Integrated front longitudinal beam and vehicle
Through integrated design and tubular structure front longitudinal beam, the problems of low molding accuracy and many welds in the prior art are solved, and higher production accuracy and strength are achieved.
Patent Information
- Application Number
- CN202422127685.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-30
- Publication Date
- 2025-05-30
- Estimated Expiration
- 2034-08-30
AI Technical Summary
In the prior art, the front longitudinal beam is formed by circumferential and/or axial welding method, resulting in low molding accuracy and large number of welds, which affects the strength and stiffness of the front longitudinal beam.
The design of an integrated front longitudinal beam is adopted. The main body of the longitudinal beam is formed by the integrated front section of the longitudinal beam, the middle section of the longitudinal beam and the rear section of the longitudinal beam, and the reinforcement is connected to the outer surface of the central section of the longitudinal beam to form a tubular structure to reduce welds.
By reducing the number of welds, the problem of reducing molding accuracy caused by docking errors or high-temperature deformation during welding is avoided, and the production accuracy and strength of the front longitudinal beam are improved, thereby avoiding breakage at the welds.
Smart Images
Figure CN222921637U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of frame manufacturing, and more specifically, relates to an integrated front longitudinal beam and a vehicle. Background Art
[0002] The front longitudinal beam of an automobile is an important component for the body structure to absorb collision energy, and is also an important load-bearing and force-transmitting component of the body. Its design has a great impact on the front collision safety performance of the automobile. The front end of the front longitudinal beam is connected to the energy-absorbing box of the bumper system, and the rear end is connected to the vehicle body floor.
[0003] For the design of the front longitudinal beam of an automobile, the front longitudinal beam cannot be designed too soft, otherwise it will not be able to effectively protect the survival space of passengers; nor can the front longitudinal beam be designed too rigid, resulting in too large an acceleration response of the vehicle and causing secondary injuries to the occupants. At present, most of the front longitudinal beams of automobiles are formed by welding multiple beam bodies, and each beam body is formed by stamping a steel plate. After forming a beam body with a gap in the cross section, the axial welding gap is welded. Since not only each beam body needs to be welded, but also the adjacent two beam bodies are connected by welding, not only the manufacturing steps are cumbersome, but also the material is extremely easy to deform during the welding process, resulting in low dimensional and shape accuracy of the formed parts. In addition, since there are multiple welds in the existing front longitudinal beam and the weld strength is weak, a large number of welds will cause insufficient strength of the front frame and reduce the durability of the frame.
[0004] In the prior art, although some front longitudinal beams also adopt an integrated structure, most of them only replace multiple segmented beam bodies with grooved or plate-shaped members with axial dimensions meeting the requirements, and then enclose and weld multiple grooved or plate-shaped members to form a longitudinal beam structure with a closed cross section. The above scheme is adopted to facilitate the setting of strengthening members inside the front longitudinal beam to ensure the strength and stiffness of the front longitudinal beam. Although this scheme reduces the circumferential welds, there are still multiple axial welds, and the structure is prone to twist and deformation during the welding process, affecting the accuracy of the front longitudinal beam. Summary of the Utility Model
[0005] The purpose of the utility model is to provide an integrated front longitudinal beam and a vehicle, aiming to solve the problems in the prior art that the front longitudinal beam is formed by circumferential and / or axial welding, resulting in low forming accuracy of the front longitudinal beam and a large number of welds, which affect the strength and stiffness of the front longitudinal beam.
[0006] To achieve the above purpose, the technical scheme adopted by the utility model is:
[0007] In a first aspect, an integrated front longitudinal beam is provided, comprising a longitudinal beam body and a reinforcement connected to the longitudinal beam body, wherein the longitudinal beam body is formed by an integrally formed longitudinal beam front section, a longitudinal beam middle section and a longitudinal beam rear section, the reinforcement is connected to the outer surface of the longitudinal beam middle section, and the longitudinal beam body is a tubular structure.
