Connecting structure and vehicle provided with same

Abstract

This application relates to the field of vehicle body technology and provides a connection structure and a vehicle body having the same. The connection structure includes a connection groove on a first vehicle body component, a stiffener plate located in the connection groove, and a stiffener groove at the end of a second vehicle body component. The end of the second vehicle body component is inserted into the connection groove and welded to the first vehicle body component. The stiffener plate is inserted into the stiffener groove and welded to the second vehicle body component. The connection structure described in this application allows the first and second vehicle body components to be welded not only at the boundary of the connection groove but also by welding the stiffener plate and the stiffener groove. This extends the welding point from a single component boundary to the internal stiffener structure, increasing the connection area and resulting in a more uniform stress distribution. This effectively avoids the localized stress concentration problem that may occur with traditional single-boundary welding, improving the connection strength between the first and second vehicle body components and contributing to the overall performance improvement of the vehicle body.

Description

Technical Field

[0001] This application relates to the field of vehicle body technology, and in particular to a connection structure and a vehicle equipped with it. Background Technology

[0002] Currently, the connection between two components in a vehicle body is typically achieved through welding or bolting. Welding is widely used in vehicle bodies due to its high connection strength and good sealing performance. However, current technology often results in relatively weak weld strength between two welded vehicle body components, which is detrimental to improving the overall performance of the vehicle body. Utility Model Content

[0003] In view of this, this application aims to propose a connection structure to improve the welding strength between the first body component and the second body component, thereby improving the overall performance of the vehicle body.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0005] A connection structure suitable for connecting a first body component and a second body component in a vehicle together, comprising a connection groove provided on the first body component, a rib plate located in the connection groove, and a rib groove provided at the end of the second body component;

[0006] The end of the second body component is inserted into the connecting groove and welded to the first body component. The rib plate is inserted into the rib groove and welded to the second body component.

[0007] Furthermore, the connection length between the rib plate and the rib groove in the first direction is greater than the connection length between the second body component and the connecting groove in the first direction;

[0008] Wherein, the first direction is the arrangement direction of the second body component in the vehicle.

[0009] Furthermore, the connecting groove is open on one side in the second direction, and the rib has a first protruding portion on one side in the second direction, the first protruding portion extending outward from the open side of the connecting groove;

[0010] The first protruding portion is located outside the rib groove, and the bottom of the first protruding portion is welded to the second body component;

[0011] Wherein, the second direction is perpendicular to the first direction, and the stiffeners are arranged along the second direction.

[0012] Furthermore, the rib plate has a second outwardly protruding portion on the other side in the second direction, and the second outwardly protruding portion is located outside the rib groove;

[0013] One end of the second protruding portion, near the second body component, is welded to the second body component.

[0014] Furthermore, the end of the second protruding portion away from the second body component extends along the first direction, and the end of the second protruding portion away from the second body component extends to connect with the peripheral structure in the first body component.

[0015] Furthermore, the stiffeners are a plurality of those arranged at intervals in the connecting groove.

[0016] Furthermore, at least one of the first body component and the second body component is made of aluminum alloy or magnesium alloy; and / or,

[0017] The first body component is cast, and the second body component is extruded.

[0018] Furthermore, the first body component is provided with mounting protrusions located on both sides of the connecting groove, and the mounting protrusions are provided with suspension mounting points.

[0019] Compared with related technologies, this application has the following advantages:

[0020] (1) The connection structure described in this application allows for quick alignment of the two components during connection by inserting the end of the second body component into the connection groove and welding it to the first body component, and by inserting the rib plate into the rib groove and welding it to the second body component. This improves assembly efficiency and facilitates welding operations. Moreover, the first body component and the second body component are welded not only at the boundary of the connection groove, but also by welding the rib plate to the rib groove. This extends the welding point from a single component boundary to the internal rib structure, increasing the connection area and making the stress distribution more uniform. This effectively avoids the problem of cracking caused by local stress concentration in traditional single-boundary welding, significantly improving the connection strength between the first body component and the second body component, thereby improving the overall performance of the vehicle body.

[0021] (2) By making the connection length between the stiffener plate and the stiffener groove in the first direction greater than the connection length between the second body part and the connecting groove in the first direction, not only can the welding area between the stiffener plate and the stiffener groove be larger and the connection strength be greater, but it is also beneficial for the load in the first direction to be transferred to a wider area through the stiffener plate, so that the connection structure has a more uniform stress distribution in the first direction. This can effectively reduce the problem of excessive stress at the weld edge in traditional single-boundary welding and extend the service life of the connection structure.

