Frame longitudinal beam, frame and vehicle

Abstract

The utility model provides a frame longitudinal beam, a frame structure and a vehicle. The frame longitudinal beam comprises a longitudinal beam body and an energy absorption piece arranged at the front end of the longitudinal beam body in the front-back direction of the whole vehicle. Wherein the longitudinal beam main body and the energy absorption piece are tubular, extend in the front-back direction of the whole vehicle, are integrally formed and are connected in an inserted mode. According to the frame longitudinal beam disclosed by the utility model, the longitudinal beam main body and the energy absorption piece are integrally formed, so that the number of parts of the frame longitudinal beam can be reduced, the welding length can be reduced, the precision and the force transmission effect of the frame longitudinal beam can be improved, and the rigidity and the strength of the frame longitudinal beam can be improved; therefore, the overall collision safety and durability of the frame can be improved; and the energy-absorbing piece is connected with the longitudinal beam main body in an inserted manner, so that the energy-absorbing piece is convenient to replace, and the maintenance cost of the frame longitudinal beam can be reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a frame longitudinal beam. Meanwhile, the utility model also relates to a frame with the frame longitudinal beam and a vehicle provided with the frame. Background Art

[0002] The frame is a frame structure that spans the front and rear axles of the car. It is used to support and connect the various assemblies of the car, so that each assembly maintains a relatively correct installation position and carries various loads inside and outside the car. Therefore, the frame must have sufficient strength and rigidity. The traditional frame longitudinal beams are generally welded from multi-layer plates, with a large number of parts, which affects the overall rigidity and strength of the frame, and the force transmission effect is poor. At the same time, welding is prone to welding deformation, welding stress, welding spatter and other undesirable phenomena. The existing frame longitudinal beams have many welding parts and a large total welding length. The deformation problem caused by welding easily leads to the frame accuracy not meeting the design requirements. At the same time, welding spatter easily causes the frame longitudinal beams to rust, and welding stress leads to reduced frame durability. Utility Model Content

[0003] In view of this, the utility model aims to provide a frame longitudinal beam to improve the structural strength and rigidity of the frame longitudinal beam and enable the frame longitudinal beam to have a higher force transmission effect.

[0004] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0005] It includes a longitudinal beam body and an energy absorbing member arranged at the front end of the longitudinal beam body along the front-rear direction of the vehicle;

[0006] The longitudinal beam body and the energy absorbing member are both tubular, and both extend along the front-rear direction of the vehicle. The longitudinal beam body and the energy absorbing member are both integrally formed, and are plug-connected.

[0007] Furthermore, the longitudinal beam body includes a longitudinal beam front section, a longitudinal beam middle section and a longitudinal beam rear section, and the rear end of the longitudinal beam front section has a front connecting portion bent downward, the front end of the longitudinal beam rear section is provided with a rear connecting portion bent downward, and the longitudinal beam middle section is connected between the front connecting portion and the rear connecting portion;

[0008] A front reinforcement is provided at the connection between the middle section of the longitudinal beam and the front connecting portion, and / or a rear reinforcement is provided at the connection between the middle section of the longitudinal beam and the rear connecting portion.

[0009] Furthermore, the curvature radius of the front connecting portion and / or the rear connecting portion bent downward is between 400 mm and 800 mm.

[0010] Further, the front reinforcement is connected to the front connection portion and the bottom of the middle section of the longitudinal beam, and a first cavity is formed between the three; and / or,

[0011] The rear reinforcement is connected to the rear connection portion and the bottom of the middle section of the longitudinal beam, and a second cavity is formed between the three.

[0012] Furthermore, along the up-down direction of the vehicle, the bottom of the front reinforcement and / or the rear reinforcement is arched downward.

[0013] Furthermore, the middle section of the longitudinal beam protrudes toward the outside of the vehicle relative to the front connecting portion, and a side reinforcement is provided on the side of both of them close to the inside of the vehicle;

[0014] The side reinforcement is connected to the front connecting part and the middle section of the longitudinal beam, and a cavity is formed between the three.

[0015] Furthermore, the energy absorbing member is provided with a crush groove, and at least part of the crush groove extends along the vertical direction of the vehicle; and / or,

[0016] The middle section of the longitudinal beam is straight and extends along the front-rear direction of the whole vehicle, and the cross sections of various parts of the middle section of the longitudinal beam are the same.

