Front longitudinal beam with impact tuning features

Abstract

A front rail configured to be supported by a vehicle frame includes a tubular body formed of a roll formed high strength metal and configured to withstand axial loads during a frontal vehicle crash. The high strength metal defines a cross-sectional shape along a length of the tubular body. The tubular body includes at least one impact tuning feature located on the tubular body. The tubular body is configured to withstand axial loads during a frontal vehicle crash, and upon said crash, the tubular body is configured to deform at the at least one impact tuning feature.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of U.S. Provisional Application Serial No. 63 / 621,827, filed January 17, 2024, pursuant to 35 USC §119(e), the full text of which is incorporated herein by reference. Technical Field

[0003] This disclosure relates to vehicle frame assemblies, and more specifically to the form and assembly of front longitudinal beams for vehicle body structures. Background Technology

[0004] The vehicle frame and body structure are designed to support the vehicle and withstand and absorb a certain degree of impact forces, such as preventing intrusion into the vehicle body according to insurance requirements and other regulations and laws. Frontal collisions are typically tested using front-end crash tests, which direct significant impact forces to the front of the vehicle. The vehicle frame primarily absorbs these frontal collisions through front longitudinal beams and front longitudinal beam assemblies that extend longitudinally between the front bumper and the vehicle's cab.

[0005] The goal is to convert frontal collision forces into other forms of energy in a predictable and controllable manner. Improved forms of front longitudinal beams are desired to achieve goals of crashworthiness, lightweight design, and efficient material utilization. In the transition to electric vehicles, the presence of the engine in the front section of the vehicle is no longer a given in vehicle design. Therefore, the front longitudinal beam will become increasingly important in absorbing frontal collision energy in a predictable and controlled manner, and opportunities exist to provide improved front longitudinal beams and front longitudinal beam assemblies. Summary of the Invention

[0006] This disclosure provides a front longitudinal beam for a vehicle that absorbs frontal collision energy in a predictable and controlled manner. The front longitudinal beam may comprise a high-strength sheet of metal or other rigid material extending longitudinally along its length to form a tubular beam. The tubular beam may guide longitudinal forces between a bumper assembly and a center frame assembly at opposite ends of the tubular beam. The tubular beam may have a substantially 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.

[0007] The front longitudinal beam may be formed from a single continuous piece of material, such as a sheet material formed by roll forming, stamping, or a combination thereof. In some examples, the front longitudinal beam may be formed from a sheet material having multiple thicknesses along its length. In other examples, the front longitudinal beam may be formed from a sheet material having multiple materials along its length. The front longitudinal beam may be formed to have a substantially rectangular cross-sectional shape. The cross-sectional shape may define a closed shape having a first sidewall portion, a second sidewall portion, a top wall portion, and a bottom wall portion.

[0008] The front longitudinal beam may have at least one impact tuning feature on the metal sheet. The impact tuning feature may be configured to experience or induce a predetermined deformation between the front and rear ends of the tubular beam during axial loading in a frontal vehicle collision. The front longitudinal beam may have multiple impact tuning features along the length of the tubular beam. The tubular beam may include multiple holes along its length. The holes may extend from the outer surface through the sheet material to the inner surface. The holes may include a flange around the circumference of the hole on the inner surface. The flange may extend into the cross-sectional shape at the location of the hole. The multiple holes may be aligned vertically along a first sidewall portion or a second sidewall portion. The vertical alignment of the holes may be located near the front end of the tubular beam.

[0009] A tubular beam may include at least one curved region along its length. The at least one curved region may include at least one of an outer bend or an inner bend. In some examples, the curved region may include both an outer bend and an inner bend. The tubular beam may include at least one reinforcing bracket. The reinforcing bracket may be positioned at an outer or inner corner of the cross-sectional shape. The reinforcing bracket may be positioned at a designated location along the length of the beam. In other examples, the bracket may extend along the length of the beam. The reinforcing bracket may also be configured as a flange extending from the cross-sectional shape of the beam. The tubular beam may consist of more than one reinforcing bracket. The tubular beam may include multiple weld points along its length. The weld points may be located on the outer surface of the metal sheet of the beam. The weld points may be in the form of parallel lines along the front ends of the beam. In other examples, the weld points may be positioned alternately on opposite sides of the beam.

[0010] This disclosure provides a structural beam for a vehicle, the structural beam including an elongated body formed of sheet metal material and configured to extend from a first end at a bumper assembly to a second end at a center frame assembly. The elongated body may include a plurality of impact-tuning regions formed along the sheet material, the plurality of impact-tuning regions defining areas of increased or decreased strength of the elongated body. The impact-tuning regions are configured to induce selected deformation of the structural beam between the first and second ends of the elongated body during axial loads in a frontal vehicle collision.