[0022] (3) By making the first protruding part of the stiffener on one side of the second direction extend to the outside of the stiffener groove and its bottom is welded to the second body part, the connection area between the first body part and the second body part can be further increased, which helps to improve the tensile and shear resistance of the connection structure, thereby further improving the connection strength between the first body part and the second body part.

[0023] (4) By making the stiffener plate have a second protruding portion on the other side of the second direction and connecting the second portion to the second body component, not only can the connection area and strength between the first body component and the second body component be increased, but also, since the first protruding portion and the second protruding portion are located on both sides of the stiffener plate in the second direction and are both welded to the second body component, the problem of stress bias to one side due to unilateral welding can be effectively avoided, reducing excessive wear or damage caused by uneven stress in local areas, and effectively reducing the risk of connection structure failure.

[0024] (5) By extending the second protruding portion along the first direction and connecting it with the peripheral structure of the first body component, the structure and stability of the second protruding portion can be improved, which is conducive to ensuring its effective connection and support to the second body component. Moreover, the load can be transferred more smoothly to other areas of the first body component through the second protruding portion, which can effectively avoid the problem of excessive local stress and significantly improve the load-bearing capacity of the connection structure in the first direction.

[0025] (6) By setting multiple spaced stiffeners and welding them one-to-one with the rib grooves of the second body component, the load between the two body components can be transferred simultaneously through multiple stiffeners. This can effectively avoid the problem of local stress concentration that may occur when a single stiffener bears the load, and can significantly improve the overall load-bearing capacity and fatigue resistance of the connection structure. Moreover, the spaced arrangement of multiple stiffeners can improve the bending and torsional resistance of the connection structure. When the vehicle is subjected to lateral force, multiple stiffeners can jointly resist bending and torsional deformation.

[0026] (7) By making at least one of the first and second body components from aluminum or magnesium alloys, the overall weight of the body components can be significantly reduced, while maintaining good strength and toughness to meet the structural strength requirements of the body components. Casting the first body component allows for the flexible manufacture of complex structures such as stiffeners, ensuring structural integrity and reducing subsequent processing steps. Extrusion molding the second body component provides better mechanical properties, meeting the strength requirements of the body components in specific directions.

[0027] (8) By providing mounting protrusions on both sides of the connecting groove on the first body component and setting suspension mounting points on the mounting protrusions, the connecting structure not only undertakes the connection function between the first body component and the second body component, but can also directly serve as the mounting carrier of the vehicle suspension system. Thus, the long-term reliability of the suspension system can be improved by relying on the structural strength of the connecting structure itself.

[0028] Another object of this application is to provide a vehicle having the connection structure described above.

[0029] (1) The vehicle described in this application, by setting the connection structure as described above, can improve the overall strength of the connection between the first body component and the second body component, effectively avoid local stress concentration, reduce the risk of fatigue fracture at the connection point, and help extend the service life of the body structure.

[0030] (2) By setting the first body parts as two oppositely arranged, and the second body parts are located between the two and connected at both ends, the load generated during the vehicle's operation can be evenly transmitted to the first body parts on both sides, avoiding structural tilting or deformation caused by excessive force on one side, which is conducive to significantly improving the overall rigidity and torsional performance of the body frame. Attached Figure Description

[0031] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0032] Figure 1 This is a schematic diagram of the connection structure described in the embodiments of this application;

[0033] Figure 2 for Figure 1 Enlarged view of section A;

[0034] Figure 3 This is a schematic diagram of the connection structure described in the embodiments of this application from another perspective;

[0035] Figure 4 for Figure 3 Enlarged view of section B;

[0036] Figure 5 This is a schematic diagram of the connection structure described in the embodiments of this application from another perspective;

[0037] Figure 6 for Figure 5 A cross-sectional view of the CC line;

[0038] Figure 7 for Figure 5 Sectional view of the DD line;

[0039] Figure 8 This is a schematic diagram of the structure of the first vehicle body component described in an embodiment of this application;

[0040] Figure 9 for Figure 8 Enlarged view of section E in the middle;

[0041] Figure 10 This is a structural schematic diagram of the first vehicle body component described in an embodiment of this application from another perspective;

[0042] Figure 11 for Figure 10 Enlarged view of section F in the middle;

[0043] Figure 12 This is a schematic diagram of the structure of the second body component described in the embodiments of this application;

[0044] Figure 13 This is a structural schematic diagram of the second body component described in an embodiment of this application from another perspective.

