Vehicle and manufacturing method therefor

Abstract

A vehicle and a manufacturing method therefor. The vehicle comprises a vehicle body frame (10). The vehicle body frame (10) comprises: a frame beam body (1), the frame beam body (1) having a first side and a second side arranged opposite to each other, the first side facing an inner side of a vehicle body, and the second side facing an outer side of the vehicle body; and a reinforcing structure (2) at least arranged on the first side and forming at least one cavity (20) for reinforcing the strength of the frame beam body (1), wherein the frame beam body (1) is a first fiber reinforced composite material molded part, and the reinforcing structure (2) is a second fiber reinforced composite material injection molded part.

Description

Vehicles and their manufacturing methods

[0001] Cross-references to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411864688.8, filed on December 17, 2024, entitled “Vehicle and Method of Manufacturing Thereof”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and more particularly to vehicles and methods of manufacturing them. Background Technology

[0004] With the development of vehicle technology, users are placing increasingly higher demands on vehicle body lightweighting. At the same time, manufacturers are increasingly eager to shorten vehicle manufacturing cycles. However, traditional vehicle body frames suffer from complex manufacturing processes, long production cycles, and relatively heavy overall weight. Therefore, how to improve the lightweighting of vehicle body frames while meeting their strength and stiffness requirements has become a key research topic in the industry. Summary of the Invention

[0005] To address the aforementioned technical problems, this disclosure provides a vehicle and its manufacturing method. The vehicle's body frame, while meeting strength and rigidity requirements, can improve the lightweight nature of both the body frame and the vehicle, and simplify the manufacturing process.

[0006] The embodiments disclosed herein are implemented through the following technical solutions.

[0007] The first aspect of this disclosure provides a vehicle including a body frame, the body frame including: a frame beam body having a first side and a second side disposed opposite to each other, the first side facing the inner side of the vehicle body and the second side facing the outer side of the vehicle body; a reinforcing structure disposed at least on the first side and forming at least one cavity for reinforcing the strength of the frame beam body; wherein the frame beam body is a first fiber reinforced composite material molded part and the reinforcing structure is a second fiber reinforced composite material injection molded part.

[0008] In this embodiment, since both the main frame beam and the reinforcing structure are made of fiber-reinforced composite materials, lightweight composite materials can replace steel, meeting the lightweight requirements of the vehicle body frame and even the entire vehicle. Furthermore, fiber-reinforced composite materials allow the vehicle body frame to be manufactured using molding and injection molding processes, simplifying the manufacturing process, reducing equipment investment and development costs, shortening the vehicle manufacturing cycle, and improving component integration. Because the reinforcing structure is located on the main frame beam and forms a cavity, it improves the structural strength and stiffness (especially bending and torsional stiffness) and modal characteristics of the main frame beam, meeting the vehicle's strength and stiffness requirements and reducing the probability of failure under external pressure. Therefore, the vehicle of this embodiment can improve the lightweighting of the vehicle body while meeting strength and stiffness requirements.

[0009] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced composite material, and / or the second fiber-reinforced composite material includes a glass fiber-reinforced composite material, wherein the glass fiber-reinforced composite material includes a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers include glass fibers.

[0010] Glass fiber reinforced composites have low density and also have advantages such as high strength, good corrosion resistance and design flexibility. Therefore, they can further improve the structural strength and stiffness of the vehicle body frame and enhance the lightweighting of the vehicle body frame and even the vehicle itself.

[0011] In some embodiments, the glass fiber reinforced composite material includes a glass fiber reinforced polypropylene composite material.

[0012] Glass fiber reinforced polypropylene composites have high strength and rigidity, creep resistance and good dimensional stability, which can further improve the structural strength and rigidity of the vehicle frame and make the vehicle frame less prone to deformation even in high temperature environments.

[0013] In some embodiments, the weight percentage of glass fibers in the first fiber-reinforced composite material is higher than or equal to the weight percentage of glass fibers in the second fiber-reinforced composite material.

[0014] The weight percentage of glass fiber in the first fiber reinforced composite material is higher than or equal to the weight percentage of glass fiber in the second fiber reinforced composite material. When making the reinforced structure, the flowability of the second fiber reinforced composite material can be appropriately improved, which is more conducive to forming the reinforced structure by injection molding.

[0015] In some embodiments, the weight percentage of glass fiber in the first fiber-reinforced composite material is greater than or equal to 60 and less than or equal to 80, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0016] By controlling the weight percentages of glass fiber and thermoplastic resin matrix in the first fiber-reinforced composite material within the aforementioned range, it is beneficial to mold the frame beam body, thus balancing the strength, stiffness, and ease of processing of the frame beam body.

[0017] In some embodiments, the weight percentage of glass fibers in the first fiber-reinforced composite material is greater than or equal to 68 and less than or equal to 72.

[0018] By controlling the weight percentage of glass fiber in the first fiber-reinforced composite material within the aforementioned range, it is more conducive to the compression molding of the frame beam body, which can further optimize the strength, stiffness, and processing convenience of the frame beam body.

[0019] In some embodiments, the weight percentage of glass fiber in the second fiber-reinforced composite material is greater than or equal to 30 and less than or equal to 50, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 50 and less than or equal to 70, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0020] By controlling the weight percentages of glass fiber and thermoplastic resin matrix in the second fiber reinforced composite material within the above-mentioned range, it is beneficial to improve the flowability of the second fiber reinforced composite material, facilitate the injection molding of the reinforced structure, and balance the strength, stiffness, and processing convenience of the reinforced structure.

[0021] In some embodiments, the weight percentage of glass fibers in the second fiber-reinforced composite material is greater than or equal to 38 and less than or equal to 42.

[0022] By controlling the weight percentage of glass fiber in the second fiber reinforced composite material within the above-mentioned range, it is more beneficial to improve the flowability of the second fiber reinforced composite material, which is more conducive to the injection molding of the reinforced structure, and can further optimize the strength, stiffness and processing convenience of the reinforced structure.

[0023] In some embodiments, the frame beam body comprises a multilayer glass fiber reinforced composite material, each layer of which comprises continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix being connected to the glass fibers, and the water absorption rate of each layer of glass fiber reinforced composite material not exceeding 0.3%.

[0024] By controlling the water absorption rate of each layer of glass fiber reinforced composite material within the above-mentioned range, the water absorption rate of the main body of the frame beam is kept low, thereby reducing the deformation of components caused by excessive water absorption in the main body of the frame beam.

[0025] In some embodiments, the frame beam body includes multiple layers of glass fiber reinforced composite material, with glass fibers laid unidirectionally in each layer of glass fiber reinforced composite material, and the laying angles of the continuous fibers in adjacent layers of glass fiber composite material are different.

[0026] The different layup angles of the continuous fibers in two adjacent continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0027] In some embodiments, in the outermost two layers of glass fiber reinforced composite material on any side of the frame beam body along the thickness direction, at least one layer of glass fiber has a laying angle that is neither 0° nor 90°.

[0028] A ply pattern that is neither 0° nor 90° provides strength in multiple directions, and having at least one of the outermost two layers effectively absorbs and disperses energy, reducing damage to the internal structure from external impacts. This arrangement helps enhance the impact resistance of the frame beam structure.

[0029] In some embodiments, the glass fiber layup angle of the glass fiber reinforced composite material that is neither 0° nor 90° is 25° to 75°.

[0030] For glass fiber reinforced composites with a layup angle between 0° and 90°, the layup angle of the glass fibers is within the above range, which is beneficial to enhancing the multi-directional strength, shear strength and fatigue resistance of the composite material.

[0031] In some embodiments, the sum of the number of layers of glass fiber reinforced composite material with glass fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of layers of glass fiber reinforced composite material.

[0032] This helps to keep the multi-directional strength, shear strength, and fatigue resistance of composite materials within a reasonable range, thereby optimizing the structural strength and stiffness of the frame beam.

[0033] In some embodiments, the thickness of the frame beam body is 1.2 mm to 5 mm; and / or the thickness of the single-layer glass fiber reinforced composite material is 0.2 mm to 0.3 mm.

[0034] Within the aforementioned range, the thickness of the main frame beam and / or the thickness of the single-layer glass fiber reinforced composite material helps to avoid the main frame beam being too thin, thus failing to meet the requirements for structural strength and stiffness. Limiting the maximum thickness of the main frame beam helps to avoid excessive thickness affecting the vehicle's aesthetics or interfering with the installation of other vehicle components. Limiting the range of the thickness of the single-layer continuous fiber composite material layer helps to avoid both insufficient structural strength and stiffness due to excessive thickness, and excessive thickness leading to an excessively thick main frame beam when multiple layers of continuous fiber composite are laid.

[0035] In some embodiments, the reinforcing structure includes a first reinforcing component, the first reinforcing component includes a plurality of reinforcing ribs, at least some of the reinforcing ribs are interlaced in a mesh pattern, a cavity is formed at least at the location of the mesh, and / or, the plurality of reinforcing ribs are connected end to end in a cylindrical shape, the inner cavity of the cylinder constitutes a cavity.

[0036] Therefore, the interlaced mesh arrangement of reinforcing ribs and / or the connection of multiple reinforcing ribs into a cylindrical shape can form a grid-like cavity or a cylindrical cavity. This is beneficial for the injection molding of the reinforced structure and also for enhancing the strength and rigidity of the vehicle frame, especially the torsional and bending rigidity.

[0037] In some embodiments, the cavity is further enclosed by reinforcing ribs and the main frame beam.

[0038] Therefore, stiffeners can improve the strength of the main frame beam, thereby enhancing the overall strength and rigidity of the vehicle body frame.

[0039] In some embodiments, the thickness of the root of the reinforcing rib is 2.5mm to 3.5mm, and the root of the reinforcing rib is the part where the reinforcing rib is connected to the main body of the frame beam; the thickness of the main body of the frame beam is 2.5mm to 3.5mm.

[0040] The thickness of the stiffener at the root and the thickness of the frame beam body are within the above range. By arranging stiffeners on the frame beam body, the strength and rigidity of the frame beam body can be enhanced, while also taking into account the lightweighting of the vehicle frame.

[0041] In some embodiments, the plurality of reinforcing ribs includes spaced-apart reinforcing ribs, with the spacing between adjacent reinforcing ribs ranging from 20 mm to 50 mm.

[0042] The spacing between adjacent stiffeners is within the above range, which helps to improve the strength and rigidity of the vehicle frame while making the vehicle frame lighter.

[0043] In some embodiments, the length of each stiffener extending from the frame beam body in a direction away from the frame beam body is between 5 mm and 40 mm.

[0044] The length of each reinforcing rib extending from the main body of the frame beam away from the main body of the frame beam is within the above range, which is beneficial to improve the strength and rigidity of the main body of the frame beam while reducing the outer contour size of the vehicle body frame and reducing the space occupied by the vehicle body frame.

[0045] In some embodiments, a plurality of reinforcing ribs are erected relative to the frame beam body, and include a first direction reinforcing rib extending along the length direction of the frame beam body and a second direction reinforcing rib extending along a second direction intersecting the length direction.

[0046] This helps to improve the overall strength and rigidity of the vehicle body frame, and helps to disperse and resist the torsional and lateral forces experienced during vehicle collisions or rollovers, thereby improving the vehicle's torsional and bending resistance.

[0047] In some embodiments, the reinforcing structure includes a first reinforcing component, the first reinforcing component includes a plurality of reinforcing ribs, at least some of the reinforcing ribs are interlaced in a mesh pattern, a cavity is formed at least at the location of the mesh, the frame beam body is formed with a first plate segment and a recessed groove connected to the first plate segment and recessed outward of the vehicle body, the mesh formed by the reinforcing ribs formed in the recessed groove is larger than the mesh formed by the reinforcing ribs formed in the first plate segment.

[0048] Since the first plate segment has higher requirements for body mode, stiffness and strength, by making the mesh formed by the reinforcing ribs in the first plate segment smaller than the mesh formed by the reinforcing ribs in the recessed grooves, it is beneficial to improve the strength and stiffness of the first plate segment, especially the bending stiffness and torsional stiffness. On the other hand, it can relatively improve the overall lightweighting of the body frame, thus taking into account the strength, stiffness and lightweighting of the body frame.

[0049] In some embodiments, the recessed groove includes a second plate segment, a third plate segment, and a fourth plate segment connected in sequence, wherein the second plate segment and the fourth plate segment constitute the sidewall of the recessed groove, the third plate segment constitutes the bottom wall of the recessed groove, and the reinforcing ribs formed in the recessed groove are respectively connected to the second plate segment, the third plate segment, and the fourth plate segment.

[0050] This allows for the improvement of both the strength and rigidity of the vehicle body frame, as well as the connection strength between the reinforcing ribs and the main frame beam.

[0051] In some embodiments, the vehicle frame further includes an interior and exterior trim mounting structure connected to a reinforcing structure for mounting at least one of the vehicle's interior trim, exterior trim, and external components.

[0052] Therefore, the interior and exterior trim installation structure can be integrated into the main frame beam, which not only provides reliable support for the interior and exterior trim, but also helps to reduce the number of parts, simplify the manufacturing process, and improve manufacturing efficiency.

[0053] In some embodiments, the interior and exterior trim mounting structure is a second fiber-reinforced composite injection molded part.

[0054] Therefore, on the one hand, lightweight fiber-reinforced composite materials can be used to replace steel to meet the lightweight requirements of interior and exterior trim installation structures; on the other hand, it is beneficial to form interior and exterior trim installation structures through injection molding.

[0055] In some embodiments, a portion of the reinforcing rib is provided around the interior and exterior trim mounting structure.

[0056] This helps to improve the strength and rigidity of the interior and exterior trim installation structure.

[0057] In some embodiments, the interior and exterior trim mounting structure includes a mounting boss, the mounting boss including a mounting support surface for supporting interior trim parts and / or exterior trim parts.

[0058] Therefore, the mounting support surface helps to provide stable support for interior and / or exterior trim parts, facilitating their installation and fixation.

