Vehicle front longitudinal beam

Abstract

A front side member configured to be supported by a vehicle frame includes a tubular body formed of a roll-formed high strength metal and configured to withstand an axial load during a front collision of the vehicle. The high strength metal sheet defines a cross-sectional shape along the length of the tubular body. The tubular body includes a central wall extending from a first side wall to a second side wall defining at least a first longitudinal channel and a second longitudinal channel. A groove is disposed in the first sidewall of the tubular body and extends longitudinally along at least a portion of the length of the tubular body to reinforce the tubular body. A bore extends through the first sidewall of the tubular body proximate the groove, and is configured as a bend initiator.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of and priority under 35 USC §119(e) to U.S. Provisional Patent Application No. 63 / 374,402, filed on September 2, 2022, the disclosure of which is considered a part of this application and is hereby incorporated by reference in its entirety. Technical Field

[0003] The present disclosure relates to vehicle frame assemblies, and more particularly to front rail forms and assemblies for vehicle body structures. Background Art

[0004] The vehicle frame and body structure are designed to support the vehicle and withstand and absorb a certain degree of collision force, such as the distance required to prevent intrusion into the vehicle in accordance with insurance requirements and other regulatory and legal requirements. Frontal collisions to vehicles are typically tested through frontal impact tests, which direct significant collision forces to the front of the vehicle. The vehicle frame absorbs these frontal collisions primarily via the front longitudinal members and front longitudinal member assemblies extending longitudinally between the front bumper and the vehicle cab.

[0005] It is desirable to convert frontal impact forces into other forms of energy in a predictable and controllable manner. To achieve the goals of crashworthiness, low weight and efficient use of materials, improved forms of front rails are needed. In the transition to electric vehicles, the presence of the engine at the front of the vehicle is no longer a given in vehicle design. Therefore, the front rail will become increasingly important in absorbing frontal impact energy in a predictable and controlled manner, and an opportunity exists to provide improved front rails and front rail assemblies. Summary of the invention

[0006] The present disclosure provides a vehicle front longitudinal beam that absorbs frontal impact energy in a predictable and controlled manner. The front longitudinal beam may include a high-strength sheet metal or other rigid material that extends longitudinally along a length to form a tubular beam, thereby directing longitudinal forces between the bumper assembly and the intermediate frame member at opposite ends of the tubular beam. The tubular beam may have a constant cross-sectional shape and area along its length. Alternatively, the tubular beam may have a substantially constant cross-sectional shape and area along its length, such as in the case of a tapered form or an angular configuration.

[0007] The front longitudinal beam can be formed from a single continuous piece of material, such as a sheet formed via roll forming, stamping, or a combination thereof. In some examples, the front longitudinal beam can be formed from multiple pieces of material joined together. The front longitudinal beam can be formed from multiple pieces of a single material or multiple pieces of materials, or can be formed from a first piece of a first material and a second piece of a second material. One or more edges of the sheet can be welded or otherwise fixed to form a closed cross-section. The front longitudinal beam can include at least one hollow channel extending longitudinally within the closed cross-section, and in some examples can include two or more hollow channels extending longitudinally within the closed cross-section.

[0008] The front longitudinal beam can be formed to have a generally rectangular cross-sectional shape. In other examples, the front longitudinal beam can be formed to have other cross-sectional shapes, such as a generally diamond-shaped cross-sectional shape. In addition, in some examples, the front longitudinal beam can include an external flange extending outward from the cross-sectional shape. The front longitudinal beam can include one or more grooves or channels protruding inward from the generally rectangular cross-sectional shape on one or more walls. The cross-sectional shape of the groove or channel can be square, trapezoidal, circular or other suitable shapes. The cross-sectional shape of the front longitudinal beam can be configured to withstand axial loads in a frontal collision of the vehicle.

[0009] The front longitudinal beam may include one or more bend initiators. The bend initiator may include one or more holes or angled bends extending transversely and disposed longitudinally somewhere along the length of the front longitudinal beam. The bend initiator may be applied on one or more sides of the cross-section of the front longitudinal beam. The bend initiator may be applied uniformly on a pair of sides of the cross-section of the front longitudinal beam. The bend initiator may be applied unevenly on the sides of the cross-section of the front longitudinal beam. For example, the bend initiator may form a set of vertically aligned holes.

[0010] The front longitudinal beam may be a structural component for a vehicle frame and includes a tubular beam formed from sheet metal roll-formed along its length to define a closed cross-sectional shape extending the length of the tubular beam, the front end of the tubular beam being configured to couple to a bumper assembly and a rear end opposite the front end being configured to couple to an intermediate vehicle frame member. The closed cross-sectional shape is configured to carry axial loads between the front and rear ends in a frontal vehicle collision such that during the axial load, the collision energy is absorbed and converted in a controlled and predictable manner by deformation of the cross-sectional shape along the length of the tubular beam.

[0011] The cross-sectional shape may define a closed shape including a hollow channel extending longitudinally along the length of the tubular beam, or a closed shape including a plurality of spaced-apart hollow channels extending along the length of the tubular beam. The plurality of hollow channels may be separated by a common wall formed of a high-strength metal sheet. The groove may protrude inwardly from the cross-sectional shape and extend longitudinally in a groove direction, wherein the groove direction is substantially parallel to the length of the tubular beam. The hole extending through the metal sheet may be located proximate to the first end of the tubular beam. The tubular beam may be formed by roll forming of the metal sheet. The first edge and the second edge of the metal sheet may be fixed at the first engagement location and the second engagement location in the cross-sectional shape.

[0012] The present disclosure provides a structural beam for a vehicle and includes an elongated body formed from a sheet metal. The sheet metal may be high strength steel. The body may extend from a first end at a bumper assembly to a second end at a center frame assembly and include a cross-sectional shape extending the length of the body. The cross-sectional shape may be further defined by a central wall of the sheet metal and at least one channel formed in the elongated body.

[0013] An outer wall of the elongated body, such as a sidewall portion, may include a plurality of grooves that protrude inwardly from the cross-sectional shape and extend longitudinally along a portion of the length of the elongated body. The plurality of grooves may be located near at least one of the first end or the second end and are configured to locally reinforce the elongated body when the structural beam is subjected to an axial load.