[0008] In combination with the first aspect, in a possible implementation manner, the reinforcement member has a reinforcement groove opened along the front-to-back direction, and the reinforcement groove passes through the reinforcement member in the front-to-back direction.
[0009] In combination with the first aspect, in a possible implementation, the reinforcement is further provided with an opening along the inner-outer direction or the upper-lower direction to connect the reinforcement groove to the outside, and the middle section of the longitudinal beam is connected to the reinforcement and closes the opening, so that the reinforcement groove forms a closed chamber.
[0010] In combination with the first aspect, in a possible implementation manner, the opening penetrates the reinforcement member along a front-to-back direction, so that a cross section of the reinforcement member forms a non-closed structure.
[0011] In combination with the first aspect, in a possible implementation manner, a weight-reducing hole is opened in the middle section of the longitudinal beam, and the reinforcement isolates the weight-reducing hole from the outside.
[0012] In combination with the first aspect, in a possible implementation, the front section of the longitudinal beam and the middle section of the longitudinal beam are arranged at an angle in the inner and outer directions, and the radius of curvature at the angle between the front section of the longitudinal beam and the middle section of the longitudinal beam is not less than twice the circumference of the cross section at that location.
[0013] In combination with the first aspect, in a possible implementation, the front section of the longitudinal beam and the rear section of the longitudinal beam both have a curved avoidance portion, and the outer diameter of the curvature of the avoidance portion is not less than twice the circumference of the cross-section there, and the avoidance portion is used to avoid other components in the vehicle body.
[0014] In combination with the first aspect, in a possible implementation manner, the cross-sectional areas of the front section of the longitudinal beam and the rear section of the longitudinal beam are both smaller than the cross-sectional area of the middle section of the longitudinal beam.
[0015] In combination with the first aspect, in a possible implementation, the rear end of the rear section of the longitudinal beam has a recessed clearance groove, and the front longitudinal beam also includes a reinforcement plate arranged in the clearance groove, and the reinforcement plate is connected to the rear section of the longitudinal beam.
[0016] The beneficial effects of the integral front longitudinal beam provided by the present utility model are as follows: Compared with the prior art, the longitudinal beam body of the integral front longitudinal beam of the present utility model is an integral component, which can be directly processed and formed by using a tubular structure, minimizing the number of welds and avoiding problems such as reduced forming accuracy caused by butt joint errors or high-temperature deformation during the welding process. In addition, compared with the multi-segment splicing structure, the integrally formed longitudinal beam body simplifies the manufacturing steps and improves the production efficiency. By connecting a reinforcing member to the outer surface of the middle section of the longitudinal beam, the strength and stiffness of the middle section of the longitudinal beam are increased. Compared with the scheme of connecting the reinforcing member to the entire longitudinal beam body, not only the weld length between the reinforcing member and the longitudinal beam body is reduced, reducing the probability of welding deformation, but also the problem that the excessive rigidity of the front section and the rear section of the longitudinal beam may cause harm to passengers or pedestrians during a vehicle collision is avoided. The scheme in the present utility model effectively improves the production accuracy of the front longitudinal beam, avoids the problem of low accuracy of the longitudinal beam body after forming caused by high-temperature deformation and assembly errors during the welding process, and the reduction in the number of welds also ensures the strength and stiffness of the longitudinal beam body, avoiding the longitudinal beam body breaking from the weld after being stressed.
[0017] In a second aspect, an embodiment of the present utility model further provides a vehicle, including the integral front longitudinal beam described in any one of the above.
