CN210971269U - A longitudinal beam structure and an automobile - Google Patents

Abstract

The utility model provides a longitudinal beam structure and an automobile, comprising a longitudinal beam body, the longitudinal beam body includes a front longitudinal beam section and a rear longitudinal beam section, and the rear longitudinal beam section includes a first beam section, a second beam section and a rear longitudinal beam section which are connected in sequence. The third beam section, the end of the front longitudinal beam section is connected with the end of the first beam section, the cross section of the front longitudinal beam section is a groove section, the cross section of the first beam section is an I-shaped section, and the second beam section is an I-shaped section. The cross section of the segment is a rectangular section and the cross section of the third beam section is a channel section. By adopting the longitudinal beam structure of the technical solution of the present utility model, through the setting of the groove-shaped section of the front longitudinal beam section, the assembly of the later parts is more convenient; the setting of the I-shaped section of the first beam section makes the groove-shaped section can be better transition to a rectangular section; the setting of the rectangular section of the second beam section enables the beam body to carry a larger load; by using a variety of different section characteristics, the strength distribution of the longitudinal beam body is effectively optimized, thereby improving the utilization rate of materials and reducing the self-weight of the beam.

Description

A longitudinal beam structure and an automobile

technical field

The utility model relates to the technical field of vehicle frame structures, in particular to a longitudinal beam structure and an automobile.

Background technique

In the prior art, the design and manufacturing process of the frame longitudinal beam is an important link in the design of the frame system. For the longitudinal beam of I-shaped section, since the I-shaped beam can obtain the moment of inertia of the rectangular section that is almost the same as the outer contour to resist bending, it can save a lot of materials and reduce the weight of the component itself, but the I-shaped beam does not It is easy to assemble components on it. For longitudinal beams with rectangular cross-sections, the rigidity is relatively large and the bearing capacity is relatively good, but the amount of material used is large, the self-weight is heavy, and the manufacturing cost is relatively large. The current frame longitudinal beams usually use channel-shaped steel beams. For longitudinal beams with channel-shaped sections, the process generally adopts stamping process. Although the processing technology is simple, the rigidity is small, the longitudinal beam material is single, and the size adjustment is not flexible. It is beneficial to the lightweight of parts, and the investment cost of the mold in the early stage is also large; the frame longitudinal beam adopts the traditional equal-strength stamped groove beam structure, which has poor torsional performance, and cannot be calculated according to the uneven load distribution of the frame in actual use. Realize the optimization of bearing and other issues. Therefore, under the premise of considering the processing cost of the longitudinal beam, the longitudinal beam with a single channel-shaped section cannot meet the load-bearing requirements of the frame.

To sum up, the existing longitudinal beam is a single-section structure. Due to the different requirements for the strength and torsional performance of the longitudinal beam in each section of the frame, that is, the load distribution of each section of the frame is uneven. The longitudinal beam of the cross-section cannot meet the load-bearing requirements of the frame. In addition, the longitudinal beam of the frame is long and needs to be reprocessed (the processing here usually refers to welding), due to the long processing length, Therefore, it is easy to produce cumulative errors in processing, which causes the deformation of the longitudinal beam structure, resulting in poor assembly accuracy of the frame in the later stage, and the large amount of welding is not conducive to mass production, and the cost is also high.

Utility model content

The purpose of the present utility model is to provide a longitudinal beam structure, which can meet the load-bearing requirements of uneven load distribution of the vehicle frame, and can reduce the cumulative error of the longitudinal beam processing and reduce the cost.

Based on this, the present utility model provides a longitudinal beam structure, comprising a longitudinal beam body, the longitudinal beam body includes a front longitudinal beam section and a rear longitudinal beam section, and the rear longitudinal beam section includes a first beam section, a The second beam section and the third beam section, the end of the front longitudinal beam section is connected with the end of the first beam section, the cross section of the front longitudinal beam section is a channel section, the first beam section The cross section of the beam section is an I-shaped section, the cross section of the second beam section is a rectangular section, and the cross section of the third beam section is a groove section.