[0014] The elongated beam may include a plurality of apertures defining passages extending through the outer wall and the inner wall of the tubular body. The plurality of apertures may be located adjacent the plurality of grooves and configured to induce bending of the elongated body when the beam is subjected to an axial load.

[0015] The structural beam may include a first recessed area and a second recessed area in the elongated body. The metal sheet may include a first edge portion positioned in the first recessed area and a second edge portion positioned in the second recessed area. A first weld joint may be formed between the first edge portion in the first recessed area and an outer wall of the elongated body. A second weld joint may be formed between the second edge portion in the second recessed area and the outer wall of the elongated body. The outer wall of the elongated body may be arranged in a generally planar alignment.

[0016] The central wall may be configured in a stepped shape having a first horizontal portion, a second horizontal portion, and a vertical portion therebetween. A plurality of fasteners may be attached to the elongated body and disposed on the inner wall of the elongated body. At least one pair of fasteners may be laterally aligned with the vertical portion of the central wall.

[0017] The front longitudinal beam can be configured to be supported by a vehicle frame and include a tubular body formed by roll-formed high-strength metal sheet and defining a cross-sectional shape. The tubular body can include a center wall extending from a first inner wall to a second inner wall to form at least a first longitudinal channel and a second longitudinal channel extending the length of the tubular body. The outer wall of the tubular body can include a groove extending longitudinally over the length of the tubular body, and a hole can extend through the surface of the tubular body, adjacent to the groove. The tubular body can be configured to withstand an axial load during a frontal collision of the vehicle. Under the axial load, the tubular body can be configured to bend at the hole.

[0018] Implementations of the present disclosure may include one or more of the foregoing features in various combinations. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a side elevation view of the vehicle showing the front rail extending between the bumper assembly and a vehicle frame member proximate the passenger compartment.

[0020] Figure 2 is a partial perspective view of a portion of a vehicle frame including a pair of front longitudinal members extending between an attachment plate of a vehicle bumper assembly and a vehicle frame member proximate a passenger compartment.

[0021] Figure 3A is a front perspective side view of an exemplary front rail according to the present disclosure.

[0022] Figure 3B is a rear perspective side view of an exemplary front rail according to the present disclosure.

[0023] Figure 4 yes Figure 3A A side view of an exemplary front longitudinal beam.

[0024] Figure 5 yes Figure 3B A side view of an exemplary front longitudinal beam.

[0025] Figure 6 yes Figure 4 A top view of an exemplary front longitudinal beam.

[0026] Figure 7 yes Figure 4 A bottom view of an exemplary front longitudinal beam.

[0027] Figure 8 yes Figure 6 A transverse cross-sectional view of an exemplary front longitudinal beam taken along line VIII-VIII.

[0028] Fig. 9 yes Figure 6 A transverse cross-sectional view of an exemplary front longitudinal beam taken along line IX-IX.

[0029] Fig.10 yes Figure 3A 1. A perspective side view of an end portion of an exemplary front longitudinal beam.

[0030] Fig.11 yes Figure 3A An end view of an exemplary front longitudinal beam.

[0031] Fig.12 is a perspective view of an exemplary front rail according to the present disclosure.

[0032] Fig.13 yes Fig.12 An end perspective view of an exemplary front longitudinal beam.

[0033] Fig.14 is a perspective view of a second exemplary front rail according to the present disclosure.

[0034] Fig.15 yes Fig.14 An end perspective view of an exemplary front longitudinal beam.

[0035] Fig.16 is a perspective view of a third exemplary front longitudinal beam according to the present disclosure.

[0036] Fig.17 yes Fig.16 An end perspective view of an exemplary front longitudinal beam.

[0037] Fig.18 is a perspective view of a fourth exemplary front side member according to the present disclosure.

[0038] Fig.19 yes Fig.18 An end perspective view of an exemplary front longitudinal beam.

[0039] Fig. 20 is a perspective view of a fifth front longitudinal beam according to the present disclosure.

[0040] Fig.21 yes Fig. 20 An end perspective view of an exemplary front longitudinal beam.

[0041] Fig. 22 is a perspective view of a sixth exemplary front side member according to the present disclosure.

[0042] Fig.23 yes Fig. 22 An end perspective view of an exemplary front longitudinal beam.

[0043] Fig.24 is a perspective view of a seventh exemplary front side member according to the present disclosure.

[0044] Fig.25 yes Fig.24An end perspective view of an exemplary front longitudinal beam.

[0045] Fig.26 is a perspective view of an eighth exemplary front side member according to the present disclosure.

[0046] Fig. 27 yes Fig.26 An end perspective view of an exemplary front longitudinal beam.

[0047] Fig.28 is a perspective view of a ninth exemplary front side member according to the present disclosure.

[0048] Fig.29 yes Fig.28 An end perspective view of an exemplary front longitudinal beam.

[0049] Fig.30 is a perspective view of a tenth exemplary front side member according to the present disclosure.

[0050] Fig.31 yes Fig.30 An end perspective view of an exemplary front longitudinal beam.

[0051] Fig.32 is a perspective view of an eleventh exemplary front side member according to the present disclosure.

[0052] Fig.33 yes Fig.32 An end view of an exemplary front longitudinal beam.

[0053] Fig.34 is a perspective view of a twelfth exemplary front longitudinal beam according to the present disclosure.

[0054] Fig.35 yes Fig.34 An end view of an exemplary front longitudinal beam.

[0055] Fig.36 is a perspective view of a thirteenth exemplary front side member according to the present disclosure.

[0056] Fig.37 yes Fig.36 An end view of an exemplary front longitudinal beam.

[0057] Fig.38 is a perspective view of a fourteenth exemplary front side member according to the present disclosure.

[0058] Fig.39 yes Fig.38 An end view of an exemplary front longitudinal beam.

[0059] Fig.40 is a perspective view of a fifteenth exemplary front side member according to the present disclosure.

[0060] Fig.41 yes Fig.40 An end view of an exemplary front longitudinal beam.

[0061] Fig.42 is a perspective view of a sixteenth exemplary front side member according to the present disclosure.

[0062] Fig.43 yes Fig.42 An end view of an exemplary front longitudinal beam.

[0063] Fig.44 is a perspective view of a seventeenth exemplary front side member according to the present disclosure.

[0064] Fig.45 yes Fig.44 An end view of an exemplary front longitudinal beam.