[0018] The beneficial effects of the vehicle provided by the present utility model are as follows: Compared with the prior art, the vehicle of the present utility model adopts the above-mentioned integral front longitudinal beam, and the longitudinal beam body is an integral component, which can be directly processed and formed by using a tubular structure, minimizing the number of welds and avoiding problems such as reduced forming accuracy caused by butt joint errors or high-temperature deformation during the welding process. In addition, compared with the multi-segment splicing structure, the integrally formed longitudinal beam body simplifies the manufacturing steps and improves the production efficiency. By connecting a reinforcing member to the outer surface of the middle section of the longitudinal beam, the strength and stiffness of the middle section of the longitudinal beam are increased. Compared with the scheme of connecting the reinforcing member to the entire longitudinal beam body, not only the weld length between the reinforcing member and the longitudinal beam body is reduced, reducing the probability of welding deformation, but also the problem that the excessive rigidity of the front section and the rear section of the longitudinal beam may cause harm to passengers or pedestrians during a vehicle collision is avoided. The scheme in the present utility model effectively improves the production accuracy of the front longitudinal beam, avoids the problem of low accuracy of the longitudinal beam body after forming caused by high-temperature deformation and assembly errors during the welding process, and the reduction in the number of welds also ensures the strength and stiffness of the longitudinal beam body, avoiding the longitudinal beam body breaking from the weld after being stressed. Description of the Drawings
[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.
[0020] Figure 1 A schematic diagram of the structure of an integrated front longitudinal beam provided in an embodiment of the utility model;
[0021] Figure 2 for Figure 1 A partial enlarged view of the middle A part;
[0022] Figure 3 A cross-sectional view of an integrated front longitudinal beam provided in an embodiment of the utility model;
[0023] Figure 4 This is a schematic diagram of the overall structure of the longitudinal beam used in the embodiment of the utility model;
[0024] Figure 5 This is a schematic structural diagram of a reinforcement member used in an embodiment of the utility model.
[0025] In the figure: 1. longitudinal beam main body; 101. longitudinal beam front section; 102. longitudinal beam middle section; 1021. weight reduction hole; 103. longitudinal beam rear section; 1031. avoidance part; 1032. give way groove; 2. reinforcement member; 201. reinforcement groove; 3. reinforcement plate. DETAILED DESCRIPTION
[0026] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.
[0027] In the claims, description and the above-mentioned drawings of the present utility model, unless otherwise clearly defined, when terms such as "first", "second" or "third" are used, they are for distinguishing different objects rather than for describing a specific order. In the claims, description and drawings of the present utility model, the orientation terms "upper" and "lower" are the same as the up and down directions of the vehicle body, the terms "left" and "right" are the same as the left and right directions of the vehicle body, the terms "front" and "rear" are the same as the front and rear directions of the vehicle body, and the term "inner side" refers to the side adjacent to the passenger compartment in the left and right directions of the vehicle body, and vice versa is the "outer side". Unless otherwise specified, the remaining orientation terms, such as "vertical", "clockwise", "counterclockwise", etc., indicate the orientation and positional relationship based on the orientation and positional relationship shown in the drawings, and are only for facilitating the description of the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, so it cannot be understood as limiting the specific protection scope of the present utility model. In the claims, description and the above-mentioned drawings of the present utility model, unless otherwise clearly defined, when the terms "fixed connection" or "fixedly connected" are used, they should be understood in a broad sense, that is, any connection method without displacement relationship and relative rotation relationship between the two, that is, including non-detachable fixed connection, detachable fixed connection, being integrated into one body and being fixedly connected through other devices or elements. In the claims, description and the above-mentioned drawings of the present utility model, when terms such as "comprising", "having" and their variants are used, the intention is "including but not limited to".
[0028] Please refer to Figures 1 to 5 together, and now the integrated front longitudinal beam and vehicle provided by the present utility model will be described. The integrated front longitudinal beam includes a longitudinal beam main body 1 and a reinforcing member 2 connected to the longitudinal beam main body 1. Among them, the longitudinal beam main body 1 is formed by integrally molding a front longitudinal beam section 101, a middle longitudinal beam section 102 and a rear longitudinal beam section 103. The reinforcing member 2 is connected to the outer surface of the middle longitudinal beam section 102, and the longitudinal beam main body 1 is a tubular structure.