[0059] In some embodiments, the interior and exterior trim mounting structure includes a first mounting boss and a second mounting boss that protrude toward the inside of the vehicle body. The first mounting boss and the second mounting boss are spaced apart along the length of the frame beam body. The reinforcing structure includes a plurality of reinforcing ribs, a portion of which is arranged between the first mounting boss and the second mounting boss along the length direction.

[0060] Therefore, the reinforcing ribs arranged between the first mounting boss and the second mounting boss can improve the strength and rigidity of the frame beam body and the interior and exterior decoration installation structure.

[0061] In some embodiments, the reinforcing structure further includes a second reinforcing component, which is tubular.

[0062] The addition of tubular reinforcing structures can effectively absorb impact energy, and has high strength and rigidity. It is also easy to process and install, which helps to improve the assembly efficiency of the vehicle body frame and shorten the vehicle manufacturing cycle.

[0063] In some embodiments, the vehicle frame includes a body pillar assembly, a side beam assembly, a roof crossbeam assembly, and a door frame beam assembly; the frame beam body includes a body pillar, a side beam, a roof crossbeam, and a door sill beam, and the frame beam body, the reinforcing structure, and the interior and exterior trim mounting structure together form at least a portion of the body pillar assembly and / or at least a portion of the side beam assembly and / or at least a portion of the roof crossbeam assembly and / or at least a portion of the door sill beam assembly.

[0064] This can enhance the strength and rigidity of the body pillars and / or body beams, improve the crashworthiness of the body frame and the vehicle, and also help to increase the overall lightweighting of the body.

[0065] In some embodiments, along the longitudinal direction of the vehicle body, the vehicle pillars include at least one of a front pillar, a middle pillar, and a rear pillar; the vehicle pillar assembly includes at least one of a front pillar assembly, a middle pillar assembly, and a rear pillar assembly.

[0066] Therefore, the above structure can be applied to any of the front pillars, middle pillars, and rear pillars. On the one hand, it helps to improve the strength and rigidity of the entire vehicle body, and on the other hand, it helps to reduce the weight of each body pillar and improve the overall lightweighting of the vehicle body.

[0067] In some embodiments, the roof crossbeam includes at least one of the front roof crossbeam, the middle roof crossbeam, and the rear roof crossbeam, and the roof crossbeam assembly includes at least one of the front roof crossbeam assembly, the middle roof crossbeam assembly, and the rear roof crossbeam assembly.

[0068] This can enhance the strength of the front, middle, or rear roof crossbeams, improving the crash performance of the vehicle frame.

[0069] In some embodiments, the body pillar assembly includes a front pillar assembly and / or a center pillar assembly, and the body frame further includes at least one metal connection structure disposed on the interior and exterior trim mounting structure, the at least one metal connection structure being used to connect at least one of a door hinge, a door lock, and a door opening limiter.

[0070] Metal connection structures can strengthen the local structure of the vehicle body pillar assembly, improve the installation strength and reliability of door hinges, door locks and door opening limiters, and reduce the risk of deformation and tearing of the installation parts.

[0071] In some embodiments, the vehicle pillar assembly includes a rear pillar assembly and / or a center pillar assembly, and the interior and exterior trim mounting structure includes at least one seatbelt accessory mounting structure for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0072] Therefore, seat belt accessories can be installed, and by strengthening the installation structure of the seat belt accessories, the structural strength and rigidity of the installation structure of the seat belt accessories can be improved, thereby reducing the probability of seat belt failure due to failure of the installation structure of the seat belt accessories.

[0073] In some embodiments, the interior and exterior trim mounting structures include at least one of a door switch assembly mounting structure, an exterior detection device mounting structure, an interior detection device mounting structure, an interior lighting fixture mounting structure, a wiring harness mounting structure, an interior trim panel mounting structure, and an exterior trim panel mounting structure.

[0074] Therefore, various interior and exterior trim installation structures can be integrated into the main frame beam, which not only provides reliable support for the interior and exterior trim, but also helps to reduce the number of parts, simplify manufacturing processes, and improve manufacturing efficiency.

[0075] In some embodiments, the frame beam body, the reinforcing structure, and the interior and exterior trim mounting structure are formed as a rear roof crossbeam assembly. The rear roof crossbeam has a first plate segment and a recessed groove connected to the first plate segment and recessed outwards towards the vehicle body. The first plate segment is located further rearwards than the recessed groove, and the portion of the recessed groove facing outwards towards the vehicle body is used to connect the roof panel.

[0076] Therefore, this structure can meet the strength and rigidity requirements of roof beam components, such as those for top pressure testing. It can also connect to other structures of the vehicle body and can be molded into one piece, simplifying the manufacturing process of the vehicle body frame, shortening the manufacturing cycle of the vehicle body frame, and improving the integration of the vehicle body frame.

[0077] In some embodiments, the vehicle frame further includes at least one metal connection structure disposed on the rear crossbeam assembly of the roof; the at least one metal connection structure is used to connect at least one of a door hinge and a door opening limiter.

[0078] Therefore, the metal connection structure can strengthen the local structure of the rear crossbeam assembly of the roof, improve the installation strength and reliability of door hinges, door locks and door opening limiters, and reduce the risk of deformation and tearing of the installation parts.

[0079] In some embodiments, the interior and exterior trim mounting structure includes a first mounting boss and a second mounting boss that protrude toward the inside of the vehicle body. The first mounting boss and the second mounting boss are spaced apart along the length of the frame beam body. Metal connection structures are respectively connected to the support surfaces of the first mounting boss and the second mounting boss that face the outside of the vehicle body.

[0080] Therefore, metal connection structures are beneficial for locally strengthening the strength of interior and exterior trim installation structures, reducing the risk of deformation and tearing of the interior and exterior trim installation structures.

[0081] In some embodiments, the vehicle further includes a chassis, a body frame mounted on the chassis and together forming a passenger compartment, the body frame including a body pillar assembly and a roof beam assembly, the frame beam body, a reinforcing structure and interior and exterior trim mounting structures together forming at least a portion of the body pillar assembly and / or at least a portion of the roof beam assembly.

[0082] This can improve the strength and rigidity of the body pillars and / or roof beam assemblies, and also improve the vehicle's lightweighting.

[0083] In some embodiments, the vehicle includes a body frame, a tailgate, and a roof panel. The frame beam body, the reinforcing structure, and the interior and exterior trim mounting structure together form a rear roof crossbeam assembly, and the roof panel and the tailgate are respectively connected to the rear roof crossbeam assembly.

[0084] This improves the strength and rigidity of the rear crossbeam assembly of the roof.

[0085] In some embodiments, the roof panel includes a sunroof.

[0086] Therefore, the structure of this disclosed embodiment can be applied to a variety of roof designs.

[0087] In some embodiments, the vehicle also includes a battery unit mounted on the chassis.

[0088] Therefore, the vehicle possesses excellent strength, rigidity, and lightweight properties, while also improving the utilization of space under the vehicle, thus avoiding encroachment on passenger compartment and trunk space and providing more seating and storage space. Furthermore, mounting the battery pack on the chassis reduces direct impact on passengers, lowering the probability of injury in a collision. Additionally, centralized battery mounting on the chassis facilitates maintenance and replacement, reducing the complexity of daily maintenance.

[0089] In some embodiments, the housing of the battery device forms at least a portion of the floor of the passenger compartment.

[0090] This reduces redundancy in the vehicle's frame, thereby lightening the overall weight. It also increases the space available for battery module packaging, optimizes the vehicle's interior layout, and improves space utilization.

[0091] In some embodiments, the vehicle frame is detachably attached to the top of the chassis.

[0092] This simplifies the assembly process, improves vehicle production efficiency, and facilitates specialized collaboration.

[0093] A second aspect of this disclosure provides a method for manufacturing a vehicle, the vehicle including a body frame, the body frame including: a frame beam body having a first side and a second side disposed opposite to each other; a reinforcing structure disposed at least on the first side and forming at least one cavity for reinforcing the strength of the frame beam body; the frame beam body and the reinforcing structure being integrally formed by compression molding.

[0094] In this embodiment, a compression molding process is used to manufacture the vehicle body frame, allowing the frame beams and reinforcing structures to be integrally formed. This simplifies the manufacturing process of the vehicle body frame and the vehicle itself, reduces investment in manufacturing equipment and development costs, shortens the vehicle manufacturing cycle, and improves the integration of parts. Furthermore, due to the reinforcing structure, the strength and stiffness requirements of the vehicle body frame are met.

[0095] In some embodiments, the vehicle frame further includes an interior and exterior trim mounting structure disposed on a reinforcing structure for mounting at least one of the vehicle's interior trim, exterior trim, and external components; the frame beam body, the reinforcing structure, and the interior and exterior trim mounting structure are integrally formed by compression molding.

[0096] Therefore, using compression molding to manufacture the vehicle body frame allows the main frame beam, reinforcing structure, and interior and exterior trim installation structure to be integrally formed, simplifying the manufacturing process of the vehicle body frame and the vehicle, shortening the vehicle manufacturing cycle, and improving the integration of parts.

[0097] In some embodiments, the preparation method includes: providing a first substrate made of a first fiber-reinforced composite material, molding the first substrate to form a frame beam body; providing a second fiber-reinforced composite material, and forming a reinforcing structure and an interior / exterior trim installation structure integrally connected to the frame beam body by injection molding.

[0098] Therefore, using compression molding to integrally form the main frame beam, reinforcing structure, and interior and exterior trim installation structure simplifies the manufacturing process of the vehicle body frame and shortens the vehicle manufacturing cycle.

[0099] In some embodiments, both the first fiber-reinforced composite material and the second fiber-reinforced composite material are glass fiber-reinforced polypropylene composite materials, wherein the weight percentage of glass fibers in the first fiber-reinforced composite material is higher than or equal to the weight percentage of glass fibers in the second fiber-reinforced composite material.

[0100] Glass fiber reinforced polypropylene composites possess high strength and rigidity, creep resistance, and good dimensional stability, which further enhances the structural strength and rigidity of the vehicle body frame and prevents deformation even at high temperatures. The proportion of glass fiber by weight in the first fiber reinforced composite is higher than or equal to that in the second fiber reinforced composite. This allows for improved flowability of the second fiber reinforced composite during the fabrication of reinforced structures and interior / exterior trim installation structures, making it more suitable for injection molding to form these structures.

[0101] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced polypropylene composite material, wherein the weight percentage of glass fibers is greater than or equal to 60 and less than or equal to 80, and the second fiber-reinforced composite material includes a glass fiber-reinforced polypropylene composite material, wherein the weight percentage of glass fibers is greater than or equal to 30 and less than or equal to 50.

[0102] By controlling the weight percentage of glass fiber in the first fiber reinforced composite material and the second fiber reinforced composite material within the above-mentioned range, it is beneficial to the compression molding of the frame beam body and to improve the fluidity of the second fiber reinforced composite material, which is beneficial to the injection molding of the reinforced structure and the interior and exterior trim installation structure.

[0103] In some embodiments, the weight percentage of glass fibers in the first fiber-reinforced composite material is greater than or equal to 68 and less than or equal to 72, and the weight percentage of glass fibers in the second fiber-reinforced composite material is greater than or equal to 38 and less than or equal to 42.

[0104] By controlling the weight percentage of glass fiber in the first fiber reinforced composite material and the second fiber reinforced composite material within the above-mentioned range, it is more conducive to the compression molding of the frame beam body and can improve the fluidity of the second fiber reinforced composite material, which is more conducive to the injection molding of the reinforced structure and the interior and exterior trim installation structure.

[0105] Invention Effects

[0106] This disclosure provides a vehicle and its manufacturing method. The main frame beam of the vehicle is a first fiber-reinforced composite molded part, and the reinforcing structure is a second fiber-reinforced composite injection molded part. This improves the lightweighting of the vehicle frame and even the entire vehicle body, and also facilitates the molding of the main frame beam and reinforcing structure through molding and injection molding processes. This allows the vehicle to meet strength and stiffness requirements while simplifying the manufacturing process and shortening the manufacturing cycle. Attached Figure Description

[0107] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0108] Figure 1 is an exploded view of the vehicle structure provided in some embodiments of this disclosure;

[0109] Figure 2 is an exploded view of the vehicle body provided in some embodiments of this disclosure;

[0110] Figure 3 is a schematic diagram of the structure of an electric vehicle provided in some embodiments of this disclosure;

[0111] Figure 4 is a perspective view of a portion of the vehicle frame provided in some embodiments of this disclosure;

[0112] Figure 5 is a three-dimensional structural schematic diagram of a portion of the vehicle frame provided in some embodiments of this disclosure from another perspective;

[0113] Figure 6 is a cross-sectional view along line AA of Figure 4 provided in some embodiments of this disclosure;

[0114] Figure 7 is a three-dimensional structural schematic diagram of a portion of the vehicle frame provided in some embodiments of this disclosure from another perspective;

[0115] Figure 8 is a flowchart illustrating a method for manufacturing a vehicle according to some embodiments of this disclosure.

[0116] Explanation of reference numerals in the attached drawings: 1000 Vehicle; 100 Body; 200 Battery unit; 300 Motor; 400 Controller; 10 Body frame; 11 Body panels; 20 Passenger compartment; 30 Chassis; 31 Floor; 40 Wheel; 101 Body pillar assembly; 1011 Front pillar assembly; 1012 Center pillar assembly; 1013 Rear pillar assembly; 102 Roof crossbeam assembly; 1021 Front roof crossbeam assembly; 1022 Rear roof crossbeam assembly; 103 Side beam assembly; 104 Sill beam assembly; 111 Hood; 112 Side wing panel; 113 Side door; 114 Tailgate; 1 Frame beam body; 13 First plate segment; 131 First support surface; 132 Second support surface; 14 Recessed groove; 15 Second plate segment; 16 Third plate segment; 17 Fourth plate segment; 19 Edge; 2 Reinforced structure; 20 Cavity; 21 Reinforced component; 211 Reinforcing rib; 2111 Root; 3 Interior and exterior trim installation structure; 31 Mounting boss; 31a First mounting boss; 31b Second mounting boss; 311 Mounting support surface; X: Front and rear direction of the vehicle body; Y: Left and right direction of the vehicle body; Z: Up and down direction of the vehicle body. Detailed Implementation

[0117] The embodiments of the technical solutions disclosed herein will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solutions disclosed herein and are therefore intended to limit the scope of protection of this disclosure.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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.

