DESC:TECHNICAL FIELD
[001] This disclosure relates generally to land vehicles, more particularly to a cabin shell for a land vehicle and a method of manufacturing the cabin shell for a land vehicle.

BACKGROUND
[002] Conventionally, cabin shell - which is the outermost protective skin of a vehicle - is made of sheet metal. Mostly, vehicle manufacturers use stamping as a manufacturing method to modify flat sheets of sheet metal into desired shape to create the cabin shell. The cabin shell may be split into several segments, such as door skin, roof skin, hood, etc. for the ease of manufacturing, assembling and various other factors. Because of this, such cabin shell may also be known as multi-shell vehicle body. The cabin may be attached to the vehicle structure by welding. To this end, there is a need of welding setup in the manufacturing plant. After welding, the structure needs to be painted which further involves the investment of paint shop and is also a hazard to the environment.
[003] Further, multi-shell vehicle bodies are often heavier in weight which drops down the fuel economy of the vehicle and this factor is critical in case of electric vehicles. Another drawback of multi-shell vehicle body is their safety rating. Vehicles with multi shell bodies lack crumple zones, which can lead to severe injuries during vehicle collision. The crumple zone, as will be appreciated by those skilled in the art, is a structural safety feature which increases the time of structural collapse at the time of and impact/crash of the vehicle.
[004] Therefore, an improved structure of the cabin shell for a land vehicle is desired that affords sufficient strength and rigidity, high impact resistance, low cost, and can be manufactured easily and efficiently.

SUMMARY
[005] In an embodiment, a cabin shell for a land vehicle is disclosed. The cabin shell may include a unitary structure defined in a predefined shape corresponding to the cabin shell for the vehicle. The unitary structure may define a front face, a left-side face substantially orthogonal to the front face, a right-side face substantially orthogonal to the front face and substantially parallel to the left-side face, and a top face substantially orthogonal to each of the front face, the left-side face, and the right-side face, and positioned above each of the front face, the left-side face, and the right-side face. The unitary structure may include at least two of: a layer of an epoxy, a layer of a glass fiber, and a layer of a gelcoat.
[006] For example, the epoxy may be modified polyamine-based, and in one particular example, the epoxy may be Lapox ARL 135. Further, the epoxy may be mixed with a hardener, a pigment (for coloration), etc. It should be noted that the modified polyamine-based epoxy is suitable for high mechanical performance applications in static and dynamic load conditions. Lapox ARL 135 is one such epoxy with rapid curing characteristics with a pot life of less than 5 hours at 25°C with high exothermic reactions even when it is used for higher thickness components of large size.
[007] The glass fiber may be E-fiberglass made from oxides of Silicon, Aluminum, Calcium, Magnesium, and Boron. The standard glass composition used for most glass fibers is made from the oxides of Silicon, Aluminum, Calcium, Magnesium, and Boron. E-fiberglass is more commonly used in the fiber-reinforced polymer composite industry, as it offers a good balance between performance and cost, demonstrating excellent strength and stiffness as well as good resistance to chemicals, moisture, and heat. Since it was developed specifically for use in electrical applications, one of its key characteristics is its ability to insulate electricity.
[008] The glass fiber may be one of a bi-directional weave sheet and a multi-directional weave sheet. The thickness of bi-directional weave sheet may be 360 grams per square meter (GSM) or 450 GSM, and the thickness of multi-directional weave sheet may be 300 GSM or 400 GSM.
[009] The gelcoat, for example, may be a modified epoxy resin. In particular, the gel may be Lapox ART-24. Lapox ART-24 is a white colored modified epoxy resin for gel coat applications. It can be suitably colored for aesthetic looks. This resin is a mineral filled system and has a tendency to settle. They both are thixotropic in nature and provide a white, resilient, machinable surface with good edge strength. Soft brush of medium length bristles can be used to apply the gel coat.
[010] Further, a release agent may be used for creating a layer on the mould over which the layers of epoxy, glass fiber, and gelcoat are applied. The release agent, for example, may be Chem-Trend release agent.