[0017] Furthermore, the longitudinal beam body and the energy absorbing member are both formed by a pressurized upsetting process.

[0018] Compared with the prior art, the utility model has the following advantages:

[0019] The vehicle frame longitudinal beam of the utility model includes a longitudinal beam main body and an energy absorbing member, and both are integrally formed, thereby reducing the number of parts of the vehicle frame longitudinal beam and reducing the welding length, thereby improving the accuracy and force transmission effect of the vehicle frame longitudinal beam, and improving the rigidity and strength of the vehicle frame longitudinal beam, thereby improving the collision safety and durability of the entire vehicle frame; and the energy absorbing member is plug-connected to the longitudinal beam main body, which is convenient for replacing the energy absorbing member and can reduce the maintenance cost of the frame longitudinal beam.

[0020] In addition, a front reinforcement is provided at the connection between the middle section of the longitudinal beam and the front connecting part, or a rear reinforcement is provided at the connection between the middle section of the longitudinal beam and the rear connecting part, both of which can further improve the rigidity of the frame longitudinal beam. The front reinforcement is connected to the front connecting part and the middle section of the longitudinal beam to form a first cavity, or the rear reinforcement is connected to the rear connecting part and the middle section of the longitudinal beam to form a second cavity, both of which can utilize the characteristics of the cavity to further improve the strength and rigidity of the frame longitudinal beam.

[0021] Secondly, by arching the bottom of the front reinforcement or the rear reinforcement downward, the structural strength of the front reinforcement or the rear reinforcement itself can be improved, thereby enhancing the reinforcement effect on the frame longitudinal beam, and further improving the overall strength of the frame longitudinal beam. By connecting the side reinforcement plate between the front connecting part and the middle section of the longitudinal beam and forming a cavity with the three, the strength and rigidity of the frame longitudinal beam can be further improved.

[0022] In addition, by setting the crush groove on the energy absorbing part, the frame longitudinal beam is easy to crush and absorb energy; and the middle section of the longitudinal beam is set to be straight along the front and rear direction of the whole vehicle, and the degree of the frame longitudinal beam can be changed by adjusting the mold insert of the middle section of the longitudinal beam, so that it can meet the requirements of different models. The longitudinal beam body and the energy absorbing part are both formed by the pressure upsetting process, which has a small rounded corner, no material thinning area, and no weak area, which can further improve the rigidity and strength of the frame longitudinal beam.

[0023] Another object of the present invention is to provide a vehicle frame structure, an anti-collision beam assembly, and the above-mentioned vehicle frame longitudinal beams arranged on the left and right sides of the anti-collision beam assembly.

[0024] In addition, another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the frame structure as described above.

[0025] The vehicle and frame structure described in the present invention have all the beneficial effects of the above-mentioned frame longitudinal beams, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0027] Figure 1 It is a schematic diagram of the structure of the frame longitudinal beam according to an embodiment of the utility model;

[0028] Figure 2 It is a structural schematic diagram of the frame longitudinal beam of the embodiment of the utility model in another viewing angle;

[0029] Figure 3 It is a partial structural schematic diagram of a frame longitudinal beam according to an embodiment of the utility model;

[0030] Figure 4 This is a structural schematic diagram of the longitudinal beam body according to an embodiment of the utility model;

[0031] Figure 5 It is a structural schematic diagram of the longitudinal beam body according to an embodiment of the utility model in another viewing angle;

[0032] Figure 6 for Figure 5Sectional view along line AA;

[0033] Figure 7 for Figure 5 Sectional view along the midline BB;

[0034] Figure 8 for Figure 5 Sectional view of the mid-CC line;

[0035] Fig. 9 This is a schematic structural diagram of the front reinforcement member according to an embodiment of the utility model;

[0036] Fig.10 This is a schematic structural diagram of the rear reinforcement member according to an embodiment of the utility model;

[0037] Fig.11 This is a schematic structural diagram of a side reinforcement member according to an embodiment of the utility model;

[0038] Fig.12 It is a schematic structural diagram of the energy absorbing member described in an embodiment of the utility model.

