Vehicle, and continuous fiber composite panel and preparation method therefor

Abstract

The present disclosure is applicable to the technical field of automobile manufacturing, and provides a vehicle, and a continuous fiber composite panel and a preparation method therefor. The vehicle comprises a vehicle body frame, and the vehicle body frame comprises a frame beam body. The frame beam body comprises a plurality of continuous fiber composite material layers, the plurality of continuous fiber composite material layers are laid layer by layer in the thickness direction, and the laying directions of continuous fibers of two adjacent continuous fiber composite material layers are different, wherein the laying angle of the continuous fibers of at least one of the two outermost continuous fiber composite material layers on either side in the thickness direction, is neither 0° nor 90°. The material of the frame beam body is configured as a continuous fiber composite material, and the continuous fiber composite material has the characteristic of being lightweight and is conducive to reducing the weight of the vehicle. Non-0° and non-90° laying can provide strength in directions other than 0° and 90°, thereby effectively absorbing and dispersing energy, and reducing damage to an internal structure caused by an external impact.

Description

A vehicle, a continuous fiber composite board and its preparation method

[0001] Cross-reference to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202411865038.5, filed on December 17, 2024, entitled “A vehicle, a continuous fiber composite board and a method for preparing the same”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of automotive technology, and more particularly to a vehicle, a continuous fiber composite board, and a method for preparing the same. Background Technology

[0004] With the continuous development of automotive technology, the requirements for vehicle lightweighting are becoming increasingly stringent, and the vehicle body frame is an important part affecting the lightweighting process. Therefore, this disclosure is made. Summary of the Invention

[0005] To address the aforementioned technical problems, this disclosure provides a vehicle, a continuous fiber composite board, and a method for preparing the continuous fiber composite board, which helps to achieve lightweight vehicle design.

[0006] In a first aspect, embodiments of this disclosure provide a vehicle, including a vehicle body frame;

[0007] The body frame includes:

[0008] The frame beam body includes a continuous fiber composite material, which includes multiple layers of continuous fiber composite material. The multiple layers of continuous fiber composite material are laid in layers along the thickness direction. The laying directions of the continuous fibers in adjacent layers of continuous fiber composite material are different. Among the outermost two layers of continuous fiber composite material on any side along the thickness direction, the laying angle of the continuous fibers in at least one layer is neither 0° nor 90°.

[0009] In the above technical solution, the main body of the frame beam is made of continuous fiber composite material. By setting the material of the main body of the frame beam to continuous fiber composite material, the lightweight characteristics of continuous fiber composite material contribute to the weight reduction of the vehicle. The layup angle of the continuous fibers has a significant impact on the performance of the composite material, and the layup direction of the continuous fibers affects the stress distribution inside the composite material. Different layup angles of the continuous fibers in adjacent fiber composite layers help to optimize the performance of the composite material in different directions. Layups that are neither 0° nor 90° can provide strength in directions other than 0° and 90°, and placing at least one of the outermost two layers can effectively absorb and disperse energy, reducing the damage of external impacts to the internal structure. This arrangement helps to enhance the impact resistance of the main body of the frame beam.

[0010] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0011] In the above technical solution, when the layup angle of continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength and fatigue resistance of the continuous fiber composite material.

[0012] In some embodiments, the continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

[0013] The above technical solutions help to further enhance the multi-directional strength, shear strength and fatigue resistance of continuous fiber composite materials.

[0014] In some embodiments, the continuous fiber composite layers are arranged symmetrically with layup angles that are neither 0° nor 90°, and the plane of symmetry is located at 1 / 2 of the thickness of the multilayer continuous fiber composite layer.

[0015] In the above technical solution, the symmetrical arrangement ensures that the composite material has uniform mechanical properties in both directions, avoiding differences in mechanical properties caused by asymmetry in the direction of continuous fibers. The symmetrical arrangement also improves the flexural strength of the composite material. Under bending moment, the symmetrically arranged fiber layers can better disperse and transfer the load, reducing local stress concentration.

[0016] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0017] In the above technical solution, the non-0° and non-90° layup is within a reasonable proportion range, so as to ensure that the multi-directional strength, shear strength and fatigue resistance of the composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the frame beam as much as possible.

[0018] In some embodiments, the thickness of the main frame beam is 1.2 mm to 5 mm; and / or, the thickness of the continuous fiber composite layer is 0.2 mm to 0.3 mm.

[0019] In the above technical solutions, by limiting the minimum thickness of the main frame beam, the requirement for structural strength and stiffness is avoided as much as possible. By limiting the maximum thickness of the main frame beam, the requirement for excessive thickness is avoided as much as possible to avoid affecting the aesthetics of the vehicle body frame or interfering with the installation of other vehicle components. By limiting the range of thickness of the single-layer continuous fiber composite material layer, it is possible to avoid both insufficient structural strength and stiffness due to excessive thickness of the single-layer continuous fiber composite material layer, and excessive thickness of the main frame beam when laying multiple layers of continuous fiber composite material, which would affect the overall aesthetics of the vehicle body frame or interfere with the installation of other vehicle components.

[0020] In some embodiments, the tensile strength of the main body of the frame beam in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the main body of the frame beam in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0021] In the above technical solution, by limiting the tensile strength and elastic modulus of the main body of the frame beam to a suitable range, the main body of the frame beam can meet the performance requirements of different positions in the vehicle as much as possible. In other words, the main body of the frame beam of the vehicle body frame at each position uses the fiber composite board provided in the embodiments of this disclosure as much as possible, thereby helping the vehicle to achieve lightweight design.

[0022] In some embodiments, in a multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0023] 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%.

[0024] In the above technical solution, the performance of the frame beam body is limited by limiting the performance of the single-layer continuous fiber composite material layer, thereby enabling the frame beam body to meet the performance requirements of the vehicle.

[0025] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

[0026] In the above technical solution, by further limiting the elastic modulus and tensile strength of the continuous fiber composite material layer, the frame beam body in this embodiment can meet the performance requirements of more locations in the vehicle, which helps the vehicle to achieve lightweight design.

[0027] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0028] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the frame beam body is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body.

[0029] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, and the continuous fiber composite panel is molded to form the main body of the frame beam.

[0030] In the above technical solution, the multi-layered continuous fiber composite material is first composited to form a continuous fiber composite board, and then the continuous fiber composite board is molded to form a frame beam body with cavities. Using the molding process can more accurately ensure the shape and dimensional accuracy of the frame beam body, thereby ensuring the mechanical properties and structural integrity of the frame beam body as much as possible.

[0031] In some embodiments, the continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of continuous fibers and the weight parts of thermoplastic resin matrix is ​​100.

[0032] In the above technical solution, by controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in the leakage of continuous fiber. It is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of the composite material is suitable for making the main body of the frame beam.

[0033] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0034] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby improving the mechanical properties of the composite material.

[0035] 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.

[0036] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial bonding performance between continuous fibers and thermoplastic resin matrix, and improve the mechanical properties of composite materials.

[0037] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0038] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0039] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0040] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(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.

[0041] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0042] In the above technical solution, by controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0043] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0044] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

[0045] In some embodiments, the thermoplastic resin matrix includes polypropylene;

[0046] The elongation at break of polypropylene is not less than 50%; and / or, the melt index of polypropylene is not less than 30 g / 10 min.

[0047] In the above technical solution, polypropylene with an elongation at break of not less than 50% exhibits good toughness and ductility. Selecting polypropylene with an elongation at break of not less than 50% as the resin matrix to connect continuous fibers helps to improve the elongation at break of the fiber composite layer, thereby improving the toughness of the fiber composite board. Polypropylene with a melt flow index of not less than 30 g / 10 min has good flowability and molding properties, facilitating the improvement of the injection molding performance of the continuous fiber composite layer.

[0048] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0049] In the above technical solutions, 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 with thermoplastic resins helps to improve the strength of single-layer fiber composite layers.

[0050] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0051] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0052] In some embodiments, the vehicle frame includes a reinforcing structure, the frame beam body having a cavity, the reinforcing structure being at least partially disposed within the cavity and connected to the frame beam body.

[0053] In the above technical solution, the cavity serves two purposes: firstly, it acts as an energy-absorbing zone, effectively absorbing and dispersing impact energy; secondly, it provides installation space for the reinforcing structure. Furthermore, the cavity design contributes to the vehicle's lightweight design. The reinforcing structure is at least partially located within the cavity and connected to the main frame beam, meaning it strengthens the main frame beam to reduce the likelihood of deformation or fracture during a collision, thereby improving the overall collision protection performance of the vehicle frame.

[0054] In some embodiments, the reinforcing structure includes an interior trim mounting structure for mounting the vehicle's interior trim.

[0055] In the above technical solution, the interior mounting structure is formed as part of the reinforcing structure. At this time, there is no need to set up separate parts with interior mounting functions. This can reduce the number of parts and the assembly between parts, which helps to achieve lightweighting of the body frame and improve manufacturing efficiency.

[0056] In some embodiments, the frame beam body at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, wherein at least one seat belt accessory mounting structure is formed in the reinforcing structure of the B-pillar and / or C-pillar;

[0057] At least one seatbelt accessory mounting structure is provided for mounting seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

[0058] In the above technical solution, seat belt attachments need to be installed on both the B-pillar and / or C-pillar. The reinforced structure provides a seat belt attachment installation structure, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the reinforced structure helps to improve the structural strength and rigidity of the seat belt attachment installation structure, reducing the probability of seat belt failure due to failure of the seat belt attachment installation structure.

[0059] In some embodiments, the interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the cavity of the frame beam body from the inside of the vehicle body.

[0060] In the above technical solution, the interior trim panels can minimize the direct exposure of components such as reinforcing structures within the cavities to the user's view, which helps to improve the aesthetics of the vehicle body frame.

[0061] In some embodiments, the frame beam body at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure disposed at the A-pillar and / or B-pillar.

[0062] Among them, at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter.

[0063] The metal connection structure is set between the main frame beam that makes up column A and / or column B and the reinforcing structure.

[0064] In the above technical solution, the metallic material gives the metal connection structure excellent fatigue performance, allowing it to maintain structural integrity during multiple cycles. The metal connection structure is positioned between the main frame beam and the reinforcing structure of column A and / or column B, enabling the reinforcing structure to fix the metal connection structure to the main frame beam, thus contributing to a stable installation of the metal connection structure.

[0065] In some embodiments, the reinforcing structure includes an injection-molded structure, which is injection-molded onto the inner surface of the frame beam body. The injection-molded structure has an elastic modulus of not less than 5 GPa, a tensile strength of not less than 100 MPa, and an elongation at break of not less than 1%.

[0066] In the above technical solution, the injection molding process integrates the injection-molded structure with the main frame beam, reducing the assembly between the injection-molded structure and the main frame beam. The injection molding process allows the injection-molded plastic to penetrate deep into all corners of the main frame beam. Furthermore, the injection molding process facilitates the processing of the injection-molded structure into various shapes according to the collision stress conditions of the vehicle frame, and allows for the addition of thickness in certain critical stress areas. In other words, the extension direction, thickness, and position of the injection-molded structure within the main frame beam can be optimized based on the collision stress conditions of the vehicle frame. Moreover, by controlling the elastic modulus, tensile strength, and elongation at break of the injection-molded structure within a reasonable range, the main frame beam provided in this embodiment can be used in locations with high collision performance requirements. For example, the main frame beam can at least constitute the vehicle's pillars, side beams, and sill beams.

[0067] In some embodiments, the injection-molded structure includes a plurality of ribs, at least a portion of which are arranged crosswise; or, the plurality of ribs are connected end to end in a ring.

[0068] In the above technical solutions, the cross arrangement of multiple ribs or the connection of multiple ribs end to end in a ring can avoid stress concentration in a single rib as much as possible, so that the injection-molded structure can evenly distribute the force, thereby helping to improve the overall structural strength and rigidity of the vehicle frame.

[0069] In some implementations, at least a portion of the rib's root is connected to the bottom wall of the cavity.

[0070] In the above technical solution, the injection-molded structure can at least strengthen the main body of the frame beam along the inner and outer directions of the vehicle body frame.

[0071] In some embodiments, the injection-molded structure comprises 35 to 70 parts by weight of a thermoplastic resin matrix and 30 to 65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100.

[0072] In the above technical solution, the composite material formed by combining long glass fibers and thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength and elongation at break of injection molded structure. Moreover, thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding, compression molding, etc.

[0073] In some embodiments, the injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

[0074] In the above technical solutions, mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0075] In some embodiments, the injection-molded structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure includes 0.1 to 0.4 parts by weight of an antioxidant.

[0076] In the above technical solution, the compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, thereby enhancing the mechanical properties of the composite material. The antioxidant can prevent or delay oxidative degradation of the material, reducing the likelihood of degradation due to high-temperature oxidation during processing and extending the service life of the composite material.

[0077] In some embodiments, the reinforcing structure includes a reinforcing tube arranged along the extension direction of the cavity.

[0078] In the above technical solution, the tube structure has high stiffness and bending strength, which can effectively resist bending deformation under side impact. In addition, the tube structure has high shear strength, which can effectively reduce fracture caused by shear force. Furthermore, the tube structure helps to evenly distribute stress and reduce local stress concentration. Using the tube structure as part of the reinforcing structure helps to improve the overall structural stability of the vehicle frame.

[0079] In some embodiments, the reinforcing tube includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extension direction of the tube body.

[0080] The above technical solution at least helps to increase the inner surface of the tube body and the frame beam body, making it easier for the tube body to be better connected to the inner surface of the frame beam body.

[0081] In some embodiments, the reinforcing tube includes a tube body and at least one reinforcing rib disposed on the tube body. In a cross-section perpendicular to the extending direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

[0082] In the above technical solution, reinforcing ribs are set inside the pipe body to further improve the structural strength and rigidity of the reinforced pipe.

[0083] In some embodiments, at least one reinforcing rib includes a first reinforcing rib and a second reinforcing rib, wherein the first reinforcing rib intersects with the second reinforcing rib.

[0084] In the above technical solution, the first and second reinforcing ribs strengthen the pipe body from two directions, which helps to improve the structural strength and rigidity of the pipe body.

[0085] In some embodiments, the tube body and at least one reinforcing rib are integral aluminum pultruded tube structures.

[0086] In the above technical solution, the aluminum pultruded tube structure is an aluminum tube produced through the pultrusion process. It possesses high strength, capable of withstanding significant mechanical loads, and exhibits high rigidity, reducing deformation under stress. Furthermore, aluminum has a lower density, which helps reduce the weight of the vehicle frame compared to traditional steel car bodies. The tube body and reinforcing ribs are integrated into a single structure. This integrated structure enhances the overall structural strength and rigidity of the reinforced tube and eliminates the need for assembly of the reinforcing ribs with the tube body using other components, thus reducing the number of parts and lowering manufacturing costs.

