Connecting piece, frame and vehicle

Abstract

The invention relates to a connecting piece, a frame and a vehicle, belongs to the technical field of vehicles, and at least solves the problems that a front cabin in the prior art is prone to breakage and collision instability when being impacted by energy. The connecting piece is used for connecting a front longitudinal beam and a doorsill beam of a vehicle, the connecting piece comprises a connecting piece body and an embedded component embedded in the connecting piece body, and the yield strength of the embedded component is larger than that of the connecting piece body.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a connecting piece, a vehicle frame and a vehicle. Background Art

[0002] With the development of lightweight and integrated electric vehicles, integrated die-cast aluminum alloy front cabin structures are widely used due to their advantages such as light weight and fewer parts. However, the brittleness of aluminum alloys makes them prone to fracture and instability in collisions, endangering the safety of vehicle occupants.

[0003] Several solutions have been proposed to address the aforementioned issues, but some shortcomings remain. For example, Solution 1 proposes a front vehicle body reinforcement structure comprising a pair of front longitudinal beams, a dash panel, and a first reinforcement member. The first reinforcement member extends along the vehicle's height, connecting the fender upper member to the vehicle's lower portion. However, this reinforcement member is not directly connected to the front longitudinal beams, failing to specifically enhance the collision rigidity at the base of the front longitudinal beams. Consequently, the risk of fracture and collision instability remains when the front engine compartment longitudinal beams are subjected to high-energy impacts.

[0004] For example, Option 2 proposes an integrated die-cast front nacelle assembly, including longitudinal beams, connecting crossbeams, and a torsion box. However, this approach still relies on the strength of aluminum alloy for its overall structure and lacks reinforcements in critical force transmission paths. This still poses the risk of instability during a collision due to the brittleness of aluminum alloy. Summary of the Invention

[0005] One of the purposes of the present invention is to provide a connector to solve the problem in the prior art that the front nacelle body is prone to breakage and collision instability when subjected to energy impact.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] According to the first aspect of the present application, the present application provides a connector for connecting a front longitudinal beam and a sill beam of a vehicle. The connector includes a connector body and an inlaid component embedded in the connector body. The yield strength of the inlaid component is greater than the yield strength of the connector body.

[0008] This technical approach addresses the instability issue of the front nacelle body during high-energy impacts by utilizing the high strength of the inlaid component to bear the primary impact load, while the lightweight material of the connector provides support. This means that the inlaid component serves as the core force transmission path, transferring the impact force directly to the sill beam, enhancing collision safety.

[0009] In one possible embodiment, the connector body includes a first end and a second end relative to each other, the embedded component includes a third end and a fourth end relative to each other, the third end is embedded in the first end, and the fourth end is embedded in the second end, and the first end and the third end are formed as a whole and are provided with a first connecting portion, and the first connecting portion is used to connect to the front longitudinal beam; the second end and the fourth end are formed as a whole and are provided with a second connecting portion, and the second connecting portion is used to connect to the door sill beam.

[0010] According to the above technical means, it is possible to ensure that the embedded components participate in force transmission throughout the entire process, avoiding stress concentration at a traditional single connection point.

[0011] In a possible embodiment, the direction in which one end of the connector body connected to the front longitudinal beam points to one end connected to the door sill beam is a first direction, the connector body includes a bottom plate portion and a first side plate portion and a second side plate portion respectively connected to opposite side edges of the bottom plate portion arranged along a second direction, the second direction is perpendicular to the first direction, and the second direction is parallel to the bottom plate portion; the inlaid component includes a first inlaid portion, a second inlaid portion and a third inlaid portion fixedly connected, the first inlaid portion is inlaid in the bottom plate portion, the second inlaid portion is inlaid in the first side plate portion, and the third inlaid portion is inlaid in the second side plate portion.

[0012] According to the above technical means, the torsional rigidity of the cross section can be effectively enhanced, the lateral deformation during collision can be suppressed, and the distortion and instability of the front cabin can be avoided.

[0013] In a possible implementation manner, the inlaid component includes at least one arched portion, which arches toward one side of the inlaid component, and the at least one arched portion is embedded in the connector body.

[0014] According to the above technical means, the mechanical engagement with the connector body is increased by the arch structure, similar to the "mortise and tenon" structure, thereby improving the interface friction.

[0015] In a possible implementation, a height of the arched portion is greater than or equal to 3 mm.

