CN220682488U - Front cabin frame, vehicle body frame and automobile - Google Patents

Abstract

The application relates to a front cabin frame, a vehicle body frame and an automobile. The front cabin frame comprises a bottom frame and an upper frame, wherein the bottom frame comprises a plurality of longitudinal beams, a plurality of transverse beams and a load dispersing structure, each longitudinal beam is intersected with each transverse beam, the load dispersing structure is connected with all the longitudinal beams, and the load dispersing structure is used for being connected to the passenger cabin frame. The longitudinal beams, the transverse beams and the load dispersing structure are jointly enclosed to form a plurality of frame-shaped bottom energy absorbing frames. The upper frame comprises a plurality of supporting beams and vibration reduction reinforcing structures, the supporting beams are connected to the intersections of the longitudinal beams and the cross beams in a one-to-one correspondence manner, the other ends of the supporting beams are connected to the vibration reduction reinforcing structures, the vibration reduction reinforcing structures are used for being connected to the passenger cabin frame, and the supporting beams, the cross beams and the vibration reduction reinforcing structures are jointly enclosed to form a plurality of frame-shaped upper energy absorption frames. The front cabin frame optimizes the transmission path and the load transmission mode of the front cabin frame force, protects passengers and the battery pack, and is beneficial to the overall lightweight design of the vehicle body.

Description

Front cabin frame, vehicle body frame and automobile

Technical Field

The application relates to the technical field of automobile accessories, in particular to a vehicle body frame.

Background

Along with the development of automobiles, intellectualization, networking and electric development have become main trends of automobile development, and the development of electric development is particularly important. Because the energy density of a power battery used by the electric automobile is far smaller than that of a traditional fuel, the mass of the battery is relatively large, and the weight of the battery is usually 20-30% of the weight of the whole automobile, so that the electric automobile is heavier than a fuel automobile with the same level, and the electric automobile has higher design requirements on collision safety. Meanwhile, in order to effectively reduce the energy consumption of the whole vehicle and improve the driving mileage of the whole vehicle, the electric automobile is more urgent in demand for light-weight design requirements. How to improve the effective protection of drivers and battery packs and realize light-weight design is the key point of the problems and researches that we need to solve.

Compared with the traditional fuel oil automobile, the power transmission system of the new energy automobile occupies a much smaller volume of the front cabin, so that the design freedom of the front cabin of the new energy automobile is larger. At present, the front cabin frame of the new energy automobile is designed mainly according to the design thought of the front cabin frame of the traditional fuel automobile, so that the force transmission path and the load transmission mode are generally unreasonable, and in order to achieve better collision effect, the front cabin frame of many structural designs are too redundant, and the light weight effect is not obvious.

Disclosure of Invention

Based on this, it is necessary to provide a front deck frame, a vehicle body frame, and an automobile, which are designed to be lightweight with respect to how to optimize the front deck transmission path and the load transmission system.

A front bay for connection with a passenger bay of a vehicle body frame, comprising:

the bottom frame comprises a plurality of longitudinal beams, a plurality of transverse beams and a load dispersing structure, wherein each longitudinal beam is intersected with each transverse beam, the load dispersing structure is connected with all the longitudinal beams, and the load dispersing structure is used for being connected to the passenger cabin frame; the longitudinal beams, the transverse beams and the load dispersing structure are jointly enclosed to form a plurality of frame-shaped bottom energy absorbing frames; the method comprises the steps of,

an upper frame including a plurality of support beams and vibration-damping reinforcing structures, each support beam being connected to an intersection of each of the longitudinal beams and each of the transverse beams in one-to-one correspondence, the other end of each support beam being connected to the vibration-damping reinforcing structure for connection to the passenger compartment frame; and the supporting beams, the cross beams and the vibration reduction reinforcing structure are jointly enclosed to form a plurality of frame-shaped upper energy absorption frames.