[0122] In the description of the embodiments of this disclosure, the technical terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated, or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this disclosure.

[0123] 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.

[0124] 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.

[0125] The embodiments of this disclosure will now be described in detail.

[0126] With the development of vehicle technology, users are placing increasingly higher demands on lightweight vehicle bodies. At the same time, manufacturers are increasingly eager to shorten vehicle manufacturing cycles. Furthermore, the vehicle frame plays a crucial role in improving the overall rigidity and strength of the vehicle body.

[0127] In related technologies, at least a portion of the vehicle body frame (e.g., roof crossbeams) is made of steel structural components to meet the high strength and rigidity requirements of the vehicle body frame. There are also solutions that thicken the main body of the frame beams to improve the structural strength and / or rigidity of the vehicle body frame. However, steel vehicle body frames have the disadvantage of being heavy, which is not conducive to achieving overall vehicle weight reduction and improving the vehicle's range. Furthermore, the traditional manufacturing process of steel structure vehicle body frames involves multiple processes such as stamping, welding, and painting, resulting in problems such as low component integration, complex production processes, and long manufacturing cycles.

[0128] Therefore, how to improve the lightweighting of the vehicle body frame and the vehicle while simplifying the manufacturing process, while meeting the strength and stiffness requirements of the body frame, has become one of the research issues in the industry.

[0129] To address the aforementioned technical challenges, this disclosure provides a vehicle.

[0130] The vehicles and vehicles involved in the embodiments of this disclosure will now be described with reference to Figures 1 to 3. Figure 1 is an exploded view of the structure of a vehicle provided in some embodiments of this disclosure; Figure 2 is an exploded view of the vehicle body provided in some embodiments of this disclosure; Figure 3 is a structural schematic diagram of an electric vehicle provided in some embodiments of this disclosure.

[0131] As shown in FIG1, the vehicle 1000 of this disclosure embodiment includes a chassis 30 and a body 100 disposed on the chassis 30, and the body 100 adopts at least part of the structure provided in this disclosure embodiment.

[0132] The body 100 forms the exterior of the vehicle and the passenger compartment 20, and protects the occupants located in the passenger compartment 20. The chassis 30 is located below the body 100 and carries the engine, battery pack, and other components. Wheels 40 are mounted on the chassis 30; Figure 1 shows a four-wheeled vehicle.

[0133] As shown in Figure 2, the vehicle body 100 includes a body frame 10 and a body panel 11. The body frame 10 forms the vehicle skeleton, providing support and protection. The body panel 11 is connected to the body frame 10, forming an enclosed interior space and exterior appearance. The body frame 10 is interconnected with the chassis 30. In some embodiments, the body frame 10 and chassis 30 are welded together; in other embodiments, the body frame 10 and chassis 30 are detachably connected by fasteners. Optionally, the fasteners may include at least one of bolts, studs, and screws. There may be multiple fasteners.

[0134] In some embodiments, the vehicle frame 10 and chassis 30 together enclose a passenger compartment 20 of the vehicle, the vehicle including a battery unit 200 (see FIG. 3), the housing of the battery unit forming at least a portion of the floor 31 of the passenger compartment 20. Integrating the battery unit into the chassis 30 reduces additional supports and connectors, helps to reduce the overall vehicle weight, and also reduces the space occupied by the battery unit in the vehicle's interior.

[0135] For example, the body frame 10 is connected to the chassis 30 in a detachable manner. For instance, multiple bolts are used to achieve a detachable connection in the circumferential direction of both the chassis 30 and the body frame 10. Furthermore, the chassis 30 can be a skateboard chassis integrating a motor system (including the motor 300 shown in Figure 3), a battery system (including the battery device 200 shown in Figure 3), and an electronic control system (including the controller 400 shown in Figure 3) (also referred to as a "three-electric system"). This structure allows for the separation and decoupling of the body frame 10 and the chassis 30, enabling the body frame 10 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0136] The vehicles involved in this disclosure can be gasoline-powered, natural gas-powered, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicles can also be front-wheel drive, rear-wheel drive, or four-wheel drive vehicles.

[0137] The following descriptions will use the combination of the vehicle frame 10 and the skateboard chassis as an example.

[0138] As shown in Figures 1 and 2, the vehicle frame 10 involved in this embodiment includes at least structural components such as vehicle pillar assemblies 101, roof crossbeam assemblies 102, side beam assemblies 103, and sill beam assemblies 104. The vehicle body panels 11 include at least hood 111, side fenders 112, and side doors 113, and may also include tailgate 114, anti-collision beams (not shown in the figures), bumpers (not shown in the figures), and roofs (not shown in the figures). The vehicle pillar assembly 101 is a collective term for the front pillar assembly (also referred to as the "A-pillar assembly") 1011, the middle pillar assembly (also referred to as the "B-pillar assembly") 1012, and the rear pillar assembly (also referred to as the "C-pillar assembly") 1013. Based on the context, it can be understood as a collection of the front pillar assembly 1011, the middle pillar assembly 1012, and the rear pillar assembly 1013, or at least any one of the front pillar assembly 1011, the middle pillar assembly 1012, and the rear pillar assembly 1013.

[0139] In some embodiments, the roof crossbeam assembly 102 is supported by the left and right side beam assemblies 103 along the width direction of the vehicle body. A roof panel may also cover the roof crossbeam assembly 102 (outer side of the vehicle body) to close the passenger compartment 20 from above. Part or all of the roof panel may be made of glass. Alternatively, a portion of the roof panel may be configured to be sliding to allow the sunroof to be opened or closed.

[0140] Along the longitudinal direction of the vehicle body, the roof crossbeam assembly 102 may include a front roof crossbeam assembly 1021 and a rear roof crossbeam assembly 1022. The front roof crossbeam assembly 1021 may be connected to the upper edge of the windshield, and the rear roof crossbeam assembly 1022 may be connected to the upper edge of the rear windshield. Optionally, some vehicle body frames may also include a middle roof crossbeam assembly (not shown) located along the longitudinal direction of the vehicle body between the front roof crossbeam assembly 1021 and the rear roof crossbeam assembly 1022.

[0141] The roof crossbeam assembly 102 is used to provide support and protection from the top of the vehicle and needs to meet structural strength and stiffness requirements.

[0142] The fact that the vehicle body 100 at least partially adopts the structure provided in the embodiments of this disclosure means that the structure provided in the embodiments of this disclosure can be selectively applied to one or more parts of the vehicle body 100 according to the actual situation of the vehicle. For example, the structure provided in the embodiments of this disclosure can be used in the roof crossbeam assembly 102 described above. Optionally, it can be used in the front roof crossbeam assembly 1021 or the rear roof crossbeam assembly 1022.

[0143] In some embodiments, the use of fiber-reinforced composite materials to manufacture the frame beam body 1 of the vehicle body frame 10 means that most of the structure of the frame beam body 1 is made of fiber-reinforced composite materials.

[0144] Research has shown that the vehicle body frame can be made of fiber-reinforced composite materials and reinforced with a strengthening structure, so that the vehicle body frame can meet the requirements of strength and stiffness, and can also significantly reduce the weight compared to steel vehicle body frames. Furthermore, the vehicle body frame made of fiber-reinforced composite materials can be manufactured by molding and injection molding, which helps to simplify the manufacturing process, improve production efficiency, and enable the manufacture of vehicle body frames with complex structures.

[0145] Based on this design concept, this disclosure provides a vehicle including a body frame, the body frame including: a frame beam body having a first side and a second side disposed opposite to each other, the first side facing the inner side of the vehicle body and the second side facing the outer side of the vehicle body; a reinforcing structure disposed at least on the first side and forming at least one cavity for reinforcing the strength of the frame beam body; wherein, the frame beam body is a first fiber reinforced composite material molded part and the reinforcing structure is a second fiber reinforced composite material injection molded part.

[0146] In this embodiment, since both the main frame beam and the reinforcing structure are made of fiber-reinforced composite materials, lightweight composite materials can replace steel, meeting the lightweight requirements of the vehicle body frame and the vehicle itself. Furthermore, the fiber-reinforced composite materials allow the vehicle body frame to be manufactured using molding and injection molding processes, simplifying the manufacturing process, reducing investment in manufacturing equipment and development costs, shortening the vehicle manufacturing cycle, and improving component integration. Because the reinforcing structure is located on the main frame beam, it improves the structural strength and stiffness of the main frame beam, meeting the strength and stiffness requirements of the vehicle body frame and reducing the probability of the vehicle body frame failing under external pressure. Therefore, in this embodiment, the vehicle body frame can achieve a higher degree of lightweighting while meeting strength and stiffness requirements.

[0147] The vehicle body frame provided in some embodiments of this disclosure will now be described in detail with reference to Figures 1 to 7.

[0148] Figure 1 is an exploded view of a vehicle structure provided in some embodiments of the present disclosure; Figure 2 is an exploded view of a vehicle body provided in some embodiments of the present disclosure; Figure 3 is a structural diagram of an electric vehicle provided in some embodiments of the present disclosure; Figure 4 is a three-dimensional structural diagram of a portion of a vehicle body frame provided in some embodiments of the present disclosure from one perspective; Figure 5 is a three-dimensional structural diagram of a portion of a vehicle body frame provided in some embodiments of the present disclosure from another perspective; Figure 6 is a cross-sectional view of a portion of a vehicle body frame provided in Figure 4 along line AA provided in some embodiments of the present disclosure; Figure 7 is a three-dimensional structural diagram of a portion of a vehicle body frame provided in some embodiments of the present disclosure from yet another perspective.

[0149] In the description of the embodiments of this disclosure, for ease of explanation, the direction of arrow X represents the "front-to-back direction of the vehicle body" and the "length direction of the vehicle body," with arrow X pointing towards the front of the vehicle body; the direction of arrow Y represents the "left-to-right direction of the vehicle body" and the "width direction of the vehicle body," with arrow Y pointing towards the left side of the vehicle body (consistent with the left-to-right direction of the driver inside the vehicle); the direction of arrow Z represents the "vertical direction of the vehicle body" and the "height direction of the vehicle body," with arrow Z pointing towards the top of the vehicle body. Additionally, the side facing the passenger compartment 20 is sometimes referred to as the inner side of the vehicle body, and the side facing away from the passenger compartment 20 and towards the outside of the vehicle body is sometimes referred to as the outer side of the vehicle body.

[0150] As shown in Figures 1 to 4, this embodiment of the present disclosure provides a vehicle including a vehicle body frame 10. The vehicle body frame 10 includes a frame beam body 1 and a reinforcing structure 2. The frame beam body 1 has a first side and a second side disposed opposite to each other, the first side facing the inner side of the vehicle body and the second side facing the outer side of the vehicle body. The reinforcing structure 2 is at least disposed on the first side and forms at least one cavity 20 for reinforcing the strength of the frame beam body 1. The frame beam body 1 is a first fiber-reinforced composite material molded part, and the reinforcing structure 2 is a second fiber-reinforced composite material injection molded part.

[0151] In some embodiments, as shown in Figures 1 and 4, the frame beam body 1 includes two opposing sides, one facing the inside of the vehicle body and the other facing the outside of the vehicle body. For ease of description, one side of the frame beam body 1 is named "first side," and the other side of the frame beam body 1 is named "second side." Depending on the mounting orientation of the frame beam body 1 on the vehicle body, the first side faces the inside of the vehicle body, and the second side faces the outside of the vehicle body.

[0152] In some embodiments, as shown in Figures 1, 4, and 5, the reinforcing structure 2 is provided at least on the first side of the frame beam body 1 to enhance the strength of the frame beam body 1. The reinforcing structure 2 can be a reinforcing rib 211 or a tubular reinforcing structure. The tubular reinforcing structure can be a circular tube, a generally square tube, or other irregular shapes. The figures show the reinforcing rib 211.

[0153] In some embodiments, as shown in Figures 4 and 5, the reinforcing structure 2 may have at least one cavity 20. One end of the cavity 20 may be closed by the frame beam body 1, and of course, the other end of the cavity 20 may also be closed. The number of cavities 20 may be multiple. Optionally, the reinforcing structure 2 may form one, two, three or more cavities 20.

[0154] Optionally, the cross-section of the cavity 20 can be circular, rectangular, or other shapes. In one specific embodiment, the cavity 20 is generally rectangular. Among the multiple cavities 20, the shape / size of each cavity 20 can be partially the same, partially different, or all the same (including substantially the same) or all different.

[0155] In some embodiments, the inner side of the frame beam body 1 may also be covered with an interior panel, and the outer side of the body may also be covered with an exterior panel.

[0156] In some embodiments, the frame beam body 1 is molded from fiber-reinforced composite material, and the reinforcing structure 2 is injection molded from fiber-reinforced composite material. For ease of description, the material of the frame beam body 1 is referred to as "first fiber-reinforced composite material," and the material of the reinforcing structure 2 is referred to as "second fiber-reinforced composite material." The first fiber-reinforced composite material and the second fiber-reinforced composite material can be the same or different, provided that the strength, stiffness, and manufacturing method are satisfied. In different cases, the matrix of the composite material may be different, or the fiber content may be different.

[0157] In some embodiments, the frame beam body and the reinforcing structure are connected as a single unit. Optionally, the molded frame beam body 1 and the injection-molded reinforcing structure 2 are connected by bonding or other methods, or the frame beam body 1 and the reinforcing structure 2 are integrally molded by injection molding. This further simplifies the manufacturing process of the vehicle body frame 10 and further improves the component integration of the vehicle body frame 10. In addition, since injection molding can form more complex structures, it is advantageous to flexibly design the reinforcing structure 2.

