Vehicle front longitudinal beam

Abstract

The present invention relates to a vehicle front side member which can effectively support a collision load from the front and can improve the rigidity of a vehicle body, and can include an outer side wall, an inner side wall disposed opposite the outer side wall, an outer side groove formed in the outer side wall in a vehicle body length direction and having a first groove face, and an inner side groove formed in the inner side wall in the vehicle body length direction and having a second groove face, the outer side groove including a region in which a groove depth, which is a distance between the outer side wall and the first groove face, varies in the vehicle body length direction, and the inner side groove including a region in which a groove depth, which is a distance between the inner side wall and the second groove face, varies in the vehicle body length direction.

Description

Technical Field

[0001] This invention relates to a front longitudinal beam that constitutes the front structure of a vehicle body. Background Technology

[0002] Typically, in the front structure of a vehicle body, the front longitudinal beams are configured to be parallel to the axis of the vehicle body along its length.

[0003] In situations such as small overlap collisions (where only 25% of the vehicle's width, on the driver's or passenger's side, collides with an obstacle at a speed of 64 km / h), the front longitudinal beams cannot effectively absorb the collision energy.

[0004] Therefore, it is necessary to improve the impact absorption capacity of the front longitudinal beam.

[0005] The relevant prior art is the invention disclosed in Korean Patent Publication No. 2129696B1. Summary of the Invention

[0006] Technical issues

[0007] The present invention aims to provide a front longitudinal beam for a vehicle that can effectively support the frontal collision load and improve the rigidity of the vehicle body.

[0008] Technical solution

[0009] According to an embodiment of the present invention, a vehicle front longitudinal beam may include: an outer sidewall; an inner sidewall arranged opposite to the outer sidewall; an outer bead formed on the outer sidewall along the length direction of the vehicle body and having a first groove surface; and an inner bead formed on the inner sidewall along the length direction of the vehicle body and having a second groove surface, wherein the outer bead includes a region whose groove depth varies along the length direction of the vehicle body, the groove depth being the distance between the outer sidewall and the first groove surface, and the inner bead includes a region whose groove depth varies along the length direction of the vehicle body, the groove depth being the distance between the inner sidewall and the second groove surface.

[0010] Invention Effects

[0011] According to the present invention, in a frontal integral collision, the deformation behavior of the front longitudinal beam becomes good, thereby effectively absorbing the collision energy.

[0012] Furthermore, according to the present invention, in small overlap collisions, the vehicle's width-direction behavior is guided to the maximum extent, thereby improving the vehicle's collision performance. Attached Figure Description

[0013] Figure 1 This is a bottom view showing the front structure of the vehicle body using the front longitudinal beam according to the present invention.

[0014] Figure 2 This is a perspective view showing a pair of front longitudinal beams of a vehicle according to a first embodiment of the present invention.

[0015] Figure 3 This is a top view showing the front longitudinal beam of a vehicle according to a first embodiment of the present invention.

[0016] Figure 4 yes Figure 2 A sectional view along line AA.

[0017] Figure 5 yes Figure 2 BB line section view.

[0018] Figure 6 yes Figure 2 CC-line sectional view.

[0019] Figure 7 This is a top view showing the front longitudinal beam of a vehicle according to a second embodiment of the present invention.

[0020] Figure 8 This is a sectional view showing the front longitudinal beam of a vehicle according to a third embodiment of the present invention, corresponding to... Figure 5 The attached diagram shows the affected area.

[0021] Figure 9 This is a sectional view showing the front longitudinal beam of a vehicle according to a third embodiment of the present invention, corresponding to... Figure 6 The attached diagram shows the affected area.

[0022] Figure 10 This is a perspective view showing a pair of front longitudinal beams of a vehicle according to a fourth embodiment of the present invention.

[0023] Figure 11 This is an exploded perspective view of the front longitudinal beam of a vehicle according to the fourth embodiment of the present invention.

[0024] Figure 12 This is a top view showing the front longitudinal beam of a vehicle according to a fourth embodiment of the present invention.

[0025] Figure 13 yes Figure 10 DD-line sectional view.

[0026] Figure 14 yes Figure 10 EE line section view.

[0027] Figure 15 yes Figure 10 FF line section view.

[0028] Figure 16 This is a sectional view showing the front longitudinal beam of a vehicle according to a fifth embodiment of the present invention, corresponding to... Figure 13The attached diagram shows the affected area.

[0029] Figure 17 This is a sectional view showing the front longitudinal beam of a vehicle according to a sixth embodiment of the present invention, corresponding to... Figure 13 The attached diagram shows the affected area.

[0030] Figure 18 and Figure 19 It is a graph showing the deformation pattern of the front longitudinal beam of a vehicle under a frontal overall collision, based on existing technology and the present invention.

[0031] Figure 20 and Figure 21 It is a graph showing the deformation pattern of the front longitudinal beam of a vehicle under small overlap collision according to existing technology and the present invention. Detailed Implementation

[0032] The present invention will be described in detail below with reference to exemplary accompanying drawings. It should be noted that, when labeling components in the drawings, the same reference numerals will be used as much as possible for the same components, even if they appear in different drawings. Furthermore, in the description of the present invention, detailed descriptions of relevant well-known structures or functions will be omitted if they are considered to obscure the spirit of the invention.

[0033] In the following description, the directional terms “front,” “rear,” “up,” “down,” “left,” “right,” “inner,” “outer,” “inner side,” “outer side,” etc., are defined based on the vehicle or body.

[0034] The front longitudinal beam of the vehicle consists of an inner front longitudinal beam plate and an outer front longitudinal beam plate. In this manual, for ease of description, the outer front longitudinal beam plate will be referred to as the longitudinal beam outer plate, and the inner front longitudinal beam plate will be referred to as the longitudinal beam inner plate.

[0035] In this specification, a vehicle refers to any device that moves a transport object, such as a person, animal, or object, from a starting point to a destination. Such vehicles are not limited to those that travel on roads or tracks.

[0036] In addition, vehicles traveling on roads or tracks can move in a predetermined direction as at least one wheel rotates, and may include, for example, three- or four-wheeled vehicles, construction machinery, two-wheeled vehicles, prime movers, trains traveling on tracks, etc.

[0037] Figure 1 This is a bottom view showing the front structure of the vehicle body of the front longitudinal beam to which the present invention is applied. Figure 2 This is a perspective view showing a pair of front longitudinal beams of a vehicle according to a first embodiment of the present invention. Figure 3 This is a top view showing the front longitudinal beam of a vehicle according to a first embodiment of the present invention.

