Front-end energy absorption device and automobile

Abstract

The utility model discloses a front end energy absorbing device and an automobile, and relates to the technical field of automobile parts, the front end energy absorbing device comprises an energy absorbing main body and a mounting piece, the energy absorbing main body comprises a front end and a rear end close to an automobile main body, a plurality of connecting blocks are formed at the rear end of the energy absorbing main body, and a weakening opening is formed between every two adjacent connecting blocks; the installation pieces are arranged between the adjacent connecting blocks and comprise connecting parts and installation parts, one ends of the installation parts are connected with the connecting parts, the other ends of the installation parts are connected with the automobile body, and the plane where the installation parts are located is lower than the bottom face of the energy absorption body. The weakening opening is formed, so that the energy absorption main body is more prone to collapse when the automobile collides with pedestrians; the plane where the mounting part is located is arranged to be lower than the plane where the energy absorption main body is located, so that the rear end of the energy absorption main body abuts against the automobile main body, it is guaranteed that when an automobile collides with pedestrians, the energy absorption main body does not deviate seriously, and it is further guaranteed that the pedestrians are prevented from being seriously collided and hurt.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, in particular to a front-end energy absorption device and an automobile. Background Art

[0002] With the increase in the number of automobiles, road traffic accidents have become more frequent, and people's requirements for automobile safety are getting higher and higher. The front-end components of an automobile are used to protect the body structure and the safety of the pedestrians being hit during a collision of the automobile, and are important components in the passive safety system of the automobile. When a collision accident occurs at the front end of the automobile, the front-end energy absorption components are deformed and crushed to absorb the collision energy, thereby ensuring the personal safety of the people inside and outside the vehicle. However, for pedestrians, when being hit by a vehicle at a low speed, since the front-end energy absorption components of some automobiles are not crushed in time and sufficiently during an actual collision, it may cause contusions or even serious fracture injuries to the calves of the pedestrians.

[0003] In view of this, it is necessary to propose a front-end energy absorption device and an automobile to solve or at least alleviate the above technical problems. Summary of the Utility Model

[0004] The main purpose of the utility model is to propose a front-end energy absorption device and an automobile, aiming to solve the technical problem that when an automobile collides with a pedestrian, the front-end energy absorption components cannot collapse normally, resulting in serious injuries to the pedestrian.

[0005] To achieve the above purpose, the utility model proposes a front-end energy absorption device, including:

[0006] An energy absorption main body, the energy absorption main body includes a front end and a rear end close to the automobile main body, the energy absorption main body is formed with a plurality of connecting blocks at the rear end, and a weakening opening is formed between adjacent connecting blocks;

[0007] A mounting member, the mounting member is arranged between adjacent connecting blocks, the mounting member includes a connecting portion and a mounting portion, one end of the mounting portion is connected to the connecting portion, the other end is connected to the automobile main body, and the plane where the mounting portion is located is lower than the bottom surface of the energy absorption main body.

[0008] In an embodiment, the energy absorption main body includes a forward energy absorption portion and a lateral energy absorption portion, a hollow structure is arranged at the bottom of the forward energy absorption portion, and a plurality of grooves are arranged in the hollow structure.

[0009] In an embodiment, the lateral energy absorption portion is provided with a weakening groove.

[0010] In an embodiment, a diversion portion is formed at the front end of the energy absorption main body, and a boundary angle between the top surface of the diversion portion and the horizontal plane is defined as α, and the boundary angle α satisfies: 10° ≤ α ≤ 30°.

[0011] In one embodiment, an energy absorption slit is formed in the diversion part, and the energy absorption slit extends along the length direction of the diversion part.

[0012] In one embodiment, the mounting member further includes a stiffening rib, and the stiffening rib is disposed between the energy absorption main body and the connecting part.

[0013] In one embodiment, two stiffening ribs are connected to each connecting part, and the two stiffening ribs are symmetrically arranged along the central axis of the connecting part.

[0014] In one embodiment, a receiving position is further formed at the rear end of the energy absorption main body to receive the bottom longitudinal beam of the vehicle body.

[0015] In one embodiment, the energy absorption main body and the mounting member are integrally formed.

