mm ≤ L10 ≤ 5 mm.

[0381] This allows the thickness of the outer covering 12 to meet the requirements for stiffness and strength, while reducing its weight.

[0382] The specific dimensions of the thickness of the outer cover 12 can be 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, or 5mm.

[0383] The vehicle in a specific embodiment of this application is described as follows:

[0384] The vehicle includes a body frame 10, an outer panel 12, and a chassis 30. The body frame 10 includes a fiber composite panel 11 and a reinforcing structure 13. The fiber composite panel 11 has a first side and a second side facing away from each other, with the first side facing the inside of the vehicle and the second side facing the outside of the vehicle. The outer panel 12 is disposed on the second side of the fiber composite panel 11. The surface of the outer panel 12 facing away from the fiber composite panel 11 forms the outer surface of the vehicle. At least a portion of the surface of the outer panel 12 facing the fiber composite panel 11 forms a first mounting cavity 10a spaced apart from the fiber composite panel 11. The reinforcing structure 13 is disposed on the fiber composite panel 11 and located within the first mounting cavity 10a. The fiber composite panel 11 includes multiple layers of first continuous fiber composite material 111. Each layer of first continuous fiber composite material 111 includes first continuous fibers 1111 and a first thermoplastic resin matrix 1112. The first thermoplastic resin matrix 1112 connects the first continuous fibers 1111. The first continuous fibers 1111 are continuous glass fibers. The thickness of the single-layer first continuous fiber composite material layer 111 ranges from 0.2 mm to 0.3 mm. The first continuous fiber 1111 comprises 60-80 parts by weight, and the first thermoplastic resin matrix 1112 comprises 20-40 parts by weight. The first continuous fiber composite material layer 111 further includes 1-5 parts by weight of a first compatibilizer and 0.2-0.6 parts by weight of a first antioxidant. The reinforcing structure 13 includes reinforcing tubes 132 and a plurality of first reinforcing ribs 131. The first reinforcing ribs 131 are disposed on the surface of the second side of the fiber composite board 11, and the plurality of first reinforcing ribs 131 are interlaced to form a mesh structure. The fiber composite panel 11 includes a door frame portion 112, a main body portion 113, a C-pillar portion 115, and a wheel arch portion 114. The door frame portion 112 is located on at least one side of the main body portion 113 along the longitudinal direction of the vehicle and is connected to the main body portion 113. The door frame portion 112 is used to form at least a portion of the door frame of the vehicle. In a projection plane perpendicular to the opposite directions of the first side and the second side, the proportion of the projection of the first reinforcing rib 131 within the projection range of the door frame portion 112 is not less than the proportion of the projection of the first reinforcing rib 131 within the projection range of the main body portion 113 with the same projection area. The height of the first reinforcing rib 131 within the projection range of the door frame portion 112 is not less than the height of the first reinforcing rib 131 within the projection range of the main body portion 113.Wheel arch portion 114 is used to form at least part of the wheel arch of the vehicle. Wheel arch portion 114 is located below the main body portion 113 and protrudes from the main body portion 113 toward the outer cover 12. A portion of the first reinforcing rib 131 connects the wheel arch portion 114 and the main body portion 113. Door frame portion 112 is located on one side of the wheel arch portion 114 in the longitudinal direction of the vehicle and is connected to the wheel arch portion 114. A portion of the first reinforcing rib 131 connects the door frame portion 112 and the wheel arch portion 114. The first reinforcing rib 131 includes radial ribs 1311 and circumferential ribs 1312. Radial ribs 1311 extend radially along the wheel arch and connect the wheel arch portion 114 and the door frame portion 112. Circumferential ribs 1312 extend circumferentially along the wheel arch. Radial ribs 1311 and circumferential ribs 1312 intersect each other to form a mesh structure. The door frame portion 112 includes a rear door portion 1122 and a tailgate portion 1123. The rear door portion 1122 is located in front of the main body portion 113 in the longitudinal direction of the vehicle, and the tailgate portion 1123 is located behind the main body portion 113 in the longitudinal direction of the vehicle. The rear door portion 1122 forms at least a portion of the rear side door frame of the vehicle, and the tailgate portion 1123 forms at least a portion of the tailgate 24 frame of the vehicle. At least a portion of the first reinforcing rib 131 on the rear door portion 1122 is connected to the first reinforcing rib 131 on the main body portion 113, and at least a portion of the first reinforcing rib 131 on the tailgate portion 1123 is connected to the first reinforcing rib 131 on the main body portion 113. The first reinforcing rib 131 has a first mounting groove 131a, which is open to the side facing the outer cover 12. At least a portion of the reinforcing tube 132 is embedded in the first mounting groove 131a. The first reinforcing rib 131 is injection molded onto the surface of the fiber composite board 11. The first reinforcing