[0039] Description of reference numerals:

[0040] 1. Longitudinal beam body; 2. Energy absorbing member; 3. Front reinforcement member; 4. Rear reinforcement member; 5. Side reinforcement member;

[0041] 101. front section of longitudinal beam; 102. middle section of longitudinal beam; 103. rear section of longitudinal beam;

[0042] 1011, front connecting part; 1031, rear connecting part;

[0043] 201. First collapse groove; 202. Second collapse groove. DETAILED DESCRIPTION

[0044] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0045] In the description of the present utility model, it should be noted that the directional words such as "up, down, left, right, front, and back" used in the present embodiment are defined based on the up-down direction, left-right direction, and front-back direction of the automobile. Among them, the up-down direction of the automobile is also the height direction of the automobile (Z direction), the front-back direction of the automobile is also the length direction of the automobile (X direction), and the left-right direction of the automobile is also the width direction of the automobile (Y direction). In addition, the terms "first" and "second" are used only for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0046] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0047] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0048] This embodiment relates to a longitudinal beam of a vehicle frame, comprising a longitudinal beam body 1, and an energy absorbing member 2 provided at the front end of the longitudinal beam body 1 along the front-rear direction of the vehicle. The longitudinal beam body 1 and the energy absorbing member 2 are both tubular, both extend along the front-rear direction of the vehicle, and the longitudinal beam body 1 and the energy absorbing member 2 are integrally formed and plug-connected.

[0049] The vehicle frame longitudinal beam of the present embodiment includes a longitudinal beam main body 1 and an energy absorbing member 2, and both are integrally formed, thereby reducing the number of parts of the vehicle frame longitudinal beam and reducing the welding length, thereby improving the accuracy and force transmission effect of the vehicle frame longitudinal beam, and improving the rigidity and strength of the vehicle frame longitudinal beam, thereby improving the collision safety and durability of the entire vehicle frame; and the energy absorbing member 2 is plug-connected to the longitudinal beam main body 1, which is convenient for replacing the energy absorbing member 2, and can reduce the maintenance cost of the vehicle frame longitudinal beam.

[0050] Based on the above overall introduction, an exemplary structure of the frame longitudinal beam of this embodiment is referred to as Figures 1 to 8 As shown in . Among them, combined Figure 4 and Figure 5 As shown in , the longitudinal beam body 1 of this embodiment includes a longitudinal beam front section 101, a longitudinal beam middle section 102 and a longitudinal beam rear section 103, and the rear end of the longitudinal beam front section 101 has a downwardly bent front connection portion 1011, the front end of the longitudinal beam rear section 103 is provided with a downwardly bent rear connection portion 1031, and the longitudinal beam middle section 102 is connected between the front connection portion 1011 and the rear connection portion 1031. Such an arrangement can not only improve the structural strength of the longitudinal beam body 1, but also avoid other vehicle body components.

[0051] In addition, in order to improve the use effect of the frame longitudinal beam, in this embodiment, the cross-sectional area of ​​the front connecting part 1011 and the rear connecting part 1031 is larger than the cross-sectional area of ​​other positions. Because the distortion of these two parts is larger, by setting their cross-sectional area larger, the stiffness of these two parts can be increased, thereby improving the torsional performance.

[0052] At this time, in order to make the longitudinal beam body 1 have higher strength and rigidity, as a further embodiment, combined with Figure 1 and Figure 2 As shown in FIG. 1 , a front reinforcement 3 is provided at the connection between the longitudinal beam middle section 102 and the front connection part 1011, and a rear reinforcement 4 is provided at the connection between the longitudinal beam middle section 102 and the rear connection part 1031. The provision of the front reinforcement 3 and the rear reinforcement 4 can further increase the cross-sectional area of ​​the front connection part 1011 and the rear connection part 1031, thereby increasing the rigidity. Specifically, in combination with Figures 5 to 8 As shown in , the longitudinal beam body 1 of this embodiment is a variable cross-section arrangement, that is, the cross-sections of the longitudinal beam front section 101, the longitudinal beam middle section 102 and the longitudinal beam rear section 103 are not completely the same. Therefore, the front connecting portion 1011 constitutes a variable cross-section structure between the longitudinal beam front section 101 and the longitudinal beam middle section 102, and the rear connecting portion 1031 constitutes a variable cross-section structure between the longitudinal beam middle section 102 and the longitudinal beam rear section 103.