[0016] The present utility model further provides a vehicle, including the front-end energy absorption device as described in any one of the above embodiments. The vehicle further includes a front-end upper energy absorption device and a heat dissipation bracket. The heat dissipation bracket includes a bottom frame, a top frame and a vertical frame disposed between the bottom frame and the top frame. The rear end of the front-end energy absorption device is connected to the bottom frame, and the front-end upper energy absorption device is mounted on the vertical frame. In the direction from the rear end of the front-end energy absorption device towards the front end, the front edge of the front-end energy absorption device protrudes relative to the front edge of the front-end upper energy absorption device.

[0017] In the technical solution provided by the present utility model, the front-end energy absorption device includes an energy absorption main body and a mounting member. Among them, the energy absorption main body includes a front end and a rear end close to the vehicle body. A plurality of connecting blocks are formed at the rear end of the energy absorption main body, and a weakening opening is formed between adjacent connecting blocks. The mounting member is disposed between adjacent connecting blocks. The mounting member includes a connecting part and a mounting part. One end of the mounting part is connected to the connecting part, and the other end is connected to the vehicle body. And the plane where the mounting part is located is lower than the bottom surface of the energy absorption main body. Due to the existence of the weakening opening at the rear end of the energy absorption main body, the energy absorption main body is more likely to collapse, so as to avoid causing serious injuries to pedestrians in case of a low-speed impact on pedestrians. At the same time, the plane where the mounting part is located is set lower than the plane where the energy absorption main body is located to adjust the position of the energy absorption main body, so that the rear end of the energy absorption main body abuts against the vehicle body, thereby avoiding the deviation of the energy absorption main body towards the vehicle body due to the fracture of the mounting member. When the vehicle collides with a pedestrian at a low speed, it is ensured that the pedestrian can continuously contact the energy absorption main body, thereby further protecting the pedestrian from serious collision injuries. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0019] Figure 1 It is a partial structural schematic diagram of an embodiment of an automobile provided by the present invention;

[0020] Figure 2 It is a structural schematic diagram of an embodiment of a front-end energy absorption device provided by the present invention;

[0021] Figure 3 For Figure 2 A structural schematic diagram of another perspective;

[0022] Figure 4 For Figure 2 A structural schematic diagram of yet another perspective;

[0023] Figure 5 For Figure 4 A sectional structural schematic diagram of the A-A section in

[0024] Explanation of the reference numerals in the drawings:

[0025] 100. Front-end energy absorption device;

[0026] 101. Energy absorption main body; 11. Connecting block; 111. Weakening opening; 12. Positive energy absorption part; 121. Hollow structure; 1211. Groove; 13. Lateral energy absorption part; 131. Weakening groove; 14. Flow guiding part; 141. Energy absorption slit; 15. Accommodation position; 102. Mounting part; 21. Connecting part; 22. Mounting part; 23. Stiffening rib;

[0027] 200. Front-end upper energy absorption device;

[0028] 300. Heat dissipation bracket;

[0029] 310. Bottom frame; 320. Top frame; 330. Vertical frame;

[0030] 400. Bottom longitudinal beam.

[0031] The realization of the purpose, functional features and advantages of the present invention will be further described with reference to the embodiments and the drawings. Detailed implementation manners

[0032] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with 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 embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0033] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present utility model, the directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0034] In addition, if there are descriptions such as "first", "second", etc. involved in the embodiments of the present utility model, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, if "and / or" or "and / or" appears throughout the text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or a solution where A and B are satisfied simultaneously. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present utility model.

[0035] In recent years, the automotive industry has developed vigorously, the number of automobiles in use has increased year by year, and people's requirements for travel safety have become higher and higher. The safety protection performance of automobiles has received great attention during automobile design. When designing the structure of the front end of an automobile, the protection requirements between the vehicle occupants and the pedestrians being hit are mainly considered. On the one hand, the front end of the automobile must have a certain stiffness and strength to absorb the energy of a frontal collision; on the other hand, if the stiffness and strength are too large, it is very unfavorable for the pedestrians being hit and may cause serious injuries. The structural design of the front end of the vehicle body is related to the safety of vehicle occupants and pedestrians, and the safety of vehicle occupants and pedestrians is the benchmark for the safety performance design of the vehicle body.