[0045] Explanation of reference numerals in the attached figures:

[0046] 1. First body component; 101. Connecting groove; 102. Rib plate; 1021. First protruding part; 1022. Second protruding part; 103. Mounting protrusion; 104. Mounting seat;

[0047] 2. Second body components;

[0048] 201. Rib groove. Detailed Implementation

[0049] To make the technical solution and advantages of this application 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 application.

[0050] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0051] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0052] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0053] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, 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 more embodiments or examples.

[0054] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0055] An embodiment of the first aspect of this application provides a connection structure suitable for connecting a first body component 1 and a second body component 2 in a vehicle together, so as to improve the welding strength between the first body component 1 and the second body component 2 and improve the overall performance of the vehicle body.

[0056] In related technologies, the connection between two components in a vehicle body typically includes welding and bolting. Welding, with its high connection strength and good sealing properties, is widely used in aluminum component connections. Specifically, it includes MIG welding (gas metal arc welding) and spot welding. Compared to other welding processes, MIG welding is more widely used in actual production due to its advantages such as simple operation, lighter overall weight of the welded workpiece, and the elimination of the need for pre-drilled mounting holes on the connectors or additional riveting standard parts.

[0057] During MIG welding, a groove is typically created on the first body component 1. The size of this groove is matched to the size of the part of the second body component 2 to be welded, ensuring a good fit between the two components at the groove location. Then, MIG welding is used to connect the first body component 1 and the second body component 2 at their mating boundary. However, this conventional MIG welding method often results in a weak connection between the first body component 1 and the second body component 2, which is detrimental to improving the overall performance of the vehicle body.

[0058] In view of this, in order to overcome the shortcomings of related technologies, the connection structure in this embodiment combines... Figures 1 to 7 As shown, the overall design includes a connecting groove 101 on the first body component 1, a stiffening plate 102 located in the connecting groove 101, and a stiffening groove 201 at the end of the second body component 2. The end of the second body component 2 is inserted into the connecting groove 101 and welded to the first body component 1, while the stiffening plate 102 is inserted into the stiffening groove 201 and welded to the second body component 2.

[0059] Therefore, by inserting the end of the second body component 2 into the connecting groove 101 and welding it to the first body component 1, and by inserting the stiffener 102 into the stiffener groove 201 and welding it to the second body component 2, the two components can be quickly aligned during connection, improving assembly efficiency and facilitating welding operations.

[0060] Moreover, the first body component 1 and the second body component 2 can be welded not only at the boundary of the connecting groove 101, but also the stiffener 102 and the stiffener groove 201 can be connected by welding. This extends the welding point from a single component boundary to the internal stiffener structure, which can increase the connection area and make the stress distribution more uniform. It can effectively avoid the problem of cracking caused by local stress concentration in traditional single boundary welding, and can significantly improve the connection strength between the first body component 1 and the second body component 2, thereby improving the overall performance of the vehicle body.

[0061] Based on the above overview, specifically, let's continue to combine... Figures 1 to 7 As shown, the first body component 1 in this embodiment is elongated and may be two oppositely arranged. The two ends of the second body component 2 are respectively connected to the second body component 2 through the following connection structure, so that the two ends of the second body component 2 have a high connection strength with the corresponding ends of the first body component 1, which is beneficial to improving the overall vehicle performance.

[0062] In some exemplary embodiments, multiple stiffeners 102 are spaced apart in the connecting grooves 101. Correspondingly, multiple rib grooves 201 are formed on the second body component 2, corresponding one-to-one with the stiffeners 102. Here, by setting multiple spaced stiffeners 102 and making them correspond one-to-one with the rib grooves 201 of the second body component 2 and welding them, not only can the connection area and connection strength between the first body component 1 and the second body component 2 be further increased, but the overall rigidity between the first body component 1 and the second body component 2 can also be enhanced, reducing the risk of connection failure due to deformation. Moreover, it also allows the load between the two body components to be transferred simultaneously through multiple stiffeners 102, effectively avoiding the problem of local stress concentration that may occur when a single stiffener 102 bears the load, and allowing the load to be distributed more evenly in the connection area.

[0063] Furthermore, when the vehicle body is subjected to torsional torque, these stiffeners 102 can constrain the relative rotation of the two components from different positions. Compared to a single stiffener 102, the multi-stiffener structure can more effectively resist torsional forces, suppress relative deformation between components, and improve the stability of the connection structure.

[0064] In specific implementation, such as Figures 8 to 11 As shown, the stiffener 102 can be set as a rectangle, and two can be set at intervals, correspondingly, as... Figure 12 and Figure 13 As shown, there are two rib grooves 201 that correspond one-to-one with the rib plate 102, and each rib groove 201 passes through the second body component 2 so that the load between the two body components can be transferred simultaneously through the two rib plates 102. It can be understood that the number of rib plates 102 and rib grooves 201 can be adjusted according to specific circumstances, such as setting them to three, four or other numbers that are spaced apart.

[0065] In addition, such as Figure 6 As shown, the single-sided gap between the stiffening plate 102 and the stiffening groove 201 can be set at 0.4mm-0.6mm. This setting provides reasonable operating space for the stiffening plate 102 to be inserted into the stiffening groove 201. This gap is neither too large, which would cause the stiffening plate 102 to wobble in the stiffening groove 201 and affect the initial positioning, nor too small, which would cause assembly jamming or difficulty in insertion. At the same time, it can also prevent defects such as burn-through caused by heat concentration during welding due to an insufficient gap, and prevent problems such as porosity and cracks due to an excessive gap. Moreover, in specific implementation, the single-sided gap between the stiffening plate 102 and the stiffening groove 201 can be set to 0.5mm.

[0066] In some exemplary embodiments, the connection length of the stiffening plate 102 and the stiffening groove 201 in the first direction is greater than the connection length of the second body component 2 and the connecting groove 101 in the first direction. The first direction refers to the arrangement direction of the second body component 2 in the vehicle. Because the connection length of the stiffening plate 102 and the stiffening groove 201 in this first direction is longer, their welding area is larger and the contact fit is more complete, providing stronger shear and tensile resistance, and preventing relative slippage or breakage of the connection structure in the first direction.

[0067] Furthermore, because the welding length of the second body component 2 to the connecting groove 101 in the first direction is relatively short during conventional welding, it is prone to failure due to excessive local stress under load. In this case, by welding a longer length of stiffener 102 to the stiffener groove 201, it can complement the boundary welding, significantly improving the fatigue resistance of the overall structure. Moreover, the longer connection between the stiffener 102 and the stiffener groove 201 allows the load in the first direction to be transferred to a wider area through the stiffener 102, resulting in a more uniform stress distribution in the first direction. This effectively reduces the problem of excessive stress at the weld edge in traditional single-boundary welding, extending the service life of the connection structure.

[0068] Based on the fact that the connection length between the stiffening plate 102 and the stiffening groove 201 in the first direction is greater than the connection length between the second body component 2 and the connecting groove 101 in the first direction, the connection continues to be combined. Figures 1 to 7 As shown in the illustration, in some exemplary embodiments, the connecting groove 101 is open on one side in the second direction, and the rib 102 has a first protruding portion 1021 on one side in the second direction, extending outward from the open side of the connecting groove 101. Furthermore, the first protruding portion 1021 is located outside the rib groove 201, and its bottom is welded to the second body component 2. The second direction is perpendicular to the first direction, and the rib 102 is arranged along the second direction.

[0069] At this time, by making the first protruding portion 1021 of the stiffener 102 on one side of the second direction extend to the outside of the stiffener groove 201 and its bottom is welded to the second body part 2, the welding area between the first body part 1 and the second body part 2 is further increased, the tensile and shear resistance of the connection structure is improved, and the load-bearing performance in the second direction is especially enhanced.

[0070] For specific implementation, see Figures 8 to 11 As shown, the connecting groove 101 is located at one end of the length direction of the first body component 1, and the connecting groove 101 is a rectangular groove. The second body component 2 is a beam structure with a rectangular cross-section; the first direction is the same as the length direction of the first body component 1, and the second direction is the same as the thickness direction of the second body component 2. Additionally, as... Figure 4 and Figure 7 As shown, the length of the stiffener 102 is greater than the length of the connecting groove 101, and it has an extended section extending outward along the opening of the connecting groove 101, so that the connection length of the stiffener 102 and the stiffener groove 201 in the first direction is greater than the connection length of the second body component 2 and the connecting groove 101 in the first direction.

