Vehicle front end protection structure and vehicle

Abstract

The embodiment of the utility model relates to the technical field of automobile bodies, and discloses a vehicle front end protection structure and a vehicle. The vehicle front end protection structure comprises an anti-collision beam, a front end frame and a rear end frame, the protection beam assembly is installed on the outer surface of the front end frame and located below the anti-collision beam; in the advancing direction of the vehicle, the protection beam assembly protrudes out of the anti-collision beam. The protection beam assembly is arranged below the anti-collision beam, and the protection beam assembly protrudes out of the anti-collision beam in the advancing direction of the vehicle, so that when the pedestrian collides with the front end of the vehicle, it can be ensured that the protection beam assembly makes contact with the legs of the pedestrian preferentially, and therefore the pedestrian topples towards the direction where the vehicle is located and is prevented from being rolled into the vehicle bottom, and the safety of the vehicle is improved. And secondary damage is caused.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of vehicles, and in particular, to a front-end protection structure for a vehicle and a vehicle. Background Art

[0002] Automobiles have become an indispensable part of the lives of the general public. However, with the increase in the number of automobiles, traffic accidents have also been increasing, and the automotive industry has higher and higher requirements for the safety performance of automobiles. During the collision between a person and a vehicle, not only is the pedestrian's leg easily injured, but the pedestrian is also easily rolled under the vehicle during the accident, causing secondary injuries. Summary of the Invention

[0003] In view of this, the embodiments of the present application provide a front-end protection structure for a vehicle and a vehicle to solve the technical problem that pedestrians are easily rolled under the vehicle and cause secondary injuries after the vehicle collides with pedestrians in the related art.

[0004] To achieve the above object, the technical solution of the embodiments of the present application is implemented as follows:

[0005] In a first aspect, the embodiments of the present application provide a front-end protection structure for a vehicle, including:

[0006] A bumper beam, installed on the outer surface of the front frame;

[0007] A protection beam assembly, installed on the outer surface of the front frame and located below the bumper beam; along the forward direction of the vehicle, the protection beam assembly protrudes from the bumper beam.

[0008] In the embodiments of the present application, by providing a protection beam assembly below the bumper beam and making the protection beam assembly protrude from the bumper beam in the forward direction of the vehicle, when a pedestrian collides with the front end of the vehicle, it can be ensured that the protection beam assembly first contacts the pedestrian's leg, so that the pedestrian topples in the direction where the front hood of the vehicle is located, and the front hood of the vehicle supports the pedestrian, which can prevent the pedestrian from being rolled under the vehicle and causing secondary injuries.

[0009] In a possible implementation manner of the present application, the bumper beam and the protection beam assembly are arranged at intervals. In addition, compared with only providing a bumper beam on the outer surface of the front frame, arranging both the protection beam assembly and the bumper beam on the outer surface of the front frame can add a new force transmission path, that is, when a pedestrian collides with the front end of the vehicle, the protection beam assembly and the bumper beam can simultaneously disperse the energy generated by the collision to the entire vehicle frame quickly. In this way, not only can the anti-collision ability of the entire front end of the vehicle be enhanced, but also the overall collision performance of the vehicle can be improved.

[0010] In a possible implementation manner of the present application, the protection beam assembly includes a first protection beam and a second protection beam. The first protection beam is fixedly connected to the second protection beam, and a first cavity is formed between the lower surface of the first protection beam and the upper surface of the second protection beam.

[0011] In a possible implementation manner of the present application, the first protection beam includes a first connecting plate, a first transition plate, and a second connecting plate that are sequentially bent into a Z shape; the second protection beam includes a third connecting plate, a second transition plate, and a fourth connecting plate that are sequentially bent into a Z shape; a first cavity is formed between the first connecting plate and the third connecting plate, and a second cavity is formed between the second connecting plate and the fourth connecting plate.

[0012] In a possible implementation manner of the present application, along the width direction of the vehicle, a plurality of first grooves are provided on the first connecting plate at intervals, and second grooves corresponding to the plurality of first grooves one by one are provided on the third connecting plate, and the first cavity is formed between the second grooves and the first grooves.

[0013] In a possible implementation manner of the present application, along the width direction of the vehicle, a plurality of third grooves are provided on the fourth connecting plate at intervals, and the second cavity is formed between the lower surface of the second connecting plate and the third grooves.