[0036] According to the applicant's research findings, as the last line of defense for pedestrian protection, the design of passive pedestrian protection devices is far from reaching its limit. As a vulnerable group among traffic participants, the casualty rate of pedestrians after being hit by a car remains high. Among them, pedestrians are mainly hit by the front-end structure of the car. Although a buffer device is generally provided in the front-end of the car, the main focus of this design is to protect and buffer the occupants inside the car and the force-bearing structure of the car body. When the car collides with a pedestrian, since the buffer device is difficult to collapse in time, it is difficult to meet the need for passive pedestrian protection.

[0037] In view of this, the present utility model proposes a front-end energy absorption device to solve the above technical problems.

[0038] Please refer to Figure 1 With Figure 2 , in an embodiment of the present utility model, the front-end energy absorption device 100 includes an energy absorption main body 101 and a mounting member 102. Among them, the energy absorption main body 101 includes a front end F and a rear end B close to the car body. The energy absorption main body 101 is formed with a plurality of connecting blocks 11 at the rear end B, and a weakening opening 111 is formed between adjacent connecting blocks 11; the mounting member 102 is disposed between adjacent connecting blocks 11, and the mounting member 102 includes a connecting portion 21 and a mounting portion 22. One end of the mounting portion 22 is connected to the connecting portion 21, and the other end is connected to the car body, and the plane where the mounting portion 22 is located is lower than the bottom surface of the energy absorption main body 101.

[0039] Specifically, the front energy absorbing device 100 is connected to the main body of the automobile, and the end close to the main body of the automobile is defined as the rear end B, the end opposite to the rear end B is the front end F, and the direction from the rear end B to the front end F is the forward direction of the automobile. The front energy absorbing device 100 as a whole is composed of an energy absorbing body 101 and a mounting member 102, wherein the energy absorbing body 101 is formed with a connecting block 11 at the rear end B, and the connecting block 11 plays the role of fixing the mounting member 102. In this embodiment, a plurality of connecting blocks 11 are provided, and two adjacent connecting blocks 11 are arranged at intervals, so that a weakened opening 111 is formed in the middle thereof, so that the energy absorbing body 101 can generate stress concentration near the weakened opening 111 after being subjected to a certain external force, and the weakened opening 111 is used as a buffer gap to avoid serious injuries to pedestrians due to untimely collapse. Among them, the collapse forms of the energy absorbing body 101 include plastic deformation, fracture and crushing of the energy absorbing body 101. After being subjected to the external reaction force provided by the pedestrian, the gap inside the energy absorbing body 101 is squeezed, which plays a preliminary buffering role. As the stress increases, the energy absorbing body 101 fractures to release the stress, which further plays a buffering role. As the external reaction force further increases, the energy absorbing body 101 crushes, thereby absorbing and dispersing the collision energy, thereby reducing the impact force. If the external reaction force or energy required for the energy absorbing body 101 to break from plastic deformation is too large, it will be difficult to protect pedestrians. Therefore, in the present embodiment, a weakened opening 111 is provided to guide the collapse deformation of the energy absorbing body 101. The weakened opening 111 can serve as a buffer space for the rest of the energy absorbing body 101 and can guide the cracks of the energy absorbing body 101 to spread from the weakened opening 111 to the rest of the energy absorbing body 101 when the crack occurs, thereby reducing the energy required for the energy absorbing body 101 to break from plastic deformation and improving the overall flexibility of the energy absorbing body 101, so that the energy absorbing body 101 can provide effective protection to pedestrians as much as possible when colliding with pedestrians.

[0040] At the same time, in order to ensure that when the car hits the pedestrian, the energy absorbing body 101 as a whole only collapses without a large displacement, the mounting portion 22 in the mounting member 102 is staggered with the energy absorbing body 101, so that the height of the energy absorbing body 101 is higher than the height of the mounting portion 22, to adjust the installation position of the energy absorbing body 101, so that the mounting portion 22 is connected to the bottom beam of the heat dissipation bracket 300 in the car body, and the rear end B of the energy absorbing body 101 can abut against the front surface of the bottom beam of the heat dissipation bracket 300. This arrangement enables the bottom beam to provide a supporting reaction force to the energy absorbing body 101 when the energy absorbing body 101 breaks and collapses, so as to avoid a large displacement of the energy absorbing body toward the car body. In addition, in this embodiment, the energy absorbing body 101 and the mounting member 102 are both made of polypropylene. The mounting portion 22 of the mounting member 102 is provided with a mounting hole for connecting with the car body, and the connection method is bolt connection or screw connection.