[0053] As a preferred embodiment, the longitudinal beam middle section 102 in this embodiment is straight and extends along the front-rear direction of the vehicle, and the cross-sections of the longitudinal beam middle section 102 are the same at all parts. Figure 7 Of course, during specific implementation, the cross-sectional shapes of the longitudinal beam front section 101, the longitudinal beam middle section 102 and the longitudinal beam rear section 103 can be adjusted accordingly according to actual needs.

[0054] In this embodiment, by setting the length of the longitudinal beam middle section 102 to a uniform cross-sectional structure, the length of the longitudinal beam middle section 102 can be adjusted by adjusting the mold insert in a specific application, thereby adjusting the overall length of the longitudinal beam of the frame, which can meet the needs of different platform models and reduce the manufacturing cost of the enterprise. In addition, during specific implementation, the curvature radius of the front connecting part 1011 and the rear connecting part 1031 that bends downward can be set between 400mm-800mm. For example, the curvature radius is set at 400mm, 500mm, 600mm, 700mm, 800mm or other values. In addition, it should be noted that the curvature radius of the front connecting part 1011 and the rear connecting part 1031 are both between 400mm-800mm, which is only a preferred implementation. Of course, during specific implementation, the curvature radius of the front connecting part 1011 or the rear connecting part 1031 can also be set within other ranges according to design requirements.

[0055] As a further embodiment, Figure 1 and Figure 2As shown in the figure, the front reinforcement 3 is connected to the front connection part 1011 and the bottom of the longitudinal beam middle section 102, and a first cavity is formed between the three. At the same time, the rear reinforcement 4 is connected to the rear connection part 1031 and the bottom of the longitudinal beam middle section 102, and a second cavity is formed between the three. In this embodiment, by connecting the front reinforcement 3 with the front connection part 1011 and the longitudinal beam middle section 102 to form the first cavity, and connecting the rear reinforcement 4 with the rear connection part 1031 and the longitudinal beam middle section 102 to form the second cavity, the characteristics of the cavity can be fully utilized to further improve the strength and rigidity of the frame longitudinal beam.

[0056] The structure of the front reinforcement 3 of this embodiment is as follows: Fig. 9 As shown in , a groove with an open top is formed inside, so that when the front reinforcement 3 is buckled on the bottom of the longitudinal beam body 1, the above-mentioned first cavity can be formed. And, as a further embodiment, along the vertical direction of the whole vehicle, the bottom of the front reinforcement 3 is arched downward, that is, the bottom surface of the front reinforcement 3 is a downward convex arc surface. Such a configuration can improve the structural strength of the front reinforcement 3 itself, thereby improving the reinforcement effect on the frame longitudinal beam, and further improving the overall strength of the frame longitudinal beam.

[0057] The structure of the post-strengthening Fig.10 As shown in , a groove with a top opening is also formed inside, so that when the rear reinforcement 4 is buckled on the bottom of the longitudinal beam body 1, the above-mentioned second cavity can be formed. In addition, as a further embodiment, along the vertical direction of the whole vehicle, the bottom of the rear reinforcement 4 is also arched downward, that is, the bottom surface of the rear reinforcement 4 is also a downward convex arc surface. Such a configuration can improve the structural strength of the rear reinforcement 4 itself, thereby improving the reinforcement effect on the frame longitudinal beam, and further improving the overall strength of the frame longitudinal beam.

[0058] It should be noted that, in addition to providing both the front reinforcement 3 and the rear reinforcement 4 on the longitudinal beam body 1, only the front reinforcement 3 or the rear reinforcement 4 may be provided. In addition, in addition to arching the bottoms of both the front reinforcement 3 and the rear reinforcement 4 downward, only the bottoms of the front reinforcement 3 or the rear reinforcement 4 may be arched downward.