[0158] In this embodiment, since both the frame beam body 1 and the reinforcing structure 2 are made of fiber-reinforced composite materials, on the one hand, lightweight composite materials can replace steel, meeting the lightweight requirements of the vehicle body frame 10. On the other hand, fiber-reinforced composite materials allow the vehicle body frame 10 to be manufactured using compression molding, simplifying the manufacturing process, reducing investment in manufacturing equipment and development costs, shortening the manufacturing cycle of the vehicle body frame 10, and improving the integration of parts. Since the reinforcing structure 2 is disposed on the frame beam body 1 and forms a cavity 20, it can improve the structural strength and stiffness (especially bending stiffness and torsional stiffness) and modal characteristics of the frame beam body 1, meeting the strength and stiffness requirements of the vehicle body frame 10 and reducing the probability of the vehicle body frame 10 failing under external pressure. Therefore, the vehicle body frame 10 of this embodiment can improve the lightweighting of the vehicle body, simplify the manufacturing process, and shorten the manufacturing cycle while meeting the strength and stiffness requirements.

[0159] In some embodiments, the first fiber-reinforced composite material includes a glass fiber-reinforced composite material, and / or the second fiber-reinforced composite material includes a glass fiber-reinforced composite material, wherein the glass fiber-reinforced composite material includes a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers include glass fibers.

[0160] In some embodiments, the thermoplastic resin matrix may be a polypropylene (PP) resin matrix, or any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0161] Here, fiber-reinforced composite materials are primarily continuous fiber-reinforced composite materials. In some embodiments, the continuous fibers include one or more combinations of organic fibers and inorganic fibers. Organic fibers possess high strength, good elasticity, and flexibility. Inorganic fibers possess high strength and modulus. The use of one or more combinations of organic and inorganic fibers in combination with thermoplastic resins helps to improve the strength of single-layer continuous fiber composite material layers.

[0162] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0163] For example, in some embodiments, the organic fiber includes any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0164] Optionally, the first fiber-reinforced composite material may be a glass fiber-reinforced composite material, while the second fiber-reinforced composite material may be a composite material reinforced with other fibers; or, the second fiber-reinforced composite material may be a glass fiber-reinforced composite material, while the first fiber-reinforced composite material may be a composite material reinforced with other fibers; or, both the first fiber-reinforced composite material and the second fiber-reinforced composite material may be glass fiber-reinforced composite materials, wherein the glass fiber content in the first fiber-reinforced composite material and the second fiber-reinforced composite material may be the same or different.

[0165] Glass fiber reinforced composite materials have advantages such as lightweight, high strength, good corrosion resistance, design flexibility, and ease of processing. Therefore, the frame beam body 1 can further improve the lightweight of the body frame 10 while meeting the strength and stiffness requirements of the body frame 10, improve the appearance of the body, and also help improve production efficiency.

[0166] In some embodiments, the glass fiber reinforced composite material includes a glass fiber reinforced polypropylene composite material.

[0167] Glass fiber reinforced polypropylene composites can be made with polypropylene (PP) as the matrix resin and glass fiber used to reinforce the resin matrix.

[0168] The weight percentage of glass fiber can range from 30 to 80. Generally, a lower weight percentage of glass fiber results in better flowability of the composite material, which is beneficial for injection molding. A higher weight percentage of glass fiber reduces the flowability of the composite material but enhances the mechanical properties of polypropylene, improving its strength and rigidity, as well as its thermal and dimensional stability. Different weight percentages of glass fiber can be used for first-fiber reinforced composites and second-fiber reinforced composites.

[0169] Because glass fiber reinforced polypropylene composites have high strength and rigidity, creep resistance and good dimensional stability, they can further improve the structural strength and rigidity of the vehicle frame 10 and make the vehicle frame 10 less prone to deformation even in high temperature environments.

[0170] In some embodiments, the weight percentage of glass fibers in the first fiber-reinforced composite material is higher than or equal to the weight percentage of glass fibers in the second fiber-reinforced composite material.

[0171] Therefore, when manufacturing reinforcing structure 2, the flowability of the second fiber-reinforced composite material can be appropriately improved by adjusting the weight fraction of glass fiber, which is more conducive to the injection molding of reinforcing structure 2. Alternatively, the mechanical strength and stiffness of the first fiber-reinforced composite material can be improved by adjusting the weight fraction of glass fiber.

[0172] In some embodiments, the weight percentage of glass fiber in the first fiber-reinforced composite material is greater than or equal to 60 and less than or equal to 80, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0173] For example, the weight percentage of glass fiber in the first fiber-reinforced composite material is 60, 65, 70, 75, 80 or any two of these values, and the weight percentage of thermoplastic resin matrix in the first fiber-reinforced composite material is 20, 25, 30, 35, 40 or any two of these values.

[0174] Optionally, the weight percentage of glass fiber in the first fiber-reinforced composite material is greater than or equal to 68 and less than or equal to 72.

[0175] By controlling the weight percentages of glass fiber and thermoplastic resin matrix in the first fiber-reinforced composite material within the aforementioned range, it is beneficial to mold the frame beam body 1, and can take into account the strength, rigidity, and ease of processing of the frame beam body 1.

[0176] In some embodiments, the weight percentage of glass fiber in the second fiber-reinforced composite material is greater than or equal to 30 and less than or equal to 50, the weight percentage of thermoplastic resin matrix is ​​greater than or equal to 50 and less than or equal to 70, and the sum of the weight percentages of glass fiber and thermoplastic resin matrix is ​​100.

[0177] For example, the weight percentage of glass fiber in the second fiber reinforced composite material is 30, 32, 35, 37, 40, 42, 45, 47, 50 or any two of these values, and the weight percentage of thermoplastic resin matrix in the second fiber reinforced composite material is 50, 52, 55, 57, 60, 62, 65, 67, 70 or any two of these values.

[0178] Optionally, the weight percentage of glass fiber in the second fiber-reinforced composite material is greater than or equal to 38 and less than or equal to 42.

[0179] By controlling the weight percentages of glass fiber and thermoplastic resin matrix in the second fiber reinforced composite material within the above-mentioned range, it is beneficial to improve the flowability of the second fiber reinforced composite material, which is beneficial to the injection molding of the reinforced structure 2, and can take into account the strength, stiffness and processing convenience of the reinforced structure 2.

[0180] In one specific embodiment, the frame beam body 1 is made of fiber-reinforced polypropylene composite material with a glass fiber weight percentage of 70 (which can be represented as PP+GF70), and the reinforcing structure 2 is made of fiber-reinforced polypropylene composite material with a glass fiber weight percentage of 40 (which can be represented as PP+GF40). In a comparative test on the rear roof crossbeam assembly 1022 applicable to the same vehicle model, the rear roof crossbeam assembly 1022 using the fiber-reinforced composite material of this disclosure embodiment achieves a weight reduction efficiency of up to 42% compared to the conventional steel front roof crossbeam assembly, significantly improving the lightweighting of the rear roof crossbeam assembly 1022 and thus the vehicle body frame 10.

[0181] In addition to the thermoplastic resin matrix and glass fiber, glass fiber reinforced polypropylene composites may also include additives.

[0182] Additives are used to improve and optimize the properties of composite materials. Additives can include any one or a mixture of any combination of compatibilizers, antioxidants, and flame retardants. Compatibilizers improve the interfacial adhesion between the resin matrix and long glass fibers, enhancing the mechanical properties of the composite material; examples include maleic anhydride grafted compatibilizers. Antioxidants prevent or delay oxidative degradation of materials, reducing the likelihood of degradation due to high-temperature oxidation during processing and extending the service life of the composite material; examples include hindered amine antioxidants and phosphite antioxidants. Flame retardants improve the flame retardant properties of composite materials; examples include halogenated flame retardants.

[0183] In addition, the weight percentages of additives in the first fiber reinforced composite material and the second fiber reinforced composite material can be the same or different.

[0184] By controlling the weight percentage of additives in glass fiber reinforced composites within the aforementioned range, the processing performance of continuous fibers and thermoplastic resin matrices can be improved through the addition of additives, which helps to enhance the final performance of the composite material.

[0185] In some embodiments, the adjuvant includes 1 to 5 parts by weight of a compatibilizer and 0.2 to 0.6 parts by weight of an antioxidant. For example, the weight of the compatibilizer in the adjuvant may be 1, 1.5, 2, 2.5, 3, 3.5, 4, 4.5, 5, or any two of these values, and the weight of the antioxidant in the adjuvant may be 0.2, 0.3, 0.4, 0.5, 0.6, or any two of these values.

[0186] In some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0187] Antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0188] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylene bis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant, and antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0189] By selecting maleic anhydride grafted compatibilizers and acrylic compatibilizers, the interfacial bonding properties between continuous fibers and the thermoplastic resin matrix can be improved, thereby enhancing the mechanical properties of the composite material. Antioxidants can reduce the likelihood of degradation of the composite material due to high-temperature oxidation during processing, extending its service life. Adding compatibilizers and antioxidants to the continuous fibers and thermoplastic resin matrix helps to improve the mechanical properties and service life of the vehicle body frame 10.

[0190] In some embodiments, the frame beam body 1 (first fiber reinforced composite material) comprises multilayer glass fiber reinforced composite material, each layer of glass fiber reinforced composite material comprising continuous fibers and a thermoplastic resin matrix, the thermoplastic resin matrix being connected to the glass fibers, and the water absorption rate of each layer of glass fiber reinforced composite material not exceeding 0.3%.

[0191] For example, the water absorption rate of each layer of glass fiber reinforced composite material is 0.3%, 0.25%, 0.2%, 0.15%, 0.1%, 0.05%, 0.01%, or any value between two of these values.

[0192] By controlling the water absorption rate of each layer of glass fiber reinforced composite material within the above-mentioned range, the water absorption rate of the frame beam body 1 is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 1.

[0193] In some embodiments, in a multilayer continuous fiber composite material layer, the properties of at least one continuous fiber composite material layer simultaneously satisfy the following three conditions:

[0194] The elastic modulus is not less than 20 GPa, the tensile strength is not less than 900 MPa, and the elongation at break is not less than 3%. By limiting the performance of the single-layer continuous fiber composite material layer, the continuous fiber composite material formed by the multi-layer continuous fiber composite material layer can at least meet the performance requirements of the main frame beam 21 of the vehicle.

[0195] The number of continuous fiber composite material layers and the number of continuous fiber composite material layers that meet the performance requirements of elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3% can be designed according to the specific position of the frame beam body 21 in the vehicle. It can be that all multiple layers of fiber composite board continuous fiber composite material layers meet the requirements, or one or several layers can meet the requirements.

[0196] In some embodiments, in the multilayer continuous fiber composite material layers, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: an elastic modulus of 20 GPa to 50 GPa, a tensile strength of 900 MPa to 1300 MPa, and an elongation at break of not less than 3%. That is, 20 GPa ≤ elastic modulus of the continuous fiber composite material layer ≤ 50 GPa, 900 MPa ≤ tensile strength of the continuous fiber composite material layer ≤ 1300 MPa, and 3% ≤ elongation at break of the continuous fiber composite material layer ≤ 6%. This further limits the range of elastic modulus, tensile strength, and elongation at break of the continuous fiber composite material layer. In some embodiments, the elastic modulus of each continuous fiber composite material layer is not less than 34 GPa, the tensile strength of each continuous fiber composite material layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite material layer is not less than 3%. This further improves the performance of the continuous fiber composite material layer, enabling the frame beam body 21 made of continuous fiber composite material to be suitable for locations with higher vehicle collision performance requirements.

[0197] In some embodiments, the elastic modulus of each continuous fiber composite layer is 34 GPa to 40 GPa, the tensile strength of each continuous fiber composite layer is 918 MPa to 1300 MPa, and the elongation at break of each continuous composite layer is 3% to 6%.

[0198] That is, the elastic modulus of the continuous fiber composite layer is ≤40GPa, the tensile strength of the continuous fiber composite layer is ≤1300MPa, and the elongation at break of the continuous fiber composite layer is ≤6% (3% ≤ 6%). This further limits the range of elastic modulus and tensile strength of the continuous fiber composite layer.

[0199] In some embodiments, the continuous fiber in the first fiber-reinforced composite material is glass fiber, and the thermoplastic resin matrix is ​​polypropylene, wherein the melt index of the polypropylene is not less than 30 g / 10 min and not more than 100 g / 10 min. Additionally, the elongation at break of the polypropylene is not less than 50% and not more than 200%. The composite material formed by the combination of continuous glass fiber and polypropylene combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of polypropylene, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and polypropylene is easy to mold.

[0200] Table 1 presents experimental data for the continuous fiber composite layer (first fiber reinforced composite layer) provided in the embodiments of this disclosure, which includes glass fiber and polypropylene resin matrix.

[0201] PP-1 refers to polypropylene, grade ADXP770, with a melt index greater than 40 and an elongation at break greater than 100.

[0202] Compatibilizer: PP-1 is made of high melt index PP grafted with maleic anhydride.

[0203] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0204] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0205] Table 2 shows the components and experimental data for some comparative examples.

[0206] PP-2 refers to polypropylene, grade PP 7032E3, with a melt index of 5 and an elongation at break of >100.

[0207] Compatibilizer: PP-2 is made of high melt index PP grafted with maleic anhydride.

[0208] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0209] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0210] Based on Tables 1 and 2, the weight percentages of glass fiber in Examples 1 and 2 are 65 and 70, respectively, falling within the range of 60-80%. The weight percentages of polypropylene in Examples 1 and 2 are 35 and 30, respectively, falling within the range of 20-40. The compatibilizer has a weight percentage of 2, and the antioxidant has a weight percentage of 0.3. The tensile strengths of the produced continuous fiber composite layers (glass fiber reinforced composite layers) are 1024 MPa and 1180 MPa, respectively; the elongation at break is 3.6% and 3.3%, respectively; and the elastic modulus is 34.7 GPa and 35.5 GPa, respectively. All of these meet the aforementioned performance requirements for continuous fiber composite layers.