rib 131 comprises a first thermoplastic resin matrix 1112 and long glass fibers. The thickness of the first reinforcing rib 131 ranges from 1 mm to 3 mm, and the thickness of the top of the first reinforcing rib 131 is not greater than the thickness of the root of the first reinforcing rib 131. The vehicle frame 10 also includes a rear sill beam 221, a door mounting structure 14, a suspension mount 15, and a fastener 133. The door mounting structure 14 is located at the portion of the reinforcing tube 132 located at the rear door portion 1122. The door connection structure is used to connect at least one of a door hinge, a door lock, a door opening limiter, and a door actuator. The rear sill beam 221 forms the sill of the rear door frame of the vehicle, and one end of the reinforcing tube 132 along its extension direction is connected to the rear sill beam 221. The fastener 133 is located above the wheel arch 114 along the height direction of the vehicle. The fastener 133 has a fixing groove. A portion of the reinforcing tube 132 passes through the fixing groove and is stopped by the inner wall of the fixing groove perpendicular to the extension direction of the reinforcing tube 132. The fastener 133 is connected to the suspension mount 15, which is used to install at least the vehicle's suspension system.The fastener 133 includes a first fastener 1331, which has a reinforcing cavity 1331a. The reinforcing cavity 1331a is located on at least one side of the fixing groove perpendicular to the extending direction of the reinforcing tube 132. The reinforcing cavity 1331a contains a plurality of second reinforcing ribs 1332, which interweave to form a mesh structure. At least a portion of the second reinforcing ribs 1332 extend perpendicular to the extending direction of the portion of the reinforcing tube 132 located in the fixing groove and connects to the inner walls of opposite sides of the reinforcing cavity 1331a. There are at least two reinforcing cavities 1331a, each located on one side of opposite sides of the fixing groove perpendicular to the extending direction of the reinforcing tube 132. The reinforcing tube 132 is an extruded, one-piece metal structure. The wall thickness of the reinforcing tube 132 ranges from 2 mm to 6 mm. C-pillar 115 forms at least a portion of the C-pillar 21 of the vehicle. C-pillar 115 is connected to and located above tailgate 1123. Door mounting structure 14 is located above C-pillar 115 and connects C-pillar 115 and tailgate 1123. Door mounting structure 14 includes drive mounting structure 141, drive mounting structure 141 has drive mounting area 141a for mounting door actuator, and door mounting structure 14 has a plurality of third reinforcing ribs 1411. The plurality of third reinforcing ribs 1411 interweave to form a mesh structure and are connected to drive mounting area 141a. The plurality of third reinforcing ribs 1411 include a first portion 1411a and a second portion 1411b. The third reinforcing rib 1411 of the first portion 1411a is located on one side of the drive mounting area 141a along the length direction of the vehicle, and at least a portion of the third reinforcing rib 1411 of the first portion 1411a extends along the length direction of the vehicle. The third reinforcing rib 1411 of the second portion 1411b is located on at least one side of the drive mounting area 141a along the width direction of the vehicle, and at least a portion of the third reinforcing rib 1411 of the second portion 1411b extends along the width direction of the vehicle. The door mounting structure 14 is a die-cast one-piece metal structure. The rear door portion 1122 is located in front of the main body portion 113 along the front-rear direction of the vehicle, and the tailgate portion 1123 is located behind the main body portion 113 along the front-rear direction of the vehicle. The C-pillar portion 115 connects the top end of the rear door portion 1122 along the height direction of the vehicle and the top end of the tailgate portion 1123 along the height direction of the vehicle. A portion of the C-pillar 115 is recessed towards the inside of the vehicle and forms a second mounting cavity 10b spaced apart from the outer cover 12. At least a portion of the door mounting structure 14 is located within the second mounting cavity 10b. The reinforcing structure 13 is spaced apart from the outer cover 12.The outer covering 12 includes multiple layers of second continuous fiber composite material 121. Each layer of second continuous fiber composite material 121 includes second continuous fibers 1211 and a second thermoplastic resin matrix 1212. The second thermoplastic resin matrix 1212 connects to the second continuous fibers 1211. The second continuous fibers 1211 are continuous glass fibers. The thickness of a single layer of second continuous fiber composite material 121 is 0.2 mm to 0.3 mm. The weight percentage of the second continuous fibers 1211 is 60-80 parts, and the weight percentage of the second thermoplastic resin matrix 1212 is 20-40 parts. The second continuous fiber composite material layer 121 also includes 1-5 parts by weight of a second compatibilizer and 0.2-0.6 parts by weight of a second antioxidant. The vehicle frame 10 is mounted on the chassis 30. The vehicle frame 10 is detachably connected to the chassis 30. The vehicle body frame 10 and chassis 30 together enclose the passenger compartment 10c of the vehicle. The vehicle includes a battery device 31, and the casing of the battery device 31 forms the floor of the passenger compartment 10c.