[0038] The vehicle's frame structure can be composed of two longitudinal beams 1 and a crossbeam 2. The longitudinal beams 1 extend along the length direction X of the vehicle body and form the side of the vehicle body, while the crossbeams 2 extend along the width direction Y of the vehicle body and are connected to the longitudinal beams on both sides.

[0039] For the crossbeams 2, multiple crossbeams 2 can be connected to the longitudinal beams 1 from the front to the rear of the vehicle body, spaced apart from each other. Depending on the connection position of the crossbeams or the position of the floor plate, the longitudinal beams can be referred to as front longitudinal beams 10, rear longitudinal beams, etc. On the other hand, the sides of the vehicle can have side beams 30 that protect the passenger space during side collisions and form the side profile.

[0040] For example, in the case of an electric vehicle, a battery (not shown in the figure) can be installed on the vehicle body. For this purpose, a battery space 40 can be provided for installing the battery. Above the battery space 40, a floor plate (not shown in the figure) can be provided for the passenger space where passengers will sit.

[0041] According to the first embodiment of the present invention, the front longitudinal beams 10 of the vehicle can be arranged in pairs, extending along the length direction X of the vehicle body, and respectively disposed on the left and right sides in the width direction Y of the vehicle body.

[0042] For example, such as Figure 1 and Figure 2 As shown, the front longitudinal beams 10 can be configured at an angle to form an oblique angle, rather than parallel to the axis O extending along the length X of the vehicle body. More specifically, the two front longitudinal beams 10 can be configured to be closer to each other as they move rearward.

[0043] The inclined configuration of the front longitudinal beam 10 is because the two ends of the buffer beam 50 have a rearward curvature, causing the collision load applied to the front longitudinal beam to enter obliquely. Thus, the angle of the front longitudinal beam is set to be almost parallel to the direction of the collision load, so as to withstand the collision load as much as possible.

[0044] Additionally, the front longitudinal beam 10 can be connected to the buffer beam at one end of the buffer beam 50 (i.e., the center point of the front end) located at a position between 20% and less than 30% from the outside to the inside of the entire vehicle width W.

[0045] For example, if the front longitudinal beam 10 is connected to the buffer beam 50 at a position equivalent to 25% of the width W of the vehicle from the outside to the inside, the front longitudinal beam can play a role in resisting the collision load during a small overlap collision.

[0046] The front longitudinal beam 10 can effectively transfer the collision load that enters the front longitudinal beam from the buffer beam 50 to the vehicle body via the front cross beam 20, etc.

[0047] In addition, in small overlap collisions, the front longitudinal beam 10 can play a role in guiding the vehicle's width-direction behavior.

[0048] On the other hand, in a 40% offset collision or a frontal solid-plane collision, the impact performance of the angled front longitudinal beam 10 may be weaker compared to the parallel front longitudinal beam. This is because, under the conditions of a 40% offset collision or a frontal solid-plane collision, the angled front longitudinal beam simply buckles and cannot deform to absorb the collision energy to the maximum extent.

[0049] For simplicity, only one of the two front longitudinal beams 10 will be described below. It should be noted that the other of the two front longitudinal beams symmetrically includes the structure of the described front longitudinal beam and can be configured symmetrically.

[0050] like Figure 2 and Figure 3 As shown, the vehicle front longitudinal beam 10 according to the first embodiment of the present invention may include an outer side wall 11, an inner side wall 12, an outer side groove 110 and an inner side groove 120.

[0051] The outer sidewall 11 and the inner sidewall 12 form the front longitudinal beam 10, which can extend linearly along the length direction X of the vehicle body, preferably in a straight line. One end (i.e., the front end) of the outer sidewall and the inner sidewall can be connected to the buffer beam 50, and the other end (i.e., the rear end) can be connected to the front of the front crossbeam 20 extending along the width direction Y of the vehicle body or the front of the front bulkhead 21, etc.

[0052] The outer sidewall 11 and the inner sidewall 12 can form a tubular component with a polygonal (e.g., square) cross-sectional shape. The cross-sectional shape of the tubular component is not necessarily limited to this. Furthermore, the tubular component can be formed from a single sheet material or by joining two or more sheets.

[0053] When a tubular component is formed by joining two or more plates, the tubular component may include an outer longitudinal beam plate 13 and an inner longitudinal beam plate 14. Flanged flanges F may be provided at the upper and lower ends of the outer and inner longitudinal beam plates, respectively.

[0054] A tubular component with a closed cross-section can be manufactured by welding the inner plate 14 of the longitudinal beam to one side of the outer plate 13. The outer plate and the inner plate of the longitudinal beam can be joined by welding, such as spot welding or laser welding, to applicable parts, including the flange F.

[0055] Therefore, the outer side wall 11 can be set on the outer plate 13 of the longitudinal beam, and the inner side wall 12 can be set on the inner plate 14 of the longitudinal beam.

[0056] In the vehicle front longitudinal beam 10 according to a first embodiment of the present invention, due to the inclined configuration of the front longitudinal beam, the outer sidewall 11 and the inner sidewall 12 can be configured to be inclined at a first angle α relative to the vehicle body length axis O. The first angle has a range of approximately 5 to 10 degrees.

[0057] The outer groove 110 may be formed by extending the outer wall 11 along the length X of the vehicle body. For example, the outer groove may have a length that extends more than half the length of the outer wall from the front end to the rear end.

[0058] The inner recess 120 may be formed by extending the inner wall 12 along the length direction X of the vehicle body. For example, the inner recess may have a length that extends more than half the length of the inner wall from the front end to the rear end.

[0059] Figure 4 yes Figure 2 AA-line sectional view, Figure 5 yes Figure 2 BB line section view, Figure 6 yes Figure 2 CC-line sectional view.

[0060] Reference Figures 4 to 6 The outer groove 110 may include a first groove surface 112 connected between the groove walls 111. In addition, the outer groove may have a first groove depth D1, which is the distance between the outer wall 11 and the first groove surface.

[0061] The inner groove 120 may include a second groove surface 122 connected between the groove walls 121. In addition, the inner groove may have a second groove depth D2, which is the distance between the inner wall 12 and the second groove surface.

[0062] Reference Figure 3 and Figures 4 to 6 In the front longitudinal beam 10 of the vehicle according to the first embodiment of the present invention, the outer groove 110 may include a region in which the depth D1 of the first groove varies along the length direction X of the vehicle body.