[0211] As can be seen from Example 1 and Comparative Example 1, when the melt index of polypropylene is less than 30 g / 10 min, the tensile strength and elongation at break of the produced continuous fiber composite layer (glass fiber reinforced composite layer) cannot meet the performance requirements.

[0212] As shown in Comparative Example 2, when the total weight of polypropylene and glass fiber is less than 100, the tensile strength and elongation at break of the produced continuous fiber composite layer cannot meet the performance requirements.

[0213] In some embodiments, the frame beam body 1 includes multiple layers of glass fiber reinforced composite material, with glass fibers laid unidirectionally in each layer of glass fiber reinforced composite material, and the laying angles of the continuous fibers in adjacent layers of glass fiber composite material are different.

[0214] Therefore, the different layup angles of the continuous fibers in adjacent continuous fiber composite layers help to optimize the performance of the composite material in different directions.

[0215] In some embodiments, in the outermost two layers of glass fiber reinforced composite material on any side of the frame beam body 1 along the thickness direction, at least one layer of glass fiber has a laying angle that is neither 0° nor 90°.

[0216] 0° refers to the length direction of the component, and 90° refers to the width direction. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in other continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0217] Therefore, a ply pattern that is neither 0° nor 90° can provide strength in multiple directions, and the fact that at least one of the outermost two layers can effectively absorb and disperse energy, reducing damage to the internal structure from external impacts. This arrangement helps to enhance the impact resistance of the frame beam body 1.

[0218] In some embodiments, the glass fiber layup angle of the glass fiber reinforced composite material that is neither 0° nor 90° is 25° to 75°.

[0219] For example, the glass fiber layup angle of glass fiber reinforced composites that are neither 0° nor 90° is 25°, 35°, 45°, 55°, 65°, 75° or any value between two of these.

[0220] For glass fiber reinforced composites with a layup angle between 0° and 90°, the layup angle of the glass fibers is within the above range, which is beneficial to enhancing the multi-directional strength, shear strength and fatigue resistance of the composite material.

[0221] In some embodiments, the sum of the number of layers of glass fiber reinforced composite material with glass fiber layup angles that are neither 0° nor 90° is 20% to 40% of the total number of layers of glass fiber reinforced composite material.

[0222] For example, the sum of the number of layers of glass fiber reinforced composites with glass fiber layup angles that are neither 0° nor 90° is 20%, 25%, 30%, 35%, 40% of the total number of layers of the glass fiber reinforced composites, or any value between two of these values.

[0223] This helps to keep the multi-directional strength, shear strength, and fatigue resistance of composite materials within a reasonable range, thereby optimizing the structural strength and stiffness of the frame beam body 1.

[0224] In some embodiments, the thickness of the frame beam body 1 is 1.2 mm to 5 mm; and / or the thickness of the single-layer glass fiber reinforced composite material is 0.2 mm to 0.3 mm.

[0225] For example, the thickness of the frame beam 1 is 1.2mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, 5mm or any two of these values, and / or the thickness of the single-layer glass fiber reinforced composite material is 0.2mm, 0.22mm, 0.25mm, 0.27mm, 0.3mm or any two of these values.

[0226] Within the aforementioned range, the thickness of the main frame beam 1 and / or the thickness of the single-layer glass fiber reinforced composite material helps to minimize the possibility that the thickness of the main frame beam 1 is too low, thus failing to meet the requirements for structural strength and stiffness. Limiting the maximum thickness of the main frame beam 1 helps to minimize the possibility that an excessively high thickness would affect the vehicle's aesthetics or interfere with the installation of other vehicle components. Limiting the range of the thickness of the single-layer continuous fiber composite material layer helps to minimize the possibility that an excessively low thickness would result in insufficient structural strength and stiffness, while also minimizing the possibility that an excessively high thickness would lead to an excessively high thickness of the main frame beam 1 when multiple layers of continuous fiber composite are laid.

[0227] The structure of the vehicle frame 10 will be further explained below.

[0228] In some embodiments, as shown in Figures 4 to 7, the reinforcing structure 2 includes a first reinforcing component, the first reinforcing component includes a plurality of reinforcing ribs 211, at least some of the reinforcing ribs 211 are arranged in a mesh pattern, a cavity 20 is formed at least at the location of the mesh, and / or, the plurality of reinforcing ribs 211 are connected end to end to form a cylindrical shape, and the inner cavity of the cylinder constitutes the cavity 20.

[0229] In some embodiments, the elastic modulus of the first reinforcing component is ≥5 GPa, the tensile strength is ≥100 MPa, and the elongation at break is ≥1%.

[0230] Optionally, at least some of the reinforcing ribs 211 may be interconnected in a mesh-like arrangement. For example, as shown in FIG4, multiple reinforcing ribs 211 extending along the front-rear direction X of the vehicle body and multiple reinforcing ribs 211 extending along the left-right direction Y of the vehicle body are interconnected to form multiple matrix-like meshes, the spaces within these meshes forming cavities 20. Alternatively, the multiple reinforcing ribs 211 may be connected end-to-end in a cylindrical shape. Although not shown, the multiple reinforcing ribs may be multiple arranged cylindrical bodies, with the walls of the cylindrical bodies serving as reinforcing ribs, and the spaces enclosed by the walls of the cylindrical bodies forming cavities. Further optionally, the above two types of reinforcing ribs may be provided individually or in combination. In the specific embodiments shown in FIG4 to FIG7, the mesh-like arrangement of the reinforcing ribs 211 is mainly adopted.

[0231] Therefore, the reinforcing ribs 211 are arranged in an interlaced mesh and / or multiple reinforcing ribs are connected end to end in a cylindrical shape, which can form a grid-like cavity or a cylindrical cavity. On the one hand, this is beneficial to the injection molding of the reinforcing structure 2, and on the other hand, it is beneficial to enhance the strength and rigidity of the body frame 10, especially the torsional rigidity and bending rigidity.

[0232] In some embodiments, as shown in Figures 4 to 7, the cavity 20 is enclosed by the reinforcing ribs 211 and the frame beam body 1.

[0233] For example, the stiffener 211 is connected to the frame beam body 1, so the stiffener 211 and the frame beam body 1 to which it is connected can together form a cavity 20. For example, Figure 5 shows the cavity 20 formed by the frame beam body 1 and the stiffener 211.

[0234] Therefore, the reinforcing rib 211 can improve the strength of the frame beam body 1, thereby enhancing the overall strength and rigidity of the vehicle frame 10.

[0235] In some embodiments, the thickness of the root of the reinforcing rib 211 is 2.5mm to 3.5mm, and the root of the reinforcing rib 211 is the part where the reinforcing rib 211 is connected to the frame beam body 1, and the thickness of the frame beam body 1 is 2.5mm to 3.5mm.

[0236] The thickness of a stiffener refers to its dimension in the thickness direction. For example, when the stiffener is formed in the form of a thin plate, it refers to the plate thickness. As shown in Figures 5 and 6, the root of the stiffener refers to the end of the stiffener 211 that connects to the main frame beam 1.

[0237] For example, the thickness of the root of the reinforcing rib 211 is 2.5mm, 2.7mm, 3mm, 3.2mm, 3.5mm or any two values, and the thickness of the frame beam body 1 is 2.5mm, 2.7mm, 3mm, 3.2mm, 3.5mm or any two values.

[0238] The thickness of the root of the reinforcing rib 211 and the thickness of the frame beam body 1 are within the above range. By arranging the reinforcing rib 211 on the frame beam body 1, the strength and rigidity of the frame beam body 1 can be strengthened, and the lightweight of the vehicle frame 10 can also be taken into account.

[0239] In some embodiments, the reinforcing rib 211 is directly connected to the frame beam body 1 by injection molding, and is integrally formed with the frame beam body 1. For example, after the frame beam body 1 is molded using a compression molding die, the reinforcing rib 211 is directly injection molded onto the frame beam body 1 using an injection mold to form an integral structural component; or, the frame beam body 1 is molded using a compression molding die, and the reinforcing rib 211 is injection molded using an injection mold, and then the two are bonded together.

[0240] In some embodiments, as shown in Figures 4 to 7, the plurality of reinforcing ribs 211 include spaced reinforcing ribs 211, and the spacing between adjacent reinforcing ribs 211 is in the range of 20 mm to 50 mm.

[0241] Figure 4 shows the spacing between two reinforcing ribs 211 spaced apart along the width of the vehicle body. M1 and M2 represent the spacing distance between adjacent reinforcing ribs 211 at different locations. In the specific embodiment shown in Figure 4, M1 is greater than M2.

[0242] For example, the spacing between adjacent reinforcing ribs 211 can be 20mm, 25mm, 30mm, 35mm, 40mm, 45mm, 50mm or any value between two values.

[0243] The spacing between the stiffeners 211 can be the same or different. Optionally, multiple stiffeners 211 can form a grid, with most of the grid openings being roughly the same, but there are also cases where the grid openings vary significantly, such as near the bending parts of the frame beam 1.

[0244] The spacing between adjacent reinforcing ribs 211 is within the above range, which is beneficial to improving the strength and rigidity of the frame beam body 1 and also to making the vehicle body frame 10 lighter.

[0245] In some embodiments, the length of each stiffener 211 extending from the frame beam body 1 in a direction away from the frame beam body 1 is between 5 mm and 40 mm.

[0246] For example, the length of each reinforcing rib 211 extending from the frame beam body 1 away from the frame beam body 1 is 5mm, 10mm, 15mm, 20mm, 25mm, 30mm, 35mm, 40mm or any value between two of these.

[0247] The length of each stiffener 211 extending from the main frame beam 1 away from the main frame beam 1 can be considered as the height H of each stiffener 211. The height of the stiffener 211 may not be consistent at different locations, but it is within the range of 5mm to 40mm.

[0248] Figure 6 shows the heights of two positions of one of the reinforcing ribs 211, denoted by H1 and H2, where H1 is greater than H2. Of course, the height of the reinforcing rib 211 is not limited to the heights H1 and H2 shown in Figure 6, nor is the height relationship limited to those shown. Optionally, among a plurality of reinforcing ribs 211 arranged in a grid pattern, the reinforcing ribs 211 that form a grid have the same height.

[0249] The length of each reinforcing rib 211 extending from the frame beam body 1 in a direction away from the frame beam body 1 is within the above range, which is beneficial to improve the strength and rigidity of the frame beam body 1 while reducing the outer contour size of the vehicle body frame 10 and reducing the space occupied by the vehicle body frame 10.

[0250] In some embodiments, as shown in Figures 4 and 5, a plurality of reinforcing ribs 211 are erected relative to the frame beam body 1, and include a first direction reinforcing rib extending along the length direction of the frame beam body 1 and a second direction reinforcing rib extending along a second direction intersecting the length direction.

[0251] As shown in Figures 4 and 5, multiple reinforcing ribs 211 extend and intersect mainly along a first direction and a second direction. The first direction is generally consistent with the length direction of the frame beam body 1, and the second direction intersects this length direction. In some specific embodiments, the second direction is generally consistent with the width direction of the frame beam body 1. When the frame beam body 1 is configured as a roof crossbeam, the first direction can be consistent with the width direction of the vehicle body, and the second direction can be consistent with the front-rear direction of the vehicle body.

[0252] This helps to improve the overall strength and rigidity of the vehicle body frame 10, enabling it to disperse and resist the torsional and lateral forces experienced during vehicle collisions or rollovers, thereby improving the vehicle's torsional and bending resistance.

[0253] In some embodiments, as shown in Figures 4 to 6, the reinforcing structure 2 includes a first reinforcing component, which includes a plurality of reinforcing ribs 211. At least some of the reinforcing ribs 211 are arranged in a mesh pattern. A cavity 20 is formed at least at the location of the mesh. The frame beam body 1 has a first plate segment 13 and a recessed groove 14 connected to the first plate segment 13 and recessed outwards from the vehicle body. The mesh formed by the reinforcing ribs 211 in the recessed groove 14 is larger than the mesh formed by the reinforcing ribs 211 in the first plate segment 13.

[0254] As shown in Figures 4 to 6, the frame beam body 1 has a recessed groove 14. The recessed groove 14 can be formed by a part of the frame beam body being recessed relative to another part. Referring to Figure 1, the recessed groove 14 is recessed towards the outer side of the vehicle body. The recessed groove 14 opens towards the inner side of the vehicle body.

[0255] One end edge of the recessed groove 14 is connected to the first plate segment 13. The first plate segment 13 extends along the width direction and the front-rear direction of the vehicle body. The end edge of the first plate segment 13 that is away from the recessed groove 14 along the front-rear direction of the vehicle body can also be connected to an edge 19. The edge 19 can be a plate segment that bends outward relative to the first plate segment 13.

[0256] Along the longitudinal direction of the vehicle body, the overall width of the recessed groove 14 is larger than the width of the first plate segment 13. To form a mesh-like reinforcing assembly with a certain density to provide sufficient strength and rigidity while also considering the weight of the components, the spacing of the reinforcing ribs 211 formed in the first plate segment 13 is smaller than the spacing of the reinforcing ribs 211 formed in the recessed groove 14. As schematically shown in FIG. 4, M2 is smaller than M1. Therefore, the mesh formed by the reinforcing ribs 211 in the recessed groove 14 is larger than the mesh formed by the reinforcing ribs 211 in the first plate segment 13. Each mesh can be considered as an opening of each cavity 20. Furthermore, as shown in FIG. 6, the height of the reinforcing ribs 211 formed in the first plate segment 13 can be smaller than the height of the reinforcing ribs 211 formed in the recessed groove 14, thereby balancing strength, rigidity, and space occupied.

[0257] Since the first plate segment 13 has higher requirements for body mode, stiffness and strength, by making the mesh formed by the reinforcing ribs 211 formed in the first plate segment 13 smaller than the mesh formed by the reinforcing ribs 211 formed in the recessed groove 14, it is beneficial to improve the strength and stiffness of the first plate segment 13, especially the bending stiffness and torsional stiffness. On the other hand, it can relatively improve the overall lightweighting of the body frame 10, thus taking into account the strength, stiffness and lightweighting of the body frame 10.