[0385] The various embodiments / implementations provided in this disclosure can be combined with each other without creating contradictions.

[0386] The above description is merely a preferred embodiment of this disclosure and is not intended to limit the embodiments therein. Those skilled in the art will recognize various modifications and variations of the embodiments of this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this disclosure should be included within the protection scope of the embodiments of this disclosure.

Claims

1. A vehicle, the vehicle comprising: The vehicle body frame includes a fiber composite panel and a reinforcing structure, the fiber composite panel having a first side and a second side disposed opposite to each other, the first side facing the inside of the vehicle and the second side facing the outside of the vehicle; An outer cover is disposed on the second side of the fiber composite board, the surface of the outer cover facing away from the fiber composite board is used to form the external surface of the vehicle, and at least a portion of the surface of the outer cover facing the fiber composite board is spaced apart from the fiber composite board to form a first mounting cavity; The reinforcing structure is disposed on the fiber composite board and located within the mounting cavity.

2. The vehicle of claim 1, wherein, The fiber composite board includes multiple layers of first continuous fiber composite material, each layer of the first continuous fiber composite material includes first continuous fibers and a first thermoplastic resin matrix, and the first thermoplastic resin matrix is ​​connected to the first continuous fibers.

3. The vehicle of claim 2, wherein, The first continuous fiber is a continuous glass fiber.

4. The vehicle of claim 2 or 3, wherein, The thickness of the single-layer first continuous fiber composite material layer ranges from 0.2 mm to 0.3 mm.

5. The vehicle of any one of claims 2-4, wherein, The first continuous fiber has a weight percentage of 60-80, and the first thermoplastic resin matrix has a weight percentage of 20-40.

6. The vehicle of claim 5, wherein, The first continuous fiber composite layer further includes 1-5 parts by weight of a first compatibilizer.

7. The vehicle of claim 5 or 6, wherein, The first continuous fiber composite layer further includes 0.2-0.6 parts by weight of a first antioxidant.

8. The vehicle of any one of claims 1-7, wherein, The thickness of the fiber composite board ranges from 2 mm to 5 mm.

9. The vehicle of any one of claims 1-8, wherein, The reinforcing structure includes a plurality of first reinforcing ribs, which are disposed on the surface of the second side of the fiber composite board, and the plurality of first reinforcing ribs are interwoven to form a mesh structure. And / or, at least a portion of the plurality of the first reinforcing ribs are connected end-to-end to form a ring structure.

10. The vehicle according to claim 9, wherein, The fiber composite board includes a door frame portion and a main body portion. The door frame portion is located on at least one side of the main body portion along the front-rear direction of the vehicle and is connected to the main body portion. The door frame portion is used to form at least a portion of the door frame of the vehicle. In a projection plane perpendicular to the opposite directions of the first side and the second side, the proportion of the projection of the first reinforcing rib within the projection range of the door frame portion is not less than the proportion of the projection of the first reinforcing rib within the projection range of the main body portion of the same projection area. And / or, the height of the first reinforcing rib within the projection range of the door frame portion is not lower than the height of the first reinforcing rib within the projection range of the main body portion.

11. The vehicle according to claim 10, wherein, The fiber composite panel includes a wheel arch portion for forming at least a portion of the wheel arch of the vehicle. The wheel arch portion is located below the main body portion and protrudes from the main body portion toward the outer cover portion. A portion of the first reinforcing rib connects the wheel arch portion to the main body portion.