[0087] In some embodiments, the thickness of the pipe wall is 3mm to 6mm.

[0088] In the above technical solution, by controlling the thickness of the aluminum pultruded tube wall within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the aluminum pultruded tube wall is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while also ensuring that the aluminum pultruded tube wall is not too thick so that the performance is excessive.

[0089] In some embodiments, the reinforcing tube includes a tube body and a resin-filled structure, the resin-filled structure being filled within the tube body.

[0090] In the above technical solution, the resin-filled structure is used to enhance the structural strength and rigidity of the pipe body.

[0091] In some implementations, the tube body is a thermoplastic pultruded composite material tube.

[0092] In the above technical solution, the thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the reinforced tube. Moreover, composite materials help to improve the lightweight of the vehicle body frame.

[0093] In some embodiments, the elastic modulus of the tube body in the extension direction is not less than 40 GPa, the tensile strength is not less than 1.28 GPa, and the elongation at break is not less than 3%.

[0094] In the above technical solution, by controlling the elastic modulus, tensile strength and elongation at break of the tube body within a reasonable range, the frame beam body provided in this embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams and sill beams.

[0095] In some embodiments, the thickness of the pipe wall of the pipe body is 6mm to 10mm.

[0096] In the above technical solution, by controlling the thickness of the wall of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame cannot meet the structural strength and stiffness requirements, while ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0097] In some embodiments, the resin-filled structure includes polyurea and / or polyurethane.

[0098] In the above technical solutions, polyurea and polyurethane have high toughness, which helps to improve the tensile strength of the reinforced tube.

[0099] In some embodiments, the elastic modulus of the resin-filled structure is not less than 700 MPa, the strength corresponding to 80% of the tensile strain is not less than 60 MPa, and the elongation at break is not less than 80%.

[0100] In the above technical solution, by controlling the elastic modulus, tensile strength and elongation at break of the resin-filled structure within a reasonable range, the frame beam body provided in this embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams and sill beams.

[0101] In some embodiments, at least a portion of the frame beam body constitutes the B-pillar of the vehicle, and the body frame includes an upper joint and a lower joint. The reinforcing tubes in the cavity of the B-pillar are connected to the side beams and sill beams of the vehicle through the upper joint and the lower joint, respectively.

[0102] In the above technical solution, the upper connector further strengthens the junction between the B-pillar and the side beam, and the lower connector further strengthens the junction between the B-pillar and the sill beam. Simultaneously, it facilitates the transfer of external forces acting on the side beam to the reinforcing tube within the B-pillar cavity via the upper connector, or vice versa. Similarly, it facilitates the transfer of external forces acting on the sill beam to the reinforcing tube within the B-pillar cavity via the lower connector, or vice versa. This helps to achieve force transfer among the side beam, B-pillar, and sill beam, allowing them to share energy and improving their collision avoidance performance, thereby enhancing the collision avoidance performance of the vehicle frame.

[0103] In some implementations, both the upper and lower connectors are inserted into the reinforcing tube inside the cavity of the B-pillar.

[0104] The above technical solution helps to improve the stability of the connection between the reinforcing tube inside the cavity of the B-pillar and the upper and lower connectors.

[0105] In some embodiments, the vehicle frame includes a third reinforcing rib disposed within the upper and lower joints, and the third reinforcing rib abuts against the reinforcing tube.

[0106] In the above technical solution, the third reinforcing rib can enhance the structural strength and rigidity of the upper and lower joints. Moreover, the third reinforcing ribs in the upper and lower joints respectively abut against the two ends of the reinforcing tube, which helps to make the reinforcing tube more securely connected to the upper and lower joints, thus helping to improve the stability of the vehicle frame.

[0107] In some embodiments, the vehicle includes a fourth reinforcing rib located outside the upper joint and the lower joint, and the fourth reinforcing rib is connected to the inner surface of the frame beam body.

[0108] In the above technical solution, by setting a fourth reinforcing rib on the outside of the upper joint and the outside of the lower joint, the structural strength and rigidity of the upper and lower joints are improved. The fourth reinforcing rib is connected to the main frame beam, thereby helping to improve the structural strength and rigidity of the vehicle frame along the internal and external directions of the vehicle frame.

[0109] In some embodiments, the fourth reinforcing rib of at least one of the upper and lower joints extends in the same direction as the B-pillar.

[0110] In the above technical solution, the fourth reinforcing rib of at least one of the upper and lower joints reinforces at least one of the upper and lower joints along the extension direction of the B-pillar. This also enables the fourth reinforcing rib to transmit external forces along the extension direction of the B-pillar.

[0111] In some implementations, the vehicle includes a battery and a chassis, the battery being used to power the vehicle, the vehicle frame and chassis together enclosing the passenger compartment of the vehicle, and the battery casing forming the floor of the passenger compartment.

[0112] In the above technical solutions, by integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and makes more efficient use of the vehicle's interior space.

[0113] In some implementations, the vehicle also includes a chassis, with a body frame located above the chassis and detachably connected to it.

[0114] In the above technical solution, the body frame and chassis are detachably connected, achieving separation and decoupling between the two. This allows the body frame to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also improves the integration of the chassis, making it adaptable to various vehicle models.

[0115] Secondly, this disclosure provides a continuous fiber composite board, including multiple layers of continuous fiber composite material, which are laid in layers along the thickness direction. The continuous fibers of adjacent continuous fiber composite material layers have different laying directions. Among the outermost two continuous fiber composite material layers on any side along the thickness direction, the laying angle of the continuous fibers of at least one layer is neither 0° nor 90°.

[0116] In the above technical solutions, continuous fiber composite panels are suitable for manufacturing the main body of frame beams, which helps to achieve lightweight vehicle design.

[0117] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

[0118] In the above technical solution, when the layup angle of continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength and fatigue resistance of the continuous fiber composite material.

[0119] In some embodiments, the continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

[0120] The above technical solutions help to further enhance the multi-directional strength, shear strength and fatigue resistance of continuous fiber composite materials.

[0121] In some embodiments, the continuous fiber composite layers are arranged symmetrically with layup angles that are neither 0° nor 90°, and the plane of symmetry is located at 1 / 2 of the thickness of the multilayer continuous fiber composite layer.

[0122] In the above technical solution, the symmetrical arrangement ensures that the composite material has uniform mechanical properties in both directions, avoiding differences in mechanical properties caused by asymmetry in the direction of continuous fibers. The symmetrical arrangement also improves the flexural strength of the composite material. Under bending moment, the symmetrically arranged fiber layers can better disperse and transfer the load, reducing local stress concentration.

[0123] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles that are neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers.

[0124] In the above technical solution, the non-0° and non-90° layup is within a reasonable proportion range, so as to ensure that the multi-directional strength, shear strength and fatigue resistance of the composite material are within a reasonable range, thereby ensuring the structural strength and structural stiffness of the frame beam as much as possible.

[0125] In some embodiments, the thickness of the continuous fiber composite board is 1.2 mm to 5 mm; and / or, the thickness of the continuous fiber composite material layer is 0.2 mm to 0.3 mm.

[0126] In the above technical solutions, by limiting the minimum thickness of the continuous fiber composite board, the thickness of the frame beam body made of the continuous fiber composite board is kept as thin as possible to avoid failing to meet the requirements of structural strength and stiffness. By limiting the maximum thickness of the continuous fiber composite board, the excessive thickness of the frame beam body made of the continuous fiber composite board is kept as thick as possible to avoid affecting the aesthetic performance of the vehicle body frame or interfering with the installation of other vehicle components. By limiting the range of thickness of single-layer continuous fiber composite material layers, on the one hand, the thickness of single-layer continuous fiber composite material layers is kept as thin as possible to avoid insufficient structural strength and stiffness of single-layer continuous fiber composite boards, and on the other hand, the thickness of continuous fiber composite material layers is kept as thick as possible to avoid excessive thickness of continuous fiber composite boards when laying multiple layers, thus resulting in excessive thickness of the frame beam body.

[0127] In some embodiments, the continuous fiber composite board has a tensile strength of not less than 200 MPa in each direction perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in each direction perpendicular to the thickness direction.

[0128] In the above technical solution, by controlling the performance of the continuous fiber composite board, the performance of the continuous fiber composite board is made suitable for the manufacture of the frame beam body.

[0129] In some embodiments, in a multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties:

[0130] 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%.

[0131] In the above technical solution, the performance of the continuous fiber composite material is limited by limiting the performance of the single-layer continuous fiber composite material layer, thereby limiting the performance of the continuous fiber composite material frame beam body to meet the performance requirements of the vehicle.

[0132] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

[0133] In the above technical solution, by further limiting the elastic modulus and tensile strength of the continuous fiber composite material layer, the frame beam body in this embodiment can meet the performance requirements of more locations in the vehicle, which helps the vehicle to achieve lightweight design.

[0134] In some implementations, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0135] In the above technical solution, by controlling the water absorption rate of the single-layer continuous fiber composite material layer within this range, the water absorption rate of the continuous fiber composite board is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption of the continuous fiber composite board.

[0136] In some embodiments, the continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the parts by weight of continuous fibers and the parts by weight of thermoplastic resin matrix is ​​100.

[0137] In the above technical solution, by controlling the content of continuous fiber and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation of continuous fiber leakage and insufficient elongation at break caused by excessive continuous fiber content and insufficient resin matrix content. It is also possible to avoid the situation of insufficient composite material strength, insufficient elongation at break or excessive water absorption caused by excessively low continuous fiber content and excessively high resin matrix content. In other words, the content of continuous fiber and thermoplastic resin matrix are in a relatively balanced state, so that the performance of composite material is suitable for making frame beam body.

[0138] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer.

[0139] In the above technical solution, the compatibilizer can improve the interfacial bonding performance between the continuous fiber and the thermoplastic resin matrix, thereby enhancing the mechanical properties of the composite material.

[0140] 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.

[0141] In the above technical solution, by selecting maleic anhydride graft compatibilizer and acrylic compatibilizer, it is helpful to improve the interfacial bonding performance between continuous fibers and thermoplastic resin matrix, and improve the mechanical properties of composite materials.

[0142] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant.

[0143] In the above technical solution, antioxidants can reduce the possibility of composite materials being degraded due to high-temperature oxidation during processing, thus extending the service life of composite materials.

[0144] In some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36.

[0145] In the above technical solution, antioxidant 1098, also known as N,N'-hexamethylenebis(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. In some embodiments, the thermoplastic resin matrix includes polyamide units, and in the polyamide units, the ratio of the number of carbons on the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

[0146] In the above technical solution, by controlling the ratio of the number of carbons to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, so that the continuous fiber composite material layer can meet the requirements of high strength and high elongation at break.

[0147] In some embodiments, the polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0148] In the above technical solutions, the ratio of the number of carbons to the number of amide groups in a single structural unit of PA610, PA11, PA12, PA1212, PA1012, and PA1313 is not less than 8.

[0149] In some embodiments, the thermoplastic resin matrix includes polypropylene;

[0150] The elongation at break of polypropylene is not less than 50%; and / or, the melt index of polypropylene is not less than 30 g / 10 min.

[0151] In the above technical solution, polypropylene with an elongation at break of not less than 50% exhibits good toughness and ductility. Selecting polypropylene with an elongation at break of not less than 50% as the resin matrix to connect continuous fibers helps to improve the elongation at break of the fiber composite layer, thereby improving the toughness of the fiber composite board. Polypropylene with a melt flow index of not less than 30 g / 10 min has good flowability and molding properties, facilitating the improvement of the injection molding performance of the continuous fiber composite layer.

[0152] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

[0153] In the above technical solutions, 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 with thermoplastic resins helps to improve the strength of single-layer fiber composite layers.

[0154] In some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers; and / or, the organic fibers include any one or any combination of aromatic polyamide fibers and ultra-high molecular weight polyethylene fibers.

[0155] The above technical solutions list specific types of inorganic and organic fibers suitable for manufacturing the main body of frame beams.

[0156] Thirdly, embodiments of this disclosure provide a method for preparing a continuous fiber composite board, comprising:

[0157] The multilayer continuous fiber composite material is laid in layers;

[0158] A roller press is used to roll the multi-layer continuous fiber composite material layers laid in layers to form a fiber composite board.

[0159] In the above technical solution, rolling with a roller press helps to make the layers of continuous fiber composite material tightly bonded, which can effectively improve the interlayer bonding force and overall performance of the continuous fiber composite board.

[0160] The above description is only an overview of the technical solution of this disclosure. In order to better understand the technical means of this disclosure, it can be implemented in accordance with the contents of the specification. In order to make the above and other objects, features and advantages of this disclosure more obvious and understandable, specific embodiments of this disclosure are given below. Attached Figure Description

[0161] Figure 1 is a structural schematic diagram of the vehicle provided in an embodiment of this disclosure;

[0162] Figure 2 is a structural schematic diagram of the vehicle (excluding the chassis) provided in an embodiment of this disclosure;

[0163] Figure 3 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this disclosure at a first angle;

[0164] Figure 4 is a structural schematic diagram of the first type of vehicle frame provided in the embodiment of this disclosure at a second angle;

[0165] Figure 5 is a schematic diagram of the exploded structure shown in Figure 4;

[0166] Figure 6 is a cross-sectional view of the seat belt height adjuster installed at position AA of the vehicle frame in Figure 4, according to an embodiment of this disclosure.

[0167] Figure 7 is a cross-sectional view of the seat belt retractor provided in this embodiment of the present disclosure installed at position BB of the vehicle frame in Figure 4;

[0168] Figure 8 is a cross-sectional view of the door hinge installed at position CC of the vehicle frame in Figure 4 according to an embodiment of this disclosure;

[0169] Figure 9 is a cross-sectional view of the interior panel installed at position DD of the vehicle frame in Figure 4 according to an embodiment of this disclosure;

[0170] Figure 10 is a structural schematic diagram of the second type of vehicle frame provided in the embodiment of this disclosure from a first angle;

[0171] Figure 11 is a partial structural diagram of the structure shown in Figure 10, excluding the reinforcing tube, upper connector, lower connector, etc.

[0172] Figure 12 is a schematic diagram of the reinforcing tube inside the cavity of column B in the structure shown in Figure 10;

[0173] Figure 13 is a schematic diagram of the upper connector in the structure shown in Figure 10;

[0174] Figure 14 is a schematic diagram of the lower connector in the structure shown in Figure 10;

[0175] Figure 15 is a schematic cross-sectional view of the EE position of the structure shown in Figure 10;

[0176] Figure 16 is a cross-sectional view of the interior panel installed at the FF position of the vehicle frame in Figure 10 according to an embodiment of this disclosure;

[0177] Figure 17 is a cross-sectional view of the seat belt height adjuster installed at position GG of the vehicle frame in Figure 10, according to an embodiment of the present disclosure.

[0178] Figure 18 shows a cross-sectional view of the seatbelt retractor provided in this embodiment of the present disclosure installed at position HH of the vehicle frame in Figure 10.