As a preferred solution, the rear longitudinal beam section includes a rear beam web and two rear beam wings arranged in parallel on both sides of the rear beam web, and the first sides of the two rear beam wings are vertically connected to the rear beam. the first plate surface of the back beam web;

The plate surface opposite to the first plate surface on the web of the rear beam is the second plate surface. In the first beam section, the first side of each of the rear beam wings is provided with an extension plate, and each extension plate is vertical connected to the second plate surface of the back beam web;

The side part opposite to the first side part of the rear beam wing plate is a second side part, and the second beam section further includes a reinforcement plate arranged in parallel on the first plate surface of the rear beam web plate, the Two sides of the reinforcing plate are respectively vertically connected with the second side portion of each of the rear beam wings.

As a preferred solution, both ends of the reinforcing plate are connected with a bent plate inclined to the plate surface of the reinforcing plate, and the reinforcing plate is spanned on the first beam section and the third beam section, And one of the bending plates is connected with the back beam web of the first beam segment, and the other bending plate is connected with the back beam web of the third beam segment.

As a preferred solution, a connecting plate is provided at the end of the bending plate away from the reinforcing plate, the connecting plate is parallel to the plate surface of the reinforcing plate, and the bending plate is connected to the connecting plate through the connecting plate. The webs of the back beam are welded, and the connecting plate is provided with a dovetail groove.

As a preferred solution, the reinforcing plate is provided with a number of process holes, and each of the process holes is evenly distributed along the length direction of the reinforcing plate.

As a preferred solution, the front longitudinal beam section includes a front beam web and two front beam wings arranged parallel to each other on both sides of the front beam web, the first side portions of the two front beam wings are are vertically connected to the plate surface of the front beam web, and the plate surface of the front beam web is flush with the plate surface of the rear beam web, and the plate surface of the front beam flange and the rear beam The panels of the wings are flush.

As a preferred solution, the end of the front longitudinal beam section is provided with a first connecting portion, and the first connecting portion includes an oblique cut portion and straight cut portions located at both ends of the oblique cut portion. The first beam The segment is provided with a second connecting portion matching the first connecting portion, and the front longitudinal member segments are connected by the first connecting portion and the second connecting portion.

As a preferred solution, the front longitudinal beam section is a stamped and formed beam, and the rear beam flange, the rear beam web and the reinforcement plate are formed by lap welding to form the rear longitudinal beam section.

As a preferred solution, the thickness of the front spar flange is 2-3 mm thicker than that of the front spar web, and the thickness of the rear spar flange is 2-3 mm thicker than that of the rear spar web.

In order to achieve the same purpose, the present invention also provides an automobile, which includes the longitudinal beam structure described in any one of the foregoing.

Implementing the embodiment of the present utility model has the following beneficial effects:

By dividing a frame longitudinal beam body into a front longitudinal beam section and a rear longitudinal beam section, the processing length of each beam body is shorter than that of a whole frame longitudinal beam, thereby reducing the processing time. Accumulate errors to ensure the stability of the load bearing of the beam body. At the same time, modular production can be realized. The length of the longitudinal beam body can be adjusted by replacing the front longitudinal beam section or rear longitudinal beam section of different lengths according to different models. Models with wheelbase changes in the future have strong adaptability, which can shorten the product development cycle and reduce costs. The front longitudinal beam section adopts a trough-shaped structure according to the actual use requirements, which is convenient for the assembly of components in the later stage; The structure can meet the lower strength requirements of the front section, the higher strength requirements of the middle section and the lower strength requirements of the rear section in actual use. The utilization rate of materials and the self-weight of the beam body are reduced, so that the longitudinal beam structure can meet the load-bearing requirements of the uneven load distribution of the frame. In addition, the first beam section is designed as an I-shaped structure, even if the trough-shaped structure passes through the I-shaped structure. The transition to the rectangular structure enables the front longitudinal beam section to effectively transition to the second beam section, thereby avoiding a large sudden change in the stiffness of the longitudinal beam body, thereby ensuring the stability of the longitudinal beam body.

Description of drawings

FIG. 1 is a schematic structural diagram of a longitudinal beam structure in an embodiment of the present invention.