[0041] In the technical solution provided by the present utility model, the front energy absorption device 100 includes an energy absorption main body 101 and a mounting member 102. Among them, the energy absorption main body 101 includes a front end F and a rear end B close to the vehicle body. The energy absorption main body 101 is formed with a plurality of connecting blocks 11 at the rear end B, and a weakening opening 111 is formed between adjacent connecting blocks 11; the mounting member 102 is disposed between adjacent connecting blocks 11. The mounting member 102 includes a connecting portion 21 and a mounting portion 22. One end of the mounting portion 22 is connected to the connecting portion 21, and the other end is connected to the vehicle body. And the plane where the mounting portion 22 is located is lower than the bottom surface of the energy absorption main body 101. Due to the existence of the weakening opening 111 at the rear end B of the energy absorption main body 101, the energy absorption main body 101 is more likely to collapse, so as to avoid causing serious injuries to pedestrians during a low-speed impact on pedestrians; at the same time, the plane where the mounting portion 22 is located is set lower than the plane where the energy absorption main body 101 is located to adjust the position of the energy absorption main body 101, so that the rear end B of the energy absorption main body 101 abuts against the vehicle body, thereby avoiding the energy absorption main body 101 from shifting towards the vehicle body due to the fracture of the mounting member 102. When the vehicle collides with a pedestrian at a low speed, it is ensured that the pedestrian can continuously contact the energy absorption main body 101, thereby further protecting the pedestrian from serious collision injuries.

[0042] In order to further improve the effect of collapse energy absorption, in an embodiment of the present utility model, the energy absorption main body 101 includes a forward energy absorption portion 12 and a lateral energy absorption portion 13. A hollow structure 121 is provided at the bottom of the forward energy absorption portion 12, and a plurality of grooves 1211 are provided in the hollow structure 121. Please refer to Figure 2 With Figure 3 , the forward energy absorption portion 12 is mainly disposed directly in front of the vehicle body to protect pedestrians in front of the vehicle. The lateral energy absorption portion 13 is disposed at the side front of the vehicle body to protect pedestrians at the side front of the vehicle. Generally speaking, the direct injury caused by a vehicle hitting a pedestrian in front of it at a low speed is greater than the direct injury caused by a vehicle hitting a pedestrian at its side front at a low speed. Therefore, the forward energy absorption portion 12 needs to be designed with emphasis during design. In this embodiment, a hollow structure 121 is designed at the bottom of the forward energy absorption portion 12. The hollow structure 121 is composed of a plurality of grooves 1211 arranged side by side. Each groove 1211 is provided with an opening, and the opening direction faces the bottom of the forward energy absorption portion 12. Adjacent two grooves 1211 share the same groove wall, and a buffer space is formed in the groove 1211. This setting can, on the one hand, provide sufficient buffer space when the energy absorption main body 101 collapses, improving the energy absorption effect of the energy absorption main body 101; on the other hand, it can appropriately reduce the stiffness of the forward energy absorption portion 12, so that the vehicle can collapse in time when colliding with a pedestrian head-on, avoiding serious impact injuries to pedestrians. When designing the hollow structure 121, it should be ensured that the energy absorption main body 101 as a whole meets certain strength and stiffness requirements, and at the same time, the forward energy absorption portion 12 can collapse in time after the vehicle collides with a pedestrian.

[0043] Further, please refer to Figure 2 , in an embodiment of the present utility model, the lateral energy absorption part 13 is provided with a weakening groove 131. There are two types of weakening grooves 131. One of them is provided with an opening, and the opening is arranged on the top surface of the lateral energy absorption part 13, and its groove body is formed by being recessed from the top surface of the lateral energy absorption part 13 towards the bottom surface of the lateral energy absorption part 13; the other type is provided with two adjacent notches on the top surface and the side surface of the lateral energy absorption part 13 respectively. In another embodiment, the weakening groove 131 is set according to the required stiffness of the lateral energy absorption part 13, and its cross-sectional shape includes one or more of a rectangle and an irregular polygon. A certain number of reinforcing ribs can be arranged in the weakening groove 131 to guide the collapse sequence of the lateral energy absorption part 13 and at the same time provide a certain supporting force to prevent the lateral energy absorption part 13 from completely collapsing instantly when subjected to an external force, resulting in a poor energy absorption effect. The design of the weakening groove 131 is used to appropriately reduce the stiffness of the lateral energy absorption part 13 so that it can collapse in time when hitting a pedestrian.