[0179] Figure 19 is a cross-sectional view of the door hinge installed at position II of the vehicle frame in Figure 10 according to an embodiment of the present disclosure;

[0180] Figure 20 shows a laying method of the multilayer continuous fiber composite material layer of the continuous fiber composite board provided in the embodiment of this disclosure;

[0181] Figure 21 shows the preparation process of the continuous fiber composite board provided in the embodiments of this disclosure.

[0182] Explanation of reference numerals in the attached drawings: 10a, seatbelt retractor; 10b, door hinge; 10c, interior trim panel; 10d, seatbelt height adjuster; 10e, door; 20, vehicle body frame; 21, main frame beam; 21a, cavity; 201a, bottom wall; 201b, side wall; 212, B-pillar; 212a, cavity of the B-pillar; 2121a, bottom wall of the cavity of the B-pillar; 2121b, side wall of the cavity of the B-pillar; 213, C-pillar; 214, side beam; 214a, cavity of the side beam; 215, sill beam; 215a, cavity of the sill beam; 22, reinforcing structure; 221, injection molded structure; 2211, Rib; 2211a, First Part; 2211b, Second Part; 2211c, Third Part; 2212, Clearance Groove; 222, Reinforcing Tube; 2221, Tube Body; 2222, First Reinforcing Rib; 2223, Second Reinforcing Rib; 23, Interior Trim Installation Structure; 231, Seat Belt Accessory Installation Structure; 232, Interior Trim Panel Installation Structure; 24, Seat Belt Accessory Reinforcing Plate; 25, Metal Connection Structure; 26, Upper Connector; 2611, Upper Connecting Groove; 27, Lower Connector; 271, Lower Insertion Cavity; 272, Lower Connecting Groove; 28, Fourth Reinforcing Rib; 30, Chassis. Detailed Implementation

[0183] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this disclosure.

[0184] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this disclosure will not be described separately.

[0185] In the following description, the terms "first," "second," etc., are used merely to distinguish different objects and do not indicate that the objects have the sameness or relationship. It should be understood that the directional descriptions "above," "below," "outside," and "inside" refer to the orientation under normal use conditions, while "left" and "right" refer to the left and right directions shown in the corresponding diagrams, which may or may not be the left and right directions under normal use conditions.

[0186] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "At least two" means two or more.

[0187] With the continuous development of automotive technology, traditional steel body frames have also revealed some drawbacks, such as excessive weight, susceptibility to rust, and high carbon emissions during production. The manufacturing process of steel bodies requires stamping, welding, and painting, all of which involve significant investment in stamping, welding, and painting workshops, hindering cost reduction in automobile manufacturing. Furthermore, the weight of steel bodies makes lightweight design of the entire vehicle less effective.

[0188] In view of this, in order to overcome at least some of the drawbacks of steel car bodies, embodiments of this disclosure provide a vehicle. The vehicle includes a chassis 30 and a body frame 20 mounted on the chassis 30.

[0189] In some embodiments, the vehicle frame 20 and the chassis 30 are welded together.

[0190] In other embodiments, the vehicle frame 20 can be detachably connected to the chassis 30, in which case the chassis 30 adopts a skateboard chassis integrating the three-electric system. This configuration achieves separation and decoupling of the vehicle frame 20 and the chassis 30, allowing the vehicle frame 20 to be replaced as needed, shortening the development cycle and reducing costs. In other words, it also increases the integration of the chassis 30, making it adaptable to various vehicle models.

[0191] For example, the body frame 20 and the chassis 30 are detachably connected by fasteners.

[0192] In some embodiments, the fastener may include at least one of bolts, studs, and screws.

[0193] In some embodiments, the number of fasteners is multiple.

[0194] For example, the body frame 20 and the chassis 30 can be detachably connected by using multiple bolts in the circumferential direction of the chassis 30 and the circumferential direction of the body frame 20.

[0195] The following descriptions will use the combination of the vehicle frame 20 and the skateboard chassis as an example.

[0196] Because the skateboard chassis integrates the vehicle's three-electric system (battery, motor, and electronic control system), it achieves multi-functional and modular integration, significantly reducing vehicle weight. However, the existing steel body restricts further weight reduction. Therefore, this document proposes replacing at least part of the steel body with a composite material body to further reduce vehicle weight, improve reliability, and lower costs.

[0197] In some embodiments, the vehicle frame 20 and chassis 30 together enclose the passenger compartment of the vehicle, and the vehicle includes a battery, the battery casing of which forms the floor of the passenger compartment. By integrating the battery into the floor of the passenger compartment, additional supports and connectors can be reduced, which helps to reduce the overall vehicle weight and allows for more efficient use of the vehicle's interior space.

[0198] Please refer again to Figures 1 and 2, and also to Figures 3 and 4. In the embodiments provided in this disclosure, the vehicle frame 20 includes a frame beam body 21, which includes multiple layers of continuous fiber composite material. The multiple layers of continuous fiber composite material are laid in layers along the thickness direction (see Figure 20). The laying directions of the continuous fibers in adjacent layers of continuous fiber composite material are different. Among the two outermost layers of continuous fiber composite material on any side along the thickness direction, the laying angle of the continuous fibers in at least one layer is neither 0° nor 90°.

[0199] The frame beam body 21 comprises multiple layers of continuous fiber composite material, meaning the frame beam body 21 is made of continuous fiber composite material. By setting the material of the frame beam body 21 to continuous fiber composite material, which has lightweight properties, it helps to reduce the weight of the vehicle.

[0200] The layup angle of continuous fibers has a significant impact on the performance of composite materials. The layup direction of continuous fibers affects the stress distribution inside the composite material. Different layup angles of continuous fibers in adjacent fiber composite layers can help optimize the performance of composite materials in different directions.

[0201] Non-0° and non-90° ply layups provide strength in directions other than 0° and 90°, and the placement of 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 body 21.

[0202] It should be noted that 0° refers to the length extension direction of the component, and 90° refers to the width direction of the component. 0° and 90° are perpendicular to each other. The layup angle of the continuous fibers in the remaining continuous fiber composite layers is based on the direction of the 0° layup. For example, a continuous fiber layup angle of 45° means that the angle between the continuous fiber layup direction and the 0° direction is 45°.

[0203] For example, the main frame beam 21 includes a B-pillar 212. The B-pillar 212 extends roughly along the vertical direction of the vehicle frame 20, that is, the length extension direction of the B-pillar 212 is roughly along the vertical direction of the vehicle frame 20, that is, the direction where the arrow Y is located. The width direction of the B-pillar 212 is roughly along the front-back direction of the vehicle frame 20, that is, the direction where the arrow X is located. For the continuous fiber composite material formed in the B-pillar 212, the vertical direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 0°, and the front-back direction of the vehicle frame 20 is the direction where the continuous fiber layup angle is 90°.

[0204] The layup angle of the continuous fibers in the remaining fiber composite layers is based on the direction of the 0° layup. For example, a layup angle of 45° for continuous fibers means that the angle between the layup direction of the continuous fibers and the 0° direction is 45°.

[0205] In some embodiments, the layup angle of the continuous fibers in the non-0° and non-90° continuous fiber composite layer is 25° to 75°. When the layup angle of the continuous fibers in the composite material is in the range of 25° to 75°, it helps to enhance the multidirectional strength, shear strength and fatigue resistance of the continuous fiber composite material.

[0206] In some embodiments, the layup angle of the continuous fibers in the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°. This helps to further enhance the multidirectional strength, shear strength, and fatigue resistance of the continuous fiber composite.

[0207] In some embodiments, the continuous fiber composite layers are symmetrically arranged with layup angles neither 0° nor 90°, and the plane of symmetry is located at half the thickness of the multilayer continuous fiber composite layer. This symmetrical arrangement ensures uniform mechanical properties in both directions, avoiding differences in mechanical properties caused by asymmetry in the direction of the continuous fibers. The symmetrical arrangement also improves the flexural strength of the composite. Under bending moment, the symmetrically arranged fiber layers can better disperse and transfer the load, reducing localized stress concentration.

[0208] In some embodiments, the sum of the number of continuous fiber composite layers with layup angles neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite layers. This ensures that the non-0° and non-90° layup is within a reasonable proportion, thereby ensuring that the multi-directional strength, shear strength, and fatigue resistance of the composite material are within reasonable ranges, and thus ensuring the structural strength and stiffness of the frame beam body 21 as much as possible.

[0209] In some embodiments, the thickness of the frame beam body 21 is 1.2mm to 5mm; and / or, the thickness of the continuous fiber composite material layer is 0.2mm to 0.3mm. For example, the thickness of the frame beam body 21 can be 1.2mm, 1.3mm, 1.8mm, 2mm, 2.6mm, 3mm, 3.5mm, 4mm, 4.7mm, 5mm, etc. By limiting the minimum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thin and failing to meet the requirements of structural strength and structural stiffness. By limiting the maximum thickness of the frame beam body 21, it is possible to avoid the frame beam body 21 being too thick, affecting the aesthetic performance of the vehicle body frame 20, or interfering with the installation of other vehicle components, etc. For example, the thickness of the single-layer continuous fiber composite material layer can be 0.2mm, 0.25mm, 0.3mm, etc. By limiting the thickness range of the single-layer continuous fiber composite material layer, on the one hand, it is to avoid the single-layer continuous fiber composite material layer being too thin, which would result in insufficient structural strength and stiffness; on the other hand, it is to avoid the continuous fiber composite material layer being too thick, which would result in the frame beam body 21 being too thick when laying multiple layers of continuous fiber composite material, thus affecting the overall aesthetic performance of the vehicle frame 20, or interfering with the installation of other vehicle components.

[0210] It should be noted that the thickness of the frame beam body 21 refers to the dimension of the frame beam body 21 along the thickness direction, where the multi-layer continuous fiber composite material layers are laid in layers along the thickness direction.

[0211] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0212] By limiting the tensile strength and elastic modulus of the frame beam body 21 to a suitable range, the frame beam body 21 can meet the performance requirements of different positions in the vehicle as much as possible. In other words, the frame beam body 21 in each position of the vehicle adopts the frame beam body 21 provided in the present disclosure embodiment as much as possible, thereby helping the vehicle to achieve lightweight design.

[0213] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the frame beam body 21 in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0214] That is, the tensile strength of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the frame beam body 21 in all directions perpendicular to the thickness direction is ≤35GPa. This further limits the range of tensile strength and elastic modulus of the frame beam body 21.

[0215] It should be noted that the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction can be understood as follows: a flat section of the frame beam body 21 is cut out as a test sample, and the tensile strength and elastic modulus are tested on the test sample.

[0216] In some embodiments of this disclosure, the thickness of the single-layer continuous fiber composite material layer is 0.2 mm, the number of continuous fiber composite material layers is 10, the continuous fiber composite material layer is provided by Kingfa Science & Technology Co., Ltd., the tensile strength of the continuous fiber composite material layer is 900 MPa, and the elastic modulus is 36.5 GPa.

[0217] Ten layers of continuous fiber composite material are used to make a continuous fiber composite board, which can be molded to form the main body of the frame beam 21.

[0218] It should be noted that the frame beam body 21 is made of continuous fiber composite board, and the performance data such as thickness, tensile strength and elastic modulus of the frame beam body 21 in this embodiment are the same as the performance data of the continuous fiber composite board.

[0219] In some embodiments of this disclosure, by setting different laying angles for continuous fibers, the test results are shown in Tables 1 and 2. Table 1 shows the performance data obtained from testing continuous fiber composite boards formed according to the laying angles provided in the embodiments of this disclosure, and Table 2 shows the performance data obtained from testing continuous fiber composite boards formed without the laying angles provided in the embodiments of this disclosure.

[0220] Furthermore, the tensile strength and modulus of elasticity were measured according to the composite material testing standard ASTM D3039:

[0221] Sample: 250mm in length, 15mm in width, tensile rate 5mm / min, 5 sets of measurements were taken for each sample and the average value was taken.

[0222] The components and experimental data of some embodiments are described below with reference to Table 1.

[0223] Table 1 lists the components and experimental data of some embodiments of this disclosure.

[0224] The following section, in conjunction with Table 2, introduces the components and experimental data of some comparative examples.

[0225] Table 2 shows the components and experimental data for some comparative examples.

[0226] Through Examples 1 to 10, it can be found that in the outermost two layers of the multilayer continuous fiber composite material layer of the continuous fiber composite board along any side of the thickness direction, at least one layer of continuous fibers has a laying angle of 0° and not 90°.

[0227] Furthermore, in Examples 1 to 6, the continuous fiber layup angle in the non-0° and non-90° layup is 45°.

[0228] In Examples 7 and 8, the layup angles of the continuous fibers in the non-0° and non-90° layups are 60° and 30°, respectively.

[0229] In Examples 9 and 10, the layup angles of the continuous fibers in the non-0° and non-90° layups are 75° and 25°, respectively.

[0230] The minimum tensile strength at 0° of the continuous fiber composite boards formed in Examples 1 to 10 is 421 MPa, and the maximum is 485 MPa; the minimum elastic modulus at 0° is 14.5 GPa, and the maximum is 17.5 GPa.

[0231] The minimum tensile strength of the continuous fiber composite boards formed in Examples 1 to 10 is 425 MPa and the maximum is 490 MPa; the minimum elastic modulus at 90° is 15.5 GPa and the maximum is 17.7 GPa.

[0232] The minimum tensile strength of the formed continuous fiber composite board at 45° is 260 MPa, and the maximum is 392 MPa; the minimum elastic modulus at 45° is 9 GPa, and the maximum is 14.5 GPa.

[0233] As can be seen from Comparative Example 1, the continuous fiber laying angles of the multi-layer continuous fiber composite material layers of the continuous fiber composite board are only 0° and 90°, and the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 21.

[0234] Comparative Examples 2, 3 and 4 show that if the continuous fiber layup angle is only 0° and / or 90° in the outermost two layers on any side along the thickness direction, the resulting continuous fiber composite board cannot meet the performance requirements of the frame beam body 21.

[0235] In some embodiments, in the multilayer continuous fiber composite material layer, at least one continuous fiber composite material layer simultaneously satisfies the following three properties: elastic modulus not less than 20 GPa, tensile strength not less than 900 MPa, and elongation at break not less than 3%.

[0236] By limiting the properties of a single-layer continuous fiber composite material layer, the performance of the frame beam body 21 is limited, thereby enabling the frame beam body 21 to meet the performance requirements of the vehicle.

[0237] It is understandable that the performance requirements of the frame beam body 21 are different depending on its location in the vehicle. Therefore, 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 location of the frame beam body 21 in the vehicle. It can be that all multiple layers of continuous fiber composite material of the fiber composite board meet the requirements, or one or several layers meet the requirements.

[0238] It should be noted that elongation at break refers to the percentage of the original gauge length elongation to the original gauge length after the specimen breaks under tension.