[0014] In a possible implementation manner of the present application, a flanging extending in the forward direction of the vehicle is provided on the lower surface of the second connecting plate, and the flanging abuts against one end of the fourth connecting plate away from the third connecting plate.

[0015] In a possible implementation manner of the present application, the included angle between the flanging and the lower surface of the second connecting plate is greater than or equal to 90 degrees.

[0016] In a possible implementation manner of the present application, a transfer bracket is further included. The transfer bracket includes a first bracket and a second bracket arranged at an angle to the first bracket. The first bracket is used to connect to the front end frame, and the second bracket is connected to the protection beam assembly.

[0017] In a second aspect, an embodiment of the present application provides a vehicle, including:

[0018] A front end frame;

[0019] The above-mentioned vehicle front-end protection structure is installed on the front end frame.

[0020] When the vehicle according to the embodiment of the present application installs the above-mentioned vehicle front protection structure on its front end frame, it can ensure that in a collision situation, pedestrians first come into contact with the protection beam assembly and then with the anti-collision beam. In this way, not only can the injury caused to the human body by the front part of the vehicle be reduced, but also the pedestrians being collided can fall in the direction of the vehicle hood, avoiding the pedestrians being involved under the vehicle and causing secondary injuries. Description of the Drawings

[0021] Figure 1 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application;

[0022] Figure 2 It is a top view schematic diagram of a vehicle provided by an embodiment of the present application;

[0023] Figure 3 It is a schematic structural diagram of a vehicle front protection structure provided by an embodiment of the present application;

[0024] Figure 4 It is Figure 3 an exploded schematic diagram;

[0025] Figure 5 It is an assembly schematic diagram of the vehicle front protection structure and the engine compartment assembly provided by an embodiment of the present application;

[0026] Figure 6 It is a top view schematic diagram of another perspective of a vehicle provided by an embodiment of the present application;

[0027] Figure 7 It is an exploded schematic diagram of the protection beam assembly provided by an embodiment of the present application;

[0028] Figure 8 It is a bottom view schematic diagram of the protection beam assembly and the adapter bracket in an assembled state provided by an embodiment of the present application;

[0029] Figure 9 It is a top view schematic diagram of the protection beam assembly and the adapter bracket in an assembled state provided by an embodiment of the present application;

[0030] Figure 10 It is Figure 9 a cross-sectional schematic diagram of the A-A perspective in

[0031] Figure 11 It is Figure 9 a cross-sectional schematic diagram of the B-B perspective in

[0032] Figure 12 It is Figure 9 a cross-sectional schematic diagram of the C-C perspective in

[0033] Reference Signs:

[0034] 1. Anti-collision beam; 2. Front-end frame; 201. Outer surface; 3. Protection beam assembly; 301. First protection beam; 3011. First connecting plate; 3012. First transition plate; 3013. Second connecting plate; 3014. First groove; 302. Second protection beam; 3021. Third connecting plate; 3022. Second transition plate; 3023. Fourth connecting plate; 3024. Second groove; 3025. Third groove; 4. First cavity; 5. Second cavity; 6. Flange; 7. Adapter bracket; 701. First bracket; 702. Second bracket; 8. Engine nacelle assembly. Detailed implementation manners

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the following will further describe the specific technical solutions of the present application in detail with reference to the accompanying drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0036] In the embodiments of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0037] In addition, in the embodiments of the present application, orientation terms such as "upper", "lower", "left", and "right" are defined relative to the orientation of the components shown in the drawings. It should be understood that these directional terms are relative concepts, which are used for relative description and clarification, and they may change accordingly with the change of the orientation of the components placed in the drawings.

[0038] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" may be a fixed connection, a detachable connection, or an integral one; it may be directly connected or indirectly connected through an intermediate medium.

[0039] In the embodiments of the present application, the terms "include", "comprise", or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article, or device including such element.

[0040] In the embodiments of the present application, words such as "exemplary" or "for example" are used to represent examples, illustrations or explanations. Any embodiment or design solution described as "exemplary" or "for example" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0041] In view of the technical problem that pedestrians are easily caught under the vehicle after a vehicle collides with a pedestrian in the related art, the embodiments of the present application provide a vehicle front-end protection structure and a vehicle.

[0042] The following combines Figures 1 to 12 , to describe the embodiments of the present application.