[0063] In the vehicle front longitudinal beam 10 according to the first embodiment of the present invention, the inner groove 120 may include a region in which the depth D2 of the second groove varies along the length direction X of the vehicle body.

[0064] Therefore, the first groove surface 112 of the outer recess 110 may include a first inclined surface 113, which is configured to be inclined at a second angle b relative to the vehicle body length axis O. Furthermore, the first groove surface of the outer recess may include a second inclined surface 114, which is configured to be inclined at a third angle c relative to the vehicle body length axis. The third angle c may be greater than both the second angle b and the first angle a.

[0065] The second groove surface 122 of the inner recess 120 may include a third inclined surface 123, which is configured to be inclined at a second angle b relative to the vehicle body length axis O. Furthermore, the second groove surface of the inner recess may include a fourth inclined surface 124, which is configured to be inclined at a fourth angle d relative to the vehicle body length axis. The fourth angle d may be greater than both the second angle b and the first angle a.

[0066] The second angle b of the first inclined surface 113 of the outer groove 110 and the third inclined surface 123 of the inner groove 120 has a range of approximately 0 to 3 degrees. Thus, the first inclined surface of the outer groove and the third inclined surface of the inner groove can be configured to be parallel or nearly parallel to the axis O of the vehicle body length direction.

[0067] Due to the inclined configuration of the front longitudinal beam 10, the second angle b of the outer groove 110 and the inner groove 120 relative to the vehicle length axis O can be smaller than the first angle a of the outer wall 11 and the inner wall 12 relative to the vehicle length axis O.

[0068] Due to this configuration, the front longitudinal beam 10 of the vehicle according to the first embodiment of the present invention, for example at the rear end, can form a closed cross section without grooves, such as... Figure 4 As shown.

[0069] Next, for example, the front longitudinal beam 10 can be formed such that the second groove depth D2 of the inner groove 120 is the same as the first groove depth D1 of the outer groove 110, or the second groove depth is deeper than the first groove depth, such as... Figure 5 As shown.

[0070] Next, for example, the front longitudinal beam 10 can be formed such that the inner groove 120 gradually becomes shallower with a second groove depth D2 towards the front end, while the outer groove 110 gradually becomes deeper with a first groove depth D1, as shown below. Figure 6 As shown.

[0071] In other words, the outer groove 110 can be a first groove depth D1 that gradually deepens towards the front of the vehicle body. Conversely, the inner groove 120 can be a second groove depth D2 that gradually shallows towards the front of the vehicle body from the third inclined surface 123.

[0072] In the front longitudinal beam 10 of the vehicle according to the first embodiment of the present invention, the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 can be in contact. Specifically, the first inclined surface 113 of the outer groove and the third inclined surface 123 of the inner groove can be in contact.

[0073] A weld or adhesive layer can be formed between the first groove surface 112 and the second groove surface 122. The weld can be formed by welding, such as spot welding or laser welding. The adhesive layer can be formed by adhesives, such as structural adhesives.

[0074] However, it is not necessarily limited to this. For example, the first groove surface 112 and the second groove surface 122 can also be simply butted together or joined by rivets, etc., without welding or adhesive layers.

[0075] The tubular components, or the outer plate 13 and inner plate 14 of the longitudinal beam, can be made of metal materials such as steel, and can be formed together with the outer groove 110 and the inner groove 120 by means of forming or bending, roll forming or a combination thereof using a stamping press.

[0076] More specifically, for example, the outer plate 13 and the inner plate 14 of the longitudinal beam can be made of plates such as 980DP (Dual Phase) steel, 980XF (Extra Formability) steel or 1180TRIP (Transformation Induced Plasticity) steel with a thickness of about 1.2 mm to 2.0 mm produced by the applicant.

[0077] 980DP steel possesses tensile strength exceeding 980 MPa and a low yield ratio, making it easy to machine and exhibiting high elongation. 980XF steel has tensile strength exceeding 980 MPa and yield strength exceeding 600 MPa, and also exhibits high elongation. 1180TRIP steel guarantees tensile strength exceeding 1180 MPa and yield strength exceeding 850 MPa, with elongation increased to over 45%.

[0078] For example, any one of 980DP steel, 980XF steel, or 1180TRIP steel can be used alone or in combination in the outer plate 13 and the inner plate 14 of the longitudinal beam. In this way, the impact absorption capacity of the front longitudinal beam can be maximized by the strength combination of the plates forming the front longitudinal beam 10.

[0079] When producing the outer longitudinal beam plate 13 and the inner longitudinal beam plate 14 by roll forming, even steel with a tensile strength of approximately 590 MPa or higher can be formed without difficulty. Furthermore, compared to stamping, roll forming has the advantages of easy correction of springback and the ability to reduce the corner radii of the outer and inner longitudinal beam plates.

[0080] On the other hand, when the tubular component is formed from a single sheet metal, the front longitudinal beam 10 can be formed together with the outer groove 110 and the inner groove 120 by hydroforming or any machining process.

[0081] When the front longitudinal beam 10 is formed by hydroforming, ultra-high strength steel with a tensile strength of approximately 590 MPa or higher can be formed without difficulty. Furthermore, by using ultra-high strength steel, further weight reduction can be ensured.

[0082] In addition, when hydroforming is applied to steel, the manufacturing cost can be reduced due to the smaller number of welding workers in the production of parts. At the same time, the material cost can be greatly reduced compared to aluminum by using steel.

[0083] According to the first embodiment of the present invention, the vehicle front longitudinal beam 10 is first formed with an outer groove 110 of the outer side wall 11 and an inner groove 120 of the inner side wall 12, thereby improving the rigidity of the vehicle body or the front longitudinal beam in the length direction X and increasing the amount of load that can be absorbed.

[0084] Furthermore, the front longitudinal beam 10 of the vehicle according to the first embodiment of the present invention, due to its inclined configuration, can transfer the collision load to the rear of the vehicle body not only in a frontal collision but also in a small overlap collision, and can guide the width direction behavior of the vehicle body in a small overlap collision, thereby improving the collision performance of the vehicle body.

[0085] For example, in the case of electric vehicles, although installing batteries increases vehicle weight and reduces body space, it also has the advantage of ensuring crash performance and safety. This can improve the vehicle's marketability.

[0086] Figure 7 This is a top view showing the front longitudinal beam of a vehicle according to a second embodiment of the present invention.

[0087] for Figure 7 The second embodiment of the present invention shown differs only in the shape of the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120; the remaining components are the same as those in the first embodiment described above. Therefore, in describing the vehicle front longitudinal beam 10 according to the second embodiment of the present invention, the same reference numerals are used for components that are the same as those in the vehicle front longitudinal beam according to the first embodiment described above, and detailed descriptions of the structure and function are omitted.

[0088] In the vehicle front longitudinal beam 10 according to the second embodiment of the present invention, the outer groove 110 may include a region in which the depth D1 of the first groove varies along the length direction X of the vehicle body.

[0089] In the vehicle front longitudinal beam 10 according to the second embodiment of the present invention, the inner groove 120 may include a region in which the depth D2 of the second groove varies along the length direction of the vehicle body.

[0090] Therefore, the first groove surface 112 of the outer recess 110 may include a first inclined surface 113, which is configured to be inclined at a second angle b relative to the vehicle body length axis O. Furthermore, the first groove surface of the outer recess may include a second inclined surface 114, which is configured to be inclined at a third angle c relative to the vehicle body length axis. The third angle c may be greater than both the second angle b and the first angle a.

[0091] The first groove surface 112 of the outer groove 110 may also include a first connecting surface 115 connecting the first inclined surface 113 and the second inclined surface 114. The first connecting surface extends parallel to the outer wall along the length direction X of the vehicle body within the outer groove.

[0092] The second groove surface 122 of the inner recess 120 may include a third inclined surface 123, which is configured to be inclined at a second angle b relative to the vehicle body length axis O. Furthermore, the second groove surface of the inner recess may include a fourth inclined surface 124, which is configured to be inclined at a fourth angle d relative to the vehicle body length axis. The fourth angle d may be greater than both the second angle b and the first angle a.

[0093] The second groove surface 122 of the inner groove 120 may also include a second connecting surface 125 connecting the third inclined surface 123 and the fourth inclined surface 124. The second connecting surface extends parallel to the inner wall along the length direction X of the vehicle body within the inner groove.

[0094] The second angle b of the first inclined surface 113 of the outer groove 110 and the third inclined surface 123 of the inner groove 120 has a range of approximately 0 to 3 degrees. Figure 7 The second angle b is omitted because it is almost 0 degrees. Therefore, the first inclined surface of the outer groove and the third inclined surface of the inner groove can be configured to be parallel or almost parallel to the axis O along the length of the vehicle body.

[0095] Due to the inclined configuration of the front longitudinal beam 10, the second angle b of the outer groove 110 and the inner groove 120 relative to the vehicle length axis O can be smaller than the first angle a of the outer wall 11 and the inner wall 12 relative to the vehicle length axis.

[0096] As described above, the outer groove 110 and the inner groove 120 each include regions where the groove depth varies along the length direction X of the vehicle body. Therefore, according to the second embodiment of the present invention, the front longitudinal beam 10 of the vehicle can have a first groove depth D1 of the outer groove that becomes deeper towards the front of the vehicle body from the connection point of the first connecting surface 115 and the first inclined surface 113, while the second groove depth D2 of the inner groove becomes shallower towards the front of the vehicle body from the connection point of the second connecting surface 125 and the third inclined surface 123.

[0097] In the front longitudinal beam 10 of the vehicle according to the second embodiment of the present invention, the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 can be connected. Specifically, the first inclined surface 113 of the outer groove and the third inclined surface 123 of the inner groove can be connected, and the first connecting surface 115 of the outer groove and the second connecting surface 125 of the inner groove can be connected.

[0098] A weld or adhesive layer can be formed between the first groove surface 112 and the second groove surface 122. The weld can be formed by welding, such as spot welding or laser welding. The adhesive layer can be formed by adhesives, such as structural adhesives.

[0099] However, it is not necessarily limited to this. For example, the first groove surface 112 and the second groove surface 122 can also be simply butted together or joined by rivets, etc., without welding or adhesive layers.

[0100] Figure 8 This is a sectional view showing the front longitudinal beam of a vehicle according to a third embodiment of the present invention, corresponding to... Figure 5 The attached diagram shows the affected area. Figure 9 This is a sectional view showing the front longitudinal beam of a vehicle according to a third embodiment of the present invention, corresponding to... Figure 6 The attached diagram shows the affected area.

[0101] for Figure 8 and Figure 9 The third embodiment of the present invention shown differs only in that the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 are spaced apart from each other; the remaining components are the same as those in the first or second embodiment described above. Therefore, in describing the vehicle front longitudinal beam 10 according to the third embodiment of the present invention, the same reference numerals are used for components that are the same as those in the vehicle front longitudinal beams according to the first or second embodiment described above, and detailed descriptions of the structure and function are omitted.

[0102] In the vehicle front longitudinal beam 10 according to the third embodiment of the present invention, the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 can be spaced apart from each other. Specifically, the first inclined surface 113 of the outer groove and the third inclined surface 123 of the inner groove can be configured to be spaced apart from each other by a certain interval.

[0103] Alternatively, the first connecting surface 115 of the outer groove 110 and the second connecting surface 125 of the inner groove 120 can be configured to be spaced apart from each other by a certain interval.

[0104] Because the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 are thus separated, it is not necessary to deepen the outer and inner grooves. Therefore, the forming of the outer and inner grooves is easier, which can reduce the number of labor and costs for welding, bonding, riveting, etc., used to join the groove surfaces.

[0105] Of course, even though the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 are separated, the outer groove and the inner groove can also be used as a reinforcing means in the front longitudinal beam 10 so that the front longitudinal beam can effectively resist frontal collisions imposed from the outside.

[0106] Figure 10 This is a perspective view showing a pair of front longitudinal beams of a vehicle according to a fourth embodiment of the present invention. Figure 11 This is an exploded perspective view of the front longitudinal beam of a vehicle according to the fourth embodiment of the present invention. Figure 12 This is a top view showing the front longitudinal beam of a vehicle according to a fourth embodiment of the present invention.

[0107] like Figures 10 to 12 As shown, the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention may include an outer side wall 11, an inner side wall 12, an outer groove 110, an inner groove 120, an outer rear portion 15, an inner rear portion 16, and a reinforcing member 17.

[0108] The outer sidewall 11 and the inner sidewall 12 form the front longitudinal beam 10, which can extend linearly along the length X of the vehicle body, preferably in a straight line. One end of the outer sidewall and the inner sidewall (i.e., the front end) can be connected to the buffer beam 50 (see reference). Figure 1 The other end (i.e. the rear end) can be connected to the outer rear part 15 or the inner rear part 16, or the outer rear part and the inner rear part.