[0011] This disclosure provides a front longitudinal beam configured to be supported by a vehicle frame, the front longitudinal beam having: a tubular body formed of a roll-formed high-strength metal and defining a cross-sectional shape along the length of the tubular body; and at least one impact tuning feature located on the tubular body. The tubular body is configured to withstand axial loads during a frontal vehicle collision and deform at the at least one impact tuning feature. The impact tuning feature may include a plurality of holes in the high-strength metal, the plurality of holes having flanges around the circumference of the holes on the inner surface of the high-strength metal. The impact tuning feature may include bends in the tubular body. The impact tuning feature may include a plurality of designated locations along the tubular body where the high-strength metal has been weakened by at least one of: metal thinning, metal heating, or metal welding at said location.

[0012] Embodiments of this disclosure may include one or more of the foregoing features in various combinations. Attached Figure Description

[0013] Figure 1 This is a side view of the vehicle, showing the front longitudinal beams extending between the bumper assembly and the vehicle frame components near the passenger compartment.

[0014] Figure 2 This is a perspective view of a portion of the vehicle frame, which includes a pair of front longitudinal beams extending between the attachment plate of the vehicle bumper assembly and the vehicle frame components near the passenger compartment.

[0015] Figure 3 This is a perspective view of an exemplary front longitudinal beam.

[0016] Figure 4 Is Figure 3 The cross-sectional view of the front longitudinal beam taken at line IV-IV shown.

[0017] Figure 5 It is a perspective view of an exemplary front longitudinal beam having a first exemplary impact tuning feature.

[0018] Figure 6 Is Figure 5 The cross-sectional view of the front longitudinal beam taken at line VI-VI shown.

[0019] Figure 7 It is a perspective view of an exemplary front longitudinal beam having a second exemplary impact tuning feature.

[0020] Figure 8 Is Figure 7 The cross-sectional view of the front longitudinal beam taken at line VIII-VIII shown.

[0021] Figure 9This is a perspective view of an exemplary front longitudinal beam with a third exemplary impact tuning feature.

[0022] Figure 10A This is a top view of an exemplary front longitudinal beam with a fourth exemplary impact tuning feature.

[0023] Figure 10B This is a top view of an exemplary front longitudinal beam with a fifth exemplary impact tuning feature.

[0024] Figure 11 This is a perspective view of an exemplary front longitudinal beam with a sixth exemplary impact tuning feature.

[0025] Figure 12 Is Figure 11 The cross-sectional view of the front longitudinal beam taken at line XII-XII shown.

[0026] Figure 13 This is a perspective view of an exemplary front longitudinal beam with a seventh exemplary impact tuning feature.

[0027] Figure 14 It is a perspective view of an exemplary front longitudinal beam with the eighth exemplary impact tuning feature.

[0028] Figure 15 This is a perspective view of an exemplary front longitudinal beam with multiple exemplary impact tuning features.

[0029] Figure 16 Is Figure 15 The cross-sectional view of the front longitudinal beam taken at line XVI-XVI shown.

[0030] Details of one or more examples of this disclosure are set forth in the accompanying drawings and the following description. Other aspects, advantages, objects, and features will become apparent from the following specification, taken in conjunction with the accompanying drawings, wherein like reference numerals denote like parts. Detailed Implementation

[0031] This document discloses structural frames and components (such as front longitudinal beams) for vehicle structures in various embodiments. These frames and components, used in conjunction with other vehicle parts, act as collision energy absorption and management devices to absorb and manage collision loads and energy, minimizing damage and intrusion during a vehicle collision. For example, structural beams can be used between bumper assemblies and center frame assemblies. In some cases, vehicle assemblies may have increased front-end stiffness and collision energy absorption requirements, such as in electric vehicles or rear-engine mounted vehicles with a large vehicle mass and whose front end may be more susceptible to collision intrusion. While it is known that beams with increased mass can meet increased stiffness requirements, the increased mass typically increases vehicle cost and reduces efficiency. The structural beams disclosed herein provide increased stiffness and are formed, for example, by rolling a single sheet of metal or other rigid material, with a collision mitigation mechanism for converting collision forces into other forms of energy in a predictable and controlled manner.

[0032] Referring now to the accompanying drawings and the illustrative embodiments described herein, a front longitudinal beam 10 is provided for a vehicle 100, such as for a body structure or frame 101, such as... Figure 1 and Figure 2 As illustrated in the example. The vehicle frame 101 and associated components can have various designs and configurations, such as those used for different styles and types of vehicles. Figure 1 and Figure 2 As shown, the vehicle frame 101 may include a mid-frame assembly or firewall 102 and bumper assembly 103, as well as other vehicle frame components. The front longitudinal beam 10 may serve as a structural frame component designed to withstand various impact forces and to support and withstand different load conditions. By providing the front longitudinal beam 10 of this disclosure, the size of the front longitudinal beam 10 component and its overall weight can be reduced when designing a vehicle to meet required impact and load requirements. The vehicle 100 may include a pair of front longitudinal beams 10 supporting a 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 beams 10 may extend along at least a portion of the distance between the front bumper assembly 103 and the firewall 102 or another structural component of the vehicle frame 101.