[0065] Fig.46 is a perspective view of an eighteenth exemplary front side member according to the present disclosure.

[0066] Fig.47 yes Fig.46 An end view of an exemplary front longitudinal beam.

[0067] Fig.48 is a perspective view of a nineteenth exemplary front side member according to the present disclosure.

[0068] Fig.49 yes Fig.48 An end view of an exemplary front longitudinal beam.

[0069] Figures 50 to 64 Alternative cross-sections that may be implemented with an exemplary front rail of the present disclosure are shown.

[0070] The details of one or more examples of the present disclosure are set forth in the accompanying drawings and the following description. Other aspects, advantages, objects and features will become apparent from the following description read in conjunction with the accompanying drawings, wherein like reference numerals represent like parts. DETAILED DESCRIPTION

[0071] Structural frames and assemblies for vehicle structures, such as vehicle front longitudinal beams, are disclosed in various embodiments herein as collision energy absorption and management devices that are used in conjunction with other vehicle components to absorb and manage collision loads and energy so as to minimize damage and intrusion during a collision with the vehicle. For example, the structural beam can be used between the bumper assembly and the center frame assembly. In some cases, the vehicle assembly may have increased front end stiffness and collision energy absorption requirements, such as for electric vehicles or rear-mounted engine vehicles, which have a larger vehicle mass and a front end that may be more susceptible to collision intrusion. Although it is well known that a front longitudinal beam with increased mass can meet the increased stiffness requirements, the increased mass generally increases the cost of the vehicle while also reducing efficiency. The structural beams disclosed herein can provide increased stiffness, such as those formed by roll forming a single metal sheet or other rigid material, with an anti-collision mechanism for converting collision forces into other forms of energy in a predictable and controlled manner.

[0072] Referring now to the drawings and illustrative embodiments described herein, a front rail 10 is provided for use with a vehicle 100, such as a vehicle body structure or frame 101, such as Figure 1 and Figure 2 As shown. The vehicle frame 101 and associated components can have various designs and configurations, such as for different styles and types of vehicles. Figure 1 and Figure 2 As shown, the vehicle frame 101 may include an intermediate frame assembly or a firewall 102 and a bumper assembly 103, as well as other vehicle frame components. The front longitudinal beam 10 may be used as a structural frame component that is designed to withstand various collision forces and is designed to support and withstand different load conditions. When designing a vehicle to meet the required collision and load requirements, by providing the front longitudinal beam 10 of the present disclosure, the size of the front longitudinal beam 10 component can be reduced, and the total weight of the front longitudinal beam 10 can be reduced. The vehicle 100 may include a pair of front longitudinal beams 10 supporting the front engine compartment. The vehicle 100 may not include a propulsion system with an internal combustion engine, and therefore the front engine compartment may be a front storage compartment. The front longitudinal beam 10 may extend at least a portion of the distance between the front bumper assembly 103 and the firewall 102 or other structural components of the vehicle frame 101.

[0073] Reference now FIG. 3A to FIG. 3B, a first exemplary front longitudinal beam 20 is shown. The front longitudinal beam 20 is a roll-formed structural element formed from a single sheet material piece 22. The longitudinal beam 20 includes a closed cross-sectional shape. The longitudinal beam 20 profile defines an elongated body or tubular beam 34, which can be defined by a first side wall portion 40, a second side wall portion 42, a top wall portion 44, and a bottom wall portion 46. The first side wall portion 40 can be located inboard relative to the second side wall portion 42, or in another example of a longitudinal beam, on the contrary, located outboard relative to the second side wall portion. The first side wall portion 40 and the first side wall portion 42 can be connected by a top wall portion 44 and a bottom wall portion 46. The front end 30 of the beam 34 is configured to be coupled to a bumper assembly 103 or other vehicle frame component. The rear end 32 opposite the first end 30 is configured to be coupled to an intermediate frame component, such as a firewall 102 or other vehicle frame component. The cross-sectional shape of the elongated body 34 extends from the front end 30 to the rear end 32 along the length of the body 34. The elongated body 34 may include a central wall 28 extending longitudinally along the length of the body 34 such that the cross-sectional shape includes a plurality of hollow channels defined by the central wall 28. For example, a closed cross section may include two hollow channels 24, 26 separated by the central wall 28, each extending longitudinally along the body 34. Alternatively, the cross-sectional shape may have more or fewer channels.

[0074] The sheet metal 22 of the structural beam 34 may include any metal or metal alloy having desired properties such as hardness, tensile strength, etc. For example, the material may include aluminum or steel, such as high strength or ultra-high strength steel, and combinations of other related metals in different alloys. The sheet material may be non-sheet material in whole or in part, such as injection molded polymers, composite materials, aluminum extrusions, or composite pultrusions. The sheet material of the outer beam profile 20 may be formed in a variety of processes such as using cold stamping, roll forming, roll stamping, hot stamping, press bending, or combinations thereof. The specific forming processes mentioned herein should be understood to be non-limiting. Selecting a suitable forming process for a particular material and applying the structural beam 34 disclosed herein can be understood to be within the ordinary technical level.

[0075] The closed shape of the elongated body 34 is configured to withstand axial loads between the front and rear ends in a frontal vehicle collision. Figures 3A to 5 As shown, a plurality of grooves 36 and apertures 38 may be located in a first sidewall portion 40 ( Figure 4 ) and the second side wall portion 42 ( Figure 5 ) and are configured to serve as a reinforcement and a bending initiator, respectively.

[0076] The plurality of grooves 36 include grooves that protrude inwardly from the cross-sectional shape and extend longitudinally in a groove direction. The groove direction is substantially parallel to the length of the elongated body 34. One or more grooves may extend along a partial cross-section of the length of the elongated body, or in another example, may extend along the entire or substantially the entire length of the elongated body. The body 34 may include a groove located near at least one of the first end 30 or the second end 32. For example, the body 34 may include a single groove 36 or more than one groove 36. Near the first end 30, the body 34 may include a groove 36 in the first side wall portion 40 ( Figure 4 ) and one or more grooves 36 on the second side wall portion 42 ( Figure 5 ) on one or more grooves 36. Near the second end 32, the body 34 may include a first side wall portion 40 ( Figure 4 ) and one or more grooves 36 on the second side wall portion 42 ( Figure 5 ) on one or more grooves 36.