[0071] Additionally, in the second direction, the bottom of the stiffener 102 extends outward relative to the connecting groove 101, such that the first protruding portion 1021 is located outside the stiffener groove 201 and extends outward from the open side of the connecting groove 101. Figure 7 As shown, in specific manufacturing, the protrusion height H1 of the first protruding portion 1021 in the second direction can be between 4mm and 7mm to provide sufficient operating space for welding tools (such as MIG welding torches). At the same time, it avoids increasing welding difficulty due to excessive height, which helps reduce defects such as porosity and incomplete fusion caused by excessively deep welding. Furthermore, the protrusion height of 4mm-7mm also allows the first protruding portion 1021 to have sufficient cross-sectional area to transfer loads, effectively enhancing the load-bearing capacity of the connection structure in the second direction.

[0072] In addition, it is possible to Figure 2 and Figure 4 As shown by the thick solid line, a weld bead extending along the length direction of the stiffener 102 is also formed between the stiffener 102 and the second body component 2, in order to further improve the connection strength between the first body component 1 and the second body component 2. Meanwhile, as... Figure 4 As shown, the weld beads formed between the second body component 2 and the edge of the connecting groove 101 (shown by the thick solid line in the figure) can form multiple weld beads between the bottom of the first body component 1 and the second body component 2, which can significantly increase the connection strength between the first body component 1 and the second body component 2.

[0073] Furthermore, in order to improve the structural strength of the second body component 2, such as Figure 12 As shown, a partition is provided inside the second body component 2 along its length, dividing the interior of the second body component 2 into multiple compartments. This partition reduces the impact of the rib grooves 201 on the strength of the second body component 2, thereby effectively ensuring the structural strength of the second body component 2. Furthermore, to prevent stress concentration during welding of the second body component 2 to the first body component 1, such as... Figure 12 As shown, a notch is provided at the pointed corner of the end of the second body component 2.

[0074] In this embodiment, it is still combined with Figures 1 to 7As shown, in some exemplary embodiments, the rib 102 has a second protruding portion 1022 on the other side of the second direction, and the second protruding portion 1022 is located outside the rib groove 201. The end of the second protruding portion 1022 near the second body component 2 is welded to the second body component 2.

[0075] Here, by adding a second protruding portion 1022 on the other side of the stiffener 102 in the second direction and welding it, it can be welded to the existing first protruding portion 1021, further increasing the welding contact area and making the connection between the first body component 1 and the second body component 2 more robust. Simultaneously, the provision of the second protruding portion 1022 and its welding to the second body component 2, together with the first protruding portion 1021, create a more comprehensive constraint on the stiffener 102 and the second body component 2 in the second direction. This allows for more effective force transmission, suppresses relative rotation between the two components, and thus improves the overall torsional stiffness of the connection structure.

[0076] In this embodiment, it is still combined with Figures 1 to 7 As shown, the second protruding portion 1022 extends outward from the top of the connecting groove 101 along the second direction. Furthermore, in specific implementations, the protrusion height H2 of the second protruding portion 1022 in the second direction can be set between 4mm and 8mm to provide sufficient operating space for welding tools (such as MIG welding torches). At the same time, it avoids increasing welding difficulty due to excessive height, and helps reduce defects such as porosity and incomplete fusion caused by excessively deep welding.

[0077] At this time, based on the provision of the second protruding portion 1022, in some exemplary embodiments of this embodiment, the end of the second protruding portion 1022 away from the second body component 2 extends along the first direction, and the end of the second protruding portion 1022 away from the second body component 2 extends to connect with the peripheral structure in the first body component 1.

[0078] This design allows force transmission to be no longer limited to the local connection area, but to be more smoothly transmitted to a wider area of ​​the first body component 1. At this time, the stress originally concentrated near the connecting groove 101 and the stiffener 102 can be dispersed to the surrounding structure, which can effectively avoid excessive local stress and thus improve the load-bearing capacity of the connection structure in the first direction.

[0079] On the other hand, the connection between the second protruding portion 1022 and the surrounding structure of the first body component 1 not only strengthens the connection between the stiffener 102 and the first body component 1, but also greatly improves the structural strength and stability of the second protruding portion 1022 itself, effectively preventing local failures such as fractures, ensuring its effective connection and support for the second body component 2, and further extending the service life of the connection structure.