[0109] The outer sidewall 11 and the inner sidewall 12 can form a tubular component with a polygonal (e.g., square) cross-sectional shape. The cross-sectional shape of the tubular component is not necessarily limited to this. Furthermore, the tubular component can be formed from a single sheet material or by joining two or more sheets.

[0110] In the following description and illustration, the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention will be described primarily as an example of forming a tubular component by joining two or more sheet metals. The same structure and joining relationship can also be used when forming a tubular component from a single sheet metal.

[0111] The tubular component may include an outer plate 13 and an inner plate 14 of the longitudinal beam. Flanges F formed by bending may be provided at the upper and lower ends of the outer plate and the inner plate of the longitudinal beam, respectively.

[0112] A tubular component with a closed cross-section can be manufactured by welding the inner plate 14 of the longitudinal beam to one side of the outer plate 13. The outer plate and the inner plate of the longitudinal beam can be joined by welding, such as spot welding or laser welding, to applicable parts, including the flange F.

[0113] Therefore, the outer side wall 11 can be set on the outer plate 13 of the longitudinal beam, and the inner side wall 12 can be set on the inner plate 14 of the longitudinal beam.

[0114] The outer rear portion 15 can be combined to branch out from the rear end of the longitudinal beam outer plate 13 in a direction different from the extension direction of the longitudinal beam outer plate. The front portion of the outer rear portion can extend parallel to the longitudinal beam outer plate for a certain length, and the rear portion can be bent or folded at a predetermined angle relative to the front portion.

[0115] Therefore, for the front end of the outer rear portion 15, one side can be fixed to the side of the longitudinal beam outer plate 13 by welding, such as spot welding or laser welding, or the flange F of the outer rear portion can be fixed to the flange of the longitudinal beam outer plate. However, it is not necessarily limited to this. For example, the outer rear portion can also be integrally formed with the longitudinal beam outer plate, thereby continuing the linear extension of the longitudinal beam outer plate.

[0116] The outer rear part 15 can be formed separately by mechanical processing such as stamping or roll forming, or it can be formed integrally when the outer plate 13 of the longitudinal beam is formed.

[0117] An auxiliary groove 19 can be formed on the front portion of the outer rear part 15, the shape of which corresponds to a portion of the outer groove 110 of the outer wall 11. The auxiliary groove can enhance the rigidity of the outer rear part and the outer plate 13 of the longitudinal beam, and can stably connect the outer rear part to the outer wall or the outer plate of the longitudinal beam.

[0118] The rear end of the outer rear part 15 can be connected to the side beam 30 extending along the length X of the vehicle body (see reference). Figure 1 ) and front crossbeam 20 (refer to) Figure 1 Thus, the front longitudinal beam 10 can ensure that the collision load is transferred to the side beams and the front cross beam through its outer rear portion.

[0119] The inner rear portion 16 can extend from the rear end of the inner plate 14 of the longitudinal beam. The inner rear portion may have a bent or folded cross-sectional shape with an open section.

[0120] Therefore, the front end of the inner rear portion 16 can be fixed to the side of the inner plate 14 of the longitudinal beam by welding, such as spot welding or laser welding. However, it is not necessarily limited to this. For example, the inner rear portion can also be integrally formed with the inner plate of the longitudinal beam, thereby continuing the linear extension of the inner plate of the longitudinal beam.

[0121] The inner rear part 16 can be formed separately by mechanical processing such as stamping or roll forming, or it can be formed integrally when the inner plate 14 of the longitudinal beam is formed.

[0122] The rear end of the inner rear section 16 can be connected to the front crossbeam 20 extending along the width direction Y of the vehicle body (see reference). Figure 1 The front of the front panel 21 and the front of the front bulkhead 21.

[0123] Furthermore, the rear portion of the inner rear section 16 can be bent downwards to form a curved section 18. For example, the curved section contacts the front front panel 21, and one side of the curved section contacts the front front beam 20, for example, by welding. Thus, the front longitudinal beam 10 can at least ensure that the collision load is transferred to the front cross beam via the inner rear section.

[0124] In the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention, the collision performance of the front longitudinal beam can be ensured by using the sheet material that makes up the outer rear portion 15 and the inner rear portion 16 and by adjusting the strength of the material. For example, by using ultra-high strength steel of 980 MPa or higher, an optimal combination of rigidity and lightweight for the front longitudinal beam can be achieved.

[0125] More specifically, the outer rear portion 15 and the inner rear portion 16 can be made from sheet metal such as 1470HPF (Hot Press Forming) steel produced by the applicant. 1470HPF steel is a type of steel that can achieve a tensile strength of over 1470 MPa and can be freely formed into component shapes.

[0126] The outer rear portion 15 can be formed of a material with a strength higher than that of the outer wall 11. The inner rear portion 16 can be formed of a material with a strength higher than that of the inner wall 12.

[0127] Thus, by combining the strength of the plates forming the front longitudinal beam 10, the impact absorption capacity of the front longitudinal beam can be maximized.

[0128] Furthermore, the outer rear portion 15 can be formed to be thicker than the outer wall 11. The inner rear portion 16 can be formed to be thicker than the inner wall 12.

[0129] As described above, the outer rear portion 15 and inner rear portion 16, which are relatively thicker than the outer side wall 11 and inner side wall 12, can enhance the supporting rigidity of the front longitudinal beam 10 itself during a frontal collision. Therefore, the outer rear portion and inner rear portion can maximize the impact absorption capacity of the front longitudinal beam.

[0130] On the other hand, since the front end of the front longitudinal beam 10 may be connected to the suspension subframe (not shown in the figure), the front end of the front longitudinal beam may be susceptible to vertical loads. Therefore, optionally, a reinforcement 17 may be installed on the front end of the outer sidewall 11.

[0131] The reinforcing member 17 can be connected to the buffer beam 50 together with the outer wall. The reinforcing member can form at least one welding through hole 17a. For example, a spot welding machine or the like can pass through the welding through hole to complete the welding-based joint between the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120.

[0132] Figure 13 yes Figure 10 DD-line sectional view, Figure 14 yes Figure 10 EE line section view, Figure 15 yes Figure 10 FF line section view.

[0133] Reference Figures 13 to 15 The outer groove 110 may include a first groove surface 112 connected between the groove walls 111. In addition, the outer groove may have a first groove depth D1, which is the distance between the outer wall 11 and the first groove surface.

[0134] The inner groove 120 may include a second groove surface 122 connected between the groove walls 121. In addition, the inner groove may have a second groove depth D2, which is the distance between the inner wall 12 and the second groove surface.