[0043] In the first aspect, as Figures 1 to 12 shown, the embodiments of the present application provide a vehicle front-end protection structure, including: a bumper beam 1 and a protection beam assembly 3.

[0044] Specifically, the bumper beam 1 is installed on the outer surface 201 of the front-end frame 2; the protection beam assembly 3 is installed on the outer surface 201 of the front-end frame 2 and is located below the bumper beam 1; along the forward direction of the vehicle, the protection beam assembly 3 protrudes from the bumper beam 1.

[0045] In the embodiments of the present application, by arranging the protection beam assembly 3 below the bumper beam 1 and making the protection beam assembly 3 protrude from the bumper beam 1 in the forward direction of the vehicle, when a pedestrian collides with the front end of the vehicle, it can be ensured that the protection beam assembly 3 contacts the pedestrian's leg first, so that the pedestrian topples in the direction where the vehicle hood is located, and the vehicle hood supports the pedestrian, which can avoid being caught under the vehicle and causing secondary injuries. In addition, compared with only arranging the bumper beam 1 on the outer surface 201 of the front-end frame 2, arranging both the protection beam assembly 3 and the bumper beam 1 on the outer surface 201 of the front-end frame 2 can add a new force transmission path, that is, when a pedestrian collides with the front end of the vehicle, the protection beam assembly 3 and the bumper beam 1 can quickly disperse the energy generated by the collision to the whole vehicle frame at the same time. In this way, not only can the anti-impact ability of the entire vehicle front end be enhanced, but also the overall collision performance of the vehicle can be improved. In some embodiments of the present application, the bumper beam 1 and the protection beam assembly 3 are arranged at intervals.

[0046] It should be noted that in the embodiments of the present application, the specific shape of the protection beam assembly 3 is not limited, as long as it can effectively cover the entire front end of the vehicle to ensure that when a pedestrian collides with the front end of the vehicle at any angle, the protection beam assembly 3 can contact the pedestrian first. Preferably, the shape of the protection beam assembly 3 is arc-shaped. In this way, on the one hand, the impact force can be quickly and evenly dispersed, and on the other hand, the hard impact on the pedestrian's leg can be reduced, and the severity of the pedestrian's injury can be reduced.

[0047] It should be noted that Figure 1 the direction indicated by the arrow in [X] is the forward direction of the vehicle, Figure 2 and the direction shown in [X] is the width direction of the vehicle. In addition, the front-end frame 2 has an outer surface 201 and an inner surface. Among them, as Figure 3 shown, the outer surface 201 of the front-end frame 2 refers to the side facing the forward direction of the vehicle, and the inner surface of the front-end frame 2 refers to the side opposite to the outer surface 201 of the front-end frame 2, that is, the side used to connect with the vehicle frame body.

[0048] In some embodiments of the present application, the anti-collision beam 1 and the protection beam assembly 3 are arranged at intervals. The protection beam assembly 3 is arranged below the anti-collision beam 1, and the anti-collision beam 1 and the protection beam assembly 3 are arranged at intervals, which can ensure that the protection beam assembly 3 can come into contact with the pedestrian's leg first. Then, in a collision condition, the pedestrian can move in a set direction, thereby reducing the injury to the pedestrian.

[0049] In some embodiments of the present application, the protection beam assembly 3 includes a first protection beam 301 and a second protection beam 302. The first protection beam 301 and the second protection beam 302 are fixedly connected, and a first cavity 4 is formed between the lower surface of the first protection beam 301 and the upper surface of the second protection beam 302. By arranging the first cavity 4 between the first protection beam 301 and the second protection beam 302, on the one hand, the self-structural strength of the protection beam assembly 3 can be improved, ensuring that when the vehicle collides with a pedestrian at a low speed, sufficient force can be provided to make the pedestrian tilt towards the direction where the vehicle hood is located, reducing the possibility of secondary injury to the pedestrian. On the other hand, it can enable the protection beam assembly 3 to quickly collapse and absorb energy when the vehicle collides with a pedestrian at a high speed, which can not only reduce the impact force transmitted to the pedestrian at the moment of collision, but also reduce the direct injury caused by the vehicle frame body (such as the engine compartment structure) to the pedestrian. In addition, by arranging the first cavity 4 between the first protection beam 301 and the second protection beam 302, the self-weight of the protection beam assembly 3 can also be reduced, meeting the requirements for lightweight in the vehicle manufacturing process.