[0239] Regarding the method for detecting the elongation at break of continuous fiber composite layers, a portion of the frame beam body 21 can be cut off as a sample, the continuous fiber composite layer of the sample can be separated, and a specimen can be made for a single layer of continuous fiber composite layer. The specimen can then be placed on a tensile testing machine for testing.

[0240] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0241] 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.

[0242] In some embodiments, the elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

[0243] In this embodiment, by further limiting the lower limit of the elastic modulus and the lower limit of the tensile strength of the continuous fiber composite material layer, the frame beam body 21 in this embodiment can meet the performance requirements of more locations in the vehicle, which helps the vehicle to achieve lightweight design.

[0244] 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 fiber composite layer is 3% to 6%.

[0245] 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.

[0246] In some embodiments, the water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

[0247] By controlling the water absorption rate of the single-layer continuous fiber composite material layer to a range of not less than 0.3%, the water absorption rate of the frame beam body 21 is kept in a low range, thereby reducing the deformation of components caused by excessive water absorption in the frame beam body 21.

[0248] In some embodiments, the water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%. That is, 0.05% ≤ water absorption rate of the continuous fiber composite layer ≤ 0.3%. This further limits the water absorption rate of the continuous fiber composite layer.

[0249] In some embodiments, multiple layers of continuous fiber composite material are laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21. That is, the multiple layers of continuous fiber composite material are first laminated to form a continuous fiber composite panel, which is then molded to form the frame beam body 21 with cavities 21a. Using a molding process can more accurately ensure the shape and dimensional precision of the frame beam body 21, thereby ensuring the mechanical properties and structural integrity of the frame beam body 21 as much as possible. For example, the frame beam body 21 includes at least columns, side beams 214, and sill beams 215, each with different shapes and dimensions.

[0250] In some embodiments, the continuous fiber composite layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of thermoplastic resin matrix, and the sum of the weight parts of continuous fibers and thermoplastic resin matrix is ​​100. By controlling the content of continuous fibers and thermoplastic resin matrix within a reasonable range, it is possible to avoid the situation where the continuous fiber content is too high and the resin matrix content is too low, resulting in continuous fiber leakage, and it is also possible to avoid the situation where the composite material strength is insufficient due to the continuous fiber content being too low and the resin matrix content being too high. In other words, the content of continuous fibers and thermoplastic resin matrix are achieved to a relatively balanced state, making the performance of the composite material suitable for manufacturing the frame beam body 21.

[0251] In some embodiments, the continuous fiber composite layer comprises 68-75 parts by weight of continuous fibers and 25-32 parts by weight of thermoplastic resin matrix. This further limits the content of continuous fibers and thermoplastic resin matrix, achieving a more balanced state between the two.

[0252] In some embodiments, the continuous fiber composite layer includes 1 to 5 parts by weight of a compatibilizer. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, and to enhance the mechanical properties of the composite material. Examples of compatibilizers include maleic anhydride grafted compatibilizers and acrylic compatibilizers.

[0253] For example, 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.

[0254] In some embodiments, the continuous fiber composite layer includes 0.2 to 0.6 parts by weight of an antioxidant. Antioxidants can prevent or delay oxidative degradation of the material, reduce the likelihood of degradation due to high-temperature oxidation during processing, and extend the service life of the composite material. Examples of antioxidants include phenolic antioxidants and phosphite antioxidants.

[0255] For example, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0256] In some embodiments, the antioxidant comprises 0.1 to 0.3 parts by weight of a primary antioxidant and 0.1 to 0.3 parts by weight of a secondary antioxidant. The primary antioxidant is used to capture and terminate free radical chain reactions, thereby preventing the oxidation reaction from proceeding. The secondary antioxidant is used to decompose the already formed peroxides, preventing their decomposition from generating more free radicals, thereby further inhibiting the oxidation reaction.

[0257] For example, primary antioxidants include at least one of phenolic antioxidants and amine antioxidants. Secondary antioxidants include at least one of phosphite antioxidants and thioester antioxidants.

[0258] In some embodiments, the continuous fiber composite layer includes 0.1 to 0.5 parts by weight of lubricant. The lubricant can reduce friction between the continuous fibers and the thermoplastic resin matrix, improve the processability and mechanical properties of the composite material, and also improve the flowability of the composite material, reduce adhesion, and increase molding efficiency.

[0259] For example, the lubricant includes white oil.

[0260] In some embodiments, the continuous fiber composite layer includes 0 to 5 parts by weight of mineral powder. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product. The mineral powder may be, for example, at least one of talc, calcium carbonate, and wollastonite.

[0261] It is understandable that in this example, when the weight of mineral powder is 0, that is, the continuous fiber composite layer does not include mineral powder.

[0262] In some embodiments, the thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. By controlling the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix, the number of CHx groups (methyl and methylene groups) in a single polyamide unit can be controlled. This ensures both the strength and elongation at break of the single-layer continuous fiber composite material layer, enabling the continuous fiber composite material layer to meet the requirements of high strength and high elongation at break.

[0263] In some embodiments, the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is 8 to 15. This further limits the ratio of the number of carbon atoms to the number of amide groups in a single structural unit of the thermoplastic resin matrix.

[0264] For example, the thermoplastic resin matrix includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

[0265] It is understandable that the ratio of the number of carbons in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8, which means that the ratio of the number of carbons in the main carbon chain of all polyamide units in the thermoplastic resin matrix to the number of amide groups is not less than 8.

[0266] In some embodiments, the thermoplastic resin matrix includes polypropylene with an elongation at break of not less than 50%; and / or, the melt index of the polypropylene is not less than 30 g / 10 min. Polypropylene with an elongation at break of not less than 50% exhibits good toughness and ductility. By selecting polypropylene with an elongation at break of not less than 50% as the resin matrix to connect continuous fibers, it helps to improve the elongation at break of the fiber composite layer, thereby contributing to improved toughness of the fiber composite board. Polypropylene with a melt index of not less than 30 g / 10 min exhibits good flowability and molding properties, facilitating improved injection molding performance of the continuous fiber composite layer.

[0267] It's important to note that the melt flow index (MFI) of a resin refers to its flowability in the molten state under specific conditions, and is commonly used to characterize the flowability of plastic materials during processing. The melt flow index (MFI) is also known as the melt flow rate (MFR). The melt flow index is the weight of the melt that passes through a standard die in ten minutes under specified test conditions. These test conditions include a temperature of 230°C, a load of 2.16 kg, and a standard die diameter of 2.095 mm. A higher melt flow index indicates better resin flowability, and vice versa.

[0268] In some embodiments, the elongation at break of polypropylene is 50% to 200%. That is, 50% ≤ elongation at break of polypropylene ≤ 200%. This further limits the range of elongation at break of polypropylene.

[0269] In some embodiments, the melt index of polypropylene is 30 g / 10 min to 100 g / 10 min. That is, 30 g / 10 min ≤ melt index of polypropylene ≤ 100 g / 10 min. This further limits the range of the melt index of polypropylene.

[0270] In some embodiments, the continuous fiber includes one or more combinations of organic fibers and inorganic fibers. Organic fibers have high strength, good elasticity, and flexibility. Inorganic fibers have 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 layers.

[0271] For example, in some embodiments, the inorganic fibers include any one or any combination of glass fibers, aramid fibers, or boron fibers.

[0272] 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.

[0273] In some embodiments of this disclosure, the continuous fiber is glass fiber. The thermoplastic resin matrix is ​​polyamide. The composite material formed by combining glass fiber and polyamide resin matrix combines the high strength and high modulus of continuous glass fiber with the good processability and recyclability of thermoplastic resin, which helps to improve the tensile strength and elongation at break of the single-layer continuous fiber composite material layer, and the thermoplastic resin matrix is ​​easy to mold.

[0274] The components and experimental data of some embodiments are described below with reference to Table 3.

[0275] Table 3 presents experimental data for the continuous fiber composite material layer comprising glass fiber and polyamide resin matrix provided in the embodiments of this disclosure.

[0276] Compatibilizer: High melt index POE grafted maleic anhydride (COSE Chemical Co., Ltd.).

[0277] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0278] Antioxidant: RIANOX 1098 (i.e., antioxidant 1098), PEP-36. (Tianjin Lianlong New Material Co., Ltd.)

[0279] PA610 is polyamide 610; PA11 is polyamide 11; PA12 is polyamide 12. (Toray Industries, Inc., Japan).

[0280] The following section, in conjunction with Table 4, introduces the components and experimental data of some comparative examples.

[0281] Table 4 shows the components and experimental data for some comparative examples.

[0282] PA6 refers to polyamide 6; PA66 refers to polyamide 66. (Hangzhou Juhua Shun New Materials Co., Ltd.)

[0283] It should be noted that the comparative examples refer to test data that do not conform to the requirements of the embodiments disclosed herein.

[0284] Combining Tables 3 and 4, the molecular formula of PA610 is (-NH-(CH2)5-CO-)n. In a single structural unit of PA610, there are 8 carbons in the main carbon chain and 1 amide group, that is, the ratio of the number of carbons in the main carbon chain to the number of amide groups is 8.

[0285] The molecular formula of PA11 is H(NH(CH2)10CO)nOH. In a single structural unit of PA11, there are 11 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA11 is 11.

[0286] The molecular formula of PA12 is -(NH-(CH2)11-CO)n-. In a single structural unit of PA12, there are 12 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA12 is 12.

[0287] The molecular formula of PA6 is (-NH-(CH2)5-CO)n. In a single structural unit of PA6, there are 6 carbons in the main carbon chain and 1 amide group. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA6 is 6.

[0288] The molecular formula of PA66 is (-NH(CH2)6-NHCO(CH2)4CO)n. In a single structural unit of PA66, there are 12 carbons in the main carbon chain and 2 amide groups. The ratio of the number of carbons in the main carbon chain to the number of amide groups in a single structural unit of PA66 is 6.

[0289] It should be noted that polyamide is a polymer formed by the polymerization of multiple repeating structural units. Two structural units are polymerized through -CO- and -NH-. Therefore, in calculating the number of amide groups in the embodiments of this disclosure, -CO- and -NH2- in a single structural unit are counted as one amide group, without regard to whether -CO- and -NH2- are connected together in a single structural unit.

[0290] It should be noted that the resin matrix in Comparative Example 6 includes 23 parts by weight of PA6 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA6 is 6, and the number of amide groups is 6. Therefore, the mixing of 23 parts by weight of PA6 and 12 parts by weight of PA610 will result in an average ratio of the number of carbons in the main carbon chain to the number of amide groups that is less than 8.

[0291] The resin matrix in Comparative Example 7 includes 23 parts by weight of PA66 and 12 parts by weight of PA610. The number of carbons in the main carbon chain of PA66 is 6 and the number of amide groups is 6. The mixing of 23 parts by weight of PA66 and 12 parts by weight of PA610 results in an average ratio of less than 8 between the number of carbons in the main carbon chain and the number of amide groups.

[0292] The polyamides used in Examples 1 to 9 are one or more combinations of PA610, PA11, and PA12, all of which meet the requirement that the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8. Furthermore, the weight parts of the thermoplastic resin matrix in Examples 1 to 9 are 33, 33, 33, 32, 28, 23, 33, 33, and 33, respectively, meaning that the weight parts of the thermoplastic resin matrix are between 20 and 40.

[0293] The weight parts of glass fiber in Examples 1 to 9 are 65, 65, 65, 65, 70, 75, 65, 65, and 65, respectively, that is, the weight parts of continuous fiber are between 60 and 80.

[0294] In Examples 1 to 9, the compatibilizer was 2 parts by weight and the antioxidant was 0.3 parts by weight (0.1 parts by weight of RIANOX 1098 and 0.2 parts by weight of PEP-36).

[0295] In Examples 1 to 9, the minimum tensile strength of the formed continuous fiber composite layer was 1005 MPa, and the maximum tensile strength was 1370 MPa. The minimum elastic modulus of the formed continuous fiber composite layer was 39.5 GPa, and the maximum was 43.5 GPa. The minimum elongation at break of the formed continuous fiber composite layer was 3.12%, and the maximum was 4.0%. The minimum water absorption rate of the formed continuous fiber composite layer was 0.19%, and the maximum was 0.3%. All of these meet the performance requirements for continuous fiber composite layers in the embodiments of this disclosure.

[0296] As can be seen from Examples 1, 2 and 3, the higher the ratio of the number of carbons to the number of amide groups on the main carbon chain of a single structural unit, the higher the elongation at break, and the lower the water absorption rate.

[0297] Examples 4, 5, and 6 show that a higher glass fiber content results in higher tensile strength but lower elongation at break. Comparing Example 1 with Comparative Example 1, Example 2 with Comparative Example 2, and Example 7 with Comparative Example 7, it is found that when the ratio of the number of carbon atoms to the number of amide groups on the main carbon chain of a single structural unit is less than 8, the elongation at break of the continuous fiber composite layer is less than 3%, and the water absorption rate is greater than 0.3%.

[0298] By comparing Examples 5, 6, and Comparative Example 3, it can be found that when the weight percentage of glass fiber exceeds 80%, the elongation at break of the continuous fiber composite layer decreases and becomes less than 3%. This does not meet the performance requirements of the continuous fiber composite layer.

[0299] By comparing Example 1 and Comparative Example 5, it can be found that when the weight part of polyamide exceeds 40%, the elongation at break of the continuous fiber composite layer is less than 3%, the water absorption rate is greater than 0.3%, and the tensile strength decreases. This does not meet the performance requirements of the continuous fiber composite layer.

[0300] In some embodiments of this disclosure, the continuous fiber is glass fiber, and the thermoplastic resin matrix is ​​polypropylene. 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.

[0301] Table 5 presents experimental data for the continuous fiber composite material layer comprising glass fiber and polypropylene resin matrix provided in the embodiments of this disclosure.

[0302] PP-1 refers to polypropylene, grade ADXP770, with a melt index greater than 40 and an elongation at break greater than 100.

[0303] Compatibilizer: PP-1 material is made of high melt index PP grafted with maleic anhydride.

[0304] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0305] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0306] Table 6 shows the components and experimental data for some comparative examples.

[0307] PP-2 refers to polypropylene, grade PP 7032E3, with a melt index of 5 and an elongation at break of >100.

[0308] Compatibilizer: PP-2 is made of high melt index PP grafted with maleic anhydride.

[0309] Glass fiber refers to continuous glass fiber, with the grade E7DR17-1200-352C (China Jushi Co., Ltd.).

[0310] Antioxidants: RIANOX 1010, RIANOX 168 (Tianjin Lianlong New Materials Co., Ltd.)

[0311] Based on Tables 5 and 6, 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 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 performance requirements for continuous fiber composite layers in this disclosure.

[0312] 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 cannot meet the performance requirements.

[0313] 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.