[0016] According to the above technical means, the arched portion is embedded in the aluminum alloy to form an interlocking structure, thereby preventing the embedded component from being delaminated due to stress during a collision.

[0017] In one possible embodiment, the inlaid component also includes a base, the arched portion is connected to the base, the connector body has a first outer surface, the first outer surface is located on the side of the base opposite to the arched portion, and the distance from the base to the first outer surface is greater than or equal to 2.5 mm.

[0018] According to the above technical means, sufficient coating thickness is ensured to prevent the inlaid components from shifting during die casting, and at the same time, the aluminum alloy body is prevented from breaking due to insufficient thickness during collision.

[0019] In a possible embodiment, the inlaid component further includes at least one hole-turning portion, the at least one hole-turning portion is inlaid in the connector body, and part of the material of the connector body is located in the hole-turning portion.

[0020] According to the above technical means, interlocking can be effectively formed by filling the punched hole portion with part of the material of the connector body, and at the same time, the evenly distributed punched holes can disperse the load and reduce the risk of fatigue fracture at a single connection point.

[0021] In one possible embodiment, the height of the folded hole portion in the axial direction is greater than or equal to 3 mm; and / or the thickness of the portion of the connector body located in front of the folded hole portion is greater than or equal to 2 mm; and / or the inner diameter of the folded hole portion is greater than or equal to 6 mm.

[0022] According to the above technical means, the hole-turning portion can be used to fill with molten aluminum (liquid alloy formed when aluminum alloy is heated to the melting point, not pure aluminum liquid) to form a "rivet" type fixation.

[0023] In a possible implementation, the inlaid component includes a sheet metal part; and / or the material of the connector body includes a magnesium alloy or an aluminum alloy.

[0024] According to the above technical means, sheet metal parts can be pre-formed, that is, formed by stamping, without the need for complex casting processes, thereby reducing production costs.

[0025] In a possible embodiment, the material of the connector body is in contact with the surface of the inlaid component.

[0026] According to the above technical means, by tightly combining the connector body and the embedded component, energy loss during force transmission can be avoided, ensuring that the collision force is effectively transmitted through the interface.

[0027] According to a second aspect of the present application, the present application provides a vehicle frame, comprising a front longitudinal beam, a sill beam, and a connecting member, wherein the connecting member is connected between the front longitudinal beam and the sill beam.

[0028] According to the above technical means, the brittle defect of the integrated die-cast structure can be solved by integrating the embedded component as the key force transmission component of the connector body into the vehicle frame.

[0029] According to a third aspect of the present application, the present application provides a vehicle comprising the above-mentioned frame.

[0030] According to the above technical means, when the vehicle frame is hit by a collision, energy can be effectively transferred to prevent instability and improve collision safety.

[0031] Beneficial effects of the present invention:

[0032] (1) The present invention uses embedded components to bear the main collision load, avoiding direct fracture of the connector body, and significantly improving the collision performance;

[0033] (2) The connector body of the present invention is lightweighted by using a light alloy, and the embedded components are locally reinforced, which can reduce the weight increase caused by the replacement of the entire material;

[0034] (3) The present invention adopts a die-cast interlocking connection method, which does not require additional fixing parts, thereby reducing the cost of parts and improving the bonding strength. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 An exploded view of the structure of a connector provided by the present invention;

[0036] Figure 2 A schematic diagram of the connection between a connecting member provided by the present invention and a front longitudinal beam and a door sill beam;

[0037] Figure 3 A cross-sectional schematic diagram of the connection between a connecting member provided by the present invention and a front longitudinal beam and a door sill beam;

[0038] Figure 4 For the present invention Figure 3 The enlarged structural diagram of the middle part I;

[0039] Figure 5 A schematic structural diagram of an inlaid component provided by the present invention;

[0040] Figure 6 A side view of a connector provided by the present invention;

[0041] Figure 7 For the present invention Figure 6 Cross-section at AA in the middle;

[0042] Figure 8 For the present invention Figure 7 The enlarged structural diagram of the middle part II;

[0043] Figure 9 For the present invention Figure 7 Schematic diagram of the enlarged structure of part III.