[0044] In an embodiment of the present utility model, a diversion part 14 is formed at the front end F of the energy absorption main body 101. Define the boundary angle between the top surface of the diversion part 14 and the horizontal plane as α, and the boundary angle α satisfies: 10° ≤ α ≤ 30°. Please refer to Figure 4 and Figure 5 , the diversion part 14, as a part of the energy absorption main body 101, is located at the front end F of the whole energy absorption main body 101. Its top surface is an arc surface or an inclined surface inclined from the bottom to the top of the energy absorption main body 101. There is a boundary angle α between the top surface of the diversion part 14 or the tangent of the top surface and the horizontal plane. In this embodiment, the boundary angle α is taken as 20°, and the diversion part 14 extends from the middle position of the energy absorption main body 101 to both sides. Through this setting, on the one hand, the diversion part 14 can guide the outside air flow to smoothly enter the radiator in the vehicle body, improving the cooling efficiency of the vehicle body; on the other hand, this setting can make the inflow process of the outside air flow smoother, avoiding the formation of turbulence in the vehicle body, thereby avoiding additional resistance when the vehicle is driving.

[0045] Further, in an embodiment of the present utility model, the diversion part 14 is provided with an energy absorption slit 141, and the energy absorption slit 141 extends along the length direction of the diversion part 14. Please refer to Figure 5, since the diversion part 14 is generally located at the front end F of the energy-absorbing main body 101, the collapse response of the diversion part 14 is crucial for the protection of pedestrians during a vehicle-pedestrian collision. In this embodiment, the diversion part 14 is provided with energy-absorbing slits 141 to improve its overall flexibility and accelerate its collapse response speed. At the same time, the energy-absorbing slits 141 can provide a certain buffer space for the rest of the diversion part 14, so as to achieve a better energy-absorbing effect. In this embodiment, the number of energy-absorbing slits 141 is set to three. The energy-absorbing slits 141 are recessed downward from the top surface of the diversion part 14 and extend along the length direction of the diversion part 14.

[0046] In an embodiment of the present utility model, the mounting member 102 further includes a stiffening rib 23, and the stiffening rib 23 is disposed between the energy-absorbing main body 101 and the connecting portion 21. Please refer to Figure 3 , since both the mounting member 102 and the energy-absorbing main body 101 are made of polypropylene, in order to prevent the connecting portion 21 of the mounting member 102 from breaking with the energy-absorbing main body 101 when the vehicle is driving on a bumpy road section or is affected by external vibrations, a stiffening rib 23 is provided between the mounting portion 22 and the energy-absorbing main body 101 to improve the connection strength between the two.

[0047] In addition, in an embodiment, each connecting portion 21 is connected with two stiffening ribs 23, and the two stiffening ribs 23 are symmetrically arranged along the central axis of the connecting portion 21. Through this arrangement, the phenomenon of torque imbalance of the connecting portion 21 caused by the setting of the stiffening rib 23 on one side can be avoided, so as to avoid the fracture of the connecting portion 21 on the side where the stiffening rib 23 is not installed.

[0048] In an embodiment of the present utility model, a receiving position 15 is further formed at the rear end B of the energy-absorbing main body 101 to receive the bottom longitudinal beam 400 of the vehicle body. Please refer to Figure 1 And Figure 2 , the bottom longitudinal beam 400 in the vehicle body is an important load-bearing member at the bottom of the vehicle. Considering its design difficulty and cost, its designed installation position is not easy to adjust. Therefore, a receiving position 15 is provided at the rear end B of the energy-absorbing main body 101 for receiving the bottom longitudinal beam 400. At the same time, the bottom longitudinal beam 400 can abut against the energy-absorbing main body 101 around the receiving position 15 and provide a support reaction force to the energy-absorbing main body 101.