[011] In an embodiment, a method of manufacturing a cabin shell for a land vehicle is disclosed. The method may include generating a mould of the cabin shell, wherein the mould comprises an inside wall, and creating a pre-cast from the mould, by applying to the inside wall of the mould at least two of: a layer of an epoxy, a layer of a glass fiber, and a layer of gelcoat. The method may further include curing the pre-cast at predefined ambient conditions for a predetermined period of time, and removing the pre-cast from the mould to obtain a cabin shell structure. By way of an example, the predefined ambient conditions may include a temperature of 25 C, and the predetermined period of time may be a time period of 8 hours to 10 hours. The method may further include, upon removing pre-cast from the mould, trimming the pre-cast to obtain the cabin shell structure of predefined dimensions.
[012] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS
[013] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, explain the disclosed principles.
[014] FIG. 1 illustrates a cabin shell structure for a land vehicle, in accordance with some embodiments of the present disclosure.
[015] FIG. 2A illustrates a first-type layering, in accordance with some embodiments.
[016] FIG. 2B illustrates a second-type layering, in accordance with some embodiments.
[017] FIG. 2C illustrates a third -type layering, in accordance with some embodiments.
[018] FIG. 3A is a snapshot of a fiber glass having a bi-directional weave, in accordance with some embodiments.
[019] FIG. 3B is a snapshot of a fiber glass having a multi-directional weave, in accordance with some embodiments.
[020] FIG. 4 is a flowchart of a method of manufacturing the cabin shell for a land vehicle, in accordance with some embodiments.
[021] FIG. 5 is an example three-dimensional (3D) design of the cabin shell, in accordance with some embodiments.
[022] FIG. 6A illustrates a perspective snapshot view of the example unitary structure of the cabin shell, in accordance with some embodiments.
[023] FIG. 6B illustrates a left-side snapshot view of the example unitary structure of the cabin shell, in accordance with some embodiments.
[024] FIG. 6C illustrates a right-side snapshot view of the example unitary structure 600 of the cabin shell, in accordance with some embodiments.

DETAILED DESCRIPTION
[025] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit being indicated by the following claims. Additional illustrative embodiments are listed below.
[026] A cabin shell for a land vehicle is disclosed. The cabin shell may be made of a composite, fiber reinforced polymer (FRP). The composite, fiber reinforced polymer (FRP) is comparatively lighter in weight as compared to outer skin shell (for example, metal-based outer skin shell) of vehicles. An advantage of the cabin shell configured in a single piece is that it provides a continuous load path along the surface. Further, such a configuration of the cabin shell provides better load path capabilities. Furthermore, the single piece configuration eliminates the need of attaching the skin splits within themselves, that is otherwise done by welding.
[027] Splits in skin may need to be introduced with reinforcements in order to strength along edges. However, a cabin shell configured in a single piece has no such requirement with respect to the edges. As such, for the cabin shell configured in a single piece, reinforcements can be introduced wherever the impact resistance needs to be strengthened. The cabin shell configured in a single piece helps in achieving better fuel economy due to the light-weight material, and further improves the safety rating of the vehicle.
[028] A method of manufacturing of the cabin shell may include the steps of creating a three-dimensional (3D) design of the canopy of the cabin shell, for example, using a Computer Aided Design (CAD) software application. It should be noted that at the time of creating the 3D design, homologation parameters and standards are taken into account, so as to get the vehicle certified. Some of these parameters and standards include a minimum ground clearance, a viewable front area through windscreen, a wheel arc profile, etc.
[029] Once the 3D design is created, a wooden pattern is created (alternately, the pattern may be made from Bakelite blocks) which are machined to achieve the exact curvatures of the cabin shell. The pattern is then used for creating a mould. The pattern is an exact replica of the output which is required from a mould. After the mould is prepared, respective layers of release agent, epoxy, glass fiber, and gelcoat are applied to layup on the inside wall of the mould. The layers of epoxy, glass fiber, and gelcoat are then cured at a predefined temperature and ambient conditions. Upon curing, a unitary structure of cabin shell is obtained by demolding. The layer of release agent helps in easy removal of the unitary structure of the cabin shell from the mould.