[0029] The integral front longitudinal beam provided by the present utility model, compared with the prior art, the longitudinal beam main body 1 of the integral front longitudinal beam of the present utility model is an integral component, and can be directly processed and formed by using a tubular structure, minimizing the number of welds and avoiding problems such as reduced forming accuracy caused by butt joint errors or high-temperature deformation during the welding process. In addition, compared with the multi-segment splicing structure, the integrally formed longitudinal beam main body 1 simplifies the manufacturing steps and improves the production efficiency. A reinforcing member 2 is connected to the outer surface of the middle section 102 of the longitudinal beam to increase the strength and stiffness of the middle section 102 of the longitudinal beam. Compared with the scheme of connecting the reinforcing member 2 to the entire longitudinal beam main body 1, not only the weld length between the reinforcing member 2 and the longitudinal beam main body 1 is reduced, reducing the probability of welding deformation, but also it is avoided that the excessive rigidity of the front section 101 and the rear section 103 of the longitudinal beam causes harm to passengers or pedestrians when the vehicle collides. The scheme in the present utility model effectively improves the production accuracy of the front longitudinal beam, avoids the problem of low accuracy of the longitudinal beam main body 1 after forming caused by high-temperature deformation and assembly errors during the welding process, and the reduction of the number of welds also ensures the strength and stiffness of the longitudinal beam main body 1, avoiding the fracture of the longitudinal beam main body 1 from the weld when stressed.
[0030] It should be noted that the tubular structure means that the cross-section of the longitudinal beam main body 1 is a closed structure connected end to end, which can be circular or polygonal, and of course, it can also be a closed structure formed by a combination of a straight line and an arc, such as a circle, an ellipse or a rectangle, etc.
[0031] It should be noted that the front section 101, the middle section 102 and the rear section 103 of the longitudinal beam are distributed in sequence from front to back.
[0032] It should be noted that in the prior art, the reinforcing member 2 is arranged inside the longitudinal beam main body 1, resulting in that the longitudinal beam main body 1 must be prepared by splicing. In the present application, the longitudinal beam main body 1 is directly prepared by using a tubular blank, and the reinforcing member 2 is connected to the outer surface of the longitudinal beam main body 1, reducing the number of welds and avoiding the butt welding of the longitudinal beam main body 1.
[0033] Optionally, the reinforcing member 2 is connected to the longitudinal beam main body 1 by welding. The thickness design range of the reinforcing member 2 is 2.5 - 5.0 mm. The main function of the reinforcing member 2 is to increase the cross-sectional area of the middle part of the longitudinal beam main body 1. At the same time, the reinforcing member 2 and the middle section 102 of the longitudinal beam form a closed cross-section, increasing the strength and stiffness of the middle part of the longitudinal beam main body 1.
[0034] It should be noted that in the present utility model, the reinforcing member 2 corresponds to the entire middle section 102 of the longitudinal beam, increasing the stiffness of the entire middle section 102 of the longitudinal beam and making the strength and stiffness of the entire middle region of the front longitudinal beam consistent. Compared with the solution of only arranging reinforcing components locally in the middle section 102 of the longitudinal beam, it avoids the problem that the strength and stiffness of the local area are relatively large while the strength and stiffness of other areas without the reinforcing member are relatively small, resulting in easy fracture of the weak area during a collision. Additionally, if reinforcing components are only arranged locally in the middle section 102 of the longitudinal beam, for example, reinforcing components are respectively arranged between the front section 101 and the middle section 102 of the longitudinal beam and between the middle section 102 and the rear section 103 of the longitudinal beam, and no reinforcing component is arranged in the middle area of the middle section 102 of the longitudinal beam, but this area is subjected to the greatest force and is extremely prone to deformation under the heavy pressure of the upper components of the vehicle frame.
[0035] In some embodiments, referring to Figure 5 , the reinforcing member 2 has a reinforcing groove 201 opened in the front-rear direction, and the reinforcing groove 201 penetrates through the reinforcing member 2 in the front-rear direction.