[0077] A plurality of grooves 36 are formed to selectively increase the strength of the body 34 in areas that serve as reinforcement channels, which improves axial loads at selected areas of the body 34. The grooves 36 can be a selective and localized reinforcement portion of an otherwise flat cross-section of the sheet 22. The grooves 36 can be locally proximate the front end 30 disposed toward the bumper assembly 103 of the vehicle 100, with fewer or no grooves 36 proximate the rear end 32 disposed toward the firewall 102 or the center frame assembly of the vehicle 100. During a frontal vehicle collision, the collision forces are axially loaded onto the front longitudinal beam 20, such that the cross-section of the beam having the grooves has an increased axial load capacity. The grooves 36 can be formed by a stamping operation before or after the cross-sectional structure is formed via roll forming, or can be formed simultaneously in the roll forming operation.

[0078] The plurality of apertures 38 comprise holes or voids in the sheet material 22 extending from an outer wall or surface 48 of the sheet material 22 to an inner wall or surface 50 of the material 22 ( Fig. 9 ).like Figure 3AAs shown, the orifice 38 can be located near the groove 36 so that the orifice 38 is provided and corresponds to the groove 36. For example, the orifice 38 can be located near the end of the corresponding groove 36 so that when the beam is subjected to an axial load, the local reinforced section of the beam in front of the orifice 38 resists failure or bending before failing at the orifice. The vertically aligned orifices 38 together form an effective bending initiation line B1-B3 so that the axial force causes a failure at the bending initiation line B1-B3, thereby causing a controlled bending failure of the beam, which has the desired force deflection characteristics and the desired bending beam position. Therefore, the bending initiation line B1-B3 is located at a different position along the length of the beam on the first side wall portion than the second side wall portion. Additional orifices 38 can be located at different positions along the body 34 that do not correspond to the groove 36, but in areas that promote the desired deformation characteristics of the beam, such as being located on the first side wall portion 40 or the second side wall portion 42. Alternatively, the orifice 38 can be located on the top wall portion 44 or the bottom wall portion 46.

[0079] A plurality of apertures 38 are formed to selectively reduce the strength of the body 34 in areas that serve as bend initiators, such as exemplary bend initiating lines B1-B3. The apertures 38 may be selective and locally weakened portions of the sheet 22. During a frontal vehicle collision and axial loading of the collision forces onto the front rail 20, the apertures 38 provide a selective location for the collision forces to be converted by bending the body 34 at the apertures 38. In other examples, the apertures 38 may be configured as angular bends that extend laterally and are disposed longitudinally along the length of the front rail. The apertures 38 may be formed by punching, stamping, or other similar operations after the cross-sectional structure is formed via roll forming.

[0080] In other examples, the front rails may include crush initiators, such as at the corners of the rails, which weaken the body at selective locations for collision forces to be converted by crushing the body at the crush initiators. In some examples, the crush initiators may be configured as voids, dimples, or localized thinning of the sheet material.

[0081] Reference now Figure 4 and Figure 5 , showing a first side wall portion 40 and a second side wall portion 42. The first side wall portion 40 ( Figure 4 ) and the second side wall portion ( Figure 5 ) may include grooves 36 and apertures 38 that act as reinforcement channels and bend initiators under axial loading collision forces. Each of the first sidewall portion 40 and the second sidewall portion 42 may additionally include holes for mounting access points or the like.

[0082] Reference now Figure 6 and Figure 7 , showing the top wall portion 44 and the bottom wall portion 46. The top wall portion 44 ( Figure 6) and the bottom wall portion 46 ( Figure 7 ) may include additional apertures 38 that are configured as bend initiators when axially loaded with collision forces. Each of the top wall portion 44 and the bottom wall portion 46 may additionally include other holes for mounting access points or the like.

[0083] Reference now Figure 8 and Fig. 9 , respectively showing the Figure 6 The first side wall portion 40 and the second side wall portion 42 are connected via the top wall portion 44 and the bottom wall portion 46 to define a closed cross section of the elongated body 34. The elongated body 34 may include a single sheet 22 formed, for example, via roll forming. Alternatively, the elongated body 34 may include more than one sheet 22 attached by welding, adhesive, etc.

[0084] The sheet 22 includes a first edge portion 52 and a second edge portion 54 extending along the length of the body 34. The first side wall portion 40 includes a first recessed area 56 extending along the length of the body 34. The first recessed area 56 projects the width of the sheet 22 inwardly so that the first edge portion 52 of the sheet is positioned on the exterior surface 48 in the first recessed area 56 and the first edge portion 52 and the front wall portion 40 are aligned.

[0085] Likewise, the second sidewall portion 42 includes a second recessed area 58 extending along the length of the body 34. The second recessed area 58 extends the width of the sheet 22 inwardly so that when the second edge portion 54 of the sheet is positioned on the outer surface 48 in the second recessed area 58, the second edge portion 52 and the second sidewall portion 42 are aligned. Figure 8 and Fig. 9 As shown, the first side wall portion 40 and the second side wall portion 42 are arranged in a generally parallel plane along the length of the body. The first edge portion 52 and the second edge portion 54 can be attached to the corresponding first recessed area 56 and the second recessed area 58 via welding, adhesive, etc. Fig. 9 As shown, the first weld joint 60 is formed by the inner surface 50 of the first edge portion 52 and the outer surface 48 of the first recessed area 56. Similarly, the second edge portion 54 can be attached to the second recessed area 58 via welding, adhesive, etc., so that the second weld joint 62 is formed by the inner surface 50 of the second edge portion 54 and the outer surface 48 of the second recessed area 58.