[0033] refer to Figure 3 and Figure 4An exemplary front longitudinal beam 20 is shown. The front longitudinal beam 20 is a roll-formed structural element formed from a single piece of sheet material 22. The longitudinal beam 20 includes a closed cross-sectional shape. The profile of the longitudinal beam 20 defines an elongated body or tubular beam 34, which is defined by a first sidewall portion 40, a second sidewall portion 42, a top wall portion 44, and a bottom wall portion 46. The first sidewall portion 40 is located inside the second sidewall portion 42, or in an additional example of the longitudinal beam, it can be reversed to be located outside the second sidewall portion. The first sidewall portion 40 and the first sidewall portion 42 are connected by the top wall portion 44 and the bottom wall portion 46. The leading edge or front end 30 of the beam 34 is configured to connect to a bumper assembly 103 or another vehicle frame component. The rear end 32, opposite the first end 30, is configured to connect to an intermediate frame component (such as a firewall 102 or another vehicle frame component). The cross-sectional shape of the elongated body 34 extends along the length of the body 34 from the front end 30 to the rear end 32. The elongated body 34 also includes 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... Figure 3 and Figure 4 As shown, in some examples, the central wall 28 extends from a first vertical position on the first sidewall portion 40 to a second vertical position on the second sidewall portion 42. Alternatively, the cross-sectional shape may have more or fewer channels.

[0034] The sheet material 22 of the structural beam 34 may comprise any metal or metal alloy having desired properties such as stiffness, tensile strength, etc. For example, the material may comprise aluminum or steel, such as high-strength or ultra-high-strength steel, and combinations of other related metals from different alloys. The sheet material may be wholly or partially non-sheet material, such as injection-molded polymers, composites, aluminum extrusions, or composite pultrusions. The sheet material of the outer beam profile 20 may be formed in a variety of processes, such as cold stamping, roll forming, roll stamping, hot stamping, bending, or combinations thereof. Specific forming processes mentioned herein should be understood as non-limiting. The selection of appropriate forming processes for specific materials and the application of the structural beam 34 of this disclosure are understood to be within the realm of ordinary skill.

[0035] The front longitudinal beam may include at least one of a plurality of impact tuning features. The impact tuning features are configured to convert impact forces into other forms of energy in a predictable and controlled manner to reduce damage and intrusion during a collision. For example, an impact tuning feature may be configured to cause longitudinal or axial impact forces (such as the result of a front-end impact) to deform the front longitudinal beam and cause or induce controlled lateral bending (such as bending at selected locations along the length of the front longitudinal beam). Examples of multiple impact tuning features are described below individually and in different combinations.

[0036] refer to Figure 5 and Figure 6 An exemplary front longitudinal beam 200 is shown, which has a first exemplary impact tuning feature, namely a pre-punched orifice. The first exemplary impact tuning feature is configured as a hole 204. The hole 204 includes an opening or void in a 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 sheet material 22. The hole 204 includes a flange 206 on the inner wall or surface 50 of the sheet material 22 surrounding the circumference of the hole 204. The flange 206 extends inwardly into a hollow volume of the cross-sectional shape of the longitudinal beam 200.

[0037] The longitudinal beam 200 may include a plurality of holes 204 along its surface. For example, as Figure 5 and Figure 6 As shown, multiple holes 204 are positioned along a vertical line B1 on the sidewall of the front longitudinal beam 200. The vertically aligned holes together form an effective bending initiation line B1, causing axial forces to lead to failure along the bending initiation line B1. This results in controlled bending failure of the beam, which has desired force deflection characteristics and a desired beam bending location. Alternatively, additional holes may be positioned along the body at various locations not corresponding to the bending initiation line but located in areas that promote desired deformation characteristics of the beam.

[0038] Flange 206 provides additional sheet material 22 at the hole 204 to increase the tensile strength of the material 22 at the hole 204, such that during bending, flange 206 reduces strain along the circumference of the hole 204 to prevent or reduce tearing and / or further damage to the hole 204. The hole 204 with flange 206 may be pre-punched, such that the sheet material 22 is pre-punched to form the hole 204 before the longitudinal beam is rolled. Alternatively, the hole is punched after the longitudinal beam is formed.