[0036] The reinforcing member 2 is provided with the reinforcing groove 201. After being connected to the middle section 102 of the longitudinal beam, multiple mutually independent chambers are formed in the area of the front longitudinal beam corresponding to the middle section 102 of the longitudinal beam and the reinforcing member 2. Compared with the solution where the reinforcing member 2 is a plate-like structure, the reinforcing member 2 in this embodiment has stronger stiffness after being connected to the middle section 102 of the longitudinal beam, and avoids the solution of increasing the thickness of the reinforcing member 2 to improve the overall strength, which is beneficial to achieving lightweight.
[0037] Optionally, the cross-section of the reinforcing member 2 is a closed structure connected end to end, or a non-closed structure with an opening. When the cross-section of the reinforcing member 2 is a non-closed structure, the middle section 102 of the longitudinal beam is connected to the disconnection point of the reinforcing member 2 and encloses a closed cavity with the reinforcing member 2. For example, the cross-section of the reinforcing member 2 can be annular or polygonal, or can also be U-shaped.
[0038] In some embodiments, referring to Figure 3 , the reinforcing member 2 is further provided with an opening that connects the reinforcing groove 201 to the outside in the inner-outer direction or the up-down direction. The middle section 102 of the longitudinal beam is connected to the reinforcing member 2 and closes the opening, so that the reinforcing groove 201 forms a closed chamber.
[0039] In this embodiment, after the middle section 102 of the longitudinal beam is connected to the reinforcing member 2, the reinforcing groove 201 is closed, which can not only form multiple mutually independent chambers at the reinforcing member 2 and the middle section 102 of the longitudinal beam of the front longitudinal beam to improve strength and stiffness, but also control the overall weight of the front longitudinal beam, which is beneficial to achieving the lightweight of the whole vehicle.
[0040] Optionally, the reinforcing member 2 is fixedly welded to the middle section 102 of the longitudinal beam.
[0041] Optionally, the opening can be located in a partial area of the reinforcing member 2. For example, one or more openings are provided in the middle part of the reinforcing member 2, and the multiple openings are arranged at intervals, which is beneficial to reducing the weight of the reinforcing member 2. The opening can also penetrate the reinforcing member 2 in the front-back direction, so that the reinforcing groove 201 is bent and communicated with the outside.
[0042] In some embodiments, please refer to Figure 5 , the opening penetrates the reinforcing member 2 in the front-back direction, so that the cross-section of the reinforcing member 2 forms a non-closed structure.
[0043] The solution in this embodiment can minimize the weight of the reinforcing member 2. The side walls of the reinforcing member 2 forming the opening are butted against the middle section 102 of the longitudinal beam and are connected to the middle section 102 of the longitudinal beam, so as to close the opening by the middle section 102 of the longitudinal beam. This structure is more convenient for processing and can be formed by stamping or bending without punching holes in the reinforcing member 2.
[0044] Optionally, the reinforcing member 2 is a polygonal shape with a notch or a combined structure of a straight line and an arc, such as a U-shaped structure, or can also be an arc structure.
[0045] In some embodiments, please refer to Figure 4 , a weight-reducing hole 1021 is provided in the middle section 102 of the longitudinal beam, and the reinforcing member 2 isolates the weight-reducing hole 1021 from the outside.
[0046] Providing the weight-reducing hole 1021 in the middle section 102 of the longitudinal beam can reduce the weight of the longitudinal beam main body 1, and the reinforcing member 2 closes the weight-reducing hole 1021, avoiding the problem that the strength of this area is reduced due to the provision of the weight-reducing hole 1021, and thus it is easy to deform or break under external force.
[0047] Optionally, a plurality of weight-reducing holes 1021 are arranged at intervals in the front-back direction, the interval between two adjacent weight-reducing holes 1021 is 20-25 mm, and the diameter of the weight-reducing hole 1021 is 40-42 mm.