FIG. 2 is a schematic view of the structure at position E in FIG. 1 .

3 is a schematic structural diagram of a rear beam wing plate in an embodiment of the present invention.

FIG. 4 is a schematic structural diagram of a reinforcing plate in an embodiment of the present invention.

FIG. 5 is a schematic cross-sectional view taken along line AA in FIG. 1 .

FIG. 6 is a schematic cross-sectional view taken along line BB in FIG. 1 .

FIG. 7 is a schematic cross-sectional view at CC in FIG. 1 .

FIG. 8 is a schematic cross-sectional view taken along the line DD in FIG. 1 .

In the figure: 1- front beam web, 2- rear beam web, 3- rear beam flange, 31- extension plate, 4- front beam flange, 5- strengthening plate, 51- bending plate, 511- connecting plate, 52 - Process hole, 6 - Front longitudinal beam section, 61 - Oblique line cutout, 62 - Straight cutout section, 7 - Rear longitudinal beam section, 71 - First beam section, 72 - Second beam section, 73 - Third beam Beam segment, 8 - inclined part.

Detailed ways

The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the implementations. example. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present invention.

It should be understood that the terms "first", "second", etc. are used to describe various information in the present invention, but the information should not be limited to these terms, and these terms are only used to distinguish the same type of information from each other. For example, "first" information may also be referred to as "second" information, and similarly, "second" information may also be referred to as "first" information without departing from the scope of the present invention. In this embodiment, the following explanations are also made for the orientation words or position words of the components, the plate member has long sides and short sides, and the plate member also has two plate surfaces. In order to simplify the description, the terms of "two sides", "side part", "first board surface", "second board surface", "first side part" and "second side part" are introduced in this utility model, The "two sides" or "sides" of the panel refer to the position of the long edge of the panel, the "end" and "one end" of the panel refer to the position of the short edge of the panel, and the panel has two long edges and two short sides, it can be understood as having two "sides" and two "ends". The "first board surface" is one of the board surfaces of a certain board part, and the "second board surface" is the other board surface of the aforementioned board part.

As shown in FIGS. 1 to 8 , the present embodiment provides a longitudinal beam structure including a longitudinal beam body, the longitudinal beam body includes a front longitudinal beam section 6 and a rear longitudinal beam section 7 , and the rear longitudinal beam section 7 includes a first longitudinal beam section connected in sequence. A beam section 71, a second beam section 72 and a third beam section 73, the end of the front longitudinal beam section 6 is connected with the end of the first beam section 71, and the cross section of the front longitudinal beam section 6 is a groove-shaped section, The cross section of the first beam section 71 is an I-shaped section, the cross section of the second beam section 72 is a rectangular section, and the cross section of the third beam section 73 is a groove section. The first beam section 71 , the second beam section 72 and the third beam section 73 are connected in sequence, and the section change of the rear longitudinal beam section 7 is converted from the I-shaped section of the first beam section 71 to the rectangular section of the second beam section 72 , and then Converted into the channel section of the third beam section 73, the section of the longitudinal beam body is transformed from the channel section of the front longitudinal beam section 6 through the I-shaped section of the first beam section 71 to the rectangular section of the second beam section 72, and then converted A channel-shaped section of the third beam section 73 is formed. It should be pointed out that, when the longitudinal beam is actually used, the 6 part of the front longitudinal beam section is usually used to install spare parts such as the engine and steering gear of the vehicle.