[0258] In some embodiments, as shown in Figures 4 to 6, along the front-rear direction of the vehicle body, the recessed groove 14 includes a second plate segment 15, a third plate segment 16, and a fourth plate segment 17 connected in sequence. The second plate segment 15 and the fourth plate segment 17 constitute the sidewalls of the recessed groove 14, and the third plate segment 16 constitutes the bottom wall of the recessed groove 14. The reinforcing ribs 211 formed in the recessed groove 14 are respectively connected to the second plate segment 15, the third plate segment 16, and the fourth plate segment 17.

[0259] The second section 15, the third section 16, and the fourth section 17 are connected sequentially, with adjacent sections forming a certain angle, for example, approximately 90 degrees. Referring to Figure 1, the third section 16 is located closest to the outermost part of the vehicle body among the first section 13, the second section 15, the third section 16, and the fourth section 17. One end of the second section 15 is connected to the third section 16, and the other end is connected to the first section 13. The second section 15 and the fourth section 17 are erected relative to the third section 16 but at different heights; however, this is not mandatory, and they can be the same height.

[0260] Reinforcing ribs 211 are provided in the recessed groove 14. These reinforcing ribs 211 are connected to at least the third plate segment 16, and can also be connected to the second plate segment 15 and the fourth plate segment 17 at positions close to these plate segments.

[0261] Therefore, it is possible to improve the strength and rigidity of the vehicle frame 10 while also increasing the connection strength between the reinforcing rib 211 and the frame beam body 1.

[0262] In some embodiments, as shown in FIG1, the frame beam body 1 forms the rear crossbeam of the roof, the second plate segment 15 is closer to the rear side of the vehicle body than the fourth plate segment 17, and the first plate segment 13 is closer to the rear side of the vehicle body than the second plate segment 15.

[0263] In some embodiments, as shown in Figures 1, 4, and 5, the vehicle frame 10 further includes an interior and exterior trim mounting structure 3, which is connected to the reinforcing structure 2 and is used to mount at least one of the vehicle's interior trim, exterior trim, and external components.

[0264] In some embodiments, as shown in Figures 1, 4, and 5, the interior / exterior trim mounting structure 3 refers to a structure used to mount at least one of the vehicle's interior trim, exterior trim, and external components to the frame beam body 1. For example, the interior / exterior trim mounting structure 3 can be a lidar mounting point, an exterior trim mounting point, or a wiring harness mounting point. This disclosure does not specifically limit the specific form of the interior / exterior trim mounting structure 3. For example, the lidar-side mounting structure can be connected to the frame beam body 1 by engaging, riveting, or threading with the interior / exterior trim mounting structure 3. The interior trim and exterior trim can be directly mounted to the interior / exterior trim mounting structure 3, or they can be mounted using connectors (e.g., metal connectors).

[0265] In some embodiments, the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim mounting structure 3 are connected into a single structure. Optionally, the molded frame beam body 1, the injection-molded reinforcing structure 2, and the interior and exterior trim mounting structure 3 are connected by bonding or other connection methods, or the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim mounting structure 3 are integrally molded by injection molding. This further simplifies the manufacturing process of the vehicle body frame 10 and further improves the component integration of the vehicle body frame 10. In addition, since injection molding can form relatively complex structures, it is beneficial to flexibly design the reinforcing structure 2 and the interior and exterior trim mounting structure 3.

[0266] Therefore, the interior and exterior trim installation structure 3 can be integrated into the frame beam body 1, which not only provides reliable support for the interior and exterior trim, but also helps to reduce the number of parts, simplify the manufacturing process, and improve manufacturing efficiency.

[0267] In some embodiments, the interior and exterior trim mounting structure 3 is a second fiber-reinforced composite material injection molded part.

[0268] Therefore, on the one hand, lightweight fiber-reinforced composite materials can be used to replace steel to meet the lightweight requirements of the interior and exterior trim installation structure 3; on the other hand, it is beneficial to form the interior and exterior trim installation structure 3 by injection molding.

[0269] In some embodiments, as shown in Figures 4 and 5, a portion of the reinforcing rib 211 is disposed around the interior and exterior trim mounting structure 3.

[0270] As shown in the figure, the reinforcing rib 211 extends all the way to the interior and exterior trim mounting structure 3. For example, the interior and exterior trim mounting structure 3 can be a protruding structure connected to the frame beam body 1, and the reinforcing rib 211 extends to a position on the protruding structure that avoids the mounting support surface 311.

[0271] Therefore, the reinforcing rib 211 helps to improve the strength and rigidity of the interior and exterior trim installation structure 3.

[0272] In some embodiments, as shown in Figures 4 to 7, the interior and exterior trim mounting structure 3 includes a mounting boss 31, which includes a mounting support surface 311 for supporting the interior trim and / or exterior trim.

[0273] As shown in Figures 4 to 7, the shape of the mounting boss 31 can be a frustum, an oblong frustum, a prism, or a step. This embodiment of the present disclosure does not have any particular limitation on this. The shape of the mounting boss 311 can be designed in conjunction with the mounting structure of the interior and exterior trim parts to be installed.

[0274] In addition, the shape of the mounting boss 31 can be designed in conjunction with the layout of the interior and exterior trim parts to be installed.

[0275] For example, multiple mounting bosses 31 may be provided. For ease of distinction, some mounting bosses 31 are respectively labeled as mounting boss 31a and mounting boss 31b.

[0276] For example, mounting bosses 31a and 31b can be used as mounting points for exterior trim components or interior trim components. For example, exterior trim components may include exterior panels, or external components such as lidar and door lock hinges, while interior trim components may include wiring harnesses, lighting fixtures, interior trim panels, etc.

[0277] For example, the installation of interior and exterior trim parts can be one or more of the following: bolt connection, snap-fit ​​connection, riveting, etc.

[0278] Additionally, as shown in Figures 4, 6 and 7, the mounting boss 31 may have a mounting support surface 311.

[0279] Therefore, the mounting support surface 311 helps to provide stable support for interior and / or exterior trim parts, facilitates the installation and fixing of interior and / or exterior trim parts, makes it difficult for interior and exterior trim components to shift or fall off, and also helps to suppress the shaking and noise of interior and exterior trim components.

[0280] Therefore, the mounting support surface 311 helps to provide stable support for the interior and / or exterior trim, reducing the risk of displacement, detachment, shaking, and noise of interior and exterior trim components, and also facilitates the installation of interior and / or exterior trim parts.

[0281] In some embodiments, as shown in Figures 4 to 7, the interior and exterior trim mounting structure 3 includes a first mounting boss 31a and a second mounting boss 31b protruding towards the inside of the vehicle body. Along the length direction of the frame beam body 1, the first mounting boss 31a and the second mounting boss 31b are spaced apart. The reinforcing structure 2 includes a plurality of reinforcing ribs 211, a portion of which is arranged between the first mounting boss 31a and the second mounting boss 31b along the length direction.

[0282] For example, as shown in Figure 7, the first mounting boss 31a and the second mounting boss 31b can be provided near the two ends of the frame beam body 1 along the width direction of the vehicle body. The first mounting boss 31a and the second mounting boss 31b can be formed to have substantially the same shape and size, and of course, they can also be adjusted according to the interior or exterior trim parts to be installed.

[0283] In some embodiments, interior trim and exterior trim may also be connected to the first mounting boss 31a and the second mounting boss 31b via a metal connection structure.

[0284] Therefore, the reinforcing ribs 211 arranged between the first mounting boss 31a and the second mounting boss 31b can improve the strength and rigidity of the frame beam body 1 and the interior and exterior trim installation structure 3.

[0285] In some embodiments, although not shown, the reinforcing structure 2 may also include a second reinforcing component, which is tubular.

[0286] For example, the strength and stiffness of the frame body can be further improved by combining the first reinforcing component and the second reinforcing component. For example, a portion of the plurality of reinforcing ribs 211 shown in Figures 4 to 6 can be replaced with tubular reinforcing columns, which can extend along the length direction of the frame column body 1.

[0287] The addition of a tubular reinforcing structure can effectively absorb impact energy and has high strength and rigidity. It is also easy to process and install, which helps to improve the assembly efficiency of the body frame 10 and shorten the manufacturing cycle of the body frame 10.

[0288] In some embodiments, as shown in Figures 1 and 2, the vehicle frame 10 includes a vehicle pillar assembly 101, a roof crossbeam assembly 102, a side beam assembly 103, and a sill beam assembly 104; the frame beam body 1 includes a vehicle pillar, a side beam, a roof crossbeam, and a sill beam, and the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim mounting structure 3 together form at least a portion of the vehicle pillar assembly 101 and / or at least a portion of the roof crossbeam assembly 102 and / or at least a portion of the side beam assembly 103 and / or at least a portion of the sill beam assembly 104.

[0289] This enhances the strength and rigidity of the body pillars 101 and / or body beams, improves the crashworthiness of the body frame 10, and also helps to increase the overall lightweighting of the body.

[0290] In some embodiments, as shown in Figures 1 and 2, along the longitudinal direction of the vehicle body, the body pillar assembly 101 may include at least one of a front pillar assembly (also referred to as the "A-pillar assembly") 1011, a middle pillar assembly (also referred to as the "B-pillar assembly") 1012, and a rear pillar assembly (also referred to as the "C-pillar assembly") 1013; the body pillars include at least one of the front pillar, middle pillar, and rear pillar. The structure formed by the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim mounting structure 3 may be part or all of the front pillar assembly (also referred to as the "A-pillar assembly") 1011, and / or, part or all of the middle pillar assembly (also referred to as the "B-pillar assembly") 1012, and / or, part or all of the rear pillar assembly (also referred to as the "C-pillar assembly") 1013.

[0291] Therefore, the above structure can be applied to any of the front pillars, middle pillars, and rear pillars. On the one hand, it helps to improve the strength and rigidity of the entire vehicle body, and on the other hand, it helps to reduce the weight of each body pillar and improve the overall lightweighting of the vehicle body.

[0292] In some embodiments, the roof crossbeam includes at least one of the front roof crossbeam, the middle roof crossbeam, and the rear roof crossbeam, and the roof crossbeam assembly 102 includes at least one of the front roof crossbeam assembly 1021, the middle roof crossbeam assembly (not shown), and the rear roof crossbeam assembly 1022.

[0293] For example, the structure shown in Figures 4 to 6 is used for the rear crossbeam assembly 1022 on the roof.

[0294] The torsional stiffness of the rear crossbeam assembly 1022 on the roof is greater than 25,000 N / mm; the bending stiffness is greater than 17,000 N / mm.

[0295] This enhances the strength of the front roof crossbeam assembly 1021, the middle roof crossbeam assembly, or the rear roof crossbeam assembly 1022, improves the collision performance of the vehicle body frame 10, and meets the requirements for stiffness and rigidity.

[0296] In some embodiments, the body pillar assembly 101 includes a front pillar assembly 1011 and / or a center pillar assembly 1012, and the body frame 10 further includes at least one metal connection structure (not shown), the at least one metal connection structure is disposed on the interior and exterior trim mounting structure 3, and the at least one metal connection structure is used to connect at least one of a door hinge, a door lock, and a door opening limiter.

[0297] The vehicle body pillar assembly 101 includes a front pillar assembly 1011 and / or a center pillar assembly 1012. The frame beam body 1, the reinforcing structure 2, and the interior / exterior trim mounting structure 3 together form at least a portion of the front pillar assembly 1011 and / or at least a portion of the center pillar assembly 1012. It should be noted that when the frame beam body 1, the reinforcing structure 2, and the interior / exterior trim mounting structure 3 together form a part of the pillar assembly 101, the first direction is consistent with the vertical direction of the vehicle body, and the second direction is consistent with the longitudinal direction of the vehicle body.

[0298] The vehicle body frame 10 also includes at least one metal connection structure. The reinforcing structure 2 and the interior / exterior trim mounting structure 3 are injection-molded onto the surface of the frame beam body 1, and at least one metal connection structure is disposed on the interior / exterior trim mounting structure 3. These metal connection structures can be used to connect at least one of a door hinge, door lock, and door opening limiter. In this case, the door hinge, door lock, and door opening limiter are also interior trim components. Furthermore, the position of the metal connection structure 25 can be set according to the actual vehicle conditions. When the structure shown in Figures 4 to 6 is used for the rear crossbeam assembly 1022 of the roof, the metal connection structure can be used to connect at least one of the door hinge, door lock, and door opening limiter of the tailgate.

[0299] Alternatively, the metal connection structure can be connected to the interior and exterior trim installation structure 3 by metal insert injection molding process, or the metal connection structure can be connected to the interior and exterior trim installation structure 3 by bolt connection.

[0300] It is understandable that the metal insert injection molding process refers to placing a metal connecting structure into the mold where the main frame beam 1 is located, then injecting the injection molding material of the reinforcing structure 2 into the mold, and then cooling and molding it.

[0301] In this embodiment, the door hinge, door lock, and door opening limiter are all used for opening and closing the door. During the use of the vehicle, the door needs to be opened and closed frequently, the door hinge and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure good fatigue performance, so that the metal connection structure maintains structural integrity in multiple cycles.

[0302] That is, the metal connection structure can strengthen the local structure of the body pillar assembly 101, improve the installation strength and reliability of door hinges, door locks and door opening limiters, and reduce the risk of deformation and tearing of the installation parts.

[0303] In some embodiments, the vehicle body pillar assembly 101 includes a rear pillar assembly 1013 and / or a center pillar assembly 1012, and the interior and exterior trim mounting structure 3 includes at least one seat belt accessory mounting structure (not shown), which is used to mount seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor.

[0304] The vehicle body pillar assembly 101 includes a center pillar assembly 1012 and / or a rear pillar assembly 1013. The frame beam body 1, the reinforcing structure 2, and the interior / exterior trim mounting structure 3 together form at least a portion of the center pillar assembly 1012 and / or at least a portion of the rear pillar assembly 1013. The interior / exterior trim mounting structure 3 may include at least one seatbelt accessory mounting structure; the at least one seatbelt accessory mounting structure is used to install seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor. That is, the interior / exterior trim mounting structure 3 can provide a mounting position for seatbelt accessories. In this case, the seatbelt accessories are also a type of interior trim component.