[0048] In some embodiments, please refer to Figure 4 , the front section 101 of the longitudinal beam and the middle section 102 of the longitudinal beam are arranged at an angle in the inner-outer direction, and the radius of curvature at the angle between the front section 101 of the longitudinal beam and the middle section 102 of the longitudinal beam is not less than twice the perimeter of the cross-section at that place.
[0049] Since a tubular structure is directly used as the blank for processing the longitudinal beam main body 1 in this application, the bending amounts of the inner tubular blank and the outer tubular blank are different during the bending process. In order to ensure that the outer tubular blank of the blank does not crack during the bending forming process, it is necessary to set the radius of curvature in the area of the front section 101 of the longitudinal beam and the middle section 102 of the longitudinal beam to be not less than twice the perimeter of the cross-section at that place.
[0050] It should be noted that the "perimeter of the cross-section" refers to the circumferential length of the outer surface.
[0051] In some embodiments, refer to Figure 1 , both the front section 101 and the rear section 103 of the longitudinal beam have curved avoidance portions 1031, and the outer diameter of the curvature of the avoidance portion 1031 is not less than twice the perimeter of the cross-section at this location. The avoidance portion 1031 is used to avoid other components within the vehicle body.
[0052] By respectively providing the curved avoidance portions 1031 on the front section 101 and the rear section 103 of the longitudinal beam, not only can other components within the vehicle body be effectively avoided, but also the overall strength and stiffness of the longitudinal beam main body 1 can be increased. In order to ensure that the outer tube blank of the blank does not crack during the bending forming process, the radius of curvature of the avoidance portion 1031 is required to be not less than twice the perimeter of the cross-section at this location.
[0053] It should be noted that the radius of curvature of the bending portion of the front section 101 of the longitudinal beam is not less than twice the perimeter of its own cross-section, and the radius of curvature of the bending portion of the rear section 103 of the longitudinal beam is not less than twice the perimeter of its own cross-section.
[0054] It should be noted that the other components refer to the components within the vehicle body except the front longitudinal beam.
[0055] In some embodiments, refer to Figure 1 , the cross-sectional areas of both the front section 101 and the rear section 103 of the longitudinal beam are smaller than the cross-sectional area of the middle section 102 of the longitudinal beam.
[0056] Since the front longitudinal beam has the highest requirements for the strength and stiffness of the middle section 102 of the longitudinal beam, and this application uses a tubular blank as the raw material to prepare the longitudinal beam main body 1, therefore, if the method of increasing the thickness is used to strengthen the strength and stiffness of the middle section 102 of the longitudinal beam, it is more difficult to implement and the cost is higher. Therefore, this application uses the method of increasing the cross-sectional area of the middle section 102 of the longitudinal beam to improve the strength and stiffness at this location, which is easier to process and produce and reduces the cost.
[0057] In some embodiments, refer to Figures 1 to 2 , the rear end of the rear section 103 of the longitudinal beam has a recessed relief groove 1032, and the front longitudinal beam further includes a reinforcing plate 3 provided in the relief groove 1032, and the reinforcing plate 3 is connected to the rear section 103 of the longitudinal beam.
[0058] The rear section 103 of the longitudinal beam is provided with the recessed relief groove 1032. On the one hand, it can increase the strength and stiffness of the rear end of the rear section 103 of the longitudinal beam, and on the other hand, it can avoid the outward protrusion from affecting the surrounding components. The reinforcing plate 3 further increases the stiffness and strength of the rear section 103 of the longitudinal beam, and by arranging the reinforcing plate 3 in the relief groove 1032, interference with the surrounding components can be avoided.
[0059] Based on the same inventive concept, the present utility model also provides a vehicle. The vehicle includes the integrated front longitudinal beam of any one of the above.