12. The vehicle according to claim 11, wherein, The door frame portion is located on one side of the wheel arch portion along the front-rear direction of the vehicle and is connected to the wheel arch portion, and a portion of the first reinforcing rib connects the door frame portion and the wheel arch portion.

13. The vehicle according to claim 12, wherein, The first reinforcing rib includes radial ribs and circumferential ribs. The radial ribs extend radially along the wheel arch and connect the wheel arch portion and the door frame portion. The circumferential ribs extend circumferentially along the wheel arch. The radial ribs and the circumferential ribs intersect each other to form a mesh structure.

14. The vehicle according to any one of claims 10 to 13, wherein, The door frame includes a rear door and a tailgate. The rear door is located in front of the main body in the longitudinal direction of the vehicle, and the tailgate is located behind the main body in the longitudinal direction of the vehicle. At least a portion of the first reinforcing rib on the rear door is connected to the first reinforcing rib on the main body, and at least a portion of the first reinforcing rib on the tailgate is connected to the first reinforcing rib on the main body.

15. The vehicle according to any one of claims 10 to 14, wherein, The reinforcing structure further includes a reinforcing tube, and the first reinforcing rib is provided with a first mounting groove. The first mounting groove is open to one side facing the outer cover, and at least a portion of the reinforcing tube is embedded in the first mounting groove.

16. The vehicle according to claim 15, wherein, The reinforcing structure also includes a fastener, which has a second mounting groove that is open to one side of the outer cover. A portion of the reinforcing tube is embedded in the second mounting groove, and at least a portion of the fastener is embedded in the first mounting groove and connected to the fiber composite board.

17. The vehicle according to any one of claims 9 to 16, wherein, The first reinforcing rib is injection molded onto the surface of the fiber composite board.

18. The vehicle according to claim 17, wherein, The first reinforcing rib comprises a first thermoplastic resin matrix and long glass fibers.

19. The vehicle according to any one of claims 9 to 18, wherein, The thickness of the first reinforcing rib ranges from 1 mm to 3 mm; And / or, the thickness of the top of the first reinforcing rib is not greater than the thickness of the root of the first reinforcing rib.

20. The vehicle according to any one of claims 1 to 19, wherein, The vehicle body frame also includes a reinforcing tube, the fiber composite board includes a rear door portion, the rear door portion is used to form at least a portion of the rear side door frame of the vehicle, at least a portion of the reinforcing tube is located in the rear door portion, the vehicle body frame also includes a door mounting structure, the door mounting structure is disposed in the portion of the reinforcing tube located in the rear door portion, and the door connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter.

21. The vehicle according to claim 20, wherein, The rear door portion is used to form the rear side portion of the rear door frame of the vehicle. The vehicle body frame also includes a rear sill beam, which is used to form the sill of the rear door frame of the vehicle. One end of the reinforcing tube along its extension direction is connected to the rear sill beam.

22. The vehicle according to claim 21, wherein, The fiber composite board includes a wheel arch portion, which forms at least a portion of the wheel arch of the vehicle. The wheel arch portion is located below the main body portion. The vehicle frame also includes a suspension mount and a fastener. The fastener is located above the wheel arch portion along the height direction of the vehicle. The fastener has a fixing groove. A portion of the reinforcing tube passes through the fixing groove and is stopped by the inner wall of the fixing groove perpendicular to the extension direction of the reinforcing tube. The fastener is connected to the suspension mount, which is at least used to mount the vehicle's suspension system.

23. The vehicle according to claim 22, wherein, The fastener includes a first fastener, which has a reinforcing cavity located on at least one side of the fixing groove perpendicular to the extension direction of the reinforcing tube. The reinforcing cavity has a plurality of second reinforcing ribs, which intersect each other to form a mesh structure.

24. The vehicle according to claim 23, wherein, At least a portion of the second reinforcing rib extends perpendicular to the extension direction of the portion of the reinforcing tube located in the fixing groove; And / or, at least part of the second reinforcing rib connects to the inner walls of opposite sides of the reinforcing cavity.

25. The vehicle according to claim 23 or 24, wherein, The number of reinforcing cavities is at least two, and the two reinforcing cavities are respectively located on one side of opposite sides of the fixing groove perpendicular to the extension direction of the reinforcing tube.

26. The vehicle according to any one of claims 20 to 25, wherein, The reinforcing tube is an extruded, one-piece metal structure; Alternatively, the reinforcing tube may be a pultruded composite material structure.