Based on the above technical solution, by dividing a frame longitudinal beam body into a front longitudinal beam section 6 and a rear longitudinal beam section 7, the processing length of each section of the beam body is shorter than that of a whole frame longitudinal beam. , thereby reducing the cumulative error during processing, ensuring the bearing capacity of the beam body, and at the same time realizing modular production, which can be adjusted by replacing the front longitudinal beam section 6 or rear longitudinal beam section 7 of different lengths according to different models. The length of the longitudinal beam body has strong adaptability to future models with wheelbase changes, which can shorten the product development cycle and reduce costs. The front longitudinal beam section 6 adopts a trough-shaped structure according to the actual use requirements, which is convenient for the assembly of components in the later stage; the rear longitudinal beam section 7 adopts a variety of different cross-sectional combinations to meet the actual use requirements. The first beam section 71 is designed It is formed into an I-shaped structure, so that the front longitudinal beam section 6 can effectively transition to the second beam section 72, even if the trough-shaped structure transitions to the rectangular structure through the I-shaped structure, so as to avoid a large sudden change in the stiffness of the longitudinal beam body, thereby ensuring that The stability of the longitudinal beam body. Compared with the channel beam with a single section, only the maximum load needs to be considered in the design of the channel beam with a single section, and the channel beam is under the condition of uneven load and the actual load in the local area is less than the design load. In the case of , the channel beams will create a waste of material at the aforementioned local area locations. In this solution, the structure of the beam body at the aforementioned local area position is optimally designed, so that the design load of the beam body at this position is close to the actual load, so that different sections of the longitudinal beam body of this solution have different cross-sections , thereby optimizing the use of beam materials and reducing production costs.

Further, due to the actual use, the front section of the frame rail is usually used to install spare parts such as vehicle engine and steering gear, and these spare parts require high assembly precision. In this embodiment, the front longitudinal beam section 6 is equivalent to the front section of the frame longitudinal beam, and the front longitudinal beam section 6 adopts a stamped groove beam, which can well ensure the accuracy of the beam body, thereby It makes it easier and more precise to install and arrange components on the beam body. In addition, since the front longitudinal beam section 6 is stamped and formed, the rear longitudinal beam section 7 is formed by connecting the rear beam flange 3, the rear beam web 2 and the reinforcement plate 5 by lap welding, which can reduce the beam thickness. The length of welding, that is, only the rear longitudinal beam section 7 needs to be welded, thereby reducing the accumulated error of the rear longitudinal beam section 7 during welding, thereby improving the accuracy of the rear longitudinal beam section 7 . Since the rear longitudinal beam section 7 has three sections, and the cross-sectional dimensions of each section are different, if the rear longitudinal beam section 7 is processed in sections, and the three beam sections are connected together by welding, although the aforementioned solution can also achieve this solution structure, but the integrity between the three beam segments is poor. In actual use, since the beam is a flexural member, the longitudinal beam body mainly bears the load in the vertical direction, and the welding part between the beam segments will be more prone to fatigue or stress concentration under the action of the vertical load. , that is, the welded part will be destroyed first, therefore, the foregoing embodiment does not take it into consideration. The rear longitudinal beam section 7 in this solution is fixed together by lap welding two pieces of the rear beam flange 3, the rear beam web 2 and the reinforcement plate 5, so that the rear longitudinal beam section 7 has better integrity in the length direction. , also by changing the shape of the rear spar flap 3 and adding the form of the reinforcement plate 5 to make the rear longitudinal beam section 7 have a plurality of different cross-sections.

In this embodiment, the rear longitudinal beam section 7 includes a rear beam web 2 and two rear beam wings 3 arranged in parallel on both sides of the rear beam web 2, and the first side portions of the two rear beam wings 3 are vertically connected to the on the first plate surface of the rear beam web 2 .

The plate surface opposite to the first plate surface on the rear beam web 2 is the second plate surface. In the first beam section 71, the first side portion of each rear beam wing plate 3 is provided with an extension plate 31, and each extension plate 31 is vertically connected. On the second plate surface of the rear beam web 2 , it should be pointed out that in this embodiment, the extension plate 31 belongs to a part of the rear beam wing plate 3 . In the first beam section 71 , the rear spar wing plate 3 extends to the side of the second plate surface along the plate surface direction of the rear spar wing plate 3 to form an extension plate 31 , and the extension plate 31 is protruded from the second plate surface, so that in the first The width of the rear spar flap 3 in the beam section 71 is greater than the width of the rear spar flap 3 in the second beam section 72 . Since the rear spar flap 3 is perpendicular to the rear spar web 2 , the extension plate 31 is also perpendicular to the rear spar web 2 . The foregoing design results in the cross-sectional shape of the rear longitudinal member 7 being an I-shaped cross-section on the first beam section 71 .

In actual use, the load at the position of the middle section of the rear longitudinal beam section 7 is relatively large. In order to carry this load, it is necessary to improve the bearing capacity of the middle section of the rear longitudinal beam section 7 . Due to the above design, the first plate surface of the rear beam web 2 and the two rear beam wings 3 have formed a trough-shaped structure. The second side portion of the rear spar flap 3 is the side opposite to the first side portion of the rear spar flap 3 . In the second beam section 72 , the reinforcement plate 5 is arranged in parallel with the rear beam web 2 and the reinforcement plate 5 is arranged above the first plate surface. Connection, that is, the edge of the reinforcing plate 5 is connected with the long edge of the rear spar flap 3 . Due to the above-mentioned design, the rear beam web 2 has been perpendicular to the two rear beam flanges 3 respectively, and the reinforcement plate 5 is parallel to the rear beam web 2, so that the rear beam web 2, the two rear beam wings 3 and the reinforcement plate 5 are combined to form a The hollow quadrangular prism structure, so that the cross section of the second beam section 72 forms a rectangular section.

In the third beam section 73, the structural shape of the rear longitudinal beam section 7 is not changed. The first side parts of the two rear beam wings 3 are vertically connected to the first plate surface of the rear beam web 2, and the two rear beam wings 3 arranged in parallel on both sides of the rear beam web 2 and the rear beam web 2 form together. The trough-shaped structure makes the cross-section of the third beam section 73 a trough-shaped section.

Compared with the beam body with equal cross-section used in the frame longitudinal beam in the prior art, this embodiment optimizes the design of the beam body according to the load on each area of the frame during actual use, and uses materials of suitable cross-section to meet the corresponding load. , so that the overall self-weight of the frame can be relatively reduced and the use of materials can also be relatively reduced.

Further, in order to avoid the obvious sudden change in stiffness caused by the section change of the rear longitudinal beam section 7, the two ends of the reinforcing plate 5 are connected with a bending plate 51, and the bending plate 51 is bent in the direction of the first plate surface, so that the bending plate 51 and the reinforcing plate 5 are inclined, and the included angles between the reinforcing plate 5 and the two bending plates 51 are respectively obtuse angles. The plate 51 is connected with the back beam web 2 of the first beam segment 71, and the other bent plate 51 is connected with the back beam web 2 of the third beam segment 73, and the two bent plates 51 are respectively fixed in the form of welding. The first beam section 71 and the third beam section 73 are on the first plate surface of the rear beam web 2, so that the stiffness of the first beam section 71 can be gradually increased to the stiffness of the second beam section 72, thereby effectively avoiding the rear longitudinal When the cross section of the beam section 7 is converted from an I-shaped section to a rectangular section, a sudden change in stiffness occurs, avoiding the sudden change in stiffness and forming stress concentration, thereby improving the strength of the beam body and ensuring the stability of the beam body.

Preferably, in order to make the bending plate 51 more stably fixed on the first plate surface, a connecting plate 511 is provided at the end of the bending plate 51 away from the reinforcing plate 5, and the connecting plate 511 is parallel to the plate surface of the reinforcing plate 5, The bending plate 51 is welded with the rear beam web 2 through the connecting plate 511 , and the connecting plate 511 is provided with a dovetail groove. One end of each bending plate 51 is provided with a connecting plate 511 , and the two connecting plates 511 are respectively fixed on the first plate surface of the rear beam web 2 of the first beam section 71 and the third beam section 73 . If the welding seam is perpendicular to the force direction, the stress concentration area will easily appear at the welding position on the beam body, so that the welding seam position will be damaged first. Therefore, a dovetail groove is provided on the connecting plate 511, that is, the outer contour of the connecting plate 511 is changed, the welding length between the connecting plate 511 and the back beam web 2 is increased, and the direction of the welding seam is not directly perpendicular or parallel to the force direction, thereby Stress concentration areas can be avoided to a large extent, and at the same time, the length of the weld is increased, so that the strength at the connection location is improved, thereby improving the stability of the connection.