[0135] Reference Figure 12 and Figures 13 to 15 In the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention, the outer groove 110 may include a region in which the depth D1 of the first groove varies along the length direction X of the vehicle body.

[0136] In the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention, the inner groove 120 may include a region in which the second groove depth D2 varies along the vehicle body length direction X.

[0137] Therefore, the first groove surface 112 of the outer recess 110 may include a first inclined surface 113, which is configured to be inclined at a second angle b relative to the vehicle body length axis O. Furthermore, the first groove surface of the outer recess may include a second inclined surface 114, which is configured to be inclined at a third angle c relative to the vehicle body length axis. The third angle c may be greater than both the second angle b and the first angle a.

[0138] The second groove surface 122 of the inner recess 120 may include a third inclined surface 123, which is configured to be inclined at a second angle b relative to the vehicle body length axis O. For example, the third inclined surface may extend from the front end to the rear end of the inner sidewall.

[0139] The second angle b of the first inclined surface 113 of the outer groove 110 and the third inclined surface 123 of the inner groove 120 has a range of approximately 0 to 3 degrees. Thus, the first inclined surface of the outer groove and the third inclined surface of the inner groove can be configured to be parallel or nearly parallel to the axis O of the vehicle body length direction.

[0140] Due to the inclined configuration of the front longitudinal beam 10, the second angle b of the outer groove 110 and the inner groove 120 relative to the vehicle length axis O can be smaller than the first angle a of the outer wall 11 and the inner wall 12 relative to the vehicle length axis.

[0141] Due to this configuration, the front longitudinal beam 10 of the vehicle according to the fourth embodiment of the present invention, for example, has the deepest second groove depth D2 in the inner groove 120 at the rear end, while the outer wall 11 can be formed without grooves, such as... Figure 13 As shown. In addition, the inner rear portion 16 can be configured to overlap with the inner sidewall 12, and the outer rear portion 15 can be configured to be away from the outer sidewall 11.

[0142] Next, for example, the front longitudinal beam 10 can be formed such that the second groove depth D2 of the inner groove 120 is the same as the first groove depth D1 of the outer groove 110, or the second groove depth is deeper than the first groove depth, such as... Figure 14 As shown. In addition, the outer rear portion 15 can be configured to be closer to or overlap with the outer wall 11 at the rear end.

[0143] Next, for example, the front longitudinal beam 10 can be formed such that the inner groove 120 gradually becomes shallower with a second groove depth D2 towards the front end, while the outer groove 110 gradually becomes deeper with a first groove depth D1, as shown below. Figure 15 As shown. In addition, the reinforcing member 17 can be disposed across the outer groove 110 at the front end of the outer wall 11.

[0144] In other words, the outer groove 110 can be a first groove depth D1 that gradually deepens towards the front of the vehicle body. Conversely, the inner groove 120 can be a second groove depth D2 that gradually shallows towards the front of the vehicle body.

[0145] In the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention, such as Figures 13 to 15 As shown, the first groove surface 112 of the outer groove 110 can be connected to the second groove surface 122 of the inner groove 120. Specifically, the first inclined surface 113 of the outer groove can be connected to the third inclined surface 123 of the inner groove.

[0146] A weld or adhesive layer can be formed between the first groove surface 112 and the second groove surface 122. The weld can be formed by welding, such as spot welding or laser welding. The adhesive layer can be formed by adhesives, such as structural adhesives.

[0147] However, it is not necessarily limited to this. For example, the first groove surface 112 and the second groove surface 122 can also be simply butted together or joined by rivets, etc., without welding or adhesive layers.

[0148] Or, as Figure 8 and Figure 9 In the third embodiment of the present invention shown, the first groove surface 112 of the outer groove 110 and the second groove surface 122 of the inner groove 120 in the front longitudinal beam 10 of the vehicle according to the fourth embodiment of the present invention can be separated from each other.

[0149] According to the fourth embodiment of the present invention, the vehicle front longitudinal beam 10 is first formed with an outer groove 110 of the outer side wall 11 and an inner groove 120 of the inner side wall 12, thereby improving the rigidity of the vehicle body or the front longitudinal beam in the length direction X and increasing the amount of load that can be absorbed.

[0150] Furthermore, the front longitudinal beam 10 of the vehicle according to the fourth embodiment of the present invention, due to its inclined configuration, can transfer the collision load to the rear of the vehicle body not only in a frontal overall collision but also in a small overlap collision, thereby improving the collision performance of the vehicle body.

[0151] For example, in the case of electric vehicles, although installing batteries increases vehicle weight and reduces body space, it also has the advantage of ensuring crash performance and safety. This can improve the vehicle's marketability.

[0152] Furthermore, in the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention, the outer rear portion 15 is attached to the outer side wall 11 and the inner rear portion 16 is attached to the inner side wall 12, thereby improving the assemblability of the front longitudinal beam to the vehicle body, at least ensuring that the collision load is transferred to the front cross beam 20, and strengthening the support rigidity so as to maximize the absorption capacity of the collision energy in the event of a frontal collision of the vehicle.

[0153] Therefore, the vehicle front longitudinal beam 10 according to the fourth embodiment of the present invention can ensure excellent collision performance. Since steel can be used, the cost can be reduced in terms of materials and processes, and the lightweight design can provide a structurally robust front longitudinal beam.

[0154] Figure 16 This is a sectional view showing the front longitudinal beam of a vehicle according to a fifth embodiment of the present invention, corresponding to... Figure 13 The attached diagram shows the affected area.

[0155] Figure 16 The fifth embodiment of the present invention shown is different only in that the outer rear portion 15 is omitted, and the rest of the components are the same as those in the fourth embodiment described above.

[0156] The outer rear portion 15 can be completely removed, or it can be integrally formed with the outer plate 13 of the longitudinal beam, thereby continuing the linear extension of the outer plate of the longitudinal beam.

[0157] Figure 17 This is a sectional view showing the front longitudinal beam of a vehicle according to a sixth embodiment of the present invention, corresponding to... Figure 13 The attached diagram shows the affected area.

[0158] Figure 17 The sixth embodiment of the present invention shown is different only in that the inner rear part 16 is omitted, and the rest of the components are the same as those of the fourth embodiment described above.

[0159] The inner rear portion 16 can be completely removed, or it can be integrally formed with the inner plate 14 of the longitudinal beam, thereby continuing the linear extension of the inner plate of the longitudinal beam.

[0160] Figure 18 and Figure 19 It is a graph showing the deformation pattern of the front longitudinal beam of a vehicle under a frontal overall collision, based on existing technology and the present invention.