[0039] refer to Figure 7 and Figure 8 An exemplary front longitudinal beam 300 is shown, which has a second exemplary impact tuning feature, namely a varying thickness defined by a custom-rolled billet. The second exemplary impact tuning feature has a front longitudinal beam 300 formed of sheet material 322, which includes different thicknesses or materials along its length. For example, the longitudinal beam 300 may include multiple localized regions 302. x (For example, 302) 1、 3022), wherein the sheet material 322 in a localized area differs from the sheet material along approximately the length of the longitudinal beam 300. Localized area 302 x It can be positioned along the leading edge 330 of the longitudinal beam 300 in the form of a parallel line, such as Figure 7 and Figure 8As illustrated in the example. In other examples, the localized region may be positioned elsewhere along the longitudinal beam to provide a desired deformation location within the beam. For instance, the localized region may be in an alternating form along the length of the longitudinal beam to allow the beam to undergo Z-shaped buckling under impact forces.

[0040] Local area 302 x It can be composed of sheet materials exhibiting different stresses and requirements, to achieve 302 in localized areas. x处引起诸如屈曲或弯折的变形。 For example, local area 302 x It may have a second material thickness, which is thinner than the first material thickness of the sheet material 322, which is generally along the length of the longitudinal beam 300 rather than in a local area. The sheet material 322 includes a linear smooth transition between the different thicknesses to reduce stress peaks at the transition line 304.

[0041] refer to Figure 9 An exemplary front longitudinal beam 400 is shown, which has a third exemplary impact tuning feature, namely, a variable hardness defined by localized annealing. The third impact tuning feature includes a longitudinal beam 400 formed of sheet material 422, which includes a plurality of localized regions 402. x (For example, 4021, 4022, 4023), in these multiple localized areas, sheet material 422 has undergone localized annealing consistent with the roll forming process. For example, localized areas 402... x Through heat treatment, the temperature of sheet material 422 is raised to approximately its recrystallization temperature, but below its melting point. Therefore, localized areas 402... x It has reduced stiffness and increased ductility, which leads to localized areas of 402 under certain impact forces. x Increased buckling at that point. Local region 402 x It can be positioned at intervals along its length at alternating sidewalls to provide controlled buckling deformation, such as... Figure 9 As shown. Furthermore, local region 402 x The beam can be positioned alternately along its length to allow for Z-shaped buckling under impact forces. In other examples, localized areas can be positioned along the length of the beam in other areas to provide designed deformation locations within the beam. For instance, localized areas can be positioned parallel to the leading edge to provide crushing deformation under certain impact forces.

[0042] refer to Figure 10A and Figure 10B Exemplary front longitudinal beams 500 and 600 are shown, with additional examples of impact tuning features including a curved shape formed by a straight sweep of the longitudinal beam. A fourth impact tuning feature includes a straight sweep of the longitudinal beam 500 to form a curved shape along the length of the longitudinal beam. Figure 10AAs illustrated, the longitudinal beam 500 may have a generally straight configuration adjacent to its front edge 530, wherein the longitudinal beam 500 is attached to a bumper assembly (not shown). Near the rear edge 532 where the longitudinal beam 500 may be attached to a firewall (not shown), the longitudinal beam 500 may include a curved configuration 502, wherein the longitudinal beam 500 sweeps inward toward the vehicle. This curved configuration 502 may be provided to allow the longitudinal beam 500 to better fit around other necessary parts of the vehicle. For example, in this configuration, the longitudinal beam 500 may be designed to sweep further inward from the wheel well 504 to allow for sharper wheel turns without the wheels interfering with the front longitudinal beam 500.

[0043] like Figure 10B As illustrated, the longitudinal beam 600 has a fifth exemplary impact tuning feature, wherein the straight sweep of the longitudinal beam 600 forms a curved shape, and the longitudinal beam may have a generally straight configuration near the leading edge 630. Near the rear edge 632, the longitudinal beam 600 may include a double-bent configuration, wherein the longitudinal beam first sweeps outward and then inward towards the vehicle. Figure 10B As shown, the outer bend 602 is positioned closest to the leading edge, while the inner bend 604 is positioned behind the outer bend 602. This double-bend configuration provides features such as those described above. Figure 10A The described better clearance, and the provision of bending initiation locations for desired deformation. For example, a double-bend configuration may result in a reduction in strength along the longitudinal beam 600 at bends 602 and 604, thereby forcing deformation and bending at bends 602 and 604 under certain impact forces.