[0059] In addition, if Figure 5As shown in , in order to maximize the space in the cockpit, as a preferred embodiment, the middle section 102 of the longitudinal beam protrudes toward the outside of the vehicle relative to the front connecting portion 1011, and a side reinforcement 5 is provided on the side of both closer to the inside of the vehicle. In addition, the side reinforcement 5 is connected to the front connecting portion 1011 and the middle section 102 of the longitudinal beam, and a cavity is formed between the three. This design can further improve the strength and rigidity of the longitudinal beam of the frame. Among them, as a preferred embodiment, in order to reduce the overall weight, the side reinforcement 5 is specifically a plate connected between the front connecting portion 1011 and the middle section 102 of the longitudinal beam. In addition, as Figure 3 As shown in , as a further embodiment, the side reinforcement 5 is arranged corresponding to the front reinforcement 3, and makes the cavity communicate with the first cavity.

[0060] The structure of the energy absorbing member 2 of this embodiment is as follows Fig.12 As shown in the figure, as mentioned above, it is a tubular structure, and based on the cross-section of the longitudinal beam front section 101 being rectangular, the energy absorbing member 2 of this embodiment is a rectangular tubular structure. Moreover, in order to improve the connection firmness between the energy absorbing member 2 and the longitudinal beam body 1, the two can be further welded after being plugged in. In addition, in order to improve the energy absorbing effect of the energy absorbing member 2, a crush groove is provided on the energy absorbing member 2, and at least part of the crush groove extends along the vertical direction of the vehicle. And, in order to further improve the energy absorbing effect, as shown in FIG. Fig.12 As shown in , the crush grooves of this embodiment include a first crush groove 201 provided on the side of the energy absorbing member 2, and a first crush groove 201 provided at the edge of the energy absorbing member 2. Moreover, the first crush groove 201 extends in the vertical direction of the whole vehicle, and is a plurality of first crush grooves 201 spaced apart along the length direction of the energy absorbing member 2, and at the same time, the second crush grooves 202 are also a plurality of second crush grooves 202 spaced apart along the length direction of the energy absorbing member 2.

[0061] In addition, in order to further improve the structural strength and rigidity of the longitudinal beam of the frame, as a preferred embodiment, the longitudinal beam body 1 and the energy absorbing member 2 of this embodiment are formed by the existing pressurized upsetting process. Moreover, the thickness of the longitudinal beam body 1 and the energy absorbing member 2 can be specifically set to between 2.5mm and 5.0mm, for example, 2.5mm, 3.5mm, 4.5mm, 5mm or other values. Moreover, during the specific implementation, one preparation method of the pressurized upsetting process is to first fill the round tube blank with gas (equivalent to converting it into a solid bar), and then use a mold to extrude the tube blank to apply a film, and extrude it into the required shape. Among them, the round tube blank can be specifically made using a tube making machine.

[0062] The longitudinal beam body 1 and the energy absorbing member 2 of the frame longitudinal beam of the present embodiment are made by the above-mentioned process, and there is no need for axial filling, no cracking problem, and the forming radius is small, which can make the longitudinal beam body 1 and the energy absorbing member 2 have good strength and rigidity. Therefore, compared with the existing structure, the frame longitudinal beam of the present embodiment can be made of a material with higher strength, which can reduce the weight of the frame longitudinal beam under the same strength effect. Of course, in addition to the above-mentioned pressure upsetting process, the longitudinal beam body 1 and the energy absorbing member 2 can also be made by other existing one-piece forming processes such as extrusion forming and roll forming. In addition, the longitudinal beam body 1 and the energy absorbing member 2 are formed in one piece, instead of the existing structure formed by welding multiple parts, which can not only optimize the force transmission performance, but also reduce parts, simplify the assembly process, improve the degree of integration, improve precision, increase the frame rigidity and strength, and optimize the force transmission channel, so that the whole vehicle assembly machine has a better performance in the collision.

[0063] In addition, the frame longitudinal beam of the embodiment adopts the above structure. Compared with the existing frame longitudinal beam structure, the frame longitudinal beam of the embodiment has a shorter welding length, fewer welding weak areas, and reduced welding deformation, making the frame longitudinal beam precision easier to control, which is beneficial to increasing the NVH performance and force transmission effect of the vehicle body. At the same time, it can also reduce the number of welding spatters, improve the anti-corrosion performance of the frame longitudinal beam, and help ensure the strength and service life of the frame longitudinal beam. Moreover, it can also improve material utilization, reduce production costs, and use fewer molds, which can simplify the production process and reduce production costs.