[0314] In some embodiments, please refer to Figures 4 and 10, the vehicle frame 20 includes a reinforcing structure 22, the frame beam body 21 forms a cavity 21a, the reinforcing structure 22 is at least partially disposed in the cavity 21a and connected to the frame beam body 21.

[0315] In this embodiment, the frame beam body 21 has a cavity 21a. The cavity 21a can serve as an energy absorption zone, effectively absorbing and dispersing impact energy. On the other hand, the cavity 21a can provide installation space for the reinforcing structure 22. Moreover, the design of the cavity 21a contributes to the lightweight design of the vehicle.

[0316] In this embodiment, the reinforcing structure 22 is at least partially disposed within the cavity 21a and connected to the frame beam body 21. That is, the reinforcing structure 22 is used to reinforce the frame beam body 21 to reduce the probability of the frame beam body 21 deforming or breaking during a collision, thereby improving the overall collision protection performance of the vehicle frame 20.

[0317] In some embodiments, please continue to refer to Figures 4 and 10, the reinforcing structure 22 is formed with an interior trim mounting structure 23, which is used to mount the vehicle body interior trim. That is, the interior trim mounting structure 23 is formed as part of the reinforcing structure 22. In this case, there is no need to set up separate parts with interior trim mounting functions, which can reduce the number of parts and the assembly between parts, and help to achieve the weight reduction of the vehicle body frame 20 and improve manufacturing efficiency.

[0318] It should be noted that the vehicle interior refers to various decorative and functional components inside the vehicle, such as seat belt accessories, door hinges 10b, door opening limiters, interior trim panels 10c, and curtain airbags. Understandably, the specific interior components installed on the interior trim mounting structure 23 formed by the reinforcing structure 22 will differ depending on the location of the main frame beam 21. For example, seat belt accessories may be installed on the B-pillar 212 and C-pillar 213, while door hinges 10b may be installed on the A-pillar 211 and B-pillar 212, etc.

[0319] For example, please refer to Figures 4 and 10. The frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle. The interior mounting structure 23 includes at least one seat belt accessory mounting structure 231, which is formed in the reinforcing structure 22 of the B-pillar 212 and / or C-pillar 213.

[0320] At least one seatbelt accessory mounting structure 231 is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster 10d and a seatbelt retractor 10a.

[0321] In this embodiment, seat belt attachments need to be installed on both the B-pillar 212 and / or the C-pillar 213. The reinforcing structure 22 provides a seat belt attachment mounting structure 231 for installing the seat belt attachments, which helps to improve the safety performance of the vehicle driver and / or passenger. Moreover, the reinforcing structure 22 helps to improve the structural strength and rigidity of the seat belt attachment mounting structure 231, reducing the probability of seat belt failure due to failure of the seat belt attachment mounting structure 231.

[0322] It is understood that the seat belt accessories include a seat belt height adjuster 10d (see Figures 6 and 17) and a seat belt retractor 10a (see Figures 7 and 18). The seat belt accessory mounting structure 231 formed on the reinforcing structure 22 can be one, which is used to install one of the seat belt height adjuster 10d and the seat belt retractor 10a. Alternatively, the seat belt accessory mounting structure 231 formed on the reinforcing structure 22 can be two, which can be used to install the seat belt height adjuster 10d and the seat belt retractor 10a respectively. In this case, the positions of the two seat belt accessory mounting structures 231 on the reinforcing structure 22 can be set according to the actual situation of the vehicle.

[0323] In some embodiments, referring to Figures 4 and 10, the interior trim mounting structure 23 includes at least one interior trim panel mounting structure 232 for mounting an interior trim panel 10c. The interior trim panel 10c is used to at least cover the cavity 21a of the frame beam body 21 from the inside of the vehicle body. The interior trim panel 10c can minimize the direct exposure of components such as the reinforcing structure 22 within the cavity 21a to the user's view, thus contributing to improved aesthetics of the vehicle body frame 20.

[0324] Please refer to Figures 9 and 16. The interior panel 10c is used to cover the cavity 212a of the B-pillar 212.

[0325] In some embodiments, the frame beam body 21 at least partially constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle. The vehicle body frame 20 also includes at least one metal connection structure 25 disposed on the A-pillar 211 and / or B-pillar 212. The at least one metal connection structure 25 is used to connect at least one of a door hinge 10b, a door lock, and a door opening limiter. The metal connection structure 25 is disposed between the frame beam body 21 constituting the A-pillar 211 and / or B-pillar 212 and the reinforcing structure 22. The metallic material gives the metal connection structure 25 good fatigue performance, allowing it to maintain structural integrity during multiple cycles. The metal connection structure 25 is disposed between the frame beam body and the reinforcing structure 22 of the A-pillar 211 and / or B-pillar 212, enabling the reinforcing structure 22 to fix the metal connection structure 25 to the frame beam body, thus contributing to the stable installation of the metal connection structure 25.

[0326] In this embodiment, the door hinge 10b, door lock, and door opening limiter are all used for opening and closing the door 10e. During the use of the vehicle, the door 10e needs to be opened and closed frequently, the door hinge 10b and door opening limiter also need to rotate frequently, and the door lock needs to be opened and closed frequently. That is, the metal connection structure 25 needs to withstand repeated opening and closing cycles. The metal material gives the metal connection structure 25 good fatigue performance, so that the metal connection structure 25 maintains structural integrity in multiple cycles.

[0327] In some embodiments, please refer to Figures 4 and 5. The reinforcing structure 22 includes an injection-molded structure 221, which is injection-molded onto the inner surface of the frame beam body 21. The elastic modulus of the injection-molded structure 221 is not less than 5 GPa, the tensile strength is not less than 100 MPa, and the elongation at break is not less than 1%.

[0328] In this embodiment, the injection molding process integrates the injection-molded structure 221 with the frame beam body 21, reducing the assembly between the injection-molded structure 221 and the frame beam body 21. Furthermore, the injection molding process allows the injection-molded plastic of the structure 221 to penetrate deep into all corners of the cavity 21a. Moreover, the injection molding process facilitates the processing of the injection-molded structure 221 into various shapes according to the collision stress conditions of the frame beam body 21, and allows for the addition of thicknesses in certain critical stress areas. In other words, the extension direction, thickness, and position of the injection-molded structure 221 within the cavity 21a can be optimized based on the collision stress conditions of the frame beam body 21. Furthermore, by controlling the elastic modulus, tensile strength, and elongation at break of the injection-molded structure 221 within a reasonable range, the frame beam body 21 provided in this embodiment can be used in locations with high collision performance requirements. For example, the frame beam body 21 can at least constitute a vehicle pillar, side beam 214, sill beam 215, etc.

[0329] In some embodiments, the injection-molded structure 221 has an elastic modulus of 5 GPa to 20 GPa, a tensile strength of 100 MPa to 300 MPa, and an elongation at break of 1% to 6%.

[0330] That is, the elastic modulus of injection molded structure 221 is ≤5GPa≤20GPa, the tensile strength of injection molded structure 221 is ≤300MPa≤1%≤elongation at break of injection molded structure 221≤6%. In this way, the range of elastic modulus, tensile strength and elongation at break of injection molded structure 221 is further defined.

[0331] In some embodiments, referring to Figures 4 and 5, the injection-molded structure 221 includes a plurality of ribs 2211, at least a portion of which are arranged crosswise; or, the plurality of ribs 2211 are connected end-to-end in a ring shape. The crosswise arrangement of the plurality of ribs 2211 or the ring shape can minimize stress concentration in a single rib 2211, thus ensuring that the injection-molded structure 221 can evenly distribute the stress, thereby helping to improve the overall structural strength and rigidity of the vehicle frame 20.

[0332] In some embodiments, the thickness of the root of the rib 2211 is 80% to 120% of the thickness of the frame beam body 21. This is configured so that the injection-molded structure 221 can provide sufficient reinforcement, thereby improving the strength and stiffness of the vehicle body frame 20. It is understood that the thickness of the root of the rib 2211 can be 80%, 85%, 90%, 92%, 95%, 100%, 102%, 115%, 120%, etc., of the thickness of the frame beam body 21. The specific thickness can be set according to the collision stress conditions of the vehicle body frame 20. Since the frame beam body 21 is made of continuous fiber composite material, which has high modulus properties, even if the root thickness of the rib 2211 is large, it helps to reduce or even avoid shrinkage defects at the root of the rib 2211 on the outer surface of the frame beam body 21.

[0333] In some embodiments, the thickness of the root of the stiffener 2211 is 100% of the thickness of the frame beam body 21, that is, the thickness of the root of the stiffener 2211 is the same as the thickness of the frame beam body 21.

[0334] It should be noted that the thickness of the root of the rib 2211 refers to the extension dimension of the rib 2211 along the inner and outer directions of the vehicle frame 20.

[0335] For example, as shown in Figures 6, 7, 8, 9, 15, 16, 17, 18 and 19, the inward and outward directions of the vehicle frame 20 are the directions indicated by arrow Z.

[0336] In some embodiments, the thickness of the root of the stiffener 2211 is 2.5mm to 3.5mm, and the thickness of the frame beam body 21 is 2.5mm to 3.5mm. By setting the thicknesses of the frame beam body 21 and the stiffener 2211 within this range, the frame beam body 21 and the reinforcing structure 22 can meet the strength and stiffness requirements of the vehicle frame 20. It is understood that in this embodiment, the thickness of the root of the stiffener 2211 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the frame beam body 21 can be 2.5mm, 2.6mm, 2.7mm, 2.8mm, 3.0mm, 3.2mm, 3.3mm, 3.5mm, etc., and the thickness of the root of the stiffener 2211 can be the same as or different from the thickness of the frame beam body 21.

[0337] In some embodiments, at least a portion of the rib 2211 is connected to the bottom wall 201a of the cavity 21a. That is, the injection-molded structure 221 can at least reinforce the frame beam body 21 in the inward and outward directions of the vehicle frame 20.

[0338] In some embodiments, the injection-molded structure 221 is simultaneously connected to both the bottom wall 201a and the side wall 201b of the cavity 21a. That is, the frame beam body 21 is further strengthened to improve its anti-collision performance.

[0339] In some embodiments, the injection-molded structure 221 comprises 35-70 parts by weight of a thermoplastic resin matrix and 30-65 parts by weight of long glass fibers, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fibers is 100. The composite material formed by the combination of long glass fibers and the thermoplastic resin matrix combines the high strength and high modulus of long glass fibers with the good processability and recyclability of thermoplastic resin, which helps to improve the elastic modulus, tensile strength, and elongation at break of the injection-molded structure 221. Moreover, the thermoplastic resin matrix is ​​easy to mold, such as injection molding, extrusion molding, compression molding, etc.

[0340] It should be noted that long glass fibers refer to glass fibers with a length range of 8mm to 12mm. For example, the length of long glass fibers can be 8mm, 9mm, 10mm, 11mm, or 12mm.

[0341] In some embodiments, the injection molding structure 221 includes 2 to 5 parts by weight of mineral powder.

[0342] Mineral powder can be, for example, at least one of talc, calcium carbonate, or wollastonite. Using mineral powder as a filler can significantly reduce raw material costs while maintaining or improving the physical properties of the product.

[0343] In some embodiments, the injection-molded structure 221 includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure 221 includes 0.1 to 0.4 parts by weight of an antioxidant. The compatibilizer is used to improve the interfacial adhesion between the resin matrix and the long glass fibers, and to improve the mechanical properties of the composite material; for example, it can be a maleic anhydride grafted compatibilizer, an acrylic compatibilizer, etc. The antioxidant can prevent or delay the oxidative degradation of the material, reduce the possibility of degradation of the composite material due to high-temperature oxidation during processing, and extend the service life of the composite material; for example, it can be a phenolic antioxidant, a phosphite antioxidant, etc.

[0344] For example, in some embodiments, the compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

[0345] For example, in some embodiments, the antioxidant includes one or more combinations of antioxidant 1098 and antioxidant PEP-36. Antioxidant 1098, also known as N,N'-hexamethylenebis(3,5-di-tert-butyl-4-hydroxyphenylpropionamide), is a phenolic antioxidant. Antioxidant PEP-36, also known as tris[2,4-di-tert-butylphenyl]phosphite, can be used in combination with phenolic antioxidants.

[0346] It is understood that, referring to Figures 4 and 5, in embodiments where the reinforcing structure 22 includes the injection-molded structure 221, the interior mounting structure 23 may be formed on at least one rib 2211 of the injection-molded structure 221.

[0347] In some embodiments, the frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle, and the seat belt accessory mounting structure 231 is formed in the ribs within the cavity 21a of the B-pillar 212 and / or C-pillar 213 for mounting seat belt accessories.

[0348] In some embodiments, referring to Figures 4 and 5, the vehicle frame 20 also includes a seatbelt accessory reinforcement plate 24. The seatbelt accessory reinforcement plate 24 surrounds the seatbelt accessory mounting structure 231 and is connected to the frame beam body 21. This arrangement utilizes the seatbelt accessory reinforcement plate 24 to locally reinforce the seatbelt accessory mounting structure 231, thereby improving the structural strength and rigidity of the seatbelt accessory mounting structure 231, reducing the probability of seatbelt failure due to failure of the seatbelt accessory mounting structure 231, and thus contributing to improving the safety performance of the vehicle frame 20.

[0349] In some embodiments, the seatbelt accessory reinforcement plate 24 is bonded to the frame beam body 21. This secures the seatbelt accessory reinforcement plate 24. Furthermore, the bonding operation is convenient.

[0350] For example, the seat belt accessory reinforcement plate 24 is bonded to the cavity wall of the cavity 21a by structural adhesive.

[0351] In some embodiments, the seatbelt accessory reinforcement plate 24 and the frame beam body 21 are made of the same material. That is, both the seatbelt accessory reinforcement plate 24 and the frame beam body 21 are made of continuous fiber composite material. On the one hand, this allows the seatbelt accessory reinforcement plate 24 and the frame beam body 21 to be made of the same material, which helps to reduce the types of raw materials; on the other hand, the same material facilitates the connection between the seatbelt accessory reinforcement plate 24 and the frame beam body 21. Moreover, continuous fiber composite material helps to achieve lightweighting of the vehicle body frame 20.

[0352] In embodiments with a metal connection structure 25, the metal connection structure 25 is disposed between the frame beam body 21 constituting the A-pillar 211 and / or the B-pillar 212 and the injection-molded structure 221. That is, the metal connection structure 25 is fixed between the inner surface of the frame beam body 21 and the injection-molded structure 221 through a metal insert injection molding process. On the one hand, the metal insert injection molding process helps to improve the stability of the fixed metal connection structure 25; on the other hand, the metal insert injection molding process helps to improve the structural strength and structural stiffness of the vehicle frame 20.

[0353] It is understandable that the metal insert injection molding process refers to placing the metal connecting structure 25 into the mold where the frame beam body 21 is located, then injecting the injection plastic of the injection structure 221 into the mold, and then cooling and molding.