[0044] refer to Figure 11 and Figure 12 An exemplary front longitudinal beam 700 is shown, which has a sixth exemplary impact tuning feature, namely, a reinforcing bracket in the corner of the longitudinal beam. The sixth impact tuning feature includes reinforcing sections, or multiple reinforcing sections 702, 704, 706 located at various positions along the length of the longitudinal beam 700. The longitudinal beam 700 may have any number of reinforcing sections along its length, including but not limited to at least one of a first reinforcing section 702, a second reinforcing section 704, or a third reinforcing section 706. The reinforcing sections 702, 704, 706 may be configured as brackets in the corner sections of the longitudinal beam 700. The reinforcing sections 702, 704, 706 may be made of the same material as the sheet material of the longitudinal beam 700, or may be made of different materials.

[0045] The first reinforcing section 702 can be positioned at the inner corner of the longitudinal beam 700, such as... Figure 12 As shown, the first reinforcing section 702 is located inside the cross-section of the longitudinal beam 700. In the illustrated example, the first reinforcing section 702 is positioned at the corner where the top wall portion 744 and the first side wall portion 740 intersect. Figure 12As shown, the reinforcing section 702 is configured as an L-shaped support extending from the inside of the top wall portion 744 to the inside of the first side wall portion 740. The reinforcing section 702 has a length extending along the length of the longitudinal beam 700. In other embodiments, the reinforcing section 702 may have a shorter length and may be positioned only in a localized area of ​​the longitudinal beam 700. While the illustrated first reinforcing section 702 is positioned at the corner of the top wall portion 744 and the first side wall portion 740, additional reinforcing sections may be positioned along any inner corner of the cross-section where additional reinforcement and strength are required. The longitudinal beam 700 may have multiple first reinforcing sections positioned along the length of the longitudinal beam.

[0046] For example Figure 12 As shown, a second reinforcing section 704 can be positioned at an outer corner of the longitudinal beam 700, such that the second reinforcing section 704 is positioned outside the cross-section of the longitudinal beam 700. In the illustrated example, the first reinforcing section 704 is positioned on the outer side of the longitudinal beam at the corner where the second sidewall portion 742 and the bottom wall portion 746 intersect. The second reinforcing section 704 can be configured as an L-shaped bracket extending from the outer side of the second sidewall portion 742 to the outer side of the bottom wall portion 746. The second reinforcing section 704 has a length extending along the length of the longitudinal beam 700. In other examples, the second reinforcing section may have a shorter length and be positioned in a local area of ​​the longitudinal beam. Additional second reinforcing sections can be positioned in other areas along the length of the longitudinal beam. For example, additional second reinforcing sections can be positioned along any outer corner of the longitudinal beam where additional reinforcement or strength is required.

[0047] Third reinforced section 706 (such as...) Figure 12 The third reinforcing section 706 (shown) can be positioned at the outer corner of the longitudinal beam 700 and is configured as a flange extending from the longitudinal beam 700. In the illustrated example, the third reinforcing section 706 is positioned on the outer side of the longitudinal beam 700 at the corner of the top wall portion 704 and the second side wall portion 742. However, unlike the second reinforcing section 704, the third reinforcing section 706 is configured as an L-shaped support that extends along one wall portion and then extends outward from the longitudinal beam 700 as a flange. As illustrated, the third reinforcing section 706 extends along the top wall portion 744 and then extends upward from the top wall portion 744. In other embodiments, the third reinforcing section may extend along different wall portions of the longitudinal beam or in a direction different from the longitudinal beam. The third reinforcing section 706 may be configured as a flange to reinforce the longitudinal beam 700 while attaching the longitudinal beam 700 to different components, such as shock absorber towers (not shown). The third reinforcing section 706 may have a length such that the section 706 extends along a local length of the longitudinal beam 700. In other embodiments, the third reinforcing section may extend along the entire length of the longitudinal beam. The longitudinal beam 700 may have multiple third reinforcing sections positioned along the length of the longitudinal beam.

[0048] refer to Figure 13 An exemplary front longitudinal beam 800 includes a seventh impact tuning feature comprising a plurality of spot welds 802 positioned along the length of the longitudinal beams 800, 900, the plurality of spot welds being configured to serve as crush initiation points. Figure 13 As illustrated, a spot weld 802 can be formed on the top wall portion 844 along the leading edge 830 of the longitudinal beam 800. The spot weld 802 on the longitudinal beam acts as a localized heat source for the metal sheet 822 of the longitudinal beam 800 along the weld seam 802. Heating the metal sheet 822 creates a region of reduced hardness, thereby forming points where the deformation of the longitudinal beam 800 increases under certain impact forces. Figure 13 As illustrated, spot weld 802 is configured as a parallel line along the leading edge. Reduced strength at these locations could lead to accordion-like crushing under forward impact forces. Alternatively, welding may add material to the sheet and provide increased relative strength or hardness at the weld. For example... Figure 14 As illustrated, the exemplary front longitudinal beam 900 includes an eighth impact tuning feature that includes a plurality of spot welds 902 (such as in an alternating arrangement) along opposite sides of the top wall portion 844 of the longitudinal beam 800. Heating the metal sheet 922 at the spot welds 902 reduces the strength at these locations, which may result in Z-bending under a frontal impact force. In other examples, the longitudinal beam may include various welds at locations where deformation of the front longitudinal beam is desired under certain impact forces. The spot welds may be MIG welds formed after the longitudinal beam has been rolled and formed. In other examples, the spot welds may be laid by other methods, such as laser welding.