Further, the reinforcing plate 5 is provided with a plurality of process holes 52 , and the process holes 52 are evenly distributed along the length direction of the reinforcing plate 5 . The process hole 52 here can be used to reduce the self-weight of the reinforcing plate 5, and can also be used to assemble other components. The size, shape and arrangement of the process holes 52 can also be designed according to actual needs.

Further, in order to enable the front longitudinal beam section 6 and the rear longitudinal beam section 7 to form better continuity and avoid sudden stiffness changes. The front longitudinal beam section 6 includes a front beam web 1 and two front beam wings 4 arranged parallel to each other on both sides of the front beam web 1, and the first side portions of the two front beam wings 4 are vertically connected to the front beam. The plate surface of the beam web 1, the plate surface of the front beam web 1 and the plate surface of the rear beam web 2 are flush, and the plate surface of the front beam flange 4 is flush with the plate surface of the rear beam flange 3. The aforementioned structure makes the cross section of the front longitudinal beam section 6 form a channel section, and the thickness and width of the front beam flange 4 on the first deck side is the same as that of the rear beam flange 3, and the thickness height of the front beam web 1 is the same as that of the rear beam. The webs 2 are the same, so that the front longitudinal member 6 and the rear longitudinal member 7 can form better continuity and reduce the occurrence of sudden changes in stiffness.

Further, when the welding seam is perpendicular to the stress direction, a stress concentration area appears on the beam body, which increases the fatigue tendency of the beam body. In order to avoid the aforementioned problems, in this embodiment, the front longitudinal beam section 6 and the rear longitudinal beam section 7 are fixed together by welding. The end of the front longitudinal beam section 6 is provided with a first connecting portion, the first connecting portion includes a diagonal cut portion 61 and a straight cut portion 62 located at both ends of the diagonal cut portion 61, and the first beam segment 71 is provided with a first connecting portion. The front longitudinal beam section 6 is connected with the first beam section 71 through the first connecting section and the second connecting section. Referring to FIG. 2 , the central position of the front beam web 1 is an inclined oblique line cutout 61 , and both ends of the oblique line cutout 61 are vertical straight line cutouts 62 . Front spar wings 4 and partial front spar web 1. The first beam segment 71 is provided with a second connection portion matching the first connection portion, and the front longitudinal beam segment 6 is connected with the second connection portion of the first beam segment 71 through the first connection portion. This setting effectively avoids that the weld seam is completely perpendicular to the force direction and that when the beam body is subjected to longitudinal force, it will not directly generate a large concentrated stress along the inclined weld seam, thereby avoiding the weld seam being first affected by the beam body when it is working. Destruction, while increasing the length of the weld, improves the reliability of the welding and the stability of the connection.

Preferably, the first connecting part and the second connecting part are welded by double-sided groove. Specifically, both the first connecting part and the second connecting part are treated with double-sided grooves, and then the grooves are welded, which can improve the welding depth of the connecting position and increase the welding strength, thereby improving the first connecting part and the second connecting part. The stability of the joint connection.

Preferably, since the cross-section of the front longitudinal beam section 6 and the cross-section of the third beam section 73 are both channel-shaped structures, the extension plate 31 in the first beam section 71 protrudes from the second plate surface, and the other sections The rear spar flanges 3 of the two parts are all protruding from the first board surface, so that the extension plate 31 protrudes from the front spar flange 4 and the rear spar flange 3 of the second beam section 72 at the same time. Referring to FIG. 3 , therefore, in order to make the rigidity of the beam body have a better transition, the two ends of the extension plate 31 are further provided with inclined parts 8 , and the inclined parts 8 are used for the transition between the front longitudinal beam section 6 and the first beam section 71 . A transition structure is formed at the junction of the first beam section 71 and the second beam section 72, so that the wings of the longitudinal beam body form a gradually increasing section and a tapering section, that is, the beam body forms a transition area in the section sudden change area, thereby avoiding The beam body forms a sudden change in stiffness.

Further, in this embodiment, in order to strengthen the bending and torsion resistance of the beam body, the plate thickness of the front beam flange 4 is 2-3 mm thicker than that of the front beam web 1, and the plate thickness of the rear beam flange 3 is also It is 2-3mm thicker than the plate thickness of the back beam web 2 .