[0086] The center wall 28 may extend from a first recessed area 56 at the first side wall portion 40 to a second recessed area 58 at the second side wall portion 42 through the interior of the elongated body 34 to define the first channel 24 and the second channel 26. The center wall 28 is configured to extend through or generally be disposed at least partially along an effective longitudinal axis or center load path that extends longitudinally along the front longitudinal beam. To accommodate the reinforcement channel 36, bend initiator hole 38, and fastener 64 located at the vertical center of the beam, the center wall 28 may be formed to extend from a first vertical position at the first side wall portion 40 below the vertical center of the beam to a second vertical position at the second side wall portion 42 above the vertical center of the beam, or vice versa in another example. As shown, for example, at Figure 8 and Fig. 9 , the center wall 28 may include a first horizontal portion 72, a second horizontal portion 74, and a vertical portion 76. The vertical portion 76 may connect the first horizontal portion 72 and the second horizontal portion 74 to form a stepped configuration. For example, the first horizontal portion 72 may extend inwardly from the front wall portion 40 in a direction parallel to the top wall portion 44 and the bottom wall portion 46. The first horizontal portion 72 may be integrally connected to the first recessed area 56 in the lower section 66 of the body 34. The second horizontal portion 74 may extend inwardly from the rear wall portion 42 in a direction parallel to the top wall portion 44 and the bottom wall portion 46. The second horizontal portion may be integrally connected to the second recessed area 58 in the upper section 70 of the body 34. The length of the first horizontal portion 72 and the second horizontal portion 74 may be approximately half the width of the body 34 from the inner wall 50 of the front wall portion 40 to the inner wall 50 of the rear wall portion 42. The vertical portion 76 may extend from the innermost end of the first horizontal portion 72 to the innermost end of the second horizontal portion 74, thereby connecting the first horizontal portion 72 and the second horizontal portion 74. The center wall 28 may include more or fewer horizontal and vertical portions between the front wall portion 40 and the rear wall portion 42. The corners formed between the first horizontal portion 72, the vertical portion 76, and the second horizontal portion 74 provide axial strength to the center wall 28. However, in other examples, portions of the center wall may have angle transitions that are not equal to 90 degrees, such as larger angles to reduce corner bending along the center wall. The center wall 28 may have different shapes, sizes, and locations. The center wall 28 may extend along the length of the beam 34 in the longitudinal direction. Alternatively, the center wall 28 may be selectively disposed along a portion of the length of the beam 34. The center wall 28 may form the first channel 24 and the second channel 26 in the cross-sectional shape of the beam 34. Alternatively, the center wall 28 may define more or fewer channels in the cross-sectional shape of the beam 34.

[0087] Reference Figure 8, a plurality of grooves 36 or reinforcing channels protrude inwardly from the first sidewall portion 40 and the second sidewall portion 42 into the cross-sectional shape. The grooves 36 facilitate controlled deformation of the elongated body 34 during axial collision loads. The grooves 36 are discontinuous and occur only at discrete, limited portions along the length of the body 34 ( Figures 3A to 5 ). In other embodiments, there may be more or fewer grooves 36 along the length of the body 34, and the grooves 36 may have different shapes, sizes, and locations along the first sidewall portion 40 and the second sidewall portion 42. In addition, the grooves 36 have a vertical height and inward depth that are configured to allow the sheet 22 to be formed inwardly into a generally curved shape without exceeding the allowable curvature (minimum possible bend radius) of the sheet 22 without failure.

[0088] refer to Fig. 9 , the top wall portion 44 and the bottom wall portion 46 may include at least one of the plurality of apertures 38. For example, a first aperture 36 may extend through the sheet material 22 on the top wall portion 44, thereby defining a material void that is configured to serve as a bending initiator of the body 34 during axial loading. A second aperture 36 may extend through the sheet material 22 on the bottom wall portion 46, thereby defining a material void that is configured to serve as a bending initiator of the body 34 during axial loading. The apertures 36 may have different shapes, sizes, and locations along the top wall portion 44 and the bottom wall portion 46.

[0089] refer to Fig.10 and Fig.11 , the first side wall portion 40 and the second side wall portion 42 may include a plurality of fasteners 64 positioned proximate the rear end 32 for mounting the front longitudinal beam 20 to the intermediate frame assembly 102. The fasteners 64 are positioned in the lower section 66, the upper section 70, and the middle section 68 along the height of the body 34 to optimize the connection strength between the front crossbar 20 and the intermediate frame assembly 102. Alternatively, the beam 34 may include more or fewer fasteners 64, and the fasteners 64 may be positioned in different positions along the height of the beam. A first pair of corresponding fasteners 641 are positioned in the upper section 70 of the first side wall portion 40 and the second side wall portion 42 such that they are positioned above the second horizontal portion 74 of the center wall 28. A second pair of corresponding fasteners 643 are positioned in the lower section 66 of the first side wall portion 40 and the second side wall portion 42 such that they are positioned below the first horizontal portion 72 of the center wall 28. A third pair of corresponding fasteners 642 are positioned in the middle section 68 of the first side wall portion 40 and the second side wall portion 42. The third pair of fasteners 642 are laterally aligned with the vertical portion 76 of the central wall 28. The shape of the central wall 28 is configured to define a space so that the third pair of fasteners 643 can be located in the mid-section 68 without contacting the central wall 28.

[0090] Reference now Fig.12 and Fig.13 , a second exemplary front rail 120 is shown. The front rail 120 is a roll-formed structural element formed from a single sheet of material 122 that is shaped to form a closed cross-section having two hollow voids 124, 126 extending longitudinally and separated by a center wall 128. A first end 130 and a second end 132 of the material 122 are folded inwardly of the closed cross-section and may be secured in place, such as by resistance spot welding, laser welding, or the like.

[0091] The front longitudinal beam 120 includes a crush initiator 134 at each of the four edges, at a position near the first end 136 of the front longitudinal beam 120. When assembled in the vehicle, the first end 136 can be arranged near the bumper assembly. The front longitudinal beam 120 includes a first bend initiator 138 and a second bend initiator 140. The bend initiators 138, 140 are spaced apart from each other and are placed closer to the second end 140 than the first end 136. Each bend initiator 138, 140 produces a bend of about 1 / 2 on two opposite sides. The bend initiator can be in the range of at least 1 / 4 to 2, or preferably between 1 / 2 and less than 1. The crush initiator 134 and the bend initiators 138, 140 can be formed by a stamping operation after the cross-sectional structure is formed by roll forming.

[0092] Reference now Fig.14 and Fig.15 , a third exemplary front rail 150 is shown. The front rail 150 is generally similar to the second exemplary front rail 120, with the addition of two grooves 152, 154 formed on two opposing sides. The grooves 152, 154 are generally trapezoidal channels that protrude inwardly from the generally rectangular cross-sectional shape and extend longitudinally the length of the front rail 150. As used herein, the term "substantially" means to provide allowance for manufacturing tolerances and variability commonly found and understood in automotive components (including structural frame components), and references to numerical, mathematical or dimensional terms do not need to be completely precise. For example, in geometric terms, a rhombus is a shape with completely flat straight sides and angular vertices, but an automotive component having a substantially rhombus cross-sectional shape will have substantially flat sides within a manufacturing tolerance range for flatness and rounded corners within a tolerance range for bend radii, which is dictated by good manufacturing practices associated with the material, material thickness, and selected manufacturing process.