[0064] At the same time, the provision of the front reinforcement 3, the rear reinforcement 4 and the side reinforcement 5 can further improve the rigidity and strength of the frame longitudinal beam. In addition, the provision of the energy absorbing member 2 can improve the energy absorption effect in the event of a collision and facilitate subsequent maintenance and replacement.

[0065] In addition, the present embodiment also relates to a vehicle frame structure, including an anti-collision beam assembly, and the above-mentioned frame longitudinal beams arranged on the left and right sides of the anti-collision beam assembly.

[0066] The structure of the anti-collision beam assembly is the same as that of the prior art, including an anti-collision beam, energy absorption boxes arranged on the left and right sides of the anti-collision beam, and the frame longitudinal beam is connected to the energy absorption box through the energy absorption member 2. The structure of the anti-collision beam and the energy absorption box can refer to the prior art.

[0067] In addition, this embodiment also provides a vehicle, in which the above frame structure is provided.

[0068] The vehicle and frame structure of this embodiment have all the beneficial effects of the above-mentioned frame longitudinal beams, which will not be described in detail here.

[0069] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A frame longitudinal beam, characterized in that: It comprises a longitudinal beam body (1), and an energy absorbing member (2) arranged at the front end of the longitudinal beam body (1) along the front-rear direction of the vehicle; The longitudinal beam body (1) and the energy absorbing member (2) are both tubular, and both extend along the front-rear direction of the vehicle. The longitudinal beam body (1) and the energy absorbing member (2) are both integrally formed and plug-connected.

2. The frame rail according to claim 1, characterized in that: The longitudinal beam body (1) comprises a longitudinal beam front section (101), a longitudinal beam middle section (102) and a longitudinal beam rear section (103), wherein the rear end of the longitudinal beam front section (101) is provided with a front connecting portion (1011) bent downward, the front end of the longitudinal beam rear section (103) is provided with a rear connecting portion (1031) bent downward, and the longitudinal beam middle section (102) is connected between the front connecting portion (1011) and the rear connecting portion (1031); A front reinforcement (3) is provided at the connection between the longitudinal beam middle section (102) and the front connecting portion (1011), and / or a rear reinforcement (4) is provided at the connection between the longitudinal beam middle section (102) and the rear connecting portion (1031).

3. The frame rail according to claim 2, characterized in that: The curvature radius of the front connecting portion (1011) and / or the rear connecting portion (1031) bent downward is between 400 mm and 800 mm.

4. The frame rail according to claim 2, characterized in that: The front reinforcement (3) is connected to the front connection portion (1011) and the bottom of the longitudinal beam middle section (102), and a first cavity is formed between the three; and / or, The rear reinforcement (4) is connected to the rear connection portion (1031) and the bottom of the longitudinal beam middle section (102), and a second cavity is formed between the three.

5. The frame rail according to claim 2, characterized in that: Along the up-down direction of the vehicle, the bottom of the front reinforcement (3) and / or the rear reinforcement (4) is arched downward.

6. The frame rail according to claim 2, characterized in that: The longitudinal beam middle section (102) protrudes toward the vehicle exterior relative to the front connecting portion (1011), and a side reinforcement member (5) is provided on the side of both of them close to the vehicle interior; The side reinforcement (5) is connected to the front connection portion (1011) and the longitudinal beam middle section (102), and a cavity is formed between the three.

7. The frame rail according to claim 2, characterized in that: The energy absorbing member (2) is provided with a crush groove, at least part of which extends in the vertical direction of the vehicle; and / or, The longitudinal beam middle section (102) is straight and extends along the front-rear direction of the vehicle, and the cross sections of various parts of the longitudinal beam middle section (102) are the same.

8. The frame rail according to any one of claims 1 to 7, characterized in that: The longitudinal beam body (1) and the energy absorbing member (2) are both formed by a pressurized upsetting process.

9. A frame structure, characterized in that: It comprises an anti-collision beam assembly, and a frame longitudinal beam according to any one of claims 1 to 8 arranged on the left and right sides of the anti-collision beam assembly.

10. A vehicle, characterized in that: The vehicle is provided with the frame structure according to claim 9.

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