[0049] In an embodiment of the present utility model, the energy-absorbing main body 101 and the mounting member 102 are integrally formed. The front-end energy-absorbing device 100 is composed of the energy-absorbing main body 101 and the mounting member 102, and the whole is integrally formed by foamed polypropylene. Only one mold needs to be designed to achieve batch production, which is beneficial to reducing production costs.

[0050] The utility model also proposes a car, which includes a front end energy absorbing device 100. The specific structure of the front end energy absorbing device 100 refers to the above embodiment. Since the car adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0051] In one embodiment of the utility model, the automobile further comprises a front upper energy absorbing device 200 and a heat dissipation bracket 300. The heat dissipation bracket 300 comprises a bottom frame 310, a top frame 320 and a vertical frame 330 arranged between the bottom frame 310 and the top frame 320. The rear end of the front energy absorbing device 100 is connected to the bottom frame 310. The front upper energy absorbing device 200 is installed on the vertical frame 330. The rear end of the front energy absorbing device 100 points to the front end. The front edge of the front energy absorbing device 100 is arranged to protrude relative to the front edge of the front upper energy absorbing device 200. The protrusion distance of the front edge of the front energy absorbing device 100 relative to the front edge of the front upper energy absorbing device 200 is set to be more than 0.5 mm. In this embodiment, the protrusion distance is set to 1 mm. Through this arrangement, when the automobile collides with a pedestrian, the pedestrian's lower leg can be rotated in the forward direction of the vehicle, and the pedestrian's upper body can be tilted toward the direction of the automobile engine cover, thereby preventing the pedestrian's lower leg from being rolled under the vehicle, thereby avoiding a serious rolling accident as much as possible.

[0052] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A front-end energy absorption device, characterized in that Comprising: An energy-absorbing main body, the energy-absorbing main body includes a front end and a rear end close to the vehicle body, the energy-absorbing main body is formed with a plurality of connecting blocks at the rear end, and a weakening opening is formed between adjacent connecting blocks; A mounting member, the mounting member is arranged between adjacent connecting blocks, the mounting member includes a connecting portion and a mounting portion, one end of the mounting portion is connected to the connecting portion, the other end is connected to the vehicle body, and the plane where the mounting portion is located is lower than the bottom surface of the energy-absorbing main body.

2. The front energy absorption device according to claim 1, wherein The energy-absorbing main body includes a forward energy-absorbing portion and a lateral energy-absorbing portion, a hollow structure is arranged at the bottom of the forward energy-absorbing portion, and a plurality of grooves are arranged in the hollow structure.

3. The front energy absorption device according to claim 2, characterized in that The lateral energy-absorbing portion is provided with a weakening groove.

4. The front energy absorption device according to claim 1, characterized in that A diversion portion is formed at the front end of the energy-absorbing main body, and the boundary angle between the top surface of the diversion portion and the horizontal plane is defined as α, and the boundary angle α satisfies: 10° ≤ α ≤ 30°.

5. The front energy absorption device according to claim 4, characterized in that, The diversion portion is provided with an energy-absorbing slit, and the energy-absorbing slit extends along the length direction of the diversion portion.

6. The front energy absorption device according to claim 1, wherein, The mounting member further includes a stiffening rib, and the stiffening rib is arranged between the energy-absorbing main body and the connecting portion.

7. The front energy absorption device according to claim 6, wherein Each connecting portion is connected with two stiffening ribs, and the two stiffening ribs are symmetrically arranged along the central axis of the connecting portion.

8. The front energy absorption device according to claim 1, characterized in that A receiving position is further formed at the rear end of the energy-absorbing main body to receive the bottom longitudinal beam of the vehicle body.

9. The front energy absorption device according to any one of claims 1 to 8, characterized in that, The energy-absorbing main body and the mounting member are integrally formed.

10. A vehicle, characterized in that, Comprising the front-end energy-absorbing device according to any one of claims 1 to 9, the vehicle further includes a front-upper energy-absorbing device and a heat dissipation bracket, the heat dissipation bracket includes a bottom frame, a top frame and a vertical frame arranged between the bottom frame and the top frame, the rear end of the front-end energy-absorbing device is connected to the bottom frame, the front-upper energy-absorbing device is mounted on the vertical frame, in the direction from the rear end of the front-end energy-absorbing device pointing to the front end, the front edge of the front-end energy-absorbing device protrudes relative to the front edge of the front-upper energy-absorbing device.

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