[0050] It can be understood that the first protection beam 301 and the second protection beam 302 can be connected by welding or by screwing. In this regard, the present application does not make specific limitations.

[0051] In some embodiments of the present application, the first protection beam 301 includes a first connecting plate 3011, a first transition plate 3012, and a second connecting plate 3013 that are sequentially bent in a Z shape; the second protection beam 302 includes a third connecting plate 3021, a second transition plate 3022, and a fourth connecting plate 3023 that are sequentially bent in a Z shape; a first cavity 4 is formed between the first connecting plate 3011 and the third connecting plate 3021, and a second cavity 5 is formed between the second connecting plate 3013 and the fourth connecting plate 3023. In this embodiment, the first protection beam 301 and the second protection beam 302 are set in a Z shape, which can improve the structural strength of the first protection beam 301 and the second protection beam 302 themselves. Thus, when the vehicle collides with a pedestrian at a low speed, the protection beam assembly 3 can provide the necessary stiffness to guide the collision posture of the pedestrian. Even if the pedestrian topples in the direction of the vehicle's front hood, effective protection for the pedestrian can be achieved under low-speed collision conditions. Further, by providing the first cavity 4 between the first connecting plate 3011 and the third connecting plate 3021, and the second cavity 5 between the second connecting plate and the fourth connecting plate 3023, the rapid absorption and dispersion of collision energy can be realized, reducing the harm caused to the pedestrian.

[0052] In some embodiments of the present application, along the width direction of the vehicle, a plurality of first grooves 3014 are provided on the first connecting plate 3011 at intervals, and a plurality of second grooves 3024 corresponding to the plurality of first grooves 3014 one by one are provided on the third connecting plate 3021. The first cavity 4 is formed between the second grooves 3024 and the first grooves 3014. By providing a plurality of first grooves 3014 on the first connecting plate 3011 and a plurality of second grooves 3024 corresponding to the plurality of first grooves 3014 one by one on the third connecting plate 3021, on the one hand, the structural strength of the first connecting plate 3011 and the third connecting plate 3021 themselves can be improved, and on the other hand, it is convenient to install and position the first connecting plate 3011 and the third connecting plate 3021, simplifying the complexity of assembly. Further, by arranging the plurality of first grooves 3014 and the plurality of second grooves 3024 at intervals along the width direction of the vehicle, the protection beam assembly 3 can have a plurality of first cavities 4 in the width direction of the vehicle, enabling the protection beam assembly 3 to effectively absorb and disperse the collision forces from different angles, improving the protection effect on the pedestrian.

[0053] In some embodiments of the present application, along the width direction of the vehicle, the fourth connecting plate 3023 is provided with a plurality of third grooves 3025 arranged at intervals, and a second cavity 5 is formed between the lower surface of the second connecting plate 3013 and the third groove 3025. By providing a plurality of third grooves 3025 on the fourth connecting plate 3023, the structural strength of the fourth connecting plate 3023 can be improved. Further, the second connecting plate 3013 is covered on the fourth connecting plate 3023, so that the protection beam assembly 3 can have a plurality of second cavities 5 in the width direction of the vehicle, thereby facilitating the uniform distribution of energy absorption during the collision process, avoiding significant differences in the protection effect at different positions of the front of the vehicle, and improving the effectiveness and consistency of the overall pedestrian protection. In addition, by providing a plurality of second cavities 5, additional energy absorption space can be provided for the collision, especially when the vehicle collides with a pedestrian at high speed, the second cavity 5 can more effectively absorb and dissipate the impact energy, reduce direct damage to the pedestrian, and reduce damage to the vehicle itself.

[0054] In some embodiments of the present application, the lower surface of the second connecting plate 3013 is provided with a flange 6 extending toward the forward direction of the vehicle, and the flange 6 abuts against an end of the fourth connecting plate 3023 away from the third connecting plate 3021. By arranging the flange 6 of the second connecting plate 3013 at an end of the fourth connecting plate 3023 away from the third connecting plate 3021, the connection edge between the second connecting plate 3013 and the fourth connecting plate becomes smooth, thereby preventing the connection edge from causing secondary injury to pedestrians.