[030] Referring now to FIG. 1, a cabin shell 100 for a land vehicle is illustrated, in accordance with some embodiments of the present disclosure. The cabin shell 100 may include a unitary structure 101 defined in a predefined shape corresponding to the cabin shell 100 for the land vehicle. The unitary structure 101 may define a front face 102, a left-side face 104, and a right-side face 106. The left-side face 104 may be substantially orthogonal to the front face 102. The right-side face 106 may be substantially orthogonal to the front face 102 and substantially parallel to the left-side face 104. The unitary structure 101 may further define a top face 108 substantially orthogonal to each of the front face 102, the left-side face 104, and the right-side face 106. The top face 108 may be positioned above each of the front face 102, the left-side face 104, and the right-side face 106.
[031] Further, reinforcements may be introduced wherever the impact resistance needs to be strengthened in the front face 102, the left-side face 104, the right-side face 106, and the top face 108 of the unitary structure 101. For example, as shown in FIG. 1, the front face 102 may include a first front reinforcement region 102A and a second front reinforcement region 102B. The first front reinforcement region 102A may be positioned right below a windshield glass region 102C of the front face 102. In some embodiments, the first front reinforcement region 102A may have a width of 50 millimeters (mm). The second front reinforcement region 102B may be located towards the lower end of the front face 102.
[032] Further, the top face 108 may include a first top reinforcement region 108A towards the front of the top face 108. For example, as shown in FIG. 1, the first top reinforcement region 108A may be configured in a H-shape, to afford a balance of effective reinforcement and light-weight. Each leg of the H-shaped first top reinforcement region 108A may have a width of 100 mm. The top face 108 may further include a second top reinforcement region 108B towards the left side of the top face 108. The top face 108 may further include a third top reinforcement region 108C towards the right side of the top face 108.
[033] The unitary structure 101 may include at least two of: a layer of an epoxy, a layer of a glass fiber, and a layer of gelcoat. In other words, the unitary structure 101 may be made from at least two of the layer of epoxy, the layer of glass fiber, and the layer of gelcoat. This is further explained and illustrated in FIGs. 2A-2C.
[034] In order to manufacture the unitary structure 101 of the cabin shell 100, first, a three-dimensional (3D) design of the canopy of the cabin shell 100 may be crated, for example, using a Computer Aided Design (CAD) software application. At the time of creating the 3D design, various homologation parameters and standards may be taken into account, so as to get the vehicle certified. Some of these parameters and standards include a minimum ground clearance, a viewable front area through windscreen, a wheel arc profile, etc. Once the 3D design is created, a pattern may be created, for example, using wooden patterns. The wooden patterns may be machined to achieve the exact curvatures of the cabin shell 100 pattern. The pattern may be then ready to be used for creating a mould. As will be understood, the pattern may be an exact replica of the output which is required from the mould. After the mould is prepared, a layer of release agent may be applied. Thereafter, respective layers of the epoxy, the glass fiber, and gelcoat may be applied to layup on the inside wall of the mould. The layers of the epoxy, the glass fiber, and the gelcoat may be then cured at a predefined temperature and ambient conditions. Upon curing, the unitary structure 101 of the cabin shell 100 may be obtained by demolding. The layer of release agent may help in easy removal of the unitary structure 101 of the cabin shell 100 from the mould, after the epoxy has dried. The release agent, for example, may be Chem-Trend release agent.
[035] It should be further noted that the epoxy may be mixed with a hardener and/or pigment for improving or changing properties of the epoxy.
[036] By way of an example, the epoxy may be modified polyamine-based, and in one particular example, the epoxy may be Lapox ARL 135. It should be noted that modified polyamine-based epoxy is suitable for high mechanical performance applications in static and dynamic load conditions. Lapox ARL 135epoxy has rapid curing characteristics with a pot life of less than 5 hours at 25°C with high exothermic reactions even when it is used for higher thickness components of large size.