27. The vehicle according to any one of claims 20 to 26, wherein, The wall thickness of the reinforcing tube ranges from 2 mm to 6 mm.

28. The vehicle according to any one of claims 1 to 27, wherein, The vehicle body frame also includes a door mounting structure, which is disposed on at least one of the reinforcing structure and the fiber composite board, and is used to connect with at least one of the door hinge, door lock, door opening limiter, and door actuator.

29. The vehicle according to claim 28, wherein, The fiber composite panel includes a C-pillar and a tailgate. The C-pillar forms at least a portion of the C-pillar of the vehicle, and the tailgate forms at least a portion of the tailgate frame of the vehicle. The C-pillar is connected to the tailgate and located above the tailgate. The door mounting structure is located above the C-pillar and connects the C-pillar and the tailgate.

30. The vehicle according to claim 29, wherein, The door mounting structure includes a drive mounting structure, which has a drive mounting area for mounting a door actuator. The door mounting structure also has multiple third reinforcing ribs that interweave to form a mesh structure and connect to the drive mounting area.

31. The vehicle according to claim 30, wherein, The plurality of said third reinforcing ribs include a first portion, wherein the third reinforcing rib of the first portion is located on one side of the drive mounting area along the length direction of the vehicle, and at least a portion of the third reinforcing rib of the first portion extends along the length direction of the vehicle. And / or, the plurality of said third reinforcing ribs include a second portion, wherein the third reinforcing rib of the second portion is located on at least one side of the drive mounting area along the width direction of the vehicle, and at least a portion of the third reinforcing rib of the second portion extends along the width direction of the vehicle.

32. The vehicle according to any one of claims 29 to 31, wherein, The door mounting structure is a die-cast, one-piece metal structure; Alternatively, the door mounting structure may be a molded composite material structure; Alternatively, the door mounting structure may be an injection-molded composite material structure.

33. The vehicle according to any one of claims 29 to 32, wherein, A portion of the C-pillar is recessed toward the inside of the vehicle and spaced apart from the outer cover to form a second mounting cavity, at least a portion of the door mounting structure being located within the second mounting cavity.

34. The vehicle according to any one of claims 1 to 33, wherein, The fiber composite panel includes a rear door portion, a main body portion, a tailgate portion, and a C-pillar portion. The C-pillar portion is used to form at least a portion of the C-pillar of the vehicle. The rear door portion is located in front of the main body portion in the longitudinal direction of the vehicle, and the tailgate portion is located behind the main body portion in the longitudinal direction of the vehicle. The C-pillar portion connects the top end of the rear door portion in the height direction of the vehicle and the top end of the tailgate portion in the height direction of the vehicle.

35. The vehicle according to any one of claims 1 to 34, wherein, The reinforcing structure is spaced apart from the outer covering.

36. The vehicle according to any one of claims 1 to 35, wherein, The outer covering includes multiple layers of second continuous fiber composite material, each layer of which includes second continuous fibers and a second thermoplastic resin matrix, wherein the second thermoplastic resin matrix is ​​connected to the second continuous fibers.

37. The vehicle according to claim 36, wherein, The second continuous fiber is a continuous glass fiber.

38. The vehicle according to claim 36 or 37, wherein, The thickness of the single-layer second continuous fiber composite material layer ranges from 0.2 mm to 0.3 mm.

39. The vehicle according to any one of claims 36 to 38, wherein, The second continuous fiber has a weight percentage of 60-80, and the second thermoplastic resin matrix has a weight percentage of 20-40.

40. The vehicle according to claim 39, wherein, The second continuous fiber composite layer further includes 1.5 to 3 parts by weight of a second compatibilizer.

41. The vehicle according to claim 39 or 40, wherein, The second continuous fiber composite layer further includes 0.1 to 0.5 parts by weight of a second antioxidant.

42. The vehicle according to any one of claims 1 to 41, wherein, The thickness of the outer covering ranges from 2 mm to 5 mm.

43. The vehicle according to any one of claims 1 to 42, wherein, The vehicle also includes a chassis, and the body frame is mounted on the chassis.

44. The vehicle according to claim 43, wherein, The vehicle body frame and the chassis together enclose the passenger compartment of the vehicle, and the chassis includes a battery device, the housing of which forms the floor of the passenger compartment.

45. The vehicle according to claim 43 or 44, wherein, The vehicle frame is detachably connected to the chassis.

Images