[0305] Therefore, not only can seat belt accessories be installed, but the seat belt accessory installation structure can also be strengthened through the reinforcement structure 2, which helps to improve the structural strength and rigidity of the seat belt accessory installation structure and reduce the probability of seat belt failure due to failure of the seat belt accessory installation structure.

[0306] In some embodiments, the interior and exterior trim mounting structure 3 includes at least one of the following: a door switch assembly mounting structure, an exterior detection device mounting structure, an interior detection device mounting structure, an interior lighting fixture mounting structure, a wiring harness mounting structure, an interior trim panel mounting structure, and an exterior trim panel mounting structure.

[0307] For example, external components may include external detection devices and their associated mounting structures, and exterior trim may include exterior trim panels and their associated mounting structures. External detection devices may include lidar, imaging radar, imaging devices, obstacle sensors, etc. Interior trim may include in-vehicle detection devices and their associated mounting structures, in-vehicle lighting and their associated mounting structures, wiring harnesses and their associated mounting structures, interior trim panels and their associated mounting structures, etc. In-vehicle detection devices may include imaging devices, detectors, etc., and in-vehicle lighting may include reading lights, ambient lights, front mirror lights, etc. Door locks, door hinges, door opening limiters, etc., can also be considered as interior or exterior trim components.

[0308] Therefore, various interior and exterior trim installation structures can be integrated into the frame beam body 1, which not only provides reliable support for the interior and exterior trim components, but also helps to reduce the number of parts, simplify the manufacturing process, and improve manufacturing efficiency.

[0309] In some embodiments, the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim mounting structure 3 are formed as a rear roof crossbeam assembly 1022. The rear roof crossbeam has a first plate segment 13 and a recessed groove 14 connected to the first plate segment 13 and recessed to the outside of the vehicle body. The first plate segment 13 is located further behind the vehicle body than the recessed groove 14. The portion of the recessed groove 14 facing the outside of the vehicle body is used to connect the roof panel.

[0310] Therefore, this structure can meet the strength and rigidity requirements of the roof beam assembly 102, connect other structures of the vehicle body, and be molded into an integral part, simplifying the manufacturing process of the vehicle body frame 10, shortening the manufacturing cycle of the vehicle body frame 10, and improving the integration of the vehicle body frame 10.

[0311] In some embodiments, the vehicle frame 10 further includes at least one metal connection structure (not shown), which is disposed on the rear crossbeam of the roof (not shown); the at least one metal connection structure is used to connect at least one of the door hinge and the door opening limiter.

[0312] The vehicle body frame 10 also includes at least one metal connecting structure. The reinforcing structure 2 and the interior / exterior trim mounting structure 3 are injection-molded onto the surface of the frame beam body 1, and at least one metal connecting structure is disposed on the interior / exterior trim mounting structure 3. These metal connecting structures can be used to connect at least one of a door hinge, door lock, and door opening limiter. In this case, the door hinge, door lock, and door opening limiter are also interior or exterior trim components. Furthermore, the position of the metal connecting structure can be set according to the actual conditions of the vehicle.

[0313] Alternatively, the metal connection structure can be connected to the interior and exterior trim installation structure 3 by metal insert injection molding process, or the metal connection structure can be connected to the interior and exterior trim installation structure 3 by bolt connection.

[0314] It is understandable that the metal insert injection molding process refers to placing a metal connecting structure into the mold where the main frame beam 1 is located, then injecting the injection molding material of the reinforcing structure 2 into the mold, and then cooling and molding it.

[0315] In this embodiment, the door hinge, door lock, and door opening limiter are all used for opening and closing the door. During the use of the vehicle, the door needs to be opened and closed frequently, the door hinge and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure good fatigue performance, so that the metal connection structure maintains structural integrity in multiple cycles.

[0316] For example, the metal connection structure can strengthen the local structure of the mounting boss 31 of the rear crossbeam of the roof, improve the installation strength and reliability of the tailgate door hinges, door locks and door opening limiters, and reduce the risk of deformation and tearing of the installation parts.

[0317] In some embodiments, the interior and exterior trim mounting structure 3 includes a first mounting boss 31a and a second mounting boss 31b protruding towards the inside of the vehicle body. Along the length direction of the frame beam body 1, the first mounting boss 31a and the second mounting boss 31b are spaced apart, and a metal connection structure (not shown) is connected to the support surface of the first mounting boss 31a and the second mounting boss 31b facing the outside of the vehicle body.

[0318] Therefore, the metal connection structure can strengthen the local structure of the first mounting boss 31a and the second mounting boss 31b of the rear crossbeam of the roof, improve the installation strength and reliability of the tailgate door hinges, door locks and door opening limiters, and reduce the risk of deformation and tearing of the installation parts.

[0319] In some embodiments, as shown in FIG1, the vehicle further includes a chassis 30, a body frame 10 mounted on the chassis 30 and together forming a passenger compartment 20, the body frame 10 including a body pillar assembly 101 and a roof beam assembly 102, the frame beam body 1, the reinforcing structure 2 and the interior and exterior trim mounting structure 3 together forming at least a portion of the body pillar assembly 101 and / or at least a portion of the roof beam assembly 102.

[0320] This improves the strength and rigidity of the body pillars 101 and / or the roof beam assembly 102, and also increases the lightweighting of the body frame 10.

[0321] In some embodiments, as shown in FIG2, the vehicle includes a body frame 10, a tailgate 114 and a roof panel (not shown). The frame beam body 1, the reinforcing structure 2 and the interior and exterior trim mounting structure 3 together form the rear roof crossbeam assembly 1022. The roof panel and the tailgate 114 are respectively connected to the rear roof crossbeam assembly 1022.

[0322] This improves the strength and rigidity of the rear roof beam assembly and contributes to the lightweighting of the vehicle body frame 10 and the overall vehicle.

[0323] In some embodiments, the roof panel includes a sunroof (not shown).

[0324] Alternatively, the sunroof glass can be a panoramic sunroof.

[0325] Therefore, the structure of this disclosed embodiment can be applied to a variety of roof designs.

[0326] In some embodiments, as shown in FIG3, the vehicle 1000 further includes a battery device 200 mounted on a chassis (not shown).

[0327] The battery device 200 may include a housing defining a receiving space and multiple battery cells, busbars, etc., housed within the receiving space of the housing. The structure of the battery device 200 may adopt the structure of an existing battery device 200 (e.g., a battery pack), which will not be described in detail here.

[0328] The housing of the battery device 200 can be mounted on the chassis 30. The chassis 30 may include a floor 31, and the battery device 200 may be mounted below the floor 31, or the housing itself may constitute at least a part of the floor 31.

[0329] Therefore, vehicle 1000 possesses advantages such as excellent strength and rigidity, as well as lightweight design. Furthermore, it improves the space utilization of the vehicle's undercarriage, reducing the space occupied by the battery pack 200 in the passenger compartment 20 and trunk, thus providing more spacious seating and storage space. Moreover, mounting the battery pack 200 on the chassis 30 reduces the direct impact on occupants during a collision. Additionally, the centralized mounting of the battery pack 200 on the chassis 30 facilitates maintenance and replacement, reducing the complexity of daily maintenance.

[0330] In some embodiments, as shown in FIG1, the housing of the battery device 200 forms at least a portion of the floor of the passenger compartment 20.

[0331] For example, the upper housing wall of the battery device 200 housing is part of or the entire floor 31.

[0332] This reduces vehicle redundancy, thereby lightening the overall weight. It also increases the packaging space for the battery module, optimizes the vehicle's interior layout, and improves space utilization.

[0333] In some embodiments, as shown in FIG1, the vehicle frame 10 is detachably connected to the upper part of the chassis 30.

[0334] The body frame 10 and the chassis 30 can be connected by bolts or the like.

[0335] This helps simplify assembly processes, improve vehicle production efficiency, and facilitates specialized collaboration.

[0336] A second aspect of this disclosure provides a method for manufacturing a vehicle 10, the vehicle including a body frame 10, the body frame 10 including: a frame beam body 1 having a first side and a second side disposed opposite to each other; a reinforcing structure 2 disposed at least on the first side and forming at least one cavity 20 for reinforcing the strength of the frame beam body 1; the frame beam body 1 and the reinforcing structure 2 are integrally formed by compression molding.

[0337] In this embodiment, the vehicle body frame 10 is manufactured using a compression molding process, which integrates the frame beam body 1 and the reinforcing structure 2 into a single unit. This simplifies the manufacturing process of the vehicle 10, reduces investment in manufacturing equipment and development costs, shortens the manufacturing cycle of the vehicle 10, and improves the integration of parts. Furthermore, the reinforcing structure 2 ensures that the strength and stiffness requirements of the vehicle body frame 10 are met.

[0338] In some embodiments, the vehicle frame 10 further includes an interior and exterior trim mounting structure 3, which is disposed on the reinforcing structure 2 and is used to mount at least one of the interior trim, exterior trim, and external components of the vehicle body; the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim mounting structure 3 are integrally formed by compression molding.

[0339] Therefore, using compression molding to manufacture the vehicle body frame 10 enables the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim installation structure 3 to be integrally formed, which simplifies the manufacturing process of the vehicle body frame 10 and the vehicle, shortens the vehicle manufacturing cycle, and improves the integration of parts.

[0340] Figure 8 is a flowchart illustrating a method for manufacturing a vehicle according to some embodiments of this disclosure.

[0341] In some embodiments, as shown in FIG8, the preparation method includes steps S101 and S102.

[0342] Step S101: Provide a first substrate made of a first fiber-reinforced composite material, and mold the first substrate to form the frame beam body 1;

[0343] Step S102: Provide a second fiber-reinforced composite material, which is injection molded to form a reinforcing structure 2 and an interior and exterior trim installation structure 3 that are integrally connected with the frame beam body 1.

[0344] The first substrate can be a composite material plate made of the first fiber-reinforced composite material, or it can be a multi-layer composite material layer. The first fiber-reinforced composite material can be the material described above, and will not be repeated here.

[0345] The second fiber-reinforced composite material can be made of the materials described above and can be produced using known injection molding processes, which will not be elaborated here.

[0346] Therefore, using compression molding to integrally form the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim installation structure 3 can simplify the vehicle manufacturing process and shorten the vehicle manufacturing cycle.

[0347] In some embodiments, both the first fiber-reinforced composite material and the second fiber-reinforced composite material are glass fiber-reinforced polypropylene composite materials, wherein the weight percentage of glass fibers in the first fiber-reinforced composite material is higher than or equal to the weight percentage of glass fibers in the second fiber-reinforced composite material.

[0348] Glass fiber reinforced polypropylene composites possess high strength and rigidity, creep resistance, and good dimensional stability, thereby further improving the structural strength and rigidity of the vehicle frame 10 and making it less prone to deformation even in high-temperature environments. The weight percentage of glass fiber in the first fiber-reinforced composite material is higher than or equal to that in the second fiber-reinforced composite material. This allows for improved flowability of the second fiber-reinforced composite material during the fabrication of the reinforcing structure 2 and the interior / exterior trim installation structure 3, making it more advantageous for forming the reinforcing structure 2 and the interior / exterior trim installation structure 3 through injection molding.

[0349] In some embodiments, the first fiber-reinforced composite material comprises a glass fiber-reinforced polypropylene composite material, wherein the weight percentage of glass fibers is greater than or equal to 60 and less than or equal to 80. For example, the weight percentage of glass fibers in the first fiber-reinforced composite material is 60, 65, 70, 75, 80, or any value between two of these values. Optionally, the weight percentage of glass fibers in the first fiber-reinforced composite material is greater than or equal to 68 and less than or equal to 72.

[0350] By controlling the weight percentage of glass fiber in the first fiber reinforced composite material and the second fiber reinforced composite material within the above-mentioned range, it is beneficial to the compression molding of the frame beam body 1 and to improve the fluidity of the second fiber reinforced composite material, which is beneficial to the injection molding of the reinforcing structure 2 and the interior and exterior trim installation structure 3.

[0351] In some embodiments, the second fiber-reinforced composite material comprises a glass fiber-reinforced polypropylene composite material, wherein the weight percentage of glass fibers is greater than or equal to 30 and less than or equal to 50. For example, the weight percentage of glass fibers in the second fiber-reinforced composite material is 30, 32, 35, 37, 40, 42, 45, 47, 50, or any value between two such values. Optionally, the weight percentage of glass fibers in the second fiber-reinforced composite material is greater than or equal to 38 and less than or equal to 42.

[0352] By controlling the weight percentage of glass fiber in the first fiber reinforced composite material and the second fiber reinforced composite material within the above-mentioned range, it is more conducive to the compression molding of the frame beam body 1 and can improve the fluidity of the second fiber reinforced composite material, which is more conducive to the injection molding of the reinforcing structure 2 and the interior and exterior trim installation structure 3.

[0353] The following describes a specific embodiment of this disclosure.

[0354] This disclosure provides a structural design for a composite material rear roof crossbeam, which integrates the traditional steel rear roof crossbeam upper plate, rear roof crossbeam lower plate, and roof cover rear crossbeam support plate into a single part, and meets its functional and performance requirements through compression molding.

[0355] Specifically, the frame beam body 1, the reinforcing structure 2, and the interior and exterior trim installation structure 3 are formed into a single component using a compression molding process. The frame beam body 1 is formed using a PP+GF70 composite material as the base material through compression molding. The interior and exterior trim installation structure 3 and the reinforcing ribs 211 are formed using a PP+GF40 composite material through injection molding. The final structure is shown in Figures 4 to 6.

[0356] This design objectively solves the problems of complex processes, low lightweighting, high manufacturing equipment investment costs and long cycles in traditional steel structures. It makes full use of the performance and process characteristics of composite materials, greatly improving the lightweighting while meeting performance and function requirements, shortening the development cycle and reducing development costs.