[0080] In this embodiment, as Figure 2 As shown, a protruding portion is formed on one side of the connecting groove 101 on the first body component 1, and a second protruding portion 1022 extends along the first direction and is connected to the protruding portion. This further increases the connection strength between the first body component 1 and the second body component 2, and improves the continuity of force transmission between the two components, thereby effectively preventing connection structure failure due to excessive local stress.

[0081] Furthermore, in some exemplary embodiments, the first body component 1 is provided with mounting protrusions 103 located on both sides of the connecting groove 101, and the mounting protrusions 103 are provided with suspension mounting points. This arrangement allows the connecting structure to not only serve as a connection between the first body component 1 and the second body component 2, but also to directly function as a mounting carrier for the vehicle suspension system. This, in turn, improves the long-term reliability of the suspension system by leveraging the structural strength of the connecting structure itself.

[0082] In this embodiment, during specific implementation, it can be as follows: Figure 2 As shown, mounting protrusions 103 are provided on both sides of the protruding portion of the first body component 1, and each mounting protrusion 103 has a through mounting hole at its top. Thus, the suspension can be mounted on the mounting protrusions 103 using fasteners such as bolts passing through the mounting holes. At this time, the mounting protrusions 103, with the help of the rigidity of the stiffeners 102 and the connecting groove 101, can transmit the vibration energy of the suspension to the second body component 2 through the connecting groove 101, thereby enhancing the vibration damping effect by utilizing the dispersed vibration of the two body components.

[0083] In addition, in specific implementation, such as Figure 2 As shown, a cavity structure can be provided on the first body component 1 to reduce the overall weight, and reinforcing ribs can be provided inside the cavity. In this case, in order to further improve the overall structural strength, the reinforcing ribs and stiffening plates 102 can be arranged alternately.

[0084] In some exemplary embodiments, at least one of the first body component 1 and the second body component 2 is made of aluminum alloy or magnesium alloy. In this embodiment, for example, both the first body component 1 and the second body component 2 may be made of aluminum alloy to significantly reduce the overall weight of the body component and to provide good strength and toughness, thus meeting the structural strength requirements of the body component.

[0085] It is worth noting that, in addition to making both the first body component 1 and the second body component 2 made of aluminum alloy, it is also possible to make only the first body component 1 or the second body component 2 made of aluminum alloy, and make the other component made of magnesium alloy or other materials. Alternatively, the first body component 1 and the second body component 2 can both be made of plastic, or one of them can be made of aluminum and the other of steel.

[0086] In this embodiment, in some exemplary implementations, the first body component 1 is cast, and the second body component 2 is extruded. By casting the first body component 1, complex structures such as the rib plate 102 can be flexibly manufactured, ensuring structural integrity and reducing subsequent processing steps. Extruding the second body component 2 gives it better mechanical properties, meeting the strength requirements of the body component.

[0087] It is worth noting that, regarding the connection structure of this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 13 As shown, it may include, for example, a connecting groove 101 provided on the first body component 1, a stiffening plate 102 located in the connecting groove 101, and a stiffening groove 201 provided at the end of the second body component 2. The end of the second body component 2 is inserted into the connecting groove 101 and welded to the first body component 1, and the stiffening plate 102 is inserted into the stiffening groove 201 and welded to the second body component 2.

[0088] The connection length of the rib plate 102 and the rib groove 201 in the first direction is greater than the connection length of the second body component 2 and the connecting groove 101 in the first direction, wherein the first direction is the arrangement direction of the second body component 2 in the vehicle.

[0089] Furthermore, the connecting groove 101 is open on one side in the second direction, and the rib 102 has a first protruding portion 1021 on one side in the second direction, which extends outward from the open side of the connecting groove 101. The first protruding portion 1021 is located outside the rib groove 201, and the bottom of the first protruding portion 1021 is welded to the second body component 2. The second direction is perpendicular to the first direction, and the rib 102 is arranged along the second direction.

[0090] In addition, the stiffener 102 has a second protruding portion 1022 on the other side in the second direction. The end of the second protruding portion 1022 near the second body component 2 is welded to the second body component 2.

[0091] In the preferred embodiment of the above connection structure, the specific configuration and arrangement of the first body component 1 and the second body component 2 can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the first body component 1 and the second body component 2 can also be referred to the descriptions in the above exemplary embodiments.

[0092] The connection structure of this embodiment, with the above design, can not only increase the connection area and connection strength between the first body component 1 and the second body component 2, but also does not require changing the production process or adding riveting or screwing structures, thus achieving high production efficiency.