[0060] The vehicle provided by the present utility model adopts the above-mentioned integrated front longitudinal beam. The longitudinal beam main body 1 is an integral component and can be directly processed and formed into a tubular structure, minimizing the number of welds and avoiding problems such as reduced forming accuracy caused by butt joint errors or high-temperature deformation during the welding process. In addition, compared with the multi-segment splicing structure, the integrally formed longitudinal beam main body 1 simplifies the manufacturing steps and improves the production efficiency. A reinforcing member 2 is connected to the outer surface of the middle section 102 of the longitudinal beam to increase the strength and stiffness of the middle section 102 of the longitudinal beam. Compared with the scheme of connecting the reinforcing member 2 to the outside of the entire longitudinal beam main body 1, not only the weld length between the reinforcing member 2 and the longitudinal beam main body 1 is reduced, reducing the probability of welding deformation, but also it is avoided that the excessive rigidity of the front section 101 and the rear section 103 of the longitudinal beam causes harm to passengers or pedestrians when the vehicle collides. The solution in the present utility model effectively improves the production accuracy of the front longitudinal beam, avoids the problem of low accuracy of the longitudinal beam main body 1 after forming caused by high-temperature deformation and assembly errors during the welding process, and the reduction in the number of welds also ensures the strength and stiffness of the longitudinal beam main body 1, avoiding the fracture of the longitudinal beam main body 1 from the welds after being stressed.
[0061] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.
Claims
1. One-piece front longitudinal beam, characterized in that: The invention comprises a longitudinal beam body (1) and a reinforcing member (2) connected to the longitudinal beam body (1), wherein the longitudinal beam body (1) is formed by an integrally formed longitudinal beam front section (101), a longitudinal beam middle section (102) and a longitudinal beam rear section (103), the reinforcing member (2) is connected to the outer surface of the longitudinal beam middle section (102), and the longitudinal beam body (1) is a tubular structure.
2. The integrated front longitudinal beam according to claim 1, characterized in that: The reinforcing member (2) has a reinforcing groove (201) opened along the front-to-back direction, and the reinforcing groove (201) penetrates the reinforcing member (2) in the front-to-back direction.
3. The integrated front longitudinal beam according to claim 2, characterized in that: The reinforcing member (2) is also provided with an opening in the inner and outer directions or in the upper and lower directions for connecting the reinforcing groove (201) to the outside, and the longitudinal beam middle section (102) is connected to the reinforcing member (2) and closes the opening, so that the reinforcing groove (201) forms a closed chamber.
4. The one-piece front longitudinal beam according to claim 3, characterized in that: The opening penetrates the reinforcing member (2) in the front-to-back direction, so that the cross section of the reinforcing member (2) forms a non-closed structure.
5. The integrated front longitudinal beam according to claim 1, characterized in that: The longitudinal beam middle section (102) is provided with a weight-reducing hole (1021), and the reinforcing member (2) isolates the weight-reducing hole (1021) from the outside.
6. The integrated front longitudinal beam according to claim 1, characterized in that: The longitudinal beam front section (101) and the longitudinal beam middle section (102) are arranged at an angle in the inner and outer directions, and the radius of curvature at the angle between the longitudinal beam front section (101) and the longitudinal beam middle section (102) is not less than twice the perimeter of the cross section at that location.
7. The integrated front longitudinal beam according to claim 1, characterized in that: The longitudinal beam front section (101) and the longitudinal beam rear section (103) both have a curved avoidance portion (1031), and the curvature outer diameter of the avoidance portion (1031) is not less than twice the circumference of the cross section at that location, and the avoidance portion (1031) is used to avoid other components in the vehicle body.
8. The integrated front longitudinal beam according to claim 1, characterized in that: The cross-sectional areas of the longitudinal beam front section (101) and the longitudinal beam rear section (103) are both smaller than the cross-sectional area of the longitudinal beam middle section (102).
9. The integrated front longitudinal beam according to claim 1, characterized in that: The rear end of the longitudinal beam rear section (103) has a recessed clearance groove (1032), and the front longitudinal beam also includes a reinforcing plate (3) arranged in the clearance groove (1032), and the reinforcing plate (3) is connected to the longitudinal beam rear section (103).
10. A vehicle, characterized in that An integrated front longitudinal beam according to any one of claims 1 to 9.