[037] The glass fiber may be E-fiberglass made from oxides of Silicon, Aluminum, Calcium, Magnesium, and Boron. The standard glass composition used for most glass fibers is made from the oxides of Silicon, Aluminum, Calcium, Magnesium, and Boron. E-fiberglass is more commonly used in the fiber-reinforced polymer composite industry, as it offers a good balance between performance and cost, demonstrating excellent strength and stiffness as well as good resistance to chemicals, moisture, and heat. Since it was developed specifically for use in electrical applications, one of its key characteristics is its ability to insulate electricity.
[038] The glass fiber may be one of a bi-directional weave sheet and a multi-directional weave sheet. The thickness of bi-directional weave sheet may be 360 grams per square meter (GSM) or 450 GSM, and the thickness of multi-directional weave sheet may be 300 GSM or 400 GSM.
[039] The gelcoat, for example, may be a modified epoxy resin. In particular, the gelcoat may be Lapox ART-24. Lapox ART-24 is a white colored modified epoxy resin for gelcoat applications. It can be suitably colored for aesthetic looks. This resin is a mineral filled system and has a tendency to settle. They both are thixotropic in nature and provide slightly white resilient, machinable surface with good edge strength. Soft brush of medium length bristles can be used to apply the gelcoat.
[040] It should be noted that the unitary structure 101 may include at least one first-type part and at least one second type part. For example, in reference with FIG. 1, each of the reinforcement regions may be the second type part, and the rest of the parts of the unitary structure may be first-type part. The first-type parts may include eight layers selected from: the layer of the epoxy, the layer of the glass fiber, and the layer of the gelcoat. The second-type parts (i.e. the reinforcement regions) may include twelve layers selected from: the layer of the epoxy, the layer of the glass fiber, and the layer of the gelcoat. As will be understood, by incorporating extra layers in the second-type parts (i.e. the reinforcement regions), additional strength is achieved in these second-type parts (the reinforcement regions). The layering of the unitary structure 101 is further explained in detail in conjunction with FIGs. 2A-2C.
[041] Referring now to FIGs. 2A-2C, three different types of layering (i.e. layup) for manufacturing the unitary structure 101 are illustrated, in accordance with some embodiments. In particular, FIG. 2A shows a first-type layering, FIG. 2B shows a second-type layering, and FIG. 2C shows a third-type layering.
[042] As shown in FIG. 2A, the first-type layering may be applied on the mould 202 to create the unitary structure 101. Initially, a layer 204 of the release agent may be applied to mould. The first-type layering may include a layer 206 of the gelcoat applied over the layer 204 of release agent. The first-type layering may further include a first layer 208 of the fiber glass having a multi-directional weave. The first-type layering may further include a first layer 210 of the epoxy. The first-type layering may further include a second layer 212 of the fiber glass having a bi-directional weave. The first-type layering may further include a second layer 214 of the epoxy. The first-type layering may further include a third layer 216 of the fiber glass having the bi-directional weave. The first-type layering may further include a third layer 218 of the epoxy. The layering may continue by repeating the layers of the fiberglass with the bi-directional weave and the layers of epoxy applied alternate (adjacent) to each other. In this way, a layering with eight layers of the fiber glass and eight layers of epoxy may be obtained. In the same way, a layering with twelve layers of the fiber glass and twelve layers of epoxy may be obtained. It should be noted that the epoxy may be mixed with a hardener and/or a pigment, in some embodiments, to obtain desired results. It should be further noted that the gelcoat may form the outer layer of composite panel, and may be a mixture of 10% pigment, 25% hardener, and 80% epoxy.