The technical scheme is further described as follows:

in one embodiment, the plurality of stringers includes two front stringers, the two front stringers are spaced apart, and one end of each front stringer is connected to the load dispersing structure;

the plurality of cross beams comprise front anti-collision beams, middle cross beams and rear cross beams which are arranged at intervals, wherein two ends of each front anti-collision beam are respectively connected with two ends of each front longitudinal beam, which are far away from the load dispersing structure, each middle cross beam is arranged between each front anti-collision beam and the load dispersing structure, two ends of each middle cross beam are respectively connected with two front longitudinal beams, each rear cross beam is arranged between each middle cross beam and the load dispersing structure, and two ends of each rear cross beam are respectively connected with two front longitudinal beams;

in one embodiment, the load distributing structure comprises

The X-shaped stiffening beam is of an X-shaped frame structure, and two ends of the X-shaped stiffening beam are correspondingly connected with the two front longitudinal beams one by one;

the triangular reinforcing frames are of triangular frame structures and are connected to two ends of the X reinforcing beam in one-to-one correspondence; the method comprises the steps of,

the two threshold beams are connected with the two triangular reinforcing frames in a one-to-one correspondence mode.

In one embodiment, the plurality of support beams includes:

one end of the upper side beam is connected to the intersection of the middle cross beam and the front longitudinal beam, the other end of the upper side beam is connected to the vibration reduction reinforcing structure, and the middle cross beam, the two upper side beams and the vibration reduction reinforcing structure are enclosed together to form a first upper energy absorption frame; the method comprises the steps of,

and one end of each middle side beam is connected to the intersection of the rear cross beam and the front longitudinal beam, the other end of each middle side beam is connected to the vibration reduction reinforcing structure, and the rear cross beam, the two middle side beams and the vibration reduction reinforcing structure jointly enclose to form a second upper energy absorption frame.

In one embodiment, the vibration reduction reinforcing structure includes:

the two ends of the first cross beam are connected to the two upper edge beams in a one-to-one correspondence manner;

the second cross beams are arranged at intervals with the first cross beams, and two ends of the second cross beams are connected to the two upper edge beams in a one-to-one correspondence manner;

the two V-shaped stiffening beams are arranged between the first cross beam and the second cross beam at intervals, one end of each V-shaped stiffening beam is connected with the first cross beam, and the other end of each V-shaped stiffening beam is connected with the second cross beam;

one of the middle side beams is connected to the intersection of one of the V-shaped reinforcing beams and the first cross beam, and the other middle side beam is connected to the intersection of the other V-shaped reinforcing beam and the first cross beam.

In one embodiment, the vibration reduction reinforcing structure further comprises a reinforcing cross beam and two a-pillar connecting beams, wherein one ends of the two a-pillar connecting beams are connected to the two roof side rails in a one-to-one correspondence manner, and the other ends of the two a-pillar connecting beams are used for being connected to the a-pillar of the passenger cabin frame; two ends of the reinforcing beam are connected with the two A-column connecting beams in a one-to-one correspondence manner.

In one embodiment, the front deck frame further comprises a plurality of columns, one ends of the columns are connected to the load dispersing structure, and the other ends are connected to the vibration reduction reinforcing structure.

In one embodiment, the plurality of upright posts includes a first upright post and a second upright post, and the first upright post and the second upright post intersect and form an X-shaped structure.

The application also provides a vehicle body frame, comprising the front cabin frame.

The application also provides an automobile comprising the front cabin frame.

The front cabin frame is characterized in that the bottom frame is configured to comprise a plurality of longitudinal beams, a plurality of transverse beams and a load dispersing structure, and the longitudinal beams, the transverse beams and the load dispersing structure are jointly enclosed to form a plurality of frame-shaped bottom energy absorption frames. When the front cabin frame is impacted, the cross beam and the longitudinal beam of the bottom frame can be bent to absorb energy, so that the energy absorption space is saved, and the energy absorption efficiency is improved. Meanwhile, the front cabin frame is connected with the passenger cabin frame through the load dispersing structure, so that impact load received by the front cabin frame can be dispersed to the passenger cabin frame, the transmission path and the load transmission mode of the front cabin frame are optimized, and the impact force concentrated transmission is reduced. Meanwhile, the upper frame is configured to comprise a plurality of supporting beams and a vibration reduction reinforcing structure, and the supporting beams, the cross beams and the vibration reduction reinforcing structure are enclosed together to form a plurality of frame-shaped upper energy absorption frames, so that a plurality of ring-shaped three-dimensional frame-shaped energy absorption structures can be formed by the upper energy absorption frames and the lower energy absorption frames together, energy in a collision process can be reasonably dispersed, acceleration peaks can be effectively reduced, the load level of a passenger cabin is reduced, and the whole light-weight design of a vehicle body is facilitated while passengers and a battery pack are protected. In addition, the vibration reduction reinforcing