The utility model also provides an automobile, comprising the aforementioned longitudinal beam structure.

In the description of the present invention, it should be understood that the orientations or positional relationships indicated by the terms "upper", "lower", "left", "right", "top", "bottom", etc. are based on those shown in the accompanying drawings. The orientation or positional relationship is only for the convenience of describing 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, be constructed and operated in a specific orientation, and therefore cannot be understood as a reference to the present utility model. limits.

The above are only the preferred embodiments of the present invention. It should be pointed out that for those of ordinary skill in the technical field of the frame structure, some improvements and replacements can be made without departing from the technical principles of the present invention. , these improvements and replacements should also be regarded as the protection scope of the present invention.

Claims (10)

1. The longitudinal beam structure is characterized by comprising a longitudinal beam body, wherein the longitudinal beam body comprises a front longitudinal beam section and a rear longitudinal beam section, the rear longitudinal beam section comprises a first beam section, a second beam section and a third beam section which are sequentially connected, the end part of the front longitudinal beam section is connected with the end part of the first beam section, the cross section of the front longitudinal beam section is a groove-shaped section, the cross section of the first beam section is an I-shaped section, the cross section of the second beam section is a rectangular section, and the cross section of the third beam section is a groove-shaped section.

2. The longitudinal beam structure of claim 1, wherein the rear longitudinal beam section comprises a rear beam web and two rear beam flanges arranged in parallel on two sides of the rear beam web, and first side portions of the two rear beam flanges are both vertically connected to a first plate surface of the rear beam web;

the plate surface of the rear beam web plate opposite to the first plate surface is a second plate surface, in the first beam section, the first side part of each rear beam wing plate is provided with an extension plate, and each extension plate is vertically connected to the second plate surface of the rear beam web plate;

the side part opposite to the first side part of the back beam wing plate is a second side part, the second beam section further comprises reinforcing plates which are arranged on the first plate surface of the back beam web in parallel, and two sides of each reinforcing plate are respectively and vertically connected with the second side part of each back beam wing plate.

3. The longitudinal beam structure according to claim 2, wherein the reinforcing plate is connected at both ends thereof with bending plates disposed obliquely to the plate surface of the reinforcing plate, the reinforcing plate spans the first beam section and the third beam section, and one of the bending plates is connected to the back beam web of the first beam section, and the other bending plate is connected to the back beam web of the third beam section.

4. The longitudinal beam structure according to claim 3, wherein the bending plate is provided with a connecting plate at one end away from the reinforcing plate, the connecting plate is parallel to the plate surface of the reinforcing plate, the bending plate is welded with the back beam web through the connecting plate, and the connecting plate is provided with a dovetail groove.

5. The stringer structure of claim 2 wherein said stiffener panel has a plurality of tooling holes disposed therein, said tooling holes being evenly distributed along the length of said stiffener panel.

6. The longitudinal beam structure of claim 2, wherein the front longitudinal beam section comprises a front beam web and two front beam flanges arranged in parallel on two sides of the front beam web, first side portions of the two front beam flanges are vertically connected to a plate surface of the front beam web, the plate surface of the front beam web is flush with the plate surface of the rear beam web, and the plate surface of the front beam flange is flush with the plate surface of the rear beam flange.

7. The side member structure according to claim 6, wherein a first connecting portion is provided at an end portion of the front side member section, the first connecting portion includes a diagonal cut portion and straight cut portions at both ends of the diagonal cut portion, the first side member section is provided with a second connecting portion matching the first connecting portion, and the front side member section is connected by the first connecting portion and the second connecting portion.

8. The stringer structure of any of claims 2 to 7 wherein said front stringer section is a stamped and formed beam and said rear stringer flange, said rear stringer web and said stiffener plate are lap welded to form said rear stringer section.

9. The stringer structure of claim 6 wherein said front spar web has a plate thickness 2-3 mm greater than a plate thickness of said front spar web and said rear spar web has a plate thickness 2-3 mm greater than a plate thickness of said rear spar web.

10. An automobile, characterized by comprising the side member structure according to any one of claims 1 to 9.

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