[0354] Please refer to Figures 3, 4 and 5. The main body of the frame beam 21 includes at least the side beam 214, the B-pillar 212 and the sill beam 215. The B-pillar 212 is used to connect the side beam 214 and the sill beam 215. The extension direction of the B-pillar 212 is roughly along the vertical direction of the vehicle frame 20, that is, the direction of arrow Y. The extension directions of the side beam 214 and the sill beam 215 are roughly along the front and rear direction of the vehicle frame 20, that is, the direction of arrow X.

[0355] As shown in Figure 5, within the cavity 212a of the B-pillar 212, the injection-molded structure 221 is positioned at the location of the interior trim mounting structure 23, and approximately at the midpoint of the cavity 212a along the vertical direction. Positioning the injection-molded structure 221 at the location of the interior trim mounting structure 23 helps ensure the strength of the interior trim mounting structure 23, reducing the probability of breakage or deformation during a vehicle collision, thereby reducing the likelihood of interior trim failure. For example, positioning the injection-molded structure 221 at the location of the seatbelt accessory mounting structure 231 helps improve the structural strength of the seatbelt accessory mounting structure 231, reducing the probability of seatbelt failure due to the failure of the seatbelt accessory mounting structure 231. The approximately midpoint of the B-pillar 212 along the vertical direction is the main stress area in a side collision. Positioning the injection-molded structure 221 at the approximately midpoint of the cavity 212a of the B-pillar 212 along the vertical direction helps improve the impact resistance and energy absorption capacity of the B-pillar 212 during a side collision, thereby improving the collision avoidance performance of the B-pillar 212.

[0356] There are also multiple injection-molded structures 221 inside the cavity 214a of the side beam 214. The injection-molded structures 221 are located at both ends and approximately in the middle of the cavity 214a of the side beam 214, which helps to reduce the probability of the vehicle roof collapsing.

[0357] Within the cavity 215a of the sill beam 215, there is little need for interior trim installation, and the sill beam 215 has high anti-collision requirements. Therefore, the injection-molded structure 221 within the cavity 215a of the sill beam 215 is integrated as a whole to enhance the structural strength and rigidity of the sill beam 215.

[0358] Please refer to Figure 5 again. At the junction of B-pillar 212 and side beam 214, and at the junction of B-pillar 212 and sill beam 215, injection-molded structure 221 also needs to be set. This will help improve the structural strength and stiffness of the two junctions, thereby reducing the probability of breakage or deformation at the two junctions during a collision, thus improving the anti-collision performance of B-pillar 212.

[0359] In this embodiment, the interior mounting structure 23 is formed on the ribs 2211 of the injection-molded structure 221, or directly on the inner surface of the frame beam body 21.

[0360] It should be noted that in this embodiment, the side beam 214 refers to the approximate middle position of the side beam 214 of the vehicle along the X direction, that is, the position where it is connected to the B-pillar 212, and the sill beam 215 refers to the approximate middle position of the sill beam 215 of the vehicle along the X direction, that is, the position where it is connected to the B-pillar 212.

[0361] For example, as shown in Figures 3, 4, 5, 10, 11 and 12, the vertical direction of the vehicle frame 20 is the direction of arrow Y.

[0362] For example, as shown in Figures 3, 4, 5, 10, 11 and 12, the front-rear direction of the vehicle frame 20 is the direction of arrow X.

[0363] Based on the performance of the continuous fiber composite material layer and injection-molded structure 221 provided in this embodiment, the simulation is as follows:

[0364] The thickness of the frame beam 21 is 3mm; the thickness of the continuous fiber composite layer is 0.2mm; and the thickness of the stiffener 2211 is 3mm.

[0365] Each continuous fiber composite layer has an elastic modulus greater than 20 GPa, a tensile strength greater than 1000 MPa, and an elongation at break greater than 5%.

[0366] The elastic modulus of injection-molded structure 221 is greater than 20 GPa, the tensile strength is greater than 200 MPa, and the elongation at break is greater than 20%.

[0367] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21 and the injection-molded structure 221 were simulated using Shell elements. The total number of elements in the model was 160,898 and the number of nodes was 149,617. Referring to the data in Table 7, it can be found that the collision performance of the B-pillar 212 reinforced by the injection-molded structure 221 in this embodiment of the present disclosure is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 21 provided in this embodiment of the present disclosure constitutes the B-pillar of the vehicle, it can meet the requirements of vehicle body collision.

[0368] Table 7 Simulation test data for some embodiments of this disclosure

[0369] In other words, the vehicle frame 20 provided in this embodiment can at least meet the collision performance requirements of the B-pillar 212.

[0370] In some embodiments, the reinforcing structure 22 includes a reinforcing tube 222 arranged along the extension direction of the cavity 21a. The tube structure has high stiffness and bending strength, which can effectively resist bending deformation under side impact. Moreover, the tube structure has high shear strength, which can effectively reduce fracture caused by shear force. Furthermore, the tube structure helps to evenly distribute stress and reduce local stress concentration. Using the tube structure as part of the reinforcing structure 22 helps to improve the overall structural stability of the vehicle frame 20.

[0371] It is understood that in some embodiments, the reinforcing tube 222 can be directly connected to the inner surface of the frame beam body 21. For example, the reinforcing tube 222 is bonded to the inner surface of the frame beam body 21.

[0372] Alternatively, in other embodiments, the reinforcing tube 222 is connected to the injection-molded structure 221. For example, the reinforcing tube 222 is bonded to the injection-molded structure 221.

[0373] For example, structural adhesives can be used for bonding. This is easy to use and produces a relatively strong bond.

[0374] In some embodiments, the reinforcing tube 222 includes a tube body 2221, the cross-sectional shape of which is polygonal, wherein the cross-section is perpendicular to the extending direction of the tube body 2221. This helps to increase the contact area between the tube body 2221 and the inner surface of the frame beam body 21 or the injection-molded structure 221, facilitating a better connection between the tube body 2221 and the inner surface of the frame beam body 21 or the injection-molded structure 221.

[0375] In some embodiments, the reinforcing tube 222 includes a tube body 2221 and at least one reinforcing rib disposed within the tube body 2221. In a cross-section perpendicular to the extending direction of the tube body 2221, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body 2221. By providing a reinforcing rib within the tube body 2221, the structural strength and structural stiffness of the reinforcing tube 222 are further improved.

[0376] It is understood that the number of stiffeners in this embodiment is not limited and can be set according to the performance requirements of the frame beam body 21.

[0377] For example, as shown in Figure 12, at least one reinforcing rib includes a first reinforcing rib 2222 and a second reinforcing rib 2223, with the first reinforcing rib 2222 intersecting the second reinforcing rib 2223. That is, the extending direction of the first reinforcing rib 2222 intersects the extending direction of the second reinforcing rib 2223, meaning that the first reinforcing rib 2222 and the second reinforcing rib 2223 reinforce the pipe body 2221 from two directions, which helps to improve the structural strength and structural stiffness of the pipe body 2221.

[0378] It is understood that the number of the first reinforcing rib 2222 and the second reinforcing rib 2223 is not limited. That is, the number of the first reinforcing rib 2222 can be one or more, and the number of the second reinforcing rib 2223 can be one or more. For example, in some embodiments, as shown in FIG12, the extension direction of the first reinforcing rib 2222 in the tube body 2221 is along the inward and outward directions of the vehicle frame 20, the extension direction of the second reinforcing rib 2223 intersects the direction of the first reinforcing rib 2222, and the number of the first reinforcing rib 2222 is two, and the number of the second reinforcing rib 2223 is one.

[0379] In some embodiments, the tube body 2221 and at least one reinforcing rib are an integral aluminum pultruded tube structure. The aluminum pultruded tube structure is an aluminum tube produced through a pultrusion process, possessing high strength and the ability to withstand large mechanical loads. Furthermore, the aluminum pultruded tube has high stiffness, reducing deformation under stress. Moreover, aluminum has a low density, which helps reduce the weight of the body frame 20 compared to traditional steel car bodies. The integral structure of the tube body 2221 and the reinforcing rib enhances the overall structural strength and stiffness of the reinforcing tube 222, and eliminates the need for further assembly of the reinforcing rib and tube body 2221 with other components, thus reducing the number of parts and manufacturing costs.

[0380] For example, in an embodiment of the aluminum pultruded tube, the wall thickness of the tube body 2221 is 3mm to 6mm. For instance, the wall thickness of the tube body 2221 can be 3mm, 3.5mm, 4mm, 5mm, 5.5mm, 6mm, etc. By controlling the wall thickness of the aluminum pultruded tube within this range, the strength and stiffness requirements of the frame beam body 21 can be met. This ensures that the wall of the aluminum pultruded tube is not too thin, preventing the frame beam body 21 from failing to meet the structural strength and stiffness requirements, while also preventing the wall of the aluminum pultruded tube from being too thick, resulting in excessive performance.

[0381] In this embodiment, the cross-section of the aluminum pultruded tube is identical at any position along its extension direction, and the cross-section of the aluminum pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral along the inward and outward directions of the vehicle frame 20 is 60mm, and the maximum interval between two opposite sides along the forward and backward directions of the vehicle frame 20 is 90mm. The frame beam body 21 designed in this way can at least meet the structural strength and structural stiffness requirements of the B-pillar 212.

[0382] In some embodiments, the reinforcing structure 22 includes a tube body 2221 and a resin-filled structure, the resin-filled structure being filled within the tube body 2221. The resin-filled structure is used to enhance the structural strength and rigidity of the tube body 2221.

[0383] In some embodiments, the tube body 2221 is a thermoplastic pultruded composite tube. The thermoplastic pultruded composite tube is a composite tube produced by the pultrusion process. The thermoplastic pultruded composite tube has the characteristics of high strength and high rigidity, which helps to increase the structural strength and structural rigidity of the reinforcing tube 222. Moreover, the composite material helps to improve the lightweight of the vehicle body frame 20.

[0384] For example, the composite material of a composite pultruded tube can be a composite material formed by thermoplastic resin and continuous glass fiber, a composite material formed by thermoplastic resin and continuous boron fiber, a composite material formed by thermoplastic resin and ultra-high molecular weight polyethylene fiber, or other types of composite materials.

[0385] For example, in an embodiment where the tube body 2221 is a thermoplastic pultruded composite tube, the wall thickness of the tube body 2221 is 6mm to 10mm. For example, the wall thickness of the tube body 2221 can be 6mm, 7mm, 7.5mm, 8mm, 9mm, 10mm, etc. By controlling the wall thickness of the thermoplastic pultruded composite tube within this range, the strength and stiffness requirements of the vehicle frame 20 can be met, ensuring that the wall of the thermoplastic pultruded composite tube is not too thin so that the vehicle frame 20 cannot meet the structural strength and stiffness requirements, while also ensuring that the wall of the thermoplastic pultruded composite tube is not too thick so that the performance is excessive.

[0386] In this embodiment, the cross-section of the composite pultruded tube is identical at any position along its extension direction, and the cross-section of the composite pultruded tube is quadrilateral. The maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 60 mm, and the maximum interval between two opposite sides of the quadrilateral arranged along the inner and outer directions of the vehicle frame 20 is 90 mm. The tube body 2221 designed in this way can at least be used to reinforce the B-pillar 212.

[0387] In some embodiments, the elastic modulus of the tube body 2221 in the extension direction is not less than 40 GPa (GPa, 1 GPa equals 1 gigapascal), the tensile strength is not less than 1.28 GPa, and the elongation at break is not less than 3%.

[0388] By controlling the elastic modulus of the tube body 2221 in the extension direction to a range of not less than 40 GPa, the tensile strength of the tube body 2221 in the extension direction to a range of not less than 1.28 GPa, and the elongation at break of the tube body 2221 in the extension direction to a range of not less than 3%, the frame beam body 21 provided in this embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams 214, and sill beams 215.

[0389] In some embodiments, the elastic modulus of the tube body 2221 in the extension direction is 40 GPa to 100 GPa, the tensile strength is 1.28 GPa to 2.0 GPa, and the elongation at break is 3% to 6%.

[0390] That is, 40GPa≤elastic modulus of the tube body 2221 in the extension direction≤100GPa, 1.28GPa≤tensile strength of the tube body 2221 in the extension direction≤2.0GPa, and 3%≤elongation at break of the tube body 2221 in the extension direction≤6%. ​​This further limits the range of elastic modulus, tensile strength, and elongation at break of the tube body 2221 in the extension direction.

[0391] It is understood that in other embodiments, the material of the tube body 2221 may be the same as that of the frame beam body 21. That is, the tube body 2221 is also a continuous fiber composite material, and the performance of the tube body 2221 is the same as that of the frame beam body 21.

[0392] In some embodiments, the elastic modulus of the resin-filled structure is not less than 700 MPa, the strength corresponding to 80% of the tensile strain is not less than 60 MPa, and the elongation at break is not less than 80%. By controlling the elastic modulus of the resin-filled structure to be not less than 700 MPa, the strength corresponding to 80% of the tensile strain to be not less than 60 MPa, and the elongation at break to be not less than 80%, the frame beam body 21 provided in this embodiment is suitable for locations with higher collision performance requirements, such as at least meeting the requirements of columns, side beams 214, and sill beams 215.

[0393] In some embodiments, the elastic modulus of the resin-filled structure is 700 MPa to 1500 MPa, the strength corresponding to 80% tensile strain is 60 MPa to 150 MPa, and the elongation at break is 80% to 200%.

[0394] That is, 700MPa ≤ elastic modulus of resin-filled structure ≤ 1500MPa, 60MPa ≤ strength corresponding to 80% tensile strain of resin-filled structure ≤ 150MPa, and 80% ≤ elongation at break of resin-filled structure ≤ 200%. In this way, the range of elastic modulus, strength corresponding to 80% tensile strain, and elongation at break of resin-filled structure are further defined.

[0395] Regarding the testing methods for the elongation at break of resin-filled structures, a portion of the resin-filled structure can be cut as a sample and placed on a tensile testing machine for testing. Alternatively, a sample can be reshaped from the raw material of the resin-filled structure to meet the experimental conditions, and then placed on a tensile testing machine for testing.

[0396] The specimen width is typically 50 mm, and the gauge length is 100 mm. A tensile force is applied to the specimen at a constant speed until it breaks. The maximum elongation at fracture is recorded, and the ratio to the gauge length is calculated to obtain the elongation at break. Test environment conditions: The test should be conducted under standard environmental conditions, typically room temperature (23±2℃) and relative humidity 50%±5%.