[0093] Reference now Fig.16 and Fig.17, a fourth exemplary front longitudinal beam 160 is shown. The front longitudinal beam 160 is substantially similar to the second exemplary front longitudinal beam 120 and the third exemplary front longitudinal beam 150, with the addition of two grooves 162, 164 formed on two opposite sides, so that each side of the substantially rectangular cross-sectional shape includes one groove. The grooves 162, 164 are substantially trapezoidal channels that protrude inwardly and extend longitudinally the length of the front longitudinal beam 160.

[0094] Reference now Fig.18 and Fig.19 , a fifth exemplary front longitudinal beam 170 is shown. The front longitudinal beam 170 is a roll-formed structural element formed from a single piece of sheet material 122 that is shaped to form a closed cross-section having three hollow voids 172, 174, 176 that extend longitudinally and are separated by two inner walls 178, 180. A first end 182 of the material 122 terminates inside one of the hollow voids, and a second end 184 terminates tangentially to one of the hollow voids 174. The ends 182, 184 may be secured in place, such as by resistance spot welding, laser welding, etc. The front longitudinal beam 170 includes a crush initiator 134 similar to the second exemplary front longitudinal beam 120 and the third exemplary front longitudinal beam 150. The front longitudinal beam 170 also includes bend initiators 138, 140 similar to the second exemplary front longitudinal beam 120 and the third exemplary front longitudinal beam 150.

[0095] Reference now Fig. 20 and Fig.21 , a sixth exemplary front rail 190 is shown. The front rail 190 is a roll-formed structural element formed from two separate pieces of sheet material 192, 194. Each piece of sheet material 192, 194 is roll-formed into a generally P-shaped cross-section and then oriented oppositely to be joined by welding or the like. A groove 196 is formed in the P-shaped cross-section so that when assembled, the ends 198, 200 form a smooth side exterior shape when joined together. The resulting front rail 190 includes three hollow voids 202, 204 and 206. The front rail 190 includes an extrusion initiator 134, similar to the exemplary front rails previously described. The front rail 190 also includes bend initiators 138, 140, similar to the exemplary front rails previously described.

[0096] Reference now Fig. 22 and Fig.23, a seventh exemplary front longitudinal beam 210 is shown. The front longitudinal beam 210 is a structural element formed from two separate pieces of sheet material 212, 214. The first piece 212 forms a generally D-shaped hollow shell and can be formed, for example, by roll forming, extrusion, pultrusion or other similar processes. The second piece 214 forms an inner wall 216 having a first flange 218 and a second flange 219, thereby dividing the hollow shell formed by the first piece 212. Once formed, the second piece 214 can be added to the first piece 212 and fixed in place by welding, bonding or other suitable processes depending on the materials used. The front longitudinal beam 210 includes an extrusion initiator 134, similar to the exemplary front longitudinal beams previously described. The front longitudinal beam 210 also includes bend initiators 138, 140, similar to the exemplary front longitudinal beams previously described.

[0097] Reference now Fig.24 and Fig.25 , an eighth exemplary front longitudinal beam 220 is shown. The front longitudinal beam 220 is a roll-formed structural element formed from a single piece of sheet material. The front longitudinal beam 220 includes three hollow voids 222, 224, 226 extending longitudinally along the length of the front longitudinal beam 220. The front longitudinal beam 220 includes a double thickness inner wall 228 to provide increased rigidity for axial loads. The ends 230, 232 terminate tangentially to the first hollow void 222 and can be fixed in place, for example, by welding (such as resistance spot welding, laser welding), etc. The front longitudinal beam 220 includes an extrusion initiator 134, similar to the exemplary front longitudinal beams described previously. The front longitudinal beam 220 also includes bend initiators 138, 140, similar to the exemplary front longitudinal beams described previously.

[0098] Reference now Fig.26 and Fig. 27 , a ninth exemplary front rail 240 is shown. The front rail 240 has a closed, generally rectangular cross-sectional shape. The front rail 240 can be formed by roll forming, extrusion, pultrusion, etc. The front rail 240 includes an extrusion initiator 134, similar to the exemplary front rails described previously. The front rail 240 also includes a bend initiator 138, 140, similar to the exemplary front rails described previously.

[0099] Reference now Fig.28 and Fig.29 , a tenth exemplary front rail 250 is shown. The front rail 250 is substantially similar to the front rail 240 of the ninth embodiment, with the addition of two grooves 252, 254 formed on two opposite sides. The grooves 252, 254 are substantially trapezoidal channels that protrude inwardly from the substantially rectangular cross-sectional shape and extend the length of the front rail 250 longitudinally.

[0100] Reference now Fig.30 and Fig.31, an eleventh exemplary front longitudinal beam 260 is shown. The front longitudinal beam 260 is substantially similar to the front longitudinal beam 240 of the ninth embodiment and the front longitudinal beam 250 of the tenth embodiment, with the addition of two grooves 262, 264 formed on two opposite sides, so that each side of the substantially rectangular cross-sectional shape includes a groove. The grooves 262, 264 are substantially trapezoidal channels that protrude inwardly and extend the length of the front longitudinal beam 260 longitudinally.

[0101] Reference now Fig.32 and Fig.33 , a twelfth exemplary front longitudinal beam 270 is shown. The front longitudinal beam 270 is a structural element formed from a single piece of sheet material 272 that is shaped to form a closed cross-section having a single hollow void 274 that extends longitudinally the length of the front longitudinal beam 270. Ends 276, 278 of the sheet material 272 extend outwardly from the closed cross-section as a single flange 280. The flange 280 may be disposed eccentrically relative to the cross-sectional shape. The ends 276, 278 may be secured together by welding (such as resistance spot welding, laser welding, etc.). The closed cross-section of the front longitudinal beam 270 defines a substantially parallelogram shape having two pairs of substantially parallel sides that are arranged at a first pair of acute angles 282 and a second pair of obtuse angles 284. The acute angle 282 may be approximately 87°, and the obtuse angle 284 may be approximately 93°. In other alternatives, the acute angle 282 may be between 80° and 89°, and the obtuse angle 284 may be between 91° and 100°.