[0357] Simulation analysis was performed on the stiffness of the structures shown in Figures 4 to 6, and the results are as follows. The torsional stiffness of the rear roof crossbeam assembly 2022 in the vehicle body frame 10 is 28970 N·m / °, which is higher than the target value of 25000 N / mm; the bending stiffness is 20222 N / mm, which is higher than the target value of 17000 N / mm. It can be seen that both the torsional stiffness and bending stiffness meet the performance targets.

[0358] The above embodiments are merely illustrative of the technical solutions of this disclosure and are not intended to limit it. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure, and all should be covered within the scope of this disclosure. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This disclosure is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of this disclosure.

Claims

1. A vehicle, the vehicle comprising a body frame, the body frame comprising: The frame beam body has a first side and a second side arranged opposite to each other, the first side facing the inside of the vehicle body and the second side facing the outside of the vehicle body; A reinforcing structure is provided at least on the first side and forms at least one cavity to enhance the strength of the frame beam body; The main body of the frame beam is a first fiber-reinforced composite material molded part, and the reinforcing structure is a second fiber-reinforced composite material injection molded part.

2. The vehicle according to claim 1, wherein, The first fiber-reinforced composite material includes glass fiber-reinforced composite material, and / or, The second fiber-reinforced composite material includes glass fiber-reinforced composite material. The glass fiber reinforced composite material includes a thermoplastic resin matrix and continuous fibers, wherein the continuous fibers include glass fibers.

3. The vehicle according to claim 2, wherein, The glass fiber reinforced composite material includes glass fiber reinforced polypropylene composite material.

4. The vehicle according to claim 2 or 3, wherein, The weight percentage of glass fiber in the first fiber-reinforced composite material is higher than or equal to the weight percentage of glass fiber in the second fiber-reinforced composite material.

5. The vehicle according to any one of claims 1 to 4, wherein, The weight percentage of glass fiber in the first fiber-reinforced composite material is greater than or equal to 60 and less than or equal to 80, the weight percentage of the thermoplastic resin matrix is ​​greater than or equal to 20 and less than or equal to 40, and the sum of the weight percentages of the glass fiber and the thermoplastic resin matrix is ​​100.

6. The vehicle according to claim 5, wherein, The weight percentage of glass fiber in the first fiber-reinforced composite material is greater than or equal to 68 and less than or equal to 72.

7. The vehicle according to any one of claims 1 to 6, wherein, The weight percentage of glass fiber in the second fiber-reinforced composite material is greater than or equal to 30 and less than or equal to 50, the weight percentage of the thermoplastic resin matrix is ​​greater than or equal to 50 and less than or equal to 70, and the sum of the weight percentages of the glass fiber and the thermoplastic resin matrix is ​​100.

8. The vehicle according to claim 7, wherein, The weight percentage of glass fiber in the second fiber-reinforced composite material is greater than or equal to 38 and less than or equal to 42.

9. The vehicle according to any one of claims 2 to 8, wherein, The main body of the frame beam comprises a multilayer glass fiber reinforced composite material, each layer of which comprises continuous fibers and a thermoplastic resin matrix, wherein the thermoplastic resin matrix is ​​connected to the glass fibers; The water absorption rate of each layer of the glass fiber reinforced composite material is no higher than 0.3%.

10. The vehicle according to any one of claims 2 to 8, wherein, The main body of the frame beam includes multiple layers of glass fiber reinforced composite material. The glass fibers in each layer of the glass fiber reinforced composite material are laid in one direction, and the laying angle of the continuous fibers in adjacent layers of the glass fiber composite material is different.

11. The vehicle according to claim 10, wherein, In the outermost two layers of glass fiber reinforced composite material on any side along the thickness direction of the frame beam body, at least one layer of glass fiber has a laying angle that is neither 0° nor 90°.

12. The vehicle according to claim 11, wherein, The glass fiber layup angle of the glass fiber reinforced composite material that is neither 0° nor 90° is 25° to 75°.

13. The vehicle according to claim 12, wherein, The sum of the number of layers of the glass fiber reinforced composite material whose glass fiber laying angle is neither 0° nor 90° is 20% to 40% of the total number of layers of the glass fiber reinforced composite material.

14. The vehicle according to any one of claims 10 to 13, wherein, The thickness of the main frame beam is 1.2mm to 5mm; and / or The thickness of a single layer of the glass fiber reinforced composite material is 0.2 mm to 0.3 mm.

15. The vehicle according to any one of claims 1 to 14, wherein, The reinforcing structure includes a first reinforcing component, which includes a plurality of reinforcing ribs. At least some of the reinforcing ribs are arranged in a mesh pattern. The cavity is formed at least at the location of the mesh. And / or, the plurality of reinforcing ribs are connected end to end to form a cylindrical shape, and the inner cavity of the cylinder constitutes the cavity.

16. The vehicle according to claim 14, wherein, The cavity is also enclosed by the reinforcing ribs and the main frame beam.

17. The vehicle according to claim 15 or 16, wherein, The thickness of the root of the reinforcing rib is 2.5mm to 3.5mm, and the root of the reinforcing rib is the part where the reinforcing rib is connected to the main body of the frame beam; the thickness of the main body of the frame beam is 2.5mm to 3.5mm.

18. The vehicle according to any one of claims 15 to 17, wherein, The plurality of reinforcing ribs includes spaced-apart reinforcing ribs, with the spacing between adjacent reinforcing ribs ranging from 20 mm to 50 mm.

19. The vehicle according to any one of claims 15 to 18, wherein, The length of each of the reinforcing ribs extending from the main body of the frame beam away from the main body of the frame beam is between 5mm and 40mm.

20. The vehicle according to any one of claims 15 to 19, wherein, The plurality of reinforcing ribs are erected relative to the main body of the frame beam, and include a first direction reinforcing rib extending along the length direction of the main body of the frame beam and a second direction reinforcing rib extending along a second direction intersecting the length direction.

21. The vehicle according to claims 1 to 20, wherein, The reinforcing structure includes a first reinforcing component, which includes a plurality of reinforcing ribs. At least some of the reinforcing ribs are arranged in a mesh-like pattern, and the cavity is formed at least at the location of the mesh. The main body of the frame beam has a first plate segment and a recessed groove connected to the first plate segment and recessed outwards towards the vehicle body. The mesh formed by the reinforcing ribs in the recessed groove is larger than the mesh formed by the reinforcing ribs in the first plate segment.

22. The vehicle according to claim 21, wherein, The recessed groove includes a second plate segment, a third plate segment, and a fourth plate segment connected in sequence, wherein the second plate segment and the fourth plate segment constitute the sidewalls of the recessed groove, and the third plate segment constitutes the bottom wall of the recessed groove. The reinforcing ribs formed in the recessed grooves are respectively connected to the second plate segment, the third plate segment, and the fourth plate segment.

23. The vehicle according to any one of claims 1 to 22, wherein, The vehicle frame also includes an interior and exterior trim mounting structure connected to the reinforcing structure for mounting at least one of the vehicle's interior trim, exterior trim, and external components.

24. The vehicle according to claim 23, wherein, The interior and exterior trim installation structure is the second fiber-reinforced composite material injection molded part.

25. The vehicle according to claim 23 or 24, wherein, A portion of the reinforcing rib is arranged around the interior and exterior trim mounting structure.

26. The vehicle according to any one of claims 23 to 25, wherein, The interior and exterior trim mounting structure includes a mounting boss, and the mounting boss includes a mounting support surface, which is used to support the interior trim and / or the exterior trim.

27. The vehicle according to claim 26, wherein, The interior and exterior trim mounting structure includes a first mounting boss and a second mounting boss protruding towards the inside of the vehicle body. The first mounting boss and the second mounting boss are spaced apart along the length of the main frame beam. The reinforcing structure includes a plurality of reinforcing ribs, a portion of which is arranged between the first mounting boss and the second mounting boss along the length direction.

28. The vehicle according to any one of claims 15 to 20, wherein, The reinforcing structure also includes a second reinforcing component, which is tubular.

29. The vehicle according to any one of claims 1 to 28, wherein, The vehicle body frame includes body pillar assemblies, side beam assemblies, roof crossbeam assemblies, and door frame beam assemblies; the main body of the frame beam includes body pillars, side beams, roof crossbeams, and door sill beams. The main frame beam, the reinforcing structure, and the interior and exterior trim mounting structure together form at least a portion of the vehicle body pillar assembly and / or at least a portion of the side beam assembly and / or at least a portion of the roof crossbeam assembly and / or at least a portion of the sill beam assembly.

30. The vehicle according to claim 29, wherein, Along the longitudinal direction of the vehicle body, the vehicle pillars include at least one of a front pillar, a middle pillar, and a rear pillar; The vehicle pillar assembly includes at least one of a front pillar assembly, a center pillar assembly, and a rear pillar assembly.

31. The vehicle according to claim 29, wherein, The roof crossbeam includes at least one of the front roof crossbeam, the middle roof crossbeam, and the rear roof crossbeam. The roof crossbeam assembly includes at least one of the front roof crossbeam assembly, the middle roof crossbeam assembly, and the rear roof crossbeam assembly.

32. The vehicle according to claim 30, wherein, The vehicle body pillar assembly includes the front pillar assembly and / or the center pillar assembly. The vehicle body frame also includes at least one metal connection structure. The at least one metal connection structure is disposed on the interior and exterior trim mounting structure. The at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter.

33. The vehicle according to claim 30, wherein, The vehicle body pillar assembly includes the rear pillar and / or the center pillar, and the interior and exterior trim mounting structure includes at least one seat belt accessory mounting structure for mounting seat belt accessories, wherein the seat belt accessories include at least one of a seat belt height adjuster and a seat belt retractor.

34. The vehicle according to claim 31, wherein, The interior and exterior trim installation structure includes at least one of the following: door switch assembly installation structure, exterior detection device installation structure, interior detection device installation structure, interior lighting installation structure, wiring harness installation structure, interior trim panel installation structure, and exterior trim panel installation structure.

35. The vehicle according to claim 31 or 34, wherein, The main frame beam, the reinforcing structure, and the interior and exterior trim installation structure form the rear crossbeam assembly of the roof. The rear crossbeam of the roof has a first plate segment and a recessed groove connected to the first plate segment and recessed outwards towards the vehicle body. The first plate segment is located further back towards the vehicle body than the recessed groove. The portion of the recessed groove facing outwards towards the vehicle body is used to connect the roof panel.

36. The vehicle according to claim 35, wherein, The vehicle frame also includes at least one metal connection structure, which is disposed on the rear crossbeam assembly of the roof. The at least one metal connection structure is used to connect at least one of the door hinge and the door opening limiter.

37. The vehicle according to claim 36, wherein, The interior and exterior trim mounting structure includes a first mounting boss and a second mounting boss protruding towards the inside of the vehicle body. The first mounting boss and the second mounting boss are spaced apart along the length of the main frame beam. The metal connection structure is respectively connected to the support surfaces of the first mounting boss and the second mounting boss facing the outer side of the vehicle body.

38. The vehicle according to any one of claims 1 to 37, wherein, The vehicle also includes a chassis, the body frame is mounted on the chassis and together form a passenger compartment, the body frame includes a body pillar assembly and a roof beam assembly, the frame beam body, the reinforcing structure and the interior and exterior trim mounting structure together form at least a portion of the body pillar assembly and / or at least a portion of the roof beam assembly.

39. The vehicle according to claim 38, wherein, The vehicle includes the vehicle body frame, tailgate, and roof panel. The main frame beam, the reinforcing structure, and the interior and exterior trim installation structure together form the rear roof crossbeam assembly, and the roof panel and the tailgate are respectively connected to the rear roof crossbeam assembly.

40. The vehicle according to claim 39, wherein, The roof panel includes a sunroof.

41. The vehicle according to any one of claims 38 to 40, wherein, The vehicle also includes a battery unit mounted on the chassis.

42. The vehicle according to claim 41, wherein, The housing of the battery device forms at least a portion of the floor of the passenger compartment.

43. The vehicle according to any one of claims 38 to 42, wherein, The vehicle frame is detachably connected to the top of the chassis.

44. A method for manufacturing a vehicle, The vehicle includes a body frame, the body frame comprising: A frame beam body, wherein the frame beam body has a first side and a second side arranged opposite to each other; A reinforcing structure is provided at least on the first side and forms at least one cavity to enhance the strength of the frame beam body; The main frame beam and the reinforcing structure are integrally formed by compression molding.

45. The manufacturing method according to claim 44, wherein, The vehicle frame also includes an interior and exterior trim mounting structure, which is disposed on the reinforcing structure and is used to mount at least one of the interior trim parts, exterior trim parts, and external components of the vehicle body. The main frame beam, the reinforcing structure, and the interior and exterior trim installation structure are integrally formed by compression molding.

46. ​​The manufacturing method according to claim 45, wherein, A first substrate made of a first fiber-reinforced composite material is provided, and the first substrate is molded to form the frame beam body; A second fiber-reinforced composite material is provided, which is injection molded to form a reinforcing structure and interior / exterior trim installation structure that are integrally connected to the main frame beam.

47. The manufacturing method according to claim 46, wherein, Both the first fiber-reinforced composite material and the second fiber-reinforced composite material are glass fiber reinforced polypropylene composite materials, wherein the weight percentage of glass fiber in the first fiber-reinforced composite material is higher than or equal to the weight percentage of glass fiber in the second fiber-reinforced composite material.

48. The manufacturing method according to claim 47, wherein, The first fiber-reinforced composite material includes a glass fiber-reinforced polypropylene composite material, wherein the weight percentage of glass fiber is greater than or equal to 60 and less than or equal to 80. The second fiber-reinforced composite material includes a glass fiber reinforced polypropylene composite material, wherein the weight percentage of glass fiber is greater than or equal to 30 and less than or equal to 50.

49. The manufacturing method according to claim 48, wherein, The weight percentage of glass fiber in the first fiber-reinforced composite material is greater than or equal to 68 and less than or equal to 72. The weight percentage of glass fiber in the second fiber-reinforced composite material is greater than or equal to 38 and less than or equal to 42.

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