[0161] Figure 18 The diagram illustrates a prior art first front longitudinal beam P1 configured parallel to the vehicle body length axis, a prior art second front longitudinal beam P2 configured at a predetermined angle relative to the vehicle body length axis, and a cross-sectional load of the front longitudinal beam I according to a first embodiment of the present invention as a function of displacement.

[0162] The first front longitudinal beam P1 and the second front longitudinal beam P2 of the prior art, as well as the front longitudinal beam I of the present invention, are all analyzed under the condition of a frontal overall collision with the same buffer beam installed.

[0163] In addition, the common feature of the front longitudinal beams (P1, P2, I) is that the outer and inner plates of the longitudinal beams, made of 980DP steel, are formed by welding them together.

[0164] For the existing first front longitudinal beam P1 and second front longitudinal beam P2, the outer and inner plates of the longitudinal beams have a thickness of 1.6 mm and a weight of approximately 4.8 kg. For the front longitudinal beam I of the present invention, the outer and inner plates of the longitudinal beams have a thickness of 1.2 mm and a weight of approximately 4.7 kg.

[0165] The prior art second front longitudinal beam P2 and the front longitudinal beam I of the present invention are configured to be inclined at an angle of 6.3 degrees relative to the vehicle body length axis. In the front longitudinal beam I of the present invention, the second angle b of the first inclined surface 113 of the outer groove 110 and the third inclined surface 123 of the inner groove 120 is 2 degrees.

[0166] from Figure 18It is known that in the prior art, the first front longitudinal beam P1 has a slightly dominant load on the vertical section in the initial stage of the collision, but the front longitudinal beam I of the present invention has a much larger load on the vertical section during the overall deformation.

[0167] The first front longitudinal beam P1 and the second front longitudinal beam P2 in the prior art have a maximum cross-sectional load of 470KN, while the front longitudinal beam I of the present invention has a maximum cross-sectional load of 520KN.

[0168] Furthermore, the front longitudinal beam I of the present invention stops its overall behavior after a displacement of approximately 380 mm, which indicates that it absorbs greater collision energy within a shorter displacement compared to the first front longitudinal beam P1 and the second front longitudinal beam P2 of the prior art, which stop their overall behavior after more than 110 mm.

[0169] Figure 19 The diagram illustrates a prior art first front longitudinal beam P1 configured parallel to the vehicle body length axis, a prior art second front longitudinal beam P2 configured at a predetermined angle relative to the vehicle body length axis, and the energy absorption capacity of the front longitudinal beam I according to a first embodiment of the present invention as a function of time.

[0170] Reference Figure 19 In the final state, the total deformation energy is at a similar level, but the increase in deformation energy is greatest in the front longitudinal beam I of the present invention. Furthermore, in the 0.04–0.06 second range, the deformation energy of the front longitudinal beam I of the present invention is higher than that of the first front longitudinal beam P1 and the second front longitudinal beam P2 of the prior art, thus clearly demonstrating the relative advantage of the deformation-dependent energy absorption capacity of the front longitudinal beam I of the present invention.

[0171] Figure 20 and Figure 21 It is a graph showing the deformation pattern of the front longitudinal beam of a vehicle under small overlap collision according to existing technology and the present invention.

[0172] Figure 20 The diagram shows a prior art first front longitudinal beam P1 configured parallel to the vehicle body length axis, a prior art second front longitudinal beam P2 configured at a predetermined angle relative to the vehicle body length axis, and a time-varying Y-direction (vehicle width direction) load on the front longitudinal beam I according to a first embodiment of the present invention.

[0173] The existing first front longitudinal beam P1, the second front longitudinal beam P2, and the front longitudinal beam I of this invention are all analyzed under the condition of small overlap collision with the same buffer beam installed. In addition, the structural analysis conditions of these front longitudinal beams are the same as those of the aforementioned frontal overall collision.

[0174] In a small overlap collision, a vehicle traveling at 64 km / h is blocked by an obstacle, its speed instantly drops to 0 km / h and it spins, which can cause instability in passenger behavior. On the other hand, if the vehicle slides away slightly in the Y direction at the initial moment of the small overlap collision, passenger behavior is more stable, reducing the possibility of injury.

[0175] To achieve this sliding behavior, the energy transfer paths within the vehicle body must have a certain level of strength and rigidity, and all paths must be firmly connected.

[0176] Reference Figure 20 Because the first front longitudinal beam in the prior art does not directly contact the obstacle, the increase in load in the Y direction is slower than that of other front longitudinal beams in the initial stage of a collision. Therefore, the first front longitudinal beam in the prior art is not conducive to slip behavior, and the vehicle is more likely to rotate (yaw).

[0177] Figure 21 The diagram shows a prior art first front longitudinal beam P1 configured parallel to the vehicle body length axis, a prior art second front longitudinal beam P2 configured at a predetermined angle relative to the vehicle body length axis, and the Y-direction (vehicle width direction) displacement of a mass point of the front longitudinal beam I according to a first embodiment of the present invention over time.

[0178] from Figure 21 It can be confirmed that, compared with the prior art first front longitudinal beam P1 configured to be parallel to the vehicle length axis, the prior art second front longitudinal beam P2 configured to be tilted at a predetermined angle relative to the vehicle length axis and the front longitudinal beam I of the present invention can enable the vehicle to move further in the Y direction during a small overlap collision.

[0179] Therefore, according to the present invention, in a frontal overall collision, the deformation behavior of the front longitudinal beam becomes good, thereby effectively absorbing the collision energy.

[0180] Furthermore, according to the present invention, in small overlap collisions, the vehicle's width-direction behavior is guided to the maximum extent, thereby improving the vehicle's collision performance and safely protecting passengers.

[0181] Furthermore, according to the present invention, excellent collision performance can be ensured, and costs can be reduced in terms of materials and processes due to the use of steel, while lightweighting can provide structurally robust front longitudinal beams.

[0182] The above description is merely an illustrative description of the technical concept of the present invention. For those skilled in the art, various modifications and changes can be made without departing from the basic characteristics of the present invention.

[0183] For example, the embodiments illustrated above can be combined with each other, and each embodiment may selectively adopt some components of other embodiments as needed.

[0184] Furthermore, this specification describes the longitudinal beam located at the front of the vehicle body as an example, but it is not necessarily limited to this. Of course, the technical concept of this invention can also be applied to the longitudinal beam located at the rear of the vehicle body.