[0049] refer to Figure 15 and Figure 16 The exemplary longitudinal beam 1000 may include any combination of the aforementioned impact tuning features. For example, the longitudinal beam 100 may include, for instance, […]. Figure 11 and Figure 12 The enhanced sections described and illustrated herein, and such as Figure 5 and Figure 6 The multiple flange holes described and illustrated herein. For example... Figure 15 and Figure 16 As illustrated, the longitudinal beam 1000 includes a first reinforcing section 1002 configured as an L-shaped support, located at the inner corner of the bottom wall portion 1046 and the second side wall portion 1042, and providing additional stability to the longitudinal beam 1000 at its location. The reinforcing section 1002 is configured to reduce deformation at its location and force deformation along other parts of the longitudinal beam 1000.

[0050] The longitudinal beam 1000 also includes multiple holes 1004 in the metal sheet 1022 of the longitudinal beam 1000. (As mentioned above...) Figure 5 and Figure 6As described, hole 1004 extends from the outer surface 1048 of sheet 1022 through sheet material 1022 to the inner surface 1050 of sheet 1022. Hole 1004 includes a flange 1006 on the inner surface of sheet material 1022, which extends into the cross-section of longitudinal beam 1000. In some examples, the flange may provide an added structure that results in a relatively stronger region in the longitudinal beam, which guides deformation to the surrounding area of ​​the longitudinal beam. Hole 1004 may be positioned in a vertical line B2 to form a deformation line. In other embodiments, the hole may be positioned in other locations around the longitudinal beam 1000 in a preferred deformation zone. Hole 1004 is configured to form a location of reduced strength in the longitudinal beam 1000, thereby inducing deformation at the location of hole 1004 under certain impact forces. In the illustrated example, the reinforcing section 1002 may be configured to reinforce the direct leading edge of the longitudinal beam 1000, at which the longitudinal beam 1000 may be connected to a bumper (not shown) and work in conjunction with a plurality of holes 1004 to force deformation following the direct leading edge at the location of the holes 1004. Additional combinations of exemplary impact-tuning features may be used to form a preferred deformation mode.

[0051] Unless otherwise stated, it is generally understood that additional embodiments of the front longitudinal beam may have alternative orientations different from the examples shown and described, such as when the structure is used as a rear longitudinal beam or a side support structure. The front longitudinal beam may also be implemented in other alternative configurations, such as in a mirror image of the structure shown.

[0052] It is also conceivable that the disclosed front longitudinal beam structure can be incorporated into other types of structural beams, such as frames and structures for automobiles and ships, buildings, storage tanks, furniture, etc. Regarding vehicle applications, the vehicle components disclosed herein can be combined with various applications of different structural components. Vehicle components can be designed to support and withstand different load conditions, such as supporting certain horizontal span or axial load conditions. Furthermore, vehicle components can be designed to withstand various collision forces, such as the illustrated frontal collision, as well as 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 such specific applications and desired load and performance characteristics, such as the weight of the vehicle component, the beam's load-bearing capacity, force deflection performance, and collision performance.

[0053] For the purposes of this disclosure, the articles “a,” “an,” and “described” are intended to mean one or more of the elements present in the foregoing description. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that there may be additional elements besides those listed. Furthermore, it should be understood that references to “one embodiment” or “implementation” in this disclosure are not intended to be construed as excluding the existence of other embodiments that also include the listed features. Moreover, the terms “first,” “second,” etc., as used herein, do not indicate any order, quantity, or importance, but are used to refer to elements from another.

[0054] The figures, percentages, ratios, or other values ​​stated herein are intended to include such values, as well as other values ​​for which the terms "about" or "approximately" are used, as are understood by one of ordinary skill in the art as covered by specific embodiments of this disclosure. Therefore, stated values ​​should be interpreted broadly enough to cover values ​​at least sufficiently close to the stated values ​​to perform the desired function or achieve the desired result. For example, the terms "about," "approximately," and "substantially" may refer to amounts less than 5%, less than 1%, less than 0.1%, and less than 0.01% of the stated amount.