[0093] An embodiment of the second aspect of this application provides a vehicle having the connection structure described above.

[0094] In some of these exemplary implementations, reference is still made to... Figures 1 to 4 As shown, there are two first body parts 1 arranged opposite each other, and the second body part 2 is located between the two first body parts 1, with both ends of the second body part 2 connected to the corresponding first body part 1.

[0095] In this embodiment, by arranging the two first body parts 1 opposite each other and connecting the two ends of the second body part 2 respectively, the overall structure forms a symmetrical layout in the vehicle. This symmetrical design allows the loads generated during vehicle operation (such as lateral forces during cornering and impact forces during bumps) to be evenly distributed to the first body parts 1 on both sides, avoiding structural tilting or deformation caused by excessive force on one side, and significantly improving the overall rigidity and torsional performance of the body frame.

[0096] In specific implementation, as shown in Figure 1, the first body component 1 can be used as the longitudinal beam of the subframe, and the second body component 2 can be used as the front crossbeam of the subframe. To facilitate the connection between the first body component 1 and the rear floor longitudinal beam, as shown in Figure 1, upwardly protruding mounting seats 104 are provided at both the front and rear ends of the first body component 1. These mounting seats 104 allow the first body component 1 to be securely mounted onto the rear floor longitudinal beam. The aforementioned mounting protrusions 103 are specifically used to mount the engine mount. Their symmetrical arrangement on both sides of the connecting groove 101 provides a stable support base for the engine mount, effectively transmitting and dispersing the vibrations and loads generated during engine operation.

[0097] The vehicle in this embodiment, by setting the connection structure as described above, can effectively avoid local stress concentration, reduce the risk of fatigue fracture at the connection points, and help extend the service life of the vehicle body structure.

[0098] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A connection structure suitable for connecting a first body component (1) and a second body component (2) in a vehicle together, characterized in that: It includes a connecting groove (101) provided on the first body component (1), a stiffener (102) located in the connecting groove (101), and a stiffener groove (201) provided at the end of the second body component (2). The end of the second body component (2) is inserted into the connecting groove (101) and welded to the first body component (1). The rib plate (102) is inserted into the rib groove (201) and welded to the second body component (2).

2. The connection structure according to claim 1, characterized in that: The connection length of the rib plate (102) and the rib groove (201) in the first direction is greater than the connection length of the second body component (2) and the connecting groove (101) in the first direction; The first direction is the arrangement direction of the second body component (2) in the vehicle.

3. The connection structure according to claim 2, characterized in that: The connecting groove (101) is open on one side in the second direction, and the stiffener (102) has a first protruding portion (1021) on one side in the second direction, the first protruding portion (1021) extending outward from the open side of the connecting groove (101); The first protruding portion (1021) is located outside the rib groove (201), and the bottom of the first protruding portion (1021) is welded to the second body component (2); Wherein, the second direction is perpendicular to the first direction, and the stiffener (102) is arranged along the second direction.

4. The connection structure according to claim 3, characterized in that: The rib plate (102) has a second protruding portion (1022) on the other side of the second direction, and the second protruding portion (1022) is located outside the rib groove (201); The end of the second protruding portion (1022) near the second body component (2) is welded to the second body component (2).

5. The connection structure according to claim 4, characterized in that: The second protruding portion (1022) extends along the first direction at one end away from the second body component (2), and the second protruding portion (1022) extends to connect with the peripheral structure in the first body component (1) at one end away from the second body component (2).

6. The connection structure according to claim 1, characterized in that: The stiffening plates (102) are multiple ones arranged at intervals in the connecting groove (101).

7. The connection structure according to claim 1, characterized in that: At least one of the first body component (1) and the second body component (2) is made of aluminum alloy or magnesium alloy; and / or, The first body part (1) is cast and the second body part (2) is extruded.

8. The connection structure according to any one of claims 1 and 7, characterized in that: The first body component (1) is provided with mounting protrusions (103) located on both sides of the connecting groove (101), and the mounting protrusions (103) are provided with suspension mounting points.

9. A vehicle, characterized in that: The vehicle is provided with a connection structure as described in any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that: The first body parts (1) are two arranged opposite each other, and the second body parts (2) are located between the two first body parts (1); The two ends of the second body component (2) are respectively connected to the corresponding first body component (1).

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