[0185] Therefore, the embodiments disclosed in this invention are intended to describe, not limit, the technical concept of the invention, and the scope of the technical concept of the invention is not limited by these embodiments. The scope of protection of this invention should be interpreted according to the claims, and should be interpreted as all technical concepts within the equivalent scope falling within the scope of the claims of this invention.

[0186] Industrial applicability

[0187] As described above, the present invention is advantageous, for example, for vehicles requiring body rigidity.

Claims

1. A front longitudinal beam for a vehicle, comprising: Outer wall; The inner wall is arranged opposite to the outer wall; An outer groove, formed on the outer side wall along the length of the vehicle body, and having a first groove surface; and An inner groove, formed on the inner sidewall along the length of the vehicle body, and having a second groove surface. The outer groove includes a region where the depth of the first groove varies along the length of the vehicle body, and the depth of the first groove is the distance between the outer wall and the first groove surface. The inner groove includes a region where the depth of the second groove varies along the length of the vehicle body, and the depth of the second groove is the distance between the inner wall and the second groove surface. The outer sidewall and the inner sidewall are configured to be inclined at a first angle relative to the length axis of the vehicle body. The first groove surface includes a first inclined surface, which connects the groove walls of the outer groove and is configured to be inclined at a second angle relative to the axis of the vehicle body along its length. The second groove surface includes a third inclined surface connecting the groove walls of the inner groove and configured to be inclined at the second angle relative to the vehicle body length axis. Wherein, the second angle is smaller than the first angle.

2. The vehicle front longitudinal beam according to claim 1, wherein, The first groove surface includes a second inclined surface configured to be inclined at a third angle relative to the vehicle body length axis. The third angle is greater than the first angle.

3. The vehicle front longitudinal beam according to claim 2, wherein, The first groove surface further includes a first connecting surface, which connects the first inclined surface and the second inclined surface. The first connecting surface extends parallel to the outer wall along the length of the vehicle body within the outer groove. The first groove depth of the outer groove changes from the connection point of the first connecting surface and the first inclined surface.

4. The vehicle front longitudinal beam according to claim 1, wherein, The second groove surface includes a fourth inclined surface, which is configured to be inclined at a fourth angle relative to the vehicle body length axis. The fourth angle is greater than the first angle.

5. The vehicle front longitudinal beam according to claim 4, wherein, The second groove surface further includes a second connecting surface, which connects the third inclined surface and the fourth inclined surface. The second connecting surface extends parallel to the inner wall along the length of the vehicle body within the inner groove. The second groove depth of the inner groove changes from the connection point of the second connecting surface and the third inclined surface.

6. The vehicle front longitudinal beam according to claim 1, wherein, At one end of the front longitudinal beam, the outer side wall does not have the outer groove, and the inner side wall does not have the inner groove.

7. The vehicle front longitudinal beam according to claim 6, wherein, The depth of the first groove in the outer groove gradually increases towards the other end of the front longitudinal beam. The depth of the second groove in the inner groove gradually decreases from the third inclined surface toward the other end.

8. The vehicle front longitudinal beam according to claim 7, wherein, Between one end and the other end of the front longitudinal beam, a second groove is formed such that the depth of the second groove is the same as the depth of the first groove, or the depth of the second groove is deeper than the depth of the first groove.

9. The vehicle front longitudinal beam according to claim 1, wherein, The first inclined surface of the outer groove is in contact with the third inclined surface of the inner groove.

10. The vehicle front longitudinal beam according to claim 1, wherein, The first inclined surface of the outer groove and the third inclined surface of the inner groove are configured to be spaced apart from each other by a certain interval.

11. The vehicle front longitudinal beam according to claim 1, wherein, The outer wall is set on the outer plate of the longitudinal beam. The inner sidewall is set on the inner plate of the longitudinal beam. The inner plate of the longitudinal beam is attached to one side of the outer plate of the longitudinal beam, thereby forming a tubular component with a closed cross section.

12. The vehicle front longitudinal beam according to claim 11, further comprising: The outer rear portion, on one side of which branches out from the end of the outer plate of the longitudinal beam in a direction different from the extending direction of the outer plate of the longitudinal beam, The other end of the outer rear portion is connected to the side beam or front crossbeam of the vehicle body.

13. The vehicle front longitudinal beam according to claim 12, wherein, An auxiliary groove is formed on one side of the outer rear portion, the shape of which corresponds to a portion of the outer groove.

14. The vehicle front longitudinal beam according to claim 12, wherein, The outer rear portion has a higher strength than the outer wall or is formed to be thicker than the outer wall.

15. The vehicle front longitudinal beam according to claim 11, further comprising: The inner rear portion, one side of which is joined to extend from the end of the inner plate of the longitudinal beam, The other end of the inner rear portion is connected to the front crossbeam or front bulkhead of the vehicle body.

16. The vehicle front longitudinal beam according to claim 15, wherein, The inner rear portion has a higher strength than the inner sidewall or is formed to be thicker than the inner sidewall.

17. The vehicle front longitudinal beam according to claim 15, wherein, The third inclined surface of the second groove extends from one end of the inner wall to the other end.

18. The vehicle front longitudinal beam according to claim 17, wherein, At one end of the front longitudinal beam, the outer groove is not formed on the outer side wall, and the second groove of the inner side groove is the deepest.

19. The vehicle front longitudinal beam according to claim 18, wherein, The depth of the first groove in the outer groove gradually increases towards the other end of the front longitudinal beam. The depth of the second groove in the inner groove gradually becomes shallower towards the other end.

20. The vehicle front longitudinal beam according to claim 19, wherein, Between one end and the other end of the front longitudinal beam, a second groove is formed such that the depth of the second groove is the same as the depth of the first groove, or the depth of the second groove is deeper than the depth of the first groove.

21. The vehicle front longitudinal beam according to any one of claims 1 to 20, wherein, The front longitudinal beam is configured to be tilted at the first angle relative to the vehicle body length axis.

22. The vehicle front longitudinal beam according to claim 21, wherein, The front longitudinal beams are respectively disposed on the left and right sides in the width direction of the vehicle body. The two front longitudinal beams are configured to be closer to each other as they move toward the rear of the vehicle body.

23. The vehicle front longitudinal beam according to claim 22, wherein, The depth of the first groove in the outer groove gradually increases towards the front of the vehicle body. The depth of the second groove in the inner side groove gradually decreases from the third inclined surface towards the front of the vehicle body.

24. The vehicle front longitudinal beam according to any one of claims 1 to 20, wherein, The outer wall also includes a reinforcing member installed across the outer groove.

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