[0055] Furthermore, it should be understood that any direction or frame of reference in the preceding description is only relative to direction or motion. For example, the terms “up,” “down,” “right,” “left,” “back,” “front,” “vertical,” “horizontal,” “inner,” “outer,” and their derivatives should be understood in conjunction with… Figure 1 The orientations shown are related. However, it should be understood that various alternative orientations may be provided unless expressly stated to the contrary. It should also be understood that the specific devices and processes illustrated in the drawings and described in this specification are merely exemplary embodiments of the inventive concepts defined in the appended claims. Therefore, specific dimensions and other physical characteristics associated with the embodiments disclosed herein should not be considered limiting unless expressly stated otherwise in the claims.

[0056] Changes and modifications may be made to the specifically described embodiments without departing from the principles of the invention, which are intended to be limited only by the scope of the appended claims as interpreted in accordance with the principles of patent law. This disclosure has been described in an illustrative manner, and it should be understood that the terminology used is intended to be descriptive rather than restrictive. Many modifications and variations may be made to this disclosure based on the foregoing teachings, and this disclosure may be practiced in ways different from those 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 sheet formed along its length to define a cross-sectional shape extending substantially along the length of the tubular beam; The tubular beam has a front end configured to connect with a bumper assembly and a rear end opposite the front end and configured to connect with a central frame component; and The tubular beam includes at least one impact tuning feature on the metal sheet, the at least one impact tuning feature being configured to undergo deformation between the front end and the rear end during axial loads in a frontal vehicle collision.

2. The front longitudinal beam of claim 1, wherein the cross-sectional shape defines a closed shape comprising a first sidewall portion, a second sidewall portion, a top wall portion, and a bottom wall portion.

3. The front longitudinal beam according to claim 2, wherein the cross-sectional shape includes a central wall extending from a first vertical position at the first side wall portion to a second vertical position at the second side wall portion.

4. The front longitudinal beam according to any one of the preceding claims, wherein the tubular beam is formed by rolling the metal sheet.

5. The front longitudinal beam according to any one of the preceding claims, wherein the at least one impact tuning feature on the metal sheet includes a hole extending through the metal sheet.

6. The front longitudinal beam of claim 5, wherein the hole includes a flange surrounding the hole along the inner surface of the metal sheet.

7. The front longitudinal beam according to any one of the preceding claims, wherein the at least one impact tuning feature on the metal sheet comprises a plurality of holes extending through the metal sheet and aligned vertically near the front end of the tubular beam.

8. The front longitudinal beam according to any one of the preceding claims, wherein the metal sheet comprises a first material thickness generally along the length of the tubular beam, and wherein at at least one location along the length of the tubular beam, the at least one impact tuning feature on the metal sheet comprises a second material thickness of the metal sheet.

9. The front longitudinal beam according to any one of the preceding claims, wherein the at least one impact tuning feature on the metal sheet includes at least one bending region along the length of the beam.

10. The front longitudinal beam according to claim 9, wherein the at least one bending region includes a bending portion in at least one direction, either outward or inward.

11. The front longitudinal beam according to any of the preceding claims, wherein the at least one impact tuning feature on the metal sheet includes at least one reinforcing bracket extending along the length of the tubular beam.

12. The front longitudinal beam according to claim 11, wherein the at least one reinforcing bracket is positioned at at least one of the inner corner of the cross-sectional shape or the outer corner of the cross-sectional shape.

13. The front longitudinal beam according to any one of the preceding claims, wherein the at least one impact tuning feature on the metal sheet includes at least one weld point on the outer surface of the metal sheet.

14. The front longitudinal beam according to any one of the preceding claims, wherein the tubular beam includes a plurality of impact tuning features along the length of the beam.

15. A structural beam for a vehicle, the structural beam comprising: An elongated body, the elongated body being formed of sheet metal material and configured to extend from a first end at the bumper assembly to a second end at the intermediate frame assembly; The elongated body includes a plurality of impact-tuning regions formed on the metal sheet material, the plurality of impact-tuning regions defining areas of reduced strength of the elongated body.

16. The structural beam of claim 15, wherein the plurality of impact-tuning regions are configured to undergo deformation between the first and second ends of the elongated body during axial loads in a frontal vehicle collision.

17. The structural beam of claim 15, wherein the elongated body defines a closed shape comprising a first sidewall portion, a second sidewall portion, a top wall portion, and a bottom wall portion.

18. The structural beam of claim 17, wherein the elongated body includes a central wall extending from a first vertical position at the first side wall portion to a second vertical position at the second side wall portion.

19. The structural beam according to any one of claims 15 to 18, wherein the elongated body is formed by rolling the metal sheet material.

20. The structural beam according to any one of claims 15 to 19, wherein the plurality of impact tuning regions on the metal sheet material include holes extending through the metal sheet material.

21. The structural beam of claim 20, wherein the hole includes a flange surrounding the hole along the inner surface of the metal sheet material.