[0102] Reference now Fig.34 and Fig.35 , a thirteenth exemplary front rail 290 is shown. Front rail 290 is a structural element formed similarly to front rail 270 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 290. A first end of the sheet material extends outwardly from the closed cross section as a single flange, and a second end of the sheet material is folded inwardly to form a center wall in the cross section.

[0103] Reference now Fig.36 and Fig.37 , a fourteenth exemplary front rail 310 is shown. The front rail 310 is a structural element formed similarly to the front rails 270, 290 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 310. A first end of the sheet material extends outwardly from the closed cross section as a single flange, and a second end of the sheet material is folded inwardly to form a center wall in the cross section.

[0104] Reference now Fig.38 and Fig.39, a fifteenth exemplary front rail 330 is shown. The front rail 330 is a structural element formed similarly to the front rails 270-310 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 330. A first end of the sheet material extends outwardly from the closed cross section as a single flange, and a second end of the sheet material is folded inwardly to form a center wall in the cross section.

[0105] Reference now Fig.40 and Fig.41 , a sixteenth exemplary front rail 350 is shown. The front rail 350 is a structural element formed similarly to the front rails 270-330 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 350. A first end of the sheet material extends outwardly from the closed cross section as a single flange, and a second end of the sheet material is folded inwardly to form a center wall in the cross section.

[0106] Reference now Fig.42 and Fig.43 , a seventeenth exemplary front rail 370 is shown. The front rail 370 is a structural element formed similarly to the front rails 270-350 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 370. A first end of the sheet material extends outwardly from the closed cross section as a single flange, and a second end of the sheet material is folded inwardly to form a center wall in the cross section.

[0107] Reference now Fig.44 and Fig.45 , an eighteenth exemplary front rail 390 is shown. The front rail 390 is a structural element formed similarly to the front rails 270-370 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 390. A first end of the sheet material extends outwardly from the closed cross section as a single flange, and a second end of the sheet material is folded inwardly to form a center wall in the cross section.

[0108] Reference now Fig.46 and Fig.47 , a nineteenth exemplary front rail 410 is shown. Front rail 410 is a structural element formed similarly to front rails 270-390 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 410. A first end of the sheet material extends outwardly from the closed cross section as a single flange.

[0109] Reference now Fig.48 and Fig.49 , shows a twentieth exemplary front rail 430. Front rail 430 is a structural element formed similarly to front rails 270-410 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 430. The first end of the sheet material extends outwardly from the closed cross section as a single flange.

[0110] refer to Fig.50 , shows the cross-sectional shape of a twenty-first exemplary front rail 450. Front rail 450 is a structural element formed similarly to front rails 270-430 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 450.

[0111] refer to Fig.51 , shows the cross-sectional shape of a twenty-second exemplary front rail 470. Front rail 470 is a structural element formed similarly to front rails 270-450 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 470.

[0112] refer to Fig.52 , shows the cross-sectional shape of a twenty-third exemplary front rail 490. Front rail 490 is a structural element formed similarly to front rails 270-470 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 490.

[0113] refer to Fig.53 , shows the cross-sectional shape of a twenty-fourth exemplary front rail 510. The front rail 510 is a structural element formed similarly to the front rails 270-490 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 510.

[0114] refer to Fig.54 , shows the cross-sectional shape of a twenty-fifth exemplary front rail 530. Front rail 530 is a structural element formed similarly to front rails 270-510 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 530.

[0115] refer to Fig.55 , shows the cross-sectional shape of a twenty-sixth exemplary front rail 550. Front rail 550 is a structural element formed similarly to front rails 270-530 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 550.

[0116] refer to Fig.56 , shows the cross-sectional shape of a twenty-seventh exemplary front rail 570. Front rail 570 is a structural element formed similarly to front rails 270-550 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 570.

[0117] refer to Fig.57 , shows the cross-sectional shape of a twenty-eighth exemplary front rail 590. Front rail 590 is a structural element formed similarly to front rails 270-570 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 590.

[0118] refer to Fig.58 , shows the cross-sectional shape of a twenty-ninth exemplary front rail 610. The front rail 610 is a structural element formed similarly to the front rails 270-590 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of the front rail 610.

[0119] refer to Fig.59 , shows the cross-sectional shape of a thirtieth exemplary front rail 630. Front rail 630 is a structural element formed similarly to front rails 270-610 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 630.

[0120] refer to Fig.60 , shows the cross-sectional shape of a thirty-first exemplary front rail 650. Front rail 650 is a structural element formed similarly to front rails 270-630 described above, having an alternative cross-sectional shape as shown, which extends longitudinally the length of front rail 650.

[0121] Unless otherwise indicated, it is generally understood that other embodiments of the front rails may have different orientations than the examples shown and described, such as where the structure is used as a rear rail or side support structure. The front rails may be implemented in other alternative configurations, such as a mirror image of the structure shown.

[0122] It is also contemplated that the disclosed front longitudinal beam structure can be incorporated into other types of structural beams, such as frames and structures of automobiles and ships, buildings, storage tanks, furniture, etc. With respect to vehicle applications, the vehicle components disclosed herein can be combined with various applications of different structural components. The vehicle components can be designed to support and withstand different load conditions, such as for supporting certain horizontal spans or axial load conditions. In addition, the vehicle components can be designed to withstand various collision forces, such as the front collision shown in the figure, and side or rear collisions. The cross-sectional geometry, material type selection, and material thickness within the cross-sectional profile of the vehicle component can be configured for this specific use and the desired load and performance characteristics, such as the weight, load capacity, force deflection performance, and collision performance of the vehicle component.

[0123] For the purposes of this disclosure, the articles "a", "an" and "the" are intended to indicate that there are one or more of the elements in the preceding description. The terms "comprising", "including" and "having" are intended to be inclusive and mean that there may be additional elements in addition to the listed elements. In addition, it should be understood that reference to "one embodiment" or "embodiment" of the present disclosure is not intended to be interpreted as excluding the existence of additional implementations that also include the described features. In addition, the terms "first", "second", etc., as used herein, do not indicate any order, quantity, or importance, but are used to indicate elements from another.