[043] As shown in FIG. 2B, the second-type layering may be applied on the mould 222 to create the unitary structure 101. As mentioned above, initially, a layer 224 of the release agent may be applied to the mould. The second-type layering may include a layer 226 of the gelcoat applied over the layer 224 of release agent. The second-type layering may further include a first layer 228 of the fiber glass having a multi-directional weave. The second-type layering may further include a first layer 230 of the epoxy. As mentioned above, the epoxy may be mixed with a hardener, in some embodiments. The second-type layering may further include a second layer 232 of the fiber glass having the multi-directional weave. The second-type layering may further include a second layer 234 of the epoxy. The second-type layering may further include a third layer 236 of the fiber glass having the multi-directional weave. The second-type layering may further include a third layer 238 of the epoxy. The layering may continue by repeating the layers of the fiberglass with the multi-directional weave and the layers of epoxy applied alternate (adjacent) to each other. In this way, a layering with eight layers of the fiberglass and eight layers of epoxy may be obtained. In the same way, a layering with twelve layers of the fiberglass and twelve layers of epoxy may be obtained.
[044] As shown in FIG. 2C, the third-type layering may be applied on the mould 242 to create the unitary structure 101. Initially, a layer 244 of the release agent may be applied. The third-type layering may include a layer 246 of the gelcoat applied over the layer 244 of release agent. The third-type layering may include a first layer 248 of the fiber glass having a bi-directional weave. The third-type layering may further include a first layer 250 of the epoxy. In some embodiments, the epoxy may be mixed with a hardener. The third-type layering may further include a second layer 252 of the fiber glass having the bi-directional weave. The third-type layering may further include a second layer 254 of the epoxy. The third-type layering may further include a third layer 256 of the fiber glass having the bi-directional weave. The third-type layering may further include a third layer 258 of the epoxy. The layering may continue by repeating the layers of the fiberglass with the bi-directional weave and the layers of epoxy applied alternate (adjacent) to each other. In this way, a layering with eight layers of the fiberglass and eight layers of epoxy may be obtained. In the same way, a layering with twelve layers of the fiberglass and twelve layers of epoxy may be obtained.
[045] Referring now to FIGs. 3A-3B, a snapshot of a fiber glass 302 having a bi-directional weave and a snapshot of a fiber glass 304 having a multi-directional weave are illustrated, in accordance with some embodiments. As shown in FIG. 3A, the fiber glass 302 having the bi-directional weave may have a thickness of 360 grams per square meter (GSM) or 450 GSM. In other words, for creating the unitary structure 101, thickness of bi-directional weave sheet may be selected from one of 360 grams per square meter (GSM) and 450 GSM. Further, as shown in FIG. 3B, the fiber glass 304 having the multi-directional weave may have a thickness of 300 GSM or 400 GSM. In other words, for creating the unitary structure 101, thickness of the multi-directional weave sheet may be selected from one of 300 GSM and 400 GSM.
[046] As mentioned above, the unitary structure 101 may include at least one first-type part and at least one second type part. For example, as shown in FIG. 1, each of the reinforcement regions may be the second type part, and the rest of the parts of the unitary structure may be first-type part. The first-type parts may include eight layers selected from: the layer of the epoxy, the layer of the glass fiber, and the layer of the gelcoat. The second-type parts (i.e. the reinforcement regions) may include twelve layers selected from: the layer of the epoxy, the layer of the glass fiber, and the layer of the gelcoat. As will be understood, by incorporating extra layers on the second-type parts (i.e. the reinforcement regions), additional strength is achieved in these second-type parts (the reinforcement regions).
[047] To this end, the eight layers may include a layer of the gelcoat, eight layers of epoxy, and eight layers of the glass fiber. As explained in conjunction with FIGs. 2A-2B, the eight layers of the glass fiber may be selected in accordance with any one of: the first-type layering (FIG. 2A), the second-type layering (FIG. 2B), and the third-type layering (FIG. 2C). Each layer of the eight layers of the epoxy may be positioned adjacent to a layer of the glass fiber of the eight layers of the glass fiber.