[0044] Among them, 100, connecting part; 10, connecting part body; 11, bottom plate portion; 12, first side plate portion; 13, second side plate portion; 20, inlaid component; 21, first inlaid part; 22, second inlaid part; 23, third inlaid part; 201, arched part; 202, base; 203, flipped hole portion; 204, mounting hole portion; 110, first connecting part; 120, second connecting part; 200, front longitudinal beam; 300, door sill beam. DETAILED DESCRIPTION

[0045] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0046] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0047] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0048] In the description of the embodiments of the present application, the term "plurality" refers to more than two (including two).

[0049] In some embodiments, embodiments of the present application provide a vehicle. The embodiments of the present application do not specifically limit the specific type of vehicle. For example, the vehicle provided in the embodiments of the present application may be an electric vehicle, a hybrid vehicle, or a solar-powered vehicle. Furthermore, the vehicle provided in the embodiments of the present application may also be a vehicle of different forms. For example, the vehicle provided in the embodiments of the present application may be a sedan, a sport utility vehicle (SUV), or a multi-purpose vehicle (MPV).

[0050] In some embodiments, see Figure 2 The present application provides a vehicle frame, which is applied to a vehicle, wherein the vehicle frame includes a front longitudinal beam 200, a sill beam 300, and a connector 100, wherein the connector 100 is connected between the front longitudinal beam 200 and the sill beam 300. The connector 100 can be connected to the front longitudinal beam 200 and the sill beam 300 respectively by bolts.

[0051] For example, when a vehicle collides (such as a head-on collision), the connector 100 can guide the collision force in front of the car to the rear, that is, transfer the impact force received by the front longitudinal beam 200 to the rocker beam position to improve the safety of the occupants of the vehicle.

[0052] Next, see Figures 1-9 , the connectors provided in some embodiments of the present application will be described.

[0053] In some embodiments, see Figure 2 and Figure 3 The present application provides a connector 100 for connecting a front longitudinal beam 200 and a door sill beam 300 of a vehicle. The connector 100 includes a connector body 10 and an inlaid component 20 embedded in the connector body 10. The yield strength of the inlaid component 20 is greater than the yield strength of the connector body 10. It should be noted that the connector body 10 described in this embodiment can be made of lightweight materials (such as aluminum alloys and magnesium alloys), and the inlaid component 20 can be made of high-strength materials (such as hot-formed steel and high-strength steel plates), and its yield strength is significantly higher than that of the connector body 10. It should be noted that Figure 2 The boxed area is the rigid connection area, where the inlaid components are located. The arrows indicate the direction of force transmission during a vehicle collision (e.g., a head-on collision). For example, during a collision, the front longitudinal beam 200 transmits the impact force to the rigid area of ​​the connector 100 (i.e., the area where the inlaid components 20 are embedded). This force is then transferred to the rocker beam 300 through the rigid area, improving the safety of the vehicle occupants.

[0054] It should be noted that the connector body 10 described in this embodiment may be a front cabin body of a vehicle, and there are two inlay components 20 , which are respectively inlaid on both sides of the front cabin body.

[0055] It is understood that during daily vehicle operation, connector 100 can withstand cyclic loads such as road bumps and steering roll (stresses far lower than collision loads). Because connector body 10 has a low yield strength (sufficient to handle daily loads), it has a wider range of elastic deformation and can withstand repeated cyclic stresses with little plastic accumulation, thereby reducing the risk of fatigue fracture. The high yield strength of inlaid component 20 helps reduce the probability of plastic deformation under daily operating conditions, thus avoiding material degradation caused by repeated deformation.

[0056] It should be noted that the yield strength described in this embodiment is a core indicator of a material's mechanical properties. It refers to the minimum stress at which a material begins to undergo irreversible plastic deformation when subjected to a load. When the stress acting on a material exceeds its yield strength, the material undergoes permanent deformation (e.g., stretching, elongation, compression, and concavity) and cannot return to its original shape. If the stress is lower than the yield strength, the material undergoes only elastic deformation.

[0057] On this basis, when the vehicle collides (such as a head-on collision), the front longitudinal beam 200 can transfer the impact force to the inlaid component 20. Since the inlaid component 20 is made of high-strength material, the inlaid component 20 can transfer most of the impact force to the rocker beam 300, dispersing the impact force to improve the safety of the people in the vehicle.

[0058] In some embodiments, see Figure 3 and Figure 4 The connector body 10 includes opposing first and second ends, and the inlay component 20 includes opposing third and fourth ends. The third end is embedded in the first end, and the fourth end is embedded in the second end. The first and third ends form a unitary body comprising a first connecting portion 110, which is used to connect to the front longitudinal beam 200. The second and fourth ends form a unitary body comprising a second connecting portion 120, which is used to connect to the sill beam 300. It will be appreciated that this connection method ensures structural stability.

