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汽车纵梁多用钢板冲压成形,然后铆接成车架。由于车架纵梁冲压后存在回弹,不但给车架装配带来很大困难,而且也不能保证装配质量,在过去的生产中,传统的概念认为纵梁冲压后,要求横断面没有回弹,纵向腹面又要平直,从而保证装配性能。这样一来就把纵梁压弯模的凸模做有予回弹角、从而给冲模制造、调正和维修带来了很大困难,即使这样也往往达不到予想的效果。实践证明这种做法在大量生产中是很不经济的,那么能否利用冲压的特性,根据纵梁装配的实际情况,对纵梁压弯中的横断面和纵向回弹量有意识的加以控制,在此认为首先保证横断面不产生负回弹,把纵向回弹量控制在一定的范围内,也就是说允许一定的纵向弯曲,把这一纵向回弹量放在装配过程中加以解决,这样既利于冲压,又便于装配,这在大量生产中是比较经济合理的。为了叙述简便把回弹术语解释如下:
Car beams and more use of steel stamping, and then riveted into the frame. Due to the rebound of the frame longitudinal beams after stamping, it not only brings great difficulties to the frame assembly, but also can not guarantee the assembly quality. In the past production, the traditional concept that the longitudinal beam stamping requires no cross-section rebound , Vertical ventral but also straight, so as to ensure assembly performance. As a result, the punch of bending beam bending mold is given a rebound angle, which brings great difficulties to the manufacture, alignment and maintenance of the die, even though it often fails to achieve the desired effect. Practice has proved that this approach is very uneconomical in mass production, then whether the use of stamping features, according to the actual situation of the longitudinal beam assembly, the longitudinal bending of the cross-section and longitudinal rebound amount of conscious control, Here, it is considered that firstly, a negative rebound should not be generated in the cross section, and the longitudinal rebound amount should be controlled within a certain range, that is to say, to allow a certain longitudinal bending, and to put this longitudinal rebound amount in the assembling process so that Not only conducive to stamping, but also easy to assemble, which in mass production is more economical and reasonable. The rebound terms are explained below for ease of explanation: