CN221393375U - Front end structure of vehicle - Google Patents

Abstract

The utility model discloses a vehicle front end structure, including an anti-collision beam body, an energy absorption box and a cabin longitudinal beam, two cabin longitudinal beams are arranged on both sides, the front end of the cabin longitudinal beam is connected to the rear end of the energy absorption box, the two ends of the anti-collision beam body are respectively connected to the front ends of the two energy absorption boxes, and the energy absorption box is provided with a first crush rib extending vertically and a second crush rib extending longitudinally on the side facing the vehicle interior, and the first crush rib is arranged in front of the second crush rib. In the vehicle front end structure of the utility model, when the collision energy is transmitted from the anti-collision beam body to the front end of the energy absorption box, the energy absorption box can first produce a crush deformation at the position of the first crush rib, thereby absorbing the collision energy, and the second crush rib can play a longitudinal structural reinforcement effect on the energy absorption box, and play a traction role on the offset energy generated by the collision energy, thereby ensuring that the structure of the energy absorption box is stable when it collapses, and can absorb more collision energy, thereby improving the collision energy absorption effect of the vehicle front end structure.

Description

Front end structure of vehicle

Technical Field

The utility model relates to the technical field of automobiles, in particular to a front end structure of a vehicle.

Background

The front anti-collision beam is mainly used for absorbing energy during vehicle collision, the energy absorption box of the traditional anti-collision beam is a beam structure with a cavity formed by welding two C-shaped steel plates, the energy absorption space is not fully utilized, and when the collision occurs, the force transmission structure of the energy absorption box is not stable enough, and the energy absorption effect is poor.

Disclosure of utility model

In view of the above, the present utility model aims to provide a front end structure of a vehicle, so as to solve at least one of the technical problems of low energy absorption space utilization rate, unstable force transmission structure, poor energy absorption effect, etc. in the prior art.

The utility model provides a front end structure of a vehicle, which comprises an anti-collision beam body, an energy-absorbing box and cabin longitudinal beams, wherein the two cabin longitudinal beams are respectively arranged on two sides, the front ends of the cabin longitudinal beams are connected with the rear ends of the energy-absorbing boxes, the two ends of the anti-collision beam body are respectively connected with the front ends of the two energy-absorbing boxes, a first crumple rib extending vertically and a second crumple rib extending longitudinally are arranged on one side of the energy-absorbing box facing the vehicle, and the first crumple rib is arranged in front of the second crumple rib.

Further, the energy-absorbing box comprises an outer plate and an inner plate, wherein the inner plate comprises a first section and a second section, the front end of the first section and the front end of the outer plate are connected with the anti-collision beam body, the rear end of the first section is connected with the front end of the second section, the rear end of the second section and the rear end of the outer plate are connected with the front end of the cabin longitudinal beam, the first crumple rib is arranged on the first section, and the second crumple rib is arranged on the second section.

Further, the plurality of first crush ribs are arranged on the inner plate at intervals in the longitudinal direction, and the length of at least one first crush rib is smaller than the length of the rest of the first crush ribs and is positioned behind the rest of the first crush ribs.

Further, a plurality of second crumple ribs are arranged on the inner plate at vertical intervals.

Further, the rear end of the energy-absorbing box is provided with a first end plate, the front end of the cabin longitudinal beam is provided with a second end plate, and the first end plate is connected with the second end plate through a fastener.

Further, a hook portion is arranged on one side of the first end plate in the transverse direction, a hook groove is formed in the second end plate corresponding to the hook portion, and the hook portion is hung in the hook groove.

Further, still include energy-absorbing roof beam, first tie beam, energy-absorbing board, second tie beam and cabin roof side rail, cabin roof side rail divides to locate both sides, cabin roof side rail's front end with the rear end of first tie beam is connected, two the front end of first tie beam respectively with the both ends of energy-absorbing roof beam are connected, the rear end of energy-absorbing board with the energy-absorbing roof beam is connected, the front end orientation of energy-absorbing board deviates from the direction of energy-absorbing roof beam extends, and through the second tie beam with crashproof roof beam body coupling.

Further, the cabin longitudinal beam comprises a third section and a fourth section, the front end of the third section is connected with the rear end of the energy absorption box, the rear end of the third section is connected with the front end of the fourth section, the front end of the energy absorption plate is correspondingly arranged at the position of the first crumple rib, which is closest to the front end of the energy absorption box, in the longitudinal direction, the front end of the energy absorption beam is correspondingly arranged at the position of the front end of the second section, the front end of the first connecting beam is correspondingly arranged at the position of the front end of the third section in the longitudinal direction, and the front end of the boundary beam on the cabin is correspondingly arranged at the position of the front end of the fourth section in the longitudinal direction.

Further, the energy-absorbing box is provided with a third crumple rib and a fourth crumple rib along two vertical sides respectively, and one side, facing the outside of the vehicle, of the energy-absorbing box is provided with a fifth crumple rib.

Further, the third crush rib and the fourth crush rib are arranged correspondingly in the longitudinal direction, and any two of the first crush rib, the third crush rib and the fifth crush rib are arranged in a staggered manner in the longitudinal direction.

In the front end structure of the vehicle, when collision energy is transmitted from the anti-collision beam body to the front end of the energy-absorbing box, the collision energy is mainly transmitted along the longitudinal direction, the first crumple ribs extending along the vertical direction can weaken the energy-absorbing box, so that the energy-absorbing box can firstly generate crumple deformation at the position of the first crumple ribs, the second crumple ribs extending along the longitudinal direction and positioned behind the first crumple ribs can play a role in reinforcing the longitudinal structure of the energy-absorbing box, the offset energy generated by the collision energy plays a traction role, so that the structural stability of the energy-absorbing box is ensured when the energy-absorbing box crumples, the structural strength of the energy-absorbing box after the front part is gradually strengthened in the whole transmission process of the collision energy, more collision energy can be absorbed, and the collision energy-absorbing effect of the front end structure of the vehicle is improved.

In order to make the above objects, features and advantages of the present utility model more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In the drawings, which are not necessarily drawn to scale, like numerals may describe similar components in different views. The same reference numerals with letter suffixes or different letter suffixes may represent different instances of similar components. The accompanying drawings illustrate various embodiments by way of example in general and not by way of limitation, and together with the description and claims serve to explain the disclosed embodiments. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Such embodiments are illustrative and not intended to be exhaustive or exclusive of the present apparatus or method. The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model and do not constitute a limitation on the utility model. In the drawings:

FIG. 1 is a schematic view of a front end structure of a vehicle provided by the present utility model;

FIG. 2 is an enlarged schematic view of the crash box of FIG. 1;

FIG. 3 is a schematic illustration of a portion of a front end structure of a vehicle in accordance with the present utility model;

FIG. 4 is a schematic view of a portion of a front end structure of a vehicle according to the present utility model;

FIG. 5 is a side view of the crash box provided by the present utility model facing one side of the vehicle;

FIG. 6 is a top view of a crash box provided by the present utility model;

FIG. 7 is a side view of the exterior side of the crash box provided by the present utility model;

FIG. 8 is a bottom view of the crash box provided by the utility model.

Wherein the above figures include the following reference numerals:

1. An anti-collision beam body; 2. an energy absorption box; 201. a first crush rib; 202. a second crush rib; 203. a third crush rib; 204. fourth crush rib; 205. fifth crush rib; 21. an outer plate; 22. an inner plate; 221. a first section; 222. a second section; 23. a first end plate; 231. a hook part; 3. cabin stringers; 31. a second end plate; 311. a hook groove; 32. a third section; 33. a fourth section; 4. an energy absorbing beam; 5. a first connecting beam; 6. an energy absorbing plate; 7. a second connection beam; 8. and a roof side rail of the engine room.

Detailed Description

Hereinafter, specific embodiments of the present utility model will be described in detail with reference to the accompanying drawings, but not limiting the utility model.

It should be understood that various modifications may be made to the embodiments disclosed herein. Therefore, the above description should not be taken as limiting, but merely as exemplification of the embodiments. Other modifications within the scope and spirit of the utility model will occur to persons of ordinary skill in the art.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

The specification may use the word "in one embodiment," "in another embodiment," "in yet another embodiment," or "in other embodiments," which may each refer to one or more of the same or different embodiments in accordance with the utility model.

The utility model provides a front end structure of a vehicle, which comprises an anti-collision beam body 1, an energy absorption box 2 and cabin longitudinal beams 3, wherein the two cabin longitudinal beams 3 are respectively arranged on two sides, the front ends of the cabin longitudinal beams 3 are connected with the rear ends of the energy absorption boxes 2, the two ends of the anti-collision beam body 1 are respectively connected with the front ends of the two energy absorption boxes 2, one side of the energy absorption box 2 facing the vehicle is provided with a first crumple rib 201 extending vertically and a second crumple rib 202 extending longitudinally, and the first crumple rib 201 is arranged in front of the second crumple rib 202.

As shown in fig. 1 and 2, the anti-collision beam body 1 is manufactured by adopting a roll-pressing steel (first rolling and then laser welding) process, so as to ensure that the anti-collision beam body 1 is reliably welded and has high yield, two ends of the anti-collision beam body 1 are respectively connected with front ends of two crash boxes 2, the two ends of the anti-collision beam body 1 are also provided with overhanging sections outwards so as to absorb offset collision energy, the crash boxes 2 are manufactured by adopting a stamping steel process, rear ends of the two crash boxes 2 are respectively connected with front ends of two cabin longitudinal beams 3, the crash boxes 2 on one side opposite to the Y axis in fig. 2 are taken as an example, a first crash bar 201 extending along the vertical direction (namely the Z direction in the figure) and a second crash bar 202 extending along the longitudinal direction (namely the X direction in the figure) are arranged on one side, and the first crash bar 201 and the second crash bar 202 are respectively designed according to requirements, and the first crash bar 201 is arranged closer to the front end of the crash boxes 2 than the second crash bars 202.

In the front end structure of the vehicle, when collision energy is transmitted from the anti-collision beam body 1 to the front end of the energy-absorbing box 2, the collision energy is mainly transmitted along the longitudinal direction, the first crumple ribs 201 extending along the vertical direction can weaken the energy-absorbing box 2, so that the energy-absorbing box 2 can firstly generate crumple deformation at the positions of the first crumple ribs 201, the second crumple ribs 202 extending along the longitudinal direction and positioned behind the first crumple ribs 201 can strengthen the longitudinal structure of the energy-absorbing box 2, and the offset energy generated by the collision energy plays a role in traction, so that the structural stability of the energy-absorbing box 2 during crumple is ensured, the structural strength of the energy-absorbing box 2 after the front is gradually strengthened in the whole transmission process of the collision energy, more collision energy can be absorbed, and the collision energy-absorbing effect of the front end structure of the vehicle is improved.

Further, the crash box 2 includes an outer plate 21 and an inner plate 22, the inner plate 22 includes a first section 221 and a second section 222, the front end of the first section 221 and the front end of the outer plate 21 are connected with the bumper beam body 1, the rear end of the first section 221 is connected with the front end of the second section 222, the rear end of the second section 222 and the rear end of the outer plate 21 are connected with the front end of the nacelle longitudinal beam 3, the first crush rib 201 is disposed on the first section 221, and the second crush rib 202 is disposed on the second section 222.

As shown in fig. 1 and 2, the two parts of the outer plate 21 and the inner plate 22 are welded to each other to form a hollow box structure, the inner plate 22 is formed by welding a first section 221 and a second section 222 to each other, the front end of the first section and the front end of the outer plate 21 form the front end of the crash box 2 to be welded with the crashproof beam body 1, the rear end of the first section 221 and the front end of the second section 222 are welded together, the rear end of the second section 222 and the rear end of the outer plate 21 form the rear end of the crash box 2 to be connected with the front end of the cabin longitudinal beam 3, the first crush rib 201 is arranged on the first section 221, and the second crush rib 202 is arranged on the second section 222, so that crash energy is transmitted on the crash box 2, the first crush rib 201 is crushed through the first section 221, the second crush rib 202 of the second section 222 plays a role of reinforcing longitudinal strength due to extending longitudinally, so that offset energy generated by crash energy is pulled, and the front end of the crash box 2 is better in stability when the crash energy is transmitted to the front end of the vehicle.

Further, the plurality of first crush ribs 201 are disposed on the inner plate 22 at intervals in the longitudinal direction, and at least one of the first crush ribs 201 has a length smaller than the lengths of the remaining first crush ribs 201 and is located behind the remaining first crush ribs 201.

As shown in connection with fig. 1, 2 and 5, illustratively, three first crush ribs 201 are disposed on the first section 221 of the inner panel 22, and three first crush ribs 201 are disposed at intervals in the longitudinal direction (i.e., X-direction in the drawing), one of the first crush ribs 201 being the shortest length of all of the first crush ribs 201, and as can be seen clearly in fig. 5, the first crush rib 201 is located behind the remaining first crush ribs 201, i.e., closer to the second crush rib 202 on the second section 222, the remaining first crush ribs 201 being substantially equal in length and approximately equal to the vertical height of the inner panel 22 to better perform the crush function, and the shortest first crush rib 201 then performs the effect of concentrating crash energy, such that the crash energy is transferred from the first crush rib 201 to the second crush rib 202 to perform a better transition function, such that the offset energy in the crash energy is received by the second crush rib 202 to pull the front end of the vehicle, and the front structure is better.

Further, a plurality of the second crush ribs 202 are disposed on the inner panel 22 at vertically spaced intervals.

As shown in connection with fig. 1, 2 and 5, two second crush ribs 202 are illustratively disposed on a second section 222 of the inner panel 22 in a vertically spaced apart relationship.

Therefore, the structural strength of the rear end part of the energy-absorbing box 2 along the longitudinal direction can be further improved, and the structural stability of the energy-absorbing box 2 during collapse can be better ensured.

Further, a first end plate 23 is arranged at the rear end of the energy absorption box 2, a second end plate 31 is arranged at the front end of the cabin longitudinal beam 3, and the first end plate 23 is connected with the second end plate 31 through a fastener.

As shown in fig. 1 and 2, the rear end of the energy-absorbing box 2 is provided with a first end plate 23, the front end of the cabin longitudinal beam 3 is provided with a second end plate 31, the first end plate 23 and the second end plate 31 are respectively provided with a mounting hole, and the first end plate 23 and the second end plate 31 can be connected by passing through the mounting holes through fasteners.

Further, a hooking portion 231 is provided on one side of the first end plate 23 in the transverse direction, a hooking groove 311 is provided on the second end plate 31 corresponding to the hooking portion 231, and the hooking portion 231 is hung in the hooking groove 311.

As shown in fig. 1 and 2, the first end plate 23 is provided with a hooking portion 231 at one side in the transverse direction (i.e., Y direction in the drawing), and correspondingly, the second end plate 31 is provided with a hooking groove 311, and the hooking portion 231 can be placed into the hooking groove 311 from an opening of the hooking groove 311. It can be understood that the hooking portions 231 on the two first end plates 23 on the two sides should be located on the same side, otherwise, the hooking portions 231 cannot be engaged with the hooking grooves 311.

So, can be with crashproof roof beam body 1 and the energy-absorbing box 2 after connecting together hang on cabin longeron 3 in advance to connect the installation with energy-absorbing box 2 and cabin longeron 3 through first end plate 23 and second end plate 31, improved the installation convenience, and because couple portion 231 on the first end plate 23 in both sides is located the homonymy, can play certain foolproof effect, avoid the dress mistake to adorn and turn over.

Further, the novel energy-absorbing structure further comprises an energy-absorbing beam 4, a first connecting beam 5, an energy-absorbing plate 6, a second connecting beam 7 and a cabin upper side beam 8, wherein the cabin upper side beam 8 is respectively arranged on two sides, the front ends of the cabin upper side beam 8 are connected with the rear ends of the first connecting beam 5, the front ends of the two first connecting beams 5 are respectively connected with two ends of the energy-absorbing beam 4, the rear ends of the energy-absorbing plate 6 are connected with the energy-absorbing beam 4, and the front ends of the energy-absorbing plate 6 extend towards the direction deviating from the energy-absorbing beam 4 and are connected with the anti-collision beam body 1 through the second connecting beam 7.

As shown in fig. 1, two sides of the front end of the energy absorbing plate 6 are connected with the anti-collision beam body 1 through two second connecting beams 7, the rear end of the energy absorbing plate 6 extends to the lower side surface of the energy absorbing beam 4, the rear end part of the energy absorbing plate 6 is connected with the energy absorbing beam 4 through a fastener, the rear end of the first connecting beam 5 is connected with the front end of the side beam 8 on the engine room, the front end of the first connecting beam 5 is connected with the end part of the energy absorbing beam 4, the energy absorbing plate 6 is made of mild steel, weight-reducing crumple holes are formed in the energy absorbing plate, weight-reducing effects are achieved, crumple energy absorbing can be achieved when collision energy is transferred, and the energy absorbing beam 4 and the first connecting beam 5 can be made of extruded aluminum materials and are connected through the fastener.

So, can utilize the structure on cabin upper portion to pass through the power, collision energy loops through second tie-beam 7, energy-absorbing board 6, energy-absorbing roof beam 4, first tie-beam 5 and cabin roof side rail 8, make full use of the energy-absorbing space, promoted the energy-absorbing effect of vehicle front end structure.

Further, the cabin longitudinal beam 3 includes a third section 32 and a fourth section 33, the front end of the third section 32 is connected to the rear end of the energy-absorbing box 2, the rear end of the third section 32 is connected to the front end of the fourth section 33, the front end of the energy-absorbing plate 6 is disposed corresponding to the position of one of the first crush ribs 201 closest to the front end of the energy-absorbing box 2 in the longitudinal direction, the front end of the energy-absorbing beam 4 is disposed corresponding to the position of the front end of the second section 222 in the longitudinal direction, the front end of the first connecting beam 5 is disposed corresponding to the position of the front end of the third section 32 in the longitudinal direction, and the front end of the cabin upper side beam 8 is disposed corresponding to the position of the front end of the fourth section 33 in the longitudinal direction.

As shown in fig. 3 and 4, the cabin longitudinal beam 3 is formed by welding the rear end of the third section 32 and the front end of the fourth section 33, the front end of the third section 32 is the front end of the cabin longitudinal beam 3, three first crush ribs 201 in this embodiment are provided, wherein one first crush rib 201 closest to the front end of the energy-absorbing box 2 is disposed corresponding to the front end of the energy-absorbing plate 6 in the longitudinal direction, the broken line a, the broken line B, the broken line C and the broken line D in fig. 3 and 4 are auxiliary lines perpendicular to the X axis in the drawing to show the correspondence in the longitudinal position, the broken line a in fig. 3 corresponds to the front end of the energy-absorbing plate 6 and one first crush rib 201 closest to the front end of the energy-absorbing box 2, the broken line B in fig. 3 corresponds to the front end of the energy-absorbing beam 4 and the front end of the second section 222 of the energy-absorbing box 2, the broken line C in fig. 3 corresponds to the front end of the first connecting beam 5 and the front end of the third section 32 of the cabin longitudinal beam 3, and the broken line D in fig. 4 corresponds to the front end of the upper side beam 8 and the front end of the cabin longitudinal beam 3, and the front end of the vehicle C is more likely to collide with the front end of the fifth section 33 in the fifth section in order to absorb the vehicle energy.

Further, the two sides of the energy-absorbing box 2 along the vertical direction are respectively provided with a third crumple rib 203 and a fourth crumple rib 204, and one side of the energy-absorbing box 2 facing the outside of the vehicle is provided with a fifth crumple rib 205.

Referring to fig. 5 to 8, views of each direction of the crash box 2 corresponding to one side of the positive Y axis in fig. 1 are shown, the two sides of the crash box 2 along the vertical direction (i.e. the Z direction in the drawing) are respectively provided with a third crush rib 203 and a fourth crush rib 204, the side of the crash box 2 facing the outside of the vehicle (i.e. the side of the positive Y axis in the drawing) is provided with a fifth crush rib 205, and the number of each of the third crush rib 203, the fourth crush rib 204 and the fifth crush rib 205 can be designed according to the need, and is not limited in this embodiment.

In this way, the structural strength of the different sides of the energy-absorbing box 2 is weakened through the first crush rib 201, the third crush rib 203, the fourth crush rib 204 and the fifth crush rib 205 on the energy-absorbing box 2, so that the energy-absorbing box 2 can absorb collision energy to generate crush deformation.

Further, the third crush rib 203 and the fourth crush rib 204 are disposed at positions corresponding to each other in the longitudinal direction, and any two of the first crush rib 201, the third crush rib 203, and the fifth crush rib 205 are disposed at positions offset from each other in the longitudinal direction.

As shown in fig. 5 to 8, the third crush rib 203 is provided corresponding to the position of the fourth crush rib 204 in the longitudinal direction, and as can be seen from fig. 7, the third crush rib 203 on the positive Z-axis side and the fourth crush rib 204 on the negative Z-axis side are provided corresponding to the position of the fourth crush rib 204 in the X-axis direction; any two of the first crush rib 201, the third crush rib 203 and the fifth crush rib 205 are staggered in position on the X axis, as can be seen from fig. 5, the first crush rib 201 and the third crush rib 203 are staggered in position on the X axis, as can be seen from fig. 8, the first crush rib 201 and the fourth crush rib 204 are also staggered in position on the X axis, as can be seen from fig. 5 and 6, the first crush rib 201 and the fifth crush rib 205 are staggered in position on the X axis, as can be seen from fig. 7, and the third crush rib 203 and the fifth crush rib 205 are staggered in position on the X axis.

In this way, the positions of any two of the first crush rib 201, the third crush rib 203 and the fifth crush rib 205 in the longitudinal direction are staggered, so that the expansion of part of the energy-absorbing box 2 between the crush ribs in the process of collapsing the energy-absorbing box 2 is avoided (the energy-absorbing effect can be influenced relatively poorly), and the front end structure of the vehicle has better collision performance.

In the foregoing embodiments of the present utility model, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

Spatially relative terms, such as "above … …," "above … …," "upper surface on … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations "above … …" and "below … …". The device may also be oriented 90 degrees or at other orientations and the spatially relative descriptors used herein interpreted accordingly.

In addition to the foregoing, references in the specification to "one embodiment," "another embodiment," "an embodiment," etc., indicate that the particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the utility model, as generally described. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with any embodiment, it is intended that such feature, structure, or characteristic be implemented within the scope of the utility model.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

The above description is only of the preferred embodiments of the present utility model and is not intended to limit the present utility model, but various modifications and variations can be made to the present utility model by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model should be included in the protection scope of the present utility model.

Claims (10)

1. The utility model provides a vehicle front end structure, its characterized in that includes crashproof roof beam body, energy-absorbing box and cabin longeron, two the cabin longeron divides to locate both sides, the front end of cabin longeron with the rear end of energy-absorbing box is connected, the both ends of crashproof roof beam body respectively with two the front end of energy-absorbing box is connected, be equipped with on the one side of energy-absorbing box orientation in the car along the first of vertical extension and along the second of vertical extension the rib that contracts, first the muscle that contracts set up in the place ahead of the second of collapsing the muscle.

2. The vehicle front end structure according to claim 1, wherein the energy absorber comprises an outer panel and an inner panel, the inner panel comprises a first section and a second section, the front end of the first section and the front end of the outer panel are connected with the impact beam body, the rear end of the first section is connected with the front end of the second section, the rear end of the second section and the rear end of the outer panel are connected with the front end of the cabin longitudinal beam, the first crush rib is disposed on the first section, and the second crush rib is disposed on the second section.

3. The vehicle front end structure according to claim 2, wherein a plurality of the first crush ribs are disposed on the inner panel at longitudinally spaced intervals, at least one of the first crush ribs having a length less than the length of the remaining first crush ribs and being located rearward of the remaining first crush ribs.

4. The vehicle front end structure according to claim 2, wherein a plurality of the second crush ribs are disposed on the inner panel at vertical intervals.

5. The vehicle front end structure according to claim 1, wherein a first end plate is provided at a rear end of the energy absorber box, a second end plate is provided at a front end of the cabin longitudinal beam, and the first end plate and the second end plate are connected by a fastener.

6. The vehicle front end structure according to claim 5, wherein the first end plate is provided with a hooking portion on one side in the lateral direction, and the second end plate is provided with a hooking groove corresponding to the hooking portion, and the hooking portion is hung in the hooking groove.

7. The vehicle front end structure according to claim 2, further comprising an energy-absorbing beam, a first connecting beam, an energy-absorbing plate, a second connecting beam, and a cabin roof side rail, the cabin roof side rail being provided separately on both sides, a front end of the cabin roof side rail being connected to a rear end of the first connecting beam, front ends of the two first connecting beams being respectively connected to both ends of the energy-absorbing beam, a rear end of the energy-absorbing plate being connected to the energy-absorbing beam, a front end of the energy-absorbing plate extending in a direction away from the energy-absorbing beam and being connected to the impact-preventing beam body through the second connecting beam.

8. The front end structure of a vehicle according to claim 7, wherein the cabin side member includes a third section and a fourth section, a front end of the third section is connected to a rear end of the energy-absorbing box, a rear end of the third section is connected to a front end of the fourth section, a front end of the energy-absorbing plate is disposed in correspondence with a position in a longitudinal direction of one of the first crush beads closest to the front end of the energy-absorbing box, a front end of the energy-absorbing beam is disposed in correspondence with a position in a longitudinal direction of a front end of the second section, a front end of the first connecting beam is disposed in correspondence with a position in a longitudinal direction of a front end of the third section, and a front end of the cabin upper side member is disposed in correspondence with a position in a longitudinal direction of a front end of the fourth section.

9. The front end structure of a vehicle according to claim 1, wherein the crash box is provided with a third crush rib and a fourth crush rib on both sides in the vertical direction, respectively, and a fifth crush rib is provided on a side of the crash box facing the outside of the vehicle.

10. The vehicle front end structure according to claim 9, wherein the third crush rib is provided in correspondence with a position of the fourth crush rib in a longitudinal direction, and positions of any two of the first crush rib, the third crush rib, and the fifth crush rib in the longitudinal direction are staggered.