[0059] It should be noted that the connection method between the inlaid component 20 and the connector body 10 described in this embodiment can be composite inlay, die-casting (ie, the connector body 10 covers the inlaid component 20), gluing or injection molding.

[0060] For example, the third end of the inlay component 20 can be embedded in the first end of the connector body 10, and the fourth end can be embedded in the second end of the connector body 10. The inlay component 20 can be connected to the connector body 10 in such a way that the remaining portion, except for the third and fourth ends, is not connected to the connector body 10. This connection method ensures that the connector 100 is effectively connected to the front longitudinal beam 200 and the rocker beam 300, ensuring that collision energy is effectively transferred in the event of a frontal collision, thereby improving the safety of vehicle occupants.

[0061] For example, the third end of the inlay component 20 can be embedded in the first end of the connector body 10, and the fourth end can be embedded in the second end of the connector body 10. The remaining portion of the inlay component 20, excluding the third and fourth ends, can also be connected to the connector body 10. This connection method integrates the inlay component 20 with the connector body 10, reducing the number of parts and facilitating molding. It also guides the impact force from the front of the vehicle to the rear rocker beam 300, ensuring stable and effective rearward transmission and dissipation of the collision energy, thereby improving the safety of vehicle occupants.

[0062] In some embodiments, see Figure 3 、 Figure 4 and Figure 7 The direction from the end of the connector body 10 connected to the front longitudinal beam 200 to the end connected to the door sill beam 300 is the first direction (see Figure 4The connecting member body 10 includes a bottom plate portion 11 and two connecting members connected to the bottom plate portion 11 along the second direction (see Figure 7 The first side panel portion 12 and the second side panel portion 13 are arranged on opposite sides (as shown in the direction e3 in the figure), the second direction is perpendicular to the first direction, and the second direction is parallel to the bottom panel portion 11. It should be noted that the direction e2 indicated in the figure is a reference direction (i.e., the longitudinal direction of the front longitudinal beam 200).

[0063] The inlay component 20 includes a first inlay portion 21 , a second inlay portion 22 and a third inlay portion 23 that are fixedly connected. The first inlay portion 21 is inlaid in the bottom plate portion 11 , the second inlay portion 22 is inlaid in the first side plate portion 12 , and the third inlay portion 23 is inlaid in the second side plate portion 13 .

[0064] It is understandable that such a design enables the cross section of the inlaid component 20 to be a “U”-shaped structure.

[0065] Specifically, the bottom plate portion 11, the first side plate portion 12, and the second side plate portion 13 of the connector body 10 form a U-shaped cross-section (similar to a "trough-shaped" structure) in the second direction (perpendicular to the first direction and parallel to the bottom plate portion 11). The first, second, and third inlay portions of the inlay component 20 are respectively embedded in these three areas, naturally forming a U-shaped inlay structure that fully matches the U-shaped cross-section of the body. The core of this design is to achieve full interface contact and mechanical synergy between the two through the three-dimensional matching of "body U-shaped cavity + inlay component U-shaped embedding", avoiding the structural shortcomings of traditional two-dimensional inlays (such as inlaying only the bottom plate or one side plate).

[0066] On this basis, when a vehicle collides (especially an offset collision), connector 100 must withstand complex tensile, compressive, and torsional loads. The collision torque is evenly transmitted to the sill beam via the U-shaped inlay component, effectively preventing localized distortion of a single side panel due to the lack of inlay reinforcement.

[0067] In some embodiments, see Figure 9 The inlay component 20 includes at least one arched portion 201, which arches toward one side of the inlay component 20. The at least one arched portion 201 is embedded in the connector body 10. It should be noted that the arched portion 201 described in this embodiment can be one or more. For example, the number of arched portions 201 can be selected according to actual conditions and is not limited here.

[0068] For example, by providing a plurality of arched portions 201 , the coupling force between the inlaid component 20 and the connector body 10 can be effectively enhanced, thereby ensuring the coupling strength.

[0069] On this basis, the structural design of the arched portion 201 can increase the mechanical engagement between the inlaid component 20 and the connector body 10 , similar to a “mortise and tenon” structure, thereby improving interface friction.

[0070] It can be understood that the inlaid component 20 is coupled with the connector body 10 via the arched portion 201 , and can stably transmit energy without delamination during the process of transmitting collision energy.

[0071] In some embodiments, see Figure 9 The arched height of the arched portion 201 is greater than or equal to 3 mm. It should be noted that the arched height of the arched portion 201 described in this embodiment is the position indicated by L3 in the figure.

[0072] It is understandable that during die casting, the aluminum alloy liquid needs to fill the gap between the arched portion and the mold. The height of 3mm is the minimum critical value to meet the fluidity of the aluminum alloy liquid (the minimum filling thickness of the aluminum alloy liquid during die casting is usually 2-3mm). If the height of the arched portion 201 is less than 3mm, the filling may be incomplete due to the rapid condensation speed of the aluminum liquid, forming air holes or cold shut defects. If the arched height of the arched portion 201 is greater than 3mm (such as 4-5mm), based on the original 3mm design advantage, the connection performance of the inlaid component 20 and the connector body 10 can be further improved, but it needs to be comprehensively evaluated in combination with the process feasibility.

[0073] On this basis, by designing the arch of the arched portion 201 to have a height greater than or equal to 3 mm, the arched portion can be embedded in the aluminum alloy to form an interlocking structure, thereby ensuring coupling strength and preventing the embedded component from being delaminated during a collision.

[0074] In some embodiments, see Figure 9 The inlaid component 20 also includes a base 202, the arched portion 201 is connected to the base 202, and the connector body 10 has a first outer surface. The first outer surface is located on the side of the base 202 facing away from the arched portion 201, and the distance from the base 202 to the first outer surface is greater than or equal to 2.5 mm. This ensures that there is sufficient coating thickness to prevent the inlaid component from shifting during die casting, and to prevent the aluminum alloy body from breaking due to insufficient thickness during collision. It should be noted that the distance from the base 202 to the first outer surface described in this embodiment is Figure 9 The position indicated by L4.

[0075] It is understandable that during the die-casting process, the aluminum alloy liquid needs to completely cover the base 202 of the inlaid component 20 to form a continuous metal layer. 2.5mm is the minimum thickness that satisfies the flow filling capacity of the aluminum alloy liquid (the minimum filling thickness of the aluminum alloy liquid in the die-casting mold is usually 2-3mm). If the thickness is less than 2.5mm, the aluminum alloy liquid may condense quickly or have large flow resistance, resulting in unfused, pores or cold shut defects on the outside of the base 202. If the distance from the base 202 to the first outer surface is greater than 2.5mm (such as 3-4mm), the comprehensive performance of the connector 100 can be further improved on the basis of ensuring the reliability of the die-casting process.

[0076] For example, the aluminum alloy layer on the outside of the base 202 acts as a load transfer medium and needs to be thick enough to withstand shear and tensile stresses. The shear strength of a 2.5 mm thick aluminum alloy layer can reach 50 MPa (test standard: GB / T6396-2008).

[0077] It should be noted that the arched portion 201 and base portion 202 described in this embodiment are an integrally formed connection structure. The arched portion 201 and base portion 202 can form a wavy rib, while the multiple ribs in the inlay component 20 can be arranged in a "net-like" pattern. The overall shape of the ribs in this net-like pattern aligns with the structural ribs of the connector body 10 (the front nacelle body) where the inlay component 100 is located, thereby enhancing the coupling force between the inlay component 20 and the connector body 10.

[0078] In some embodiments, see Figure 5 The inlay component 20 further includes at least one turned-out hole portion 203, which is embedded in the connector body 10, and a portion of the material of the connector body 10 is located in the turned-out hole portion 203. It should be noted that the turned-out hole portion 203 described in this embodiment can be one or more. For example, the number of turned-out hole portions 203 can be selected according to actual conditions and is not limited here.

[0079] It should be noted that the multiple hole-turning portions 203 described in this embodiment can be distributed along the first inlay part 21, the second inlay part 22 and the third inlay part 23 of the U-shaped inlay component. The hole-turning of the first inlay part 21 is subjected to tensile load, and the hole-turning of the second inlay part 22 and the third inlay part 23 is subjected to shear load.

[0080] For example, by providing a plurality of punched holes 203 , the coupling force between the inlay component 20 and the connector body 10 can be effectively enhanced, and the coupling strength can be ensured, so that the concentrated load transmitted by the front longitudinal beam 200 can be decomposed into the local loads of the plurality of punched holes 203 .