[048] Similarly, the twelve layers for the reinforcement regions (second-type part) may include a layer of the least one layer of gelcoat, twelve layers of epoxy, and twelve layers of the glass fiber. The twelve layers of the glass fiber may be selected in accordance with any one of: the first-type layering (FIG. 2A), the second-type layering (FIG. 2B), and the third-type layering (FIG. 2C). Each layer of the twelve layers of the epoxy may be positioned adjacent to a layer of the glass fiber of the twelve layers of the glass fiber.
[049] Referring now to FIG. 4, a flowchart of a method 400 of manufacturing the cabin shell 100 for a land vehicle is illustrated, in accordance with some embodiments. The method 400 is explained in conjunction with FIGs. 5-6.
[050] At step 402, a mould of the cabin shell may be generated. The mould may include an inside wall. In order to generate the mould, first, a three-dimensional (3D) design of the cabin shell 100 may be created, for example, using a Computer Aided Design (CAD) software application. At the time of creating the 3D design, various homologation parameters and standards may be taken into account, so as to get the vehicle certified. Some of these parameters and standards include a minimum ground clearance, a viewable front area through windscreen, a wheel arc profile, etc. An example 3D design 500 of the cabin shell 100 is illustrated, in FIG. 5. Once the 3D design is created, a pattern may be created, for example, using wooden blocks. The wooden blocks may be machined to achieve the exact curvatures of the cabin shell 100 pattern. The pattern may be then ready to be used for creating the mould. As will be understood, the pattern may be an exact replica of the output which is required from the mould. The mould may be created from the pattern (e.g. wooden pattern) using molding and casting techniques as known in the art.
[051] At step 404, once the mould is prepared, a pre-cast may be created from the mould, by applying to the inside wall of the mould at least two of: a layer of the epoxy, a layer of the glass fiber, and a layer of the gelcoat. In other words, respective layers of the epoxy, the glass fiber, and gelcoat may be applied to layup on the inside wall of the mould, to create the pre-cast. As will be understood, the mould is a cavity created in a medium, such as sand. The layers are therefore applied on the inner walls of this cavity of the mould. Once the layers are applied and cured, the layers lead to the formation of the pre-cast that can be later removed from the mould, as will be discussed in the subsequent steps of the method 400. To this end, a layer of the release agent may be applied first to the mould to facilitate easy removal of the pre-cast.
[052] At step 406, the pre-cast may be cured at predefined ambient conditions for a predetermined period of time. In other words, the layers of the epoxy, the glass fiber, and the gelcoat may be then cured at a predefined temperature and ambient conditions. For example, the predefined ambient conditions may include a temperature of 25 C, and the predetermined period of time may be a time period of 8 hours to 10 hours. The layers on the mould may be cured in controlled conditions in a closed space (e.g. a room) where conditions of constant temperature can be maintained.
[053] At step 408, the pre-cast may be removed from the mould to obtain the unitary structure 101 of the cabin shell 100. As such, upon curing, the unitary structure 101 of the cabin shell 100 may be obtained by demolding. Additionally, in some embodiments, at step 410, upon removing pre-cast from the mould, the pre-cast may be trimmed to obtain the cabin shell structure of predefined dimensions. Various snapshot views of an example unitary structure 600 of the cabin shell are illustrated in FIGs. 6A-6E. In particular, FIG. 6A illustrates a perspective snapshot view of the example unitary structure 600 of the cabin shell. FIG. 6B illustrates a left-side snapshot view of the example unitary structure 600 of the cabin shell. FIG. 6C illustrates a right-side snapshot view of the example unitary structure 600 of the cabin shell. FIG. 6D illustrates a front snapshot view of the example unitary structure 600 of the cabin shell. FIG. 6E illustrates a rear snapshot view of the example unitary structure 600 of the cabin shell.
[054] Various techniques regarding a cabin shell for land vehicle and methods of manufacturing the cabin shell for land vehicle are disclosed above. The above techniques provide for designing and manufacturing of a single piece cabin shell (especially for an electric vehicle) that is lightweight, has better load capacity, is easily serviceable, is weldless, and cost effective. Further, the single piece cabin shell has higher impact resistance. A composite fiber reinforced polymer (FRP) is used that provides optimum strength to weight ratio that is an improvement over the conventional structures formed using Steel and Iron. By creating a unitary structure, the need of joining the splits is eliminated. Further, the use of composite FRP material makes the design corrosion resistant which further eliminates the requirement of paint on the structure, that further helps in cost cutting.
[055] It is intended that the disclosure and examples be considered as exemplary only, with a true scope and spirit of disclosed embodiments being indicated by the following claims. ,CLAIMS:We claim:
1. A cabin shell for a land vehicle, the cabin shell comprising:
a unitary structure defined in a predefined shape corresponding to the cabin shell for the vehicle, the unitary structure defining:
a front face;
a left-side face substantially orthogonal to the front face;
a right-side face substantially orthogonal to the front face and substantially parallel to the left-side face; and
a top face substantially orthogonal to each of the front face, the left-side face, and the right-side face, and positioned above each of the front face, the left-side face, and the right-side face;
the unitary structure comprising at least two of:
a layer of an epoxy;
a layer of a glass fiber; and
a layer of a gelcoat.

2. The cabin shell as claimed in claim 1,
wherein the epoxy is a modified polyamine-based epoxy, and wherein the modified polyamine-based epoxy is Lapox ARL 135,
wherein the glass fiber is E-fiberglass made from oxides of Silicon, Aluminum, Calcium, Magnesium, and Boron, and
wherein the gelcoat is a modified epoxy resin, and wherein the gel is Lapox ART-24.

3. The cabin shell as claimed in claim 1, wherein the glass fiber is one of a bi-directional weave sheet and a multi-directional weave sheet,
wherein the thickness of bi-directional weave sheet is one of 360 grams per square meter (GSM) and 450 GSM, and
wherein the thickness of multi-directional weave sheet is one of 300 GSM and 400 GSM.

4. The cabin shell as claimed in claim 1,
wherein unitary structure comprises at least one first-type part and at least one second type part,
wherein the first-type part comprises eight layers selected from:
the layer of the epoxy;
the layer of the glass fiber; and
the layer of the gelcoat, and
wherein the second-type part comprises twelve layers selected from:
the layer of the epoxy;
the layer of the glass fiber; and
the layer of the gelcoat.

5. The cabin shell as claimed in claim 4,
wherein the eight layers comprise:
a layer of the gelcoat;
eight layers of the epoxy; and
eight layers of the glass fiber,
wherein each layer of the eights layers of the epoxy is positioned adjacent to a layer of the glass fiber of the eight layers of the glass fiber, and
wherein the twelve layers comprise:
a layer of the gelcoat;
twelve layers of the epoxy; and
twelve layers of the glass fiber,
wherein each layer of the twelve layers of the epoxy is positioned adjacent to a layer of the glass fiber of the twelve layers of the glass fiber.

6. The cabin shell as claimed in claim 1, wherein the at least two layers of: the layer of the epoxy, the layer of the glass fiber, and the layer of gelcoat are cured at an ambient temperature of 25 C for a time period of 8 hours to 10 hours.

7. A method of manufacturing a cabin shell for a land vehicle, the method comprising:
generating a mould of the cabin shell, wherein the mould comprises an inside wall;
creating a pre-cast from the mould, by applying to the inside wall of the mould at least two of:
a layer of an epoxy;
a layer of a glass fiber; and
a layer of a gelcoat;
curing the pre-cast at predefined ambient conditions for a predetermined period of time; and
removing the pre-cast from the mould to obtain a unitary structure of the cabin shell.

8. The method of manufacturing the cabin shell as claimed in claim 7, wherein the predefined ambient conditions comprise a temperature of 25 C, and wherein the predetermined period of time is a time period of 8 hours to 10 hours.

9. The method of manufacturing the cabin shell as claimed in claim 7 further comprising:
upon removing pre-cast from the mould, trimming the pre-cast to obtain the unitary structure of the cabin shell of predefined dimensions.