22. The structural beam according to any one of claims 15 to 21, wherein the plurality of impact tuning regions on the metal sheet material comprises a plurality of holes extending through the metal sheet material and aligned on a vertical line near the front end of the elongated body.

23. The structural beam according to any one of claims 15 to 22, wherein the sheet metal material includes a first material thickness generally along the length of the elongated body, and wherein at at least one location along the length of the elongated body, the plurality of impact tuning regions on the sheet metal material include a second material thickness of the sheet metal material.

24. The structural beam according to any one of claims 15 to 23, wherein the plurality of impact tuning regions on the metal sheet material include at least one bending region along the length of the beam.

25. The structural beam of claim 24, wherein the at least one bending region comprises a bending portion in at least one direction, either outward or inward.

26. The structural beam according to any one of claims 15 to 25, wherein the at least one impact tuning feature on the metal sheet material comprises at least one reinforcing bracket extending along the length of the elongated body.

27. The structural beam of claim 26, wherein the at least one reinforcing bracket is positioned at at least one of the inner corner of the cross-sectional shape or the outer corner of the cross-sectional shape.

28. The structural beam according to any one of claims 15 to 27, wherein the plurality of impact tuning regions on the metal sheet material include at least one weld point on the outer surface of the metal sheet material.

29. The structural beam according to any one of claims 15 to 28, wherein the plurality of impact tuning regions along the length of the elongated body include at least two types of impact tuning features.

30. A front longitudinal beam configured to be supported by a vehicle frame, the front longitudinal beam comprising: A tubular body, the tubular body being formed from a roll-formed high-strength metal sheet and having a cross-sectional shape defined along the length of the tubular body; as well as At least one impact tuning feature, said at least one impact tuning feature being located on the tubular body; The tubular body is configured to withstand axial loads during a frontal vehicle collision, and Under axial load, the tubular body is configured to deform at at least one impact tuning feature.

31. The front longitudinal beam of claim 30, wherein the at least one impact tuning feature comprises a plurality of holes in the high-strength metal, and the holes comprise a flange surrounding the circumference of the holes on the inner surface of the high-strength metal.

32. The front longitudinal beam of claim 30, wherein the at least one impact tuning feature includes a plurality of designated locations along the tubular body, at which the high-strength metal has been weakened, and wherein the high-strength metal has been weakened at the designated locations by at least one of: thinning of the metal, heating of the metal, or welding of the metal at the location.

33. The front longitudinal beam of claim 30, wherein the at least one impact tuning feature includes a bend in the tubular body.

34. The front longitudinal beam according to any one of claims 30 to 33, wherein the cross-sectional shape defines a closed shape comprising a first sidewall portion, a second sidewall portion, a top wall portion, and a bottom wall portion.

35. The front longitudinal beam according to any one of claims 30 to 34, wherein the cross-sectional shape includes a central wall extending from a first vertical position at the first side wall portion to a second vertical position at the second side wall portion.

36. The front longitudinal beam according to any one of claims 30 to 35, wherein the at least one impact tuning feature on the metal sheet includes a hole extending through the metal sheet.

37. The front longitudinal beam of claim 36, wherein the hole includes a flange surrounding the hole along the inner surface of the metal sheet.

38. The front longitudinal beam according to any one of claims 30 to 37, wherein the at least one impact tuning feature on the metal sheet comprises a plurality of holes extending through the metal sheet and aligned vertically near the front end of the tubular beam.

39. The front longitudinal beam according to any one of claims 30 to 38, wherein the metal sheet comprises a first material thickness generally along the length of the tubular beam, and wherein at at least one location along the length of the tubular beam, the at least one impact tuning feature on the metal sheet comprises a second material thickness of the metal sheet.

40. The front longitudinal beam according to any one of claims 30 to 39, wherein the at least one impact tuning feature on the metal sheet includes at least one bending region along the length of the beam.

41. The front longitudinal beam according to claim 40, wherein the at least one curved region includes a curved portion in at least one direction, either outward or inward.

42. The front longitudinal beam according to any one of claims 30 to 41, wherein the at least one impact tuning feature on the metal sheet comprises at least one reinforcing bracket extending along the length of the tubular beam.

43. The front longitudinal beam according to claim 42, wherein the at least one reinforcing bracket is positioned at at least one of the inner corner of the cross-sectional shape or the outer corner of the cross-sectional shape.

44. The front longitudinal beam according to any one of claims 30 to 43, wherein the at least one impact tuning feature on the metal sheet includes at least one weld point on the outer surface of the metal sheet.

45. The front longitudinal beam according to any one of claims 30 to 44, wherein the tubular beam includes a plurality of impact tuning features along the length of the beam.

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