[0081] On this basis, by providing a turned hole portion 203 on the inlay component 20 and filling it with the material of the connector body 10, a "metal rivet" type mechanical interlock can be formed, which greatly improves the interface bonding strength.

[0082] It is understood that the embossed hole 203 is a through-hole punched into the inlay component 20 (e.g., a high-strength steel plate). During die-casting, the aluminum alloy liquid fills the embossed hole and solidifies, forming an interlocking structure in which the aluminum alloy column is embedded in the embossed hole. This interlocking structure is integrally formed through die-casting, eliminating the need for additional connectors and providing axial pull-out resistance and circumferential shear resistance. In the event of a vehicle collision, the aluminum alloy column within the embossed hole can withstand the impact, preventing the inlay component 20 from dislodging or slipping from the connector body 10, thereby ensuring that the connection between the front longitudinal beam 200 and the rocker beam 300 does not fail.

[0083] As a possible scenario, see Figure 5 The inlay component 20 may further include at least one mounting hole 204, which is embedded in the connector body 10, with a portion of the material of the connector body 10 located within the mounting hole 204. It should be noted that the mounting hole 204 described in this embodiment may be one or more, and the specific number is not limited herein. The inner diameter of the mounting hole 204 is greater than or equal to the inner diameter of the mounting hole 203.

[0084] It is understood that by providing the mounting hole 204 and filling it with the material of the connector body 10, the composite connection structure can be further strengthened. When the vehicle collides, the aluminum alloy column in the mounting hole 204 can serve as an auxiliary force transmission medium to share the load of the flip hole 203.

[0085] In some embodiments, see Figure 5 and Figure 8 , the height of the folding hole portion 203 along the axial direction is greater than or equal to 3mm, and / or, the thickness of the portion of the connector body 10 located in front of the folding hole portion 203 is greater than or equal to 2mm, and / or, the inner diameter of the folding hole portion 203 is greater than or equal to 6mm. It should be noted that the axial direction described in this embodiment refers to the axial direction of the folding hole. It should be noted that the height of the folding hole portion 203 along the axial direction described in this embodiment is Figure 8 The thickness of the portion of the connector body 10 located in front of the hole portion 203 is Figure 8 The position indicated by L1; the inner diameter of the turning hole portion 203 is Figure 8 The position indicated by D1.

[0086] Exemplarily, the axial height of the hole-turning portion 203 is greater than or equal to 3 mm, which can effectively ensure the depth and stability of the mechanical interlocking. It is understandable that the axial height of the hole-turning portion 203 determines the length of the "metal rivet" after the aluminum alloy liquid is filled. When the height is greater than or equal to 3 mm, the contact area between the aluminum alloy column (metal rivet) and the hole-turning is improved, and the pull-out resistance and circumferential shear resistance can be effectively enhanced. If the axial height of the hole-turning portion 203 is less than 3 mm (such as 2 mm or less), it will easily lead to insufficient mechanical interlocking strength, reduced process reliability, and may cause the risk of chain failure.

[0087] For example, the thickness of the portion of the connector body 10 located in front of the embossed portion 203 is greater than or equal to 2 mm, ensuring the supporting rigidity of the aluminum alloy layer. It is understood that the thickness of the aluminum alloy in front of the embossed portion 203 directly affects its ability to resist extrusion from the inlaid component 20. When the thickness is greater than or equal to 2 mm, the aluminum alloy layer exhibits excellent compressive strength, capable of withstanding the compressive force of the inlaid component 20 during a collision. If the thickness is less than 2 mm, the compressive strength decreases, potentially causing dents due to extrusion.

[0088] For example, the inner diameter of the punched hole portion 203 is greater than or equal to 6 mm, which can balance filling efficiency and structural lightweight. If the inner diameter of the punched hole portion 203 is less than 6 mm (such as 5 mm or less), the filling efficiency of the aluminum alloy liquid will be reduced and the structural strength will be insufficient.

[0089] In some embodiments, see Figure 4 The inlaid component 20 includes a sheet metal part, and / or the material of the connector body 10 includes a magnesium alloy or an aluminum alloy.

[0090] For example, the inlay component 20 is made of sheet metal and can be made into complex shapes (such as U-shaped cross-sections, wave ribs, and flip-hole structures) through a stamping process, accurately matching the die-casting mold cavity to ensure three-dimensional interlocking with the connector body 10.