[0124] The numbers, percentages, ratios, or other values ​​described herein are intended to include that value, as well as other values ​​that are "about" or "approximately" the stated value, as understood by those of ordinary skill in the art encompassed by the embodiments of the present disclosure. Therefore, the values ​​should be interpreted as being broad enough to include values ​​that are at least close enough to the stated value to perform the desired function or achieve the desired result. For example, the terms "approximately," "about," and "substantially" can refer to amounts that are less than 5%, less than 1%, less than 0.1%, and less than 0.01% of the stated amount.

[0125] Furthermore, it should be understood that any directions or reference frames in the foregoing description are merely relative directions or motions. For example, the terms "upper," "lower," "right," "left," "rear," "front," "vertical," "horizontal," "inner," "outer," and their derivatives should be understood to mean relative directions or motions. Figure 1 The embodiments of the present invention are not limited to the orientation shown in the drawings. However, it should be understood that various alternative orientations can be provided unless expressly specified to the contrary. It should also be understood that the specific devices and processes shown in the drawings and described in this specification are merely exemplary embodiments of the inventive concepts defined in the appended claims. Therefore, the specific dimensions and other physical characteristics related to the embodiments disclosed herein should not be considered limiting unless expressly stated in the claims.

[0126] Without departing from the principles of the present invention, the specifically described embodiments may be changed and modified, and the principles of the present invention are limited only by the scope of the appended claims interpreted according to the principles of patent law. The present disclosure has been described in an illustrative manner, and it should be understood that the terms used are intended to be descriptive rather than restrictive. In accordance with the above teachings, there may be many modifications and variations of the present disclosure, and the present disclosure may be implemented in a manner different from that specifically described.

Claims

1. A front longitudinal beam for a vehicle frame, the front longitudinal beam comprising: a tubular beam comprising a high strength metal plate formed along a length to define a cross-sectional shape extending the length of the tubular beam; wherein the tubular beam has a front end configured to be coupled to a bumper assembly and a rear end opposite to the front end and configured to be coupled to an intermediate frame member; and The cross-sectional shape of the tubular beam is configured to bear an axial load between the front end and the rear end in a frontal collision of the vehicle.

2. The front longitudinal beam according to claim 1, wherein: The cross-sectional shape defines a closed shape including a hollow passage extending longitudinally the length of the tubular beam.

3. The front longitudinal beam according to claim 1, wherein: The cross-sectional shape defines a closed shape including a plurality of spaced-apart hollow passages extending longitudinally the length of the tubular beam.

4. The front longitudinal beam according to claim 3, wherein: The plurality of hollow channels are separated by a central wall formed by the high-strength metal plate.

5. The front longitudinal beam according to claim 1, wherein: The cross-sectional shape defines a closed shape including a first side wall, a second side wall, a top wall, and a bottom wall, wherein a center wall extends from a first vertical position at the first side wall to a second vertical position at the second side wall, wherein the first vertical position is lower than the second vertical position.

6. The front longitudinal beam according to claim 1, wherein: The cross-sectional shape includes a groove protruding inwardly from the cross-sectional shape and extending longitudinally in a groove direction, wherein the groove direction is substantially parallel to the length of the tubular beam.

7. The front longitudinal beam according to claim 1, wherein: The tubular beam includes a hole extending through the metal plate, wherein the hole is proximate a first end of the tubular beam.

8. The front longitudinal beam according to claim 1, wherein: The tubular beam is formed by roll forming the metal sheet, and the first edge and the second edge of the metal sheet are fixed at a first joint position and a second joint position.

9. A structural beam for a vehicle, the structural beam comprising: an elongated body formed from sheet metal and configured to extend from a first end at the bumper assembly to a second end at the center frame assembly, the elongated body having a cross-sectional shape extending the length of the elongated body; Wherein, the elongated body includes a plurality of hollow channels formed by a central wall of the metal sheet and defining the cross-sectional shape.

10. The structural beam according to claim 9, wherein: The outer wall of the elongated body includes a plurality of grooves that project inwardly from the cross-sectional shape and extend longitudinally along a portion of the length of the elongated body.

11. The structural beam according to claim 10, wherein: The plurality of grooves are located adjacent to at least one aperture configured to induce bending of the elongated body when the structural beam is subjected to an axial load.

12. The structural beam according to claim 9, wherein: The cross-sectional shape includes a first sidewall, a second sidewall, a top wall, and a bottom wall, wherein the center wall extends from a first vertical position at the first sidewall to a second vertical position at the second sidewall, wherein the first vertical position is lower than the second vertical position.

13. The structural beam according to claim 12, wherein: The fastener is disposed at a central position of the first side wall vertically between the first vertical position and the second vertical position.

14. The structural beam according to claim 9, wherein: The sheet metal includes high strength steel.

15. The structural beam according to claim 12, further comprising: a first recessed area disposed at the first side wall and a second recessed area disposed at the second side wall; a first edge portion and a second edge portion of the metal sheet; and wherein the first edge portion is positioned within the first recessed region and the second edge portion is positioned within the second recessed region, wherein the first sidewall and the second sidewall of the elongated body are disposed in a generally parallel alignment.

16. The structural beam according to claim 15, wherein: A first weld is formed between the first edge portion and the first recessed area, and a second weld is formed between the second edge portion and the second recessed area.

17. The structural beam according to claim 9, wherein: The central wall includes a stepped shape including a first horizontal portion, a second horizontal portion, and a vertical portion attached to the first horizontal portion and the second horizontal portion.

18. The structural beam of claim 17, further comprising a plurality of fasteners located on an inner wall of the elongated body, wherein: At least one pair of fasteners is laterally aligned with the vertical portion of the central wall.

19. A front longitudinal beam configured to be supported by a vehicle frame, the front longitudinal beam comprising: a tubular body formed of a flow-formed high-strength metal and defining a cross-sectional shape along a length of the tubular body; a central wall extending from the first sidewall to the second sidewall of the tubular body to define at least a first longitudinal hollow passage and a second longitudinal hollow passage; a groove disposed in the first sidewall of the tubular body and extending longitudinally along the length of the tubular body; and a hole extending through the first side wall of the tubular body proximate the groove, Wherein, the tubular body is configured to withstand axial loads during a frontal vehicle collision.

20. The front longitudinal beam according to claim 19, wherein: The tubular body is configured to bend at the aperture under axial load.

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