[0055] In some embodiments of the present application, the angle between the flange 6 and the lower surface of the second connecting plate 3013 is greater than or equal to 90 degrees. Setting the angle between the flange 6 and the lower surface of the second connecting plate 3013 to be greater than or equal to 90 degrees can, on the one hand, prevent pedestrians from coming into contact with sharp connecting edges; on the other hand, when a pedestrian collides with a vehicle, the pedestrian can be guided to fall toward the direction of the front cover of the vehicle, reducing the possibility of the pedestrian being rolled under the vehicle, thereby achieving effective protection for the pedestrian under collision conditions.

[0056] In some embodiments of the present application, an adapter bracket 7 is further included, and the adapter bracket 7 includes a first bracket 701 and a second bracket 702 arranged at an angle to the first bracket 701, the first bracket 701 is used to connect with the front frame 2, and the second bracket 702 is connected with the protection beam assembly 3. By arranging the adapter bracket 7 between the front frame 2 and the protection beam assembly 3, the protection beam assembly 3 can be firmly installed on the front frame 2, ensuring that when a pedestrian collides with a vehicle, the impact force generated by the collision can be quickly transmitted to the entire vehicle frame, thereby improving the collision performance of the vehicle.

[0057] It should be noted that in the embodiments of the present application, the connection manner between the adapter bracket 7 and the front-end frame 2 and the protection beam assembly 3 is not limited. Exemplarily, in some embodiments of the present application, the adapter bracket 7 is connected to the front-end frame 2 and the protection beam assembly 3 through fasteners such as bolts. In this way, the convenience of installation and disassembly can be provided.

[0058] Furthermore, in some embodiments of the present application, one side of the first bracket 701 and the second bracket 702 that are close to each other is connected by a reinforcing plate. In this way, the structural strength of the adapter bracket 7 itself can be improved, ensuring that the protection beam assembly 3 can provide the necessary stiffness to guide the collision posture of pedestrians. Even if a pedestrian topples in the direction where the vehicle hood is located, the adverse phenomenon of bending during the collision can be avoided.

[0059] Even further, in some embodiments of the present application, the included angle between the first bracket 701 and the second bracket 702 is less than or equal to 90 degrees. It can be understood that when the included angle between the first bracket 701 and the second bracket 702 is less than 90 degrees, the protection beam assembly 3 can have an upward inclination angle relative to the ground. In this way, when a pedestrian collides with the vehicle, the protection beam assembly 3 can better play its guiding role, reducing the possibility of the pedestrian being involved under the vehicle by the vehicle, and effectively protecting the pedestrian under the collision condition.

[0060] The following combines specific examples to illustrate some installation position relationships between the protection beam assembly 3 and the adapter bracket 7:

[0061] In one example, the first bracket 701 is connected to the front-end frame 2, and the surface of the second bracket 702 on the side close to the first bracket 701 is connected to the lower surface of the protection beam assembly 3.

[0062] In another example, the first bracket 701 is connected to the front-end frame 2, and the surface of the second bracket 702 on the side far from the first bracket 701 is connected to the lower surface of the protection beam assembly 3.

[0063] In yet another example, the first bracket 701 is connected to the front-end frame 2, and the surface of the second bracket 702 on the side far from the first bracket 701 is connected to the upper surface of the protection beam assembly 3.

[0064] It can be understood that compared with the above first example, the installation methods in the latter two examples can prevent the first bracket 701 from interfering with the energy absorption and collapse process of the protection beam assembly 3.

[0065] Second aspect, an embodiment of the present application provides a vehicle, including: a front-end frame 2 and the above-mentioned vehicle front-end protection structure. Specifically, the front-end frame 2 is disposed on the vehicle frame main body and at one end in the vehicle forward direction, and the above-mentioned vehicle front-end protection structure is installed on the outer surface 201 of the front-end frame 2.

[0066] In the vehicle of the embodiment of the present application, the above-mentioned vehicle front-end protection structure is installed on its front-end frame 2, which can ensure that in a collision situation, a pedestrian first contacts the protection beam assembly 3 and then contacts the anti-collision beam 1. In this way, not only can the injury caused by the front part of the vehicle to the human body be reduced, but also the collided pedestrian can be made to fall in the direction of the vehicle front hood, avoiding the pedestrian being involved under the vehicle and causing secondary injuries.