[0091] For example, since magnesium-aluminum alloy has good liquid fluidity, it is suitable for complex cavity die casting, that is, it can wrap the inlaid component 20 with a complex structure.

[0092] For example, aluminum alloys can absorb energy through plastic deformation during collisions. It is understood that the sheet metal components, formed by the aluminum alloy liquid, bear the primary tensile and compressive loads, while the aluminum alloy absorbs impact energy through plastic deformation. The two components interlock through the punched portion 203, the arched portion 201, and the base 202, forming a collision-resistant structure.

[0093] In some embodiments, see Figure 4 , the material of the connector body 10 is in contact with the surface of the embedded component 20.

[0094] It is understandable that the surfaces of the connector body 10 (magnesium alloy / aluminum alloy) and the inlaid component 20 (high-strength steel sheet metal) are directly connected (without gap), which can achieve high-strength connection and efficient stress transfer.

[0095] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A connector for connecting a front longitudinal beam (200) and a door sill beam (300) of a vehicle, characterized in that: The connector (100) comprises a connector body (10) and an inlay component (20) inlaid in the connector body (10); the yield strength of the inlay component (20) is greater than the yield strength of the connector body (10).

2. The connector according to claim 1, wherein: The connector body (10) includes a first end and a second end relative to each other, and the inlay component (20) includes a third end and a fourth end relative to each other, the third end is inlaid in the first end, and the fourth end is inlaid in the second end, the first end and the third end form a whole body provided with a first connecting portion (110), and the first connecting portion (110) is used to connect to the front longitudinal beam (200); the second end and the fourth end form a whole body provided with a second connecting portion (120), and the second connecting portion (120) is used to connect to the door sill beam (300).

3. The connector according to claim 1, wherein: The direction in which one end of the connector body (10) connected to the front longitudinal beam (200) points to one end connected to the door sill beam (300) is a first direction, and the connector body (10) includes a bottom plate portion (11) and a first side plate portion (12) and a second side plate portion (13) respectively connected to two opposite sides of the bottom plate portion (11) arranged along a second direction, wherein the second direction is perpendicular to the first direction and parallel to the bottom plate portion (11); The inlay component (20) comprises a first inlay portion (21), a second inlay portion (22) and a third inlay portion (23) which are fixedly connected, wherein the first inlay portion (21) is inlaid in the bottom plate portion (11), the second inlay portion (22) is inlaid in the first side plate portion (12), and the third inlay portion (23) is inlaid in the second side plate portion (13).

4. The connector according to claim 1, wherein: The inlaid component (20) comprises at least one arched portion (201), wherein the arched portion (201) arches toward one side of the inlaid component (20), and the at least one arched portion (201) is inlaid in the connector body (10).

5. The connector according to claim 4, characterized in that The arch height of the arched portion (201) is greater than or equal to 3 mm.

6. The connecting piece according to claim 4, characterized in that The inlaid component (20) also includes a base (202), the arched portion (201) is connected to the base (202), and the connector body (10) has a first outer surface, which is located on the side of the base (202) facing away from the arched portion (201), and the distance from the base (202) to the first outer surface is greater than or equal to 2.5 mm.

7. The connector according to claim 1, wherein: The inlaid component (20) further comprises at least one hole-turning portion (203), wherein the at least one hole-turning portion (203) is inlaid in the connector body (10), and part of the material of the connector body (10) is located in the hole-turning portion (203).

8. The connecting piece according to claim 7, characterized in that The height of the folded hole portion (203) along the axial direction is greater than or equal to 3 mm; and / or the thickness of the portion of the connector body (10) located in front of the folded hole portion (203) is greater than or equal to 2 mm; and / or the inner diameter of the folded hole portion (203) is greater than or equal to 6 mm.

9. The connector according to claim 1, wherein: The inlaid component (20) comprises a sheet metal part; and / or the material of the connector body (10) comprises a magnesium alloy or an aluminum alloy.

10. The connector according to claim 1, wherein: The material of the connector body (10) is in contact with the surface of the inlaid component (20).

11. A vehicle frame, characterized in that: The vehicle comprises a front longitudinal beam (200), a door sill beam (300), and a connecting member (100) according to any one of claims 1 to 10, wherein the connecting member (100) is connected between the front longitudinal beam (200) and the door sill beam (300).

12. A vehicle, characterized in that: The vehicle frame comprising the vehicle frame according to claim 11.

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