[0397] In some embodiments, as shown in Figures 10 and 11, the frame beam body 21 at least partially constitutes the B-pillar 212 and / or C-pillar 213 of the vehicle. A reinforcing tube 222 disposed within the cavity 21a of the B-pillar 212 and / or C-pillar 213 forms an interior trim mounting structure 23. The interior trim mounting structure 23 includes at least one seatbelt accessory mounting structure 231. The at least one seatbelt accessory mounting structure 231 is used to mount a seatbelt accessory, wherein the seatbelt accessory includes at least one of a seatbelt height adjuster 10d and a seatbelt retractor 10a. That is, in embodiments with the reinforcing tube 222, the seatbelt accessory mounting structure 231 of the B-pillar 212 and / or C-pillar 213 is formed in the tube body 2221 of the reinforcing tube 222; in other words, the tube body 2221 of the reinforcing tube 222 can provide a mounting position for the seatbelt accessory.

[0398] In some embodiments, as shown in FIG12, at least a portion of the frame beam body 21 constitutes the A-pillar 211 and / or B-pillar 212 of the vehicle, and the body frame 20 further includes at least one metal connection structure 25 for connecting at least one of the door hinge 10b, door lock, and door opening limiter.

[0399] The metal connection structure 25 is welded to the reinforcing tube 222 located within the cavity 212a of the A-pillar 211 and / or the B-pillar 212. That is, in embodiments with the reinforcing tube 222, the metal connection structure 25 is welded and fixed to the tube body 2221. Welding helps improve the stability of the connection between the metal connection structure 25 and the tube body 2221 of the reinforcing tube 222.

[0400] In embodiments that simultaneously incorporate both the injection-molded structure 221 and the reinforcing tube 222, the cavity 21a of the frame beam body 21 needs to accommodate both the injection-molded structure 221 and the reinforcing tube 222, necessitating consideration of space clearance. In some embodiments, referring to Figure 11, the injection-molded structure 221 is connected to both the bottom wall 201a and the side wall 201b of the cavity 21a, and the injection-molded structure 221 forms a clearance groove 2212 for installing the reinforcing tube 222. This ensures that the injection-molded structure 221 and the reinforcing tube 222 jointly reinforce the frame beam body 21, without excessively protruding from the cavity 21a.

[0401] In this embodiment, the interior panel mounting structure 232 is formed on the injection-molded structure 221 connected to the side wall 201b of the cavity 21a.

[0402] Please refer to Figures 10, 11 and 12. The frame beam body 21 at least partially constitutes the B-pillar 212 of the vehicle. The B-pillar 212 extends approximately along the vertical direction of the vehicle body frame 20. The cavity 212a of the B-pillar 212 is provided with both an injection-molded structure 221 and a reinforcing tube 222.

[0403] There are multiple injection-molded structures 221, and these multiple injection-molded structures 221 are distributed at intervals along the extension direction of the B-pillar 212, and the ribs 2211 of the injection-molded structures 221 intersect to form a mesh structure. The mesh structure is connected to the bottom wall 2121a and the side wall 2121b of the cavity 212a of the B-pillar 212.

[0404] Due to the limited space in the cavity 212a of the B-pillar 212, space avoidance needs to be considered. Therefore, the mesh structure within the cavity 212a of the B-pillar 212 includes a first part 2211a, a second part 2211b, and a third part 2211c. The first part 2211a is located on the surface of the bottom wall 2121a of the cavity 212a of the B-pillar 212. The second part 2211b and the third part 2211c are located on opposite sides of the first part 2211a along the width direction of the cavity 212a of the B-pillar 212. The dimensions of the second part 2211b and the third part 2211c along the inner and outer directions of the vehicle frame 20 are both larger than the dimensions of the first part 2211a along the inner and outer directions of the vehicle frame 20. The first part 2211a, the second part 2211b, and the third part 2211c form an avoidance groove 2212, which is used to install the tube body 2221 of the reinforcing tube 222.

[0405] It is understood that in this embodiment, the first part 2211a will not be injection molded into the side wall 2121b of the cavity 212a of the B-pillar 212.

[0406] At this time, the interior panel 10c used to cover the cavity 212a of the B-pillar 212 is installed on the second part 2211b and the third part 2211c, that is, the interior panel mounting structure 232 is formed on the second part 2211b and the third part 2211c.

[0407] Each injection-molded structure 221 forms a mesh structure with a clearance groove 2212, thus forming a clearance groove 2212 for installing the reinforcing tube 222. This allows the reinforcing tube 222 and the injection-molded structure 221 to jointly reinforce the cavity 212a of the B-pillar 212 without excessively protruding from the cavity 212a of the B-pillar 212.

[0408] It should be noted that the direction of the width of the cavity 212a of column B 212 is the direction of arrow X.

[0409] Based on the performance of the continuous fiber composite material layer, injection-molded structure 221, and reinforcing tube 222 provided in the embodiments of this disclosure, the simulation is as follows:

[0410] The thickness of the frame beam body 21 is 2mm, the thickness of the continuous fiber composite material layer is 0.2mm, and the thickness of the stiffeners 2211 is 1mm for the first part 2211a and 2mm for the second part 2211b and the third part 2211c.

[0411] Each continuous fiber composite layer has an elastic modulus greater than 34 GPa, a tensile strength greater than 918 MPa, and an elongation at break greater than 3%.

[0412] When the tube body 2221 of the reinforcing tube 222 and the reinforcing rib inside the tube body 2221 are integrated into a 6-series aluminum pultruded tube structure, the design of the reinforcing rib inside the tube body 2221 is shown in Figure 13, including two first reinforcing ribs 2222 extending in the inner and outer directions along the body frame 20 and a second reinforcing rib 2223 extending in the front and rear directions along the body frame 20.

[0413] The maximum cross-sectional size of the 6-series aluminum tube is 60mm*90mm, and all cross-sectional dimensions of the 6-series aluminum tube are the same. The wall thickness of the 6-series aluminum tube is 3.5mm.

[0414] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The frame beam body 21, injection-molded structure 221, and reinforcing tube 222 were simulated using Shell elements. The total number of elements in the model was 160,898, and the number of nodes was 149,617. Referring to the data in Table 8, it can be found that the collision performance of the B-pillar 212 reinforced by both the injection-molded structure 221 and the reinforcing tube 222 (the tube body 2221 is an aluminum pultruded tube) in this embodiment is comparable to that of the existing steel B-pillar 212. This indicates that when the frame beam body 21 provided in this embodiment constitutes the B-pillar 212 of a vehicle, it can meet the requirements of vehicle body collision.

[0415] Table 8 Simulation test data for some embodiments of this disclosure

[0416] When the main body 2221 of the reinforcing tube 222 is a thermoplastic pultruded composite material tube, the elastic modulus of the thermoplastic pultruded composite material tube is greater than 40 GPa, the tensile strength is greater than 1280 MPa, and the elongation at break is greater than 3%.

[0417] The maximum cross-sectional profile of the thermoplastic pultruded composite tube is 60mm*90mm, and all cross-sectional dimensions of the thermoplastic pultruded composite tube are the same. The wall thickness of the thermoplastic pultruded composite tube is 8mm.

[0418] The elastic modulus of the resin-filled structure inside the tube body 2221 is greater than 700 MPa, the strength corresponding to 80% of the tensile strain is ≥60 MPa, and the elongation at break is greater than 80%.

[0419] The performance simulation analysis was performed using the collision simulation software LS-DYNA. The main body 21 of the composite frame beam 21, the injection-molded structure 221, and the reinforcing tube 222 were simulated using Shell elements. The total number of elements in the model was 160,898, and the number of nodes was 149,617. Referring to the data in Table 9, it can be found that the collision performance of the B-pillar 212 reinforced by the injection-molded structure 221 and the reinforcing tube 222 (the tube body 2221 is a thermoplastic pultruded composite material tube) in this embodiment of the present disclosure is comparable to that of the existing steel B-pillar 212. This indicates that when the main body 21 of the frame beam 21 provided in this embodiment of the present disclosure constitutes the B-pillar 212 of the vehicle, it can meet the vehicle body collision requirements.

[0420] Table 9 Simulation test data for some embodiments of this disclosure

[0421] In other words, the frame beam body 21 provided in this embodiment can at least meet the collision performance requirements of the B-pillar 212.

[0422] In some embodiments, as shown in FIG10, at least a portion of the frame beam body 21 constitutes the B-pillar 212 of the vehicle. The vehicle body frame 20 includes an upper connector 26 and a lower connector 27. The reinforcing tube 222 within the cavity 212a of the B-pillar 212 is connected to the side beam 214 and the sill beam 215 of the vehicle via the upper connector 26 and the lower connector 27, respectively. Thus, the upper connector 26 can further reinforce the junction of the B-pillar 212 and the side beam 214, and the lower connector 27 can further reinforce the junction of the B-pillar 212 and the sill beam 215. Simultaneously, it facilitates the transmission of external forces on the side beam 214 through the upper connector 26 to the reinforcing tube 222 in the cavity 212a of the B-pillar 212, or the transmission of external forces on the reinforcing tube 222 in the cavity 212a of the B-pillar 212 to the side beam 214 through the upper connector 26. It also facilitates the transmission of external forces on the sill beam 215 through the lower connector 27 to the reinforcing tube 222 in the cavity 212a of the B-pillar 212, or the transmission of external forces on the sill beam 215 through the lower connector 27. This helps the side beam 214, B-pillar 212, and sill beam 215 to transmit external forces, enabling them to share energy and improve their collision resistance, thereby enhancing the collision resistance of the vehicle frame 20.

[0423] In some embodiments, both the upper connector 26 and the lower connector 27 are inserted into the reinforcing tube 222 within the cavity 212a of the B-pillar 212. This arrangement helps to improve the stability of the connection between the reinforcing tube 222 within the cavity 212a of the B-pillar 212 and the upper connector 26 and the lower connector 27.

[0424] Referring to Figure 18, in this embodiment, since the lower connector 27 is inserted into the reinforcing tube 222, that is, the portion where the lower connector 27 connects to the reinforcing tube 222 within the cavity 212a of the B-pillar 212 needs to have a shape approximately the same as the tube body 2221 for easy insertion, the seatbelt accessory mounting structure 231 for installing the seatbelt retractor 10a can be formed in the lower connector 27. It is understood that the seatbelt accessory mounting structure 231 for installing the seatbelt retractor 10a can also be formed within the reinforcing tube 222 within the cavity 212a of the B-pillar 212, or at the overlapping portion where the reinforcing tube 222 within the cavity 212a of the B-pillar 212 intersects with the lower connector 27.

[0425] For example, in some embodiments, the upper connector 26 has an upper insertion cavity, and one end of the reinforcing tube 222 in the cavity 212a of the B-pillar 212 extends into the upper insertion cavity of the upper connector 26. The lower connector 27 has a lower insertion cavity 271, and the other end of the reinforcing tube 222 in the cavity 212a of the B-pillar 212 extends into the lower insertion cavity 271 of the lower connector 27. That is, both ends of the reinforcing tube 222 in the cavity 212a of the B-pillar 212 need to be inserted into the upper connector 26 and the lower connector 27 respectively, which helps to improve the stability of the connection between the reinforcing tube 222 and the upper connector 26 and the lower connector 27. In other embodiments, one end of the upper connector 26 can be inserted into one end of the tube body 2221 of the reinforcing tube 222 in the cavity 212a of the B-pillar 212, and one end of the lower connector 27 can be inserted into the other end of the tube body 2221 of the reinforcing tube 222 in the cavity 212a of the B-pillar 212. This allows the upper connector 26 and the lower connector 27 to be stably installed within the tube body 2221 of the reinforcing tube 222 inside the cavity 212a of the B-pillar 212.

[0426] In some embodiments, the vehicle frame 20 includes a third reinforcing rib disposed within the upper connector 26 and the lower connector 27, and the third reinforcing rib abuts against the reinforcing tube 222. In this embodiment, the third reinforcing rib can enhance the structural strength and rigidity of the upper connector 26 and the lower connector 27, and since the third reinforcing ribs in the upper connector 26 and the lower connector 27 abut against both ends of the reinforcing tube 222 respectively, it helps to make the reinforcing tube 222 more securely connected to the upper connector 26 and the lower connector 27, thereby improving the stability of the vehicle frame 20.

[0427] In some embodiments, as shown in FIG13, the vehicle frame 20 includes a fourth reinforcing rib 28, which is disposed outside the upper joint 26 and the lower joint 27, and is connected to the inner surface of the frame beam body 21. In this embodiment, by providing the fourth reinforcing rib 28 outside the upper joint 26 and the lower joint 27, the structural strength and rigidity of the upper joint 26 and the lower joint 27 are improved. The fourth reinforcing rib 28 is connected to the frame beam body 21, thereby helping to improve the structural strength and rigidity of the vehicle frame 20 along the inward and outward directions of the vehicle frame 20.

[0428] In some embodiments, the fourth reinforcing rib 28 of at least one of the upper connector 26 and the lower connector 27 extends in the same direction as the B-pillar 212. That is, the fourth reinforcing rib 28 of at least one of the upper connector 26 and the lower connector 27 reinforces at least one of the upper connector 26 and the lower connector 27 along the extension direction of the B-pillar 212. This also allows the fourth reinforcing rib 28 to transmit external forces along the extension direction of the B-pillar 212.

[0429] Furthermore, this disclosure also provides a fiber composite board, comprising multiple layers of continuous fiber composite material, which are laid in layers along the thickness direction. The continuous fibers of adjacent layers have different laying directions. In particular, in the outermost two layers along any side of the thickness direction, at least one layer has continuous fibers laid at an angle that is neither 0° nor 90°. This ensures that the continuous fiber composite board is suitable for manufacturing at least the frame beam body 21.

[0430] The continuous fiber composite material layer of the continuous fiber composite board can be any of the continuous fiber composite material layers described in the above embodiments, and will not be repeated here.

[0431] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the frame beam body 21 in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is not less than 9 GPa.

[0432] By limiting the tensile strength and elastic modulus of the continuous fiber composite board to a suitable range, the frame beam body 21 made of the continuous fiber composite board can meet the performance requirements of different positions in the vehicle as much as possible. In other words, the frame beam body 21 in each position of the vehicle uses the fiber composite board provided in the present disclosure as much as possible, thereby helping the vehicle to achieve lightweight design.

[0433] In some embodiments, the multilayer continuous fiber composite material layers are distributed along the thickness direction, the tensile strength of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 200MPa to 1000MPa, and the elastic modulus of the continuous fiber composite plate in each direction perpendicular to the thickness direction is 9GPa to 35GPa.

[0434] That is, the tensile strength of the continuous fiber composite board in all directions perpendicular to the thickness direction is ≤1000MPa, and the elastic modulus of the continuous fiber composite board in all directions perpendicular to the thickness direction is ≤35GPa, with a maximum tensile strength of 200MPa. This further limits the range of tensile strength and elastic modulus of the continuous fiber composite board.

[0435] In some embodiments, the thickness of the continuous fiber composite panel is 1.2 mm to 5 mm. By limiting the minimum thickness of the continuous fiber composite panel, it is possible to avoid the frame beam body 21 made of the continuous fiber composite panel being too thin and failing to meet the requirements of structural strength and stiffness. By limiting the maximum thickness of the continuous fiber composite panel, it is possible to avoid the frame beam body 21 made of the continuous fiber composite panel being too thick, which would affect the aesthetic performance of the vehicle body frame 20 or interfere with the installation of other vehicle components.

[0436] Please refer to Figure 21. This embodiment of the present disclosure provides a method for preparing a fiber composite board, the method comprising steps S2110 to S2120:

[0437] Step S2110: Lay out the multilayer continuous fiber composite material in layers.

[0438] In this step, the continuous fibers of each continuous fiber composite layer are laid in a single direction, and the laying angle of the continuous fibers in adjacent continuous fiber composite layers is different. This helps to optimize the performance of the fiber composite board in different directions.

[0439] Step S2120: Roll the multi-layer continuous fiber composite material layer laid in layers using a roller press to form a fiber composite board.

[0440] In this step, using a roller press helps to ensure a tight bond between the layers of the continuous fiber composite material, which can effectively improve the interlayer bonding strength and overall performance of the fiber composite board.

[0441] In the description of this disclosure, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the embodiments of this disclosure. In this disclosure, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or at least two embodiments or examples. Moreover, those skilled in the art can combine different embodiments or examples described in this disclosure, as well as features of different embodiments or examples, without contradiction.

[0442] The above are merely preferred embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle comprising: The vehicle body frame includes: The frame beam body includes multiple layers of continuous fiber composite material, which are laid in layers along the thickness direction. The continuous fibers of adjacent layers of continuous fiber composite material are laid in different directions. Among the outermost two layers of continuous fiber composite material along any side of the thickness direction, at least one layer has continuous fibers laid at an angle that is neither 0° nor 90°.

2. The vehicle according to claim 1, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

3. The vehicle according to claim 2, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

4. The vehicle according to any one of claims 1 to 3, wherein, The continuous fibers are laid at angles that are neither 0° nor 90°, and the symmetry plane is located at 1 / 2 of the thickness of the multilayer continuous fiber composite layer.

5. The vehicle according to any one of claims 1 to 4, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

6. The vehicle according to any one of claims 1 to 5, wherein, The thickness of the main frame beam is 1.2mm to 5mm; and / or the thickness of the continuous fiber composite material layer is 0.2mm to 0.3mm.

7. The vehicle according to any one of claims 1 to 6, wherein, The tensile strength of the main body of the frame beam in each direction perpendicular to the thickness direction is not less than 200 MPa, and the elastic modulus of the main body of the frame beam in each direction perpendicular to the thickness direction is not less than 9 GPa.

8. The vehicle according to any one of claims 1 to 7, wherein, In the multilayer continuous fiber composite material layer, at least one of the continuous fiber composite material layers simultaneously satisfies the following three conditions: 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%.

9. The vehicle according to claim 8, wherein, The elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

10. The vehicle according to any one of claims 1 to 9, wherein, The water absorption rate of each continuous fiber composite layer is no higher than 0.3%.

11. The vehicle according to any one of claims 1 to 10, wherein, The multi-layered continuous fiber composite material is combined to form a continuous fiber composite board, and the continuous fiber composite board is molded to form the main body of the frame beam.

12. The vehicle according to any one of claims 1 to 11, wherein, The continuous fiber composite layer comprises 60 to 80 parts by weight of continuous fibers and 20 to 40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the continuous fibers and the weight parts of the thermoplastic resin matrix is ​​100.

13. The vehicle according to claim 12, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer.

14. The vehicle according to claim 13, wherein, The compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

15. The vehicle according to any one of claims 12 to 14, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

16. The vehicle according to claim 15, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

17. The vehicle according to any one of claims 12 to 16, wherein, The thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

18. The vehicle according to claim 17, wherein, The polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

19. The vehicle according to any one of claims 12 to 18, wherein, The thermoplastic resin matrix includes polypropylene; The polypropylene has an elongation at break of not less than 50%; and / or, the polypropylene has a melt index of not less than 30 g / 10 min to 70 g / 10 min.

20. The vehicle according to any one of claims 12 to 19, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

21. The vehicle according to claim 20, wherein, The inorganic fiber includes any one or any combination of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

22. The vehicle according to any one of claims 1 to 21, wherein, The vehicle frame includes a reinforcing structure, the frame beam body has a cavity, and the reinforcing structure is at least partially disposed within the cavity and connected to the frame beam body.

23. The vehicle according to claim 22, wherein, The reinforcing structure has an interior trim mounting structure for mounting the vehicle's interior trim.

24. The vehicle according to claim 23, wherein, The main body of the frame beam at least partially constitutes the B-pillar and / or C-pillar of the vehicle, and the interior mounting structure includes at least one seat belt accessory mounting structure, the at least one seat belt accessory mounting structure being formed in the reinforcing structure of the B-pillar and / or C-pillar; The at least one seatbelt accessory mounting structure is used to mount seatbelt accessories, wherein the seatbelt accessories include at least one of a seatbelt height adjuster and a seatbelt retractor.

25. The vehicle according to claim 23, wherein, The interior mounting structure includes at least one interior panel mounting structure for mounting an interior panel, the interior panel being used to cover at least the cavity of the frame beam body from the inside of the vehicle body.

26. The vehicle according to any one of claims 22 to 25, wherein, The main body of the frame beam at least partially constitutes the A-pillar and / or B-pillar of the vehicle, and the body frame also includes at least one metal connection structure, which is disposed on the A-pillar and / or B-pillar. Wherein, the at least one metal connection structure is used to connect at least one of the door hinge, door lock, and door opening limiter; The metal connection structure is disposed between the frame beam body constituting the A column and / or the B column and the reinforcing structure.

27. The vehicle according to any one of claims 22 to 26, wherein, The reinforcing structure includes an injection-molded structure, which is injection-molded onto the inner surface of the main body of the frame beam. The injection-molded structure has an elastic modulus of not less than 5 GPa, a tensile strength of not less than 100 MPa, and an elongation at break of not less than 1%.

28. The vehicle according to claim 27, wherein, The injection-molded structure includes multiple ribs, at least a portion of which are arranged crosswise; or, the multiple ribs are connected end to end in a ring.

29. The vehicle according to claim 28, wherein, At least a portion of the root of the rib is connected to the bottom wall of the cavity.

30. The vehicle according to any one of claims 27 to 29, wherein, The injection-molded structure comprises 35-70 parts by weight of thermoplastic resin matrix and 30-65 parts by weight of long glass fiber, wherein the sum of the weight parts of the thermoplastic resin matrix and the weight parts of the long glass fiber is 100.

31. The vehicle according to claim 30, wherein, The injection-molded structure comprises 2 to 5 parts by weight of mineral powder.

32. The vehicle according to claim 30 or 31, wherein, The injection-molded structure includes 1 to 2 parts by weight of a compatibilizer; and / or, the injection-molded structure includes 0.1 to 0.4 parts by weight of an antioxidant.

33. The vehicle according to any one of claims 22 to 32, wherein, The reinforcing structure includes a reinforcing tube arranged along the extension direction of the cavity.

34. The vehicle according to claim 33, wherein, The reinforcing tube includes a tube body with a polygonal cross-sectional shape, wherein the cross-section is perpendicular to the extending direction of the tube body.

35. The vehicle according to claim 34, wherein, The reinforcing tube includes a tube body and at least one reinforcing rib disposed on the tube body. In a cross-section perpendicular to the extension direction of the tube body, the opposite ends of the reinforcing rib are respectively connected to the inner wall of the tube body.

36. The vehicle according to claim 35, wherein, At least one of the reinforcing ribs includes a first reinforcing rib and a second reinforcing rib, wherein the first reinforcing rib intersects with the second reinforcing rib.

37. The vehicle according to claim 35 or 36, wherein, The tube body and the at least one reinforcing rib are an integral aluminum pultruded tube structure.

38. The vehicle according to claim 37, wherein, The thickness of the pipe wall of the main body is 3mm to 6mm.

39. The vehicle according to any one of claims 34 to 38, wherein, The reinforcing tube includes a tube body and a resin filling structure, wherein the resin filling structure is filled inside the tube body.

40. The vehicle according to claim 39, wherein, The main body of the tube is a thermoplastic pultruded composite material tube.

41. The vehicle according to claim 40, wherein, The tube body has an elastic modulus of not less than 40 GPa in the extension direction, a tensile strength of not less than 1.28 GPa, and an elongation at break of not less than 3%.

42. The vehicle according to claim 40 or 41, wherein, The thickness of the pipe wall of the main body is 6mm to 10mm.

43. The vehicle according to any one of claims 39 to 42, wherein, The resin-filled structure includes polyurea and / or polyurethane.

44. The vehicle according to any one of claims 39 to 43, wherein, The elastic modulus of the resin-filled structure is not less than 700 MPa, the strength corresponding to 80% of the tensile strain is not less than 60 MPa, and the elongation at break is not less than 80%.

45. The vehicle according to any one of claims 33 to 44, wherein, At least a portion of the main body of the frame beam constitutes the B-pillar of the vehicle. The body frame includes an upper joint and a lower joint. The reinforcing tube in the cavity of the B-pillar is connected to the side beam and sill beam of the vehicle through the upper joint and the lower joint, respectively.

46. ​​The vehicle according to claim 45, wherein, Both the upper connector and the lower connector are inserted into the reinforcing tube inside the cavity of the B-pillar.

47. The vehicle according to claim 46, wherein, The vehicle frame includes a third reinforcing rib, which is disposed within the upper connector and the lower connector, and abuts against the reinforcing tube.

48. The vehicle according to any one of claims 45 to 47, wherein, The vehicle includes a fourth reinforcing rib, which is located outside the upper joint and the lower joint, and is connected to the inner surface of the frame beam body.

49. The vehicle according to claim 48, wherein, The fourth reinforcing rib of at least one of the upper joint and the lower joint extends in the same direction as the B-pillar.

50. The vehicle according to any one of claims 1 to 49, wherein, The vehicle includes a battery and a chassis. The battery powers the vehicle. The vehicle frame and the chassis together enclose the passenger compartment of the vehicle. The battery casing forms the floor of the passenger compartment.

51. The vehicle according to any one of claims 1 to 50, wherein, The vehicle also includes a chassis, with the body frame located above the chassis and detachably connected to the chassis.

52. A continuous fiber composite board, comprising multiple layers of the continuous fiber composite material, wherein the multiple layers of continuous fiber composite material are laid in layers along the thickness direction, and the continuous fibers of adjacent layers of the continuous fiber composite material are laid in different directions, wherein... In the outermost two continuous fiber composite material layers on any side along the thickness direction, the layup angle of at least one continuous fiber layer is neither 0° nor 90°.

53. The continuous fiber composite board according to claim 52, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 25° to 75°.

54. The continuous fiber composite board according to claim 53, wherein, The continuous fiber layup angle of the continuous fiber composite layer, which is neither 0° nor 90°, is 40° to 50°.

55. The continuous fiber composite board according to any one of claims 52 to 54, wherein, The continuous fibers are laid at angles that are neither 0° nor 90°, and the symmetry plane is located at 1 / 2 of the thickness of the multilayer continuous fiber composite layer.

56. The continuous fiber composite board according to any one of claims 52 to 55, wherein, The sum of the number of continuous fiber composite material layers with a layup angle that is neither 0° nor 90° is 20% to 40% of the total number of continuous fiber composite material layers.

57. The continuous fiber composite board according to any one of claims 52 to 56, wherein, The thickness of the continuous fiber composite board is 1.2 mm to 5 mm; and / or the thickness of the continuous fiber composite material layer is 0.2 mm to 0.3 mm.

58. The continuous fiber composite board according to any one of claims 52 to 57, wherein, The continuous fiber composite board has a tensile strength of not less than 200 MPa in each direction perpendicular to the thickness direction, and an elastic modulus of not less than 9 GPa in each direction perpendicular to the thickness direction.

59. The continuous fiber composite board according to any one of claims 52 to 58, wherein, In the multilayer continuous fiber composite material layer, at least one of the continuous fiber composite material layers simultaneously satisfies the following three conditions: 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%.

60. The continuous fiber composite board according to claim 59, wherein, The elastic modulus of each continuous fiber composite layer is not less than 34 GPa, the tensile strength of each continuous fiber composite layer is not less than 918 MPa, and the elongation at break of each continuous fiber composite layer is not less than 3%.

61. The continuous fiber composite board according to any one of claims 52 to 60, wherein, The water absorption rate of each continuous fiber composite layer is 0.05% to 0.3%.

62. The continuous fiber composite board according to any one of claims 52 to 61, wherein, The continuous fiber composite material layer comprises 60-80 parts by weight of continuous fibers and 20-40 parts by weight of thermoplastic resin matrix, wherein the sum of the weight parts of the continuous fibers and the weight parts of the thermoplastic resin matrix is ​​100.

63. The continuous fiber composite board according to claim 62, wherein, The continuous fiber composite layer includes 1 to 5 parts by weight of compatibilizer.

64. The continuous fiber composite board according to claim 63, wherein, The compatibilizer includes any one or a combination of two or more of POE-g-MAH, SBS-g-MAH, SEBS-g-MAH, EPDM-g-MAH, ABS-g-MAH, ASA-g-MAH, LDPE-g-MAH, LLDPE-g-MAH, UHMWPE-g-MAH, SAN-g-MAH, and PP-GMA.

65. The continuous fiber composite board according to any one of claims 62 to 64, wherein, The continuous fiber composite layer includes 0.2 to 0.6 parts by weight of antioxidant.

66. The continuous fiber composite board according to claim 65, wherein, The antioxidants include one or more combinations of antioxidant 1098 and antioxidant PEP-36.

67. The continuous fiber composite board according to any one of claims 62 to 66, wherein, The thermoplastic resin matrix includes polyamide units, wherein the ratio of the number of carbon atoms in the main carbon chain of the polyamide unit to the number of amide groups is not less than 8.

68. The continuous fiber composite board according to claim 67, wherein, The polyamide includes any one or more combinations of PA610, PA11, PA12, PA1212, PA1012, and PA1313.

69. The continuous fiber composite board according to any one of claims 62 to 68, wherein, The thermoplastic resin matrix includes polypropylene; The polypropylene has an elongation at break of not less than 50%; and / or, the polypropylene has a melt index of not less than 30 g / 10 min.

70. The continuous fiber composite board according to any one of claims 62 to 69, wherein, The continuous fiber includes one or more combinations of organic fibers and inorganic fibers.

71. The continuous fiber composite board according to claim 70, wherein, The inorganic fiber includes any one or any combination of glass fiber, aramid fiber or boron fiber; and / or, the organic fiber includes any one or any combination of aromatic polyamide fiber and ultra-high molecular weight polyethylene fiber.

72. A method for preparing a continuous fiber composite board, comprising: The multilayer continuous fiber composite material is laid in layers; The multi-layered continuous fiber composite material is rolled using a roller press to form a fiber composite board.

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