[0067] It should be noted that the front-end frame 2 in the present application is generally disposed at the front end of the engine compartment assembly 8, and the material of the front-end frame 2 is generally plastic. In this way, not only can the front-end frame 2 have sufficient rigidity to ensure that the protection beam assembly 3 can also effectively play a guiding role during a low-speed collision, but also the front-end frame 2 can play a role in crushing and absorbing energy during a low-speed collision, thereby continuing to protect pedestrians. In addition, setting the material of the front-end frame 2 to plastic can also reduce the costs of subsequent maintenance and replacement.

[0068] It should be further noted that the vehicle in the present application may refer to large vehicles, small vehicles, special vehicles, etc. Exemplarily, classified by vehicle type, the vehicle in the present application may be a sedan model, an off-road model, a multi-purpose (Multi-Purpose Vehicles, MPV) model or other models. For a vehicle, generally wheels, a power source, and a transmission system disposed between the wheels and the power source are provided. The transmission system can transmit the power provided by the power source to the wheels to make the wheels rotate, thereby driving the vehicle to travel.

[0069] In addition, in the embodiment of the present application, the type of the power source of the vehicle is not limited. Exemplarily, for a fuel vehicle, the power source may refer to a fuel engine such as a gasoline engine or a diesel engine; for an electric vehicle, the power source may refer to an electric motor; for a hybrid vehicle, the power source may refer to an engine or an electric motor; for a vehicle powered by other means, the power source may refer to a device that generates power.

[0070] The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments. The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application accordingly. Any equivalent structure or equivalent process transformation made by using the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A vehicle front end protection structure, characterized in that: include: An anti-collision beam (1) mounted on an outer surface (201) of the front end frame (2); A protection beam assembly (3) is mounted on an outer surface (201) of the front frame (2) and is located below the anti-collision beam (1); along the forward direction of the vehicle, the protection beam assembly (3) protrudes from the anti-collision beam (1); The protection beam assembly (3) comprises a first protection beam (301) and a second protection beam (302), wherein the first protection beam (301) is fixedly connected to the second protection beam (302), and a first cavity (4) is formed between a lower surface of the first protection beam (301) and an upper surface of the second protection beam (302).

2. The vehicle front end protection structure according to claim 1, characterized in that: The anti-collision beam (1) and the protection beam assembly (3) are arranged at intervals.

3. The vehicle front end protection structure according to claim 1, characterized in that: The first protection beam (301) comprises a first connecting plate (3011), a first transition plate (3012) and a second connecting plate (3013) which are bent in sequence to form a Z shape; the second protection beam (302) comprises a third connecting plate (3021), a second transition plate (3022) and a fourth connecting plate (3023) which are bent in sequence to form a Z shape; the first cavity (4) is formed between the first connecting plate (3011) and the third connecting plate (3021), and the second cavity (5) is formed between the second connecting plate (3013) and the fourth connecting plate (3023).

4. The vehicle front end protection structure according to claim 3, characterized in that: Along the width direction of the vehicle, the first connecting plate (3011) is provided with a plurality of first grooves (3014) arranged at intervals, the third connecting plate (3021) is provided with second grooves (3024) corresponding one-to-one to the plurality of first grooves (3014), and the first cavity (4) is formed between the second grooves (3024) and the first grooves (3014).

5. The vehicle front end protection structure according to claim 3, characterized in that: Along the width direction of the vehicle, the fourth connecting plate (3023) is provided with a plurality of third grooves (3025) arranged at intervals, and the second cavity (5) is formed between the lower surface of the second connecting plate (3013) and the third grooves (3025).

6. The vehicle front end protection structure according to any one of claims 3 to 5, characterized in that: The lower surface of the second connecting plate (3013) is provided with a flange (6) extending in the forward direction of the vehicle, and the flange (6) is in abutment with an end of the fourth connecting plate (3023) away from the third connecting plate (3021).

7. The vehicle front end protection structure according to claim 6, characterized in that: The angle between the flange (6) and the lower surface of the second connecting plate (3013) is greater than or equal to 90 degrees.

8. The vehicle front end protection structure according to any one of claims 1 to 5, characterized in that: It also includes an adapter bracket (7), the adapter bracket (7) including a first bracket (701) and a second bracket (702) arranged at an angle to the first bracket (701), the first bracket (701) being used to connect to the front end frame (2), and the second bracket (702) being connected to the protection beam assembly (3).

9. A vehicle, characterized in that: include: Front-end framework (2); The vehicle front end protection structure according to any one of claims 1 to 8 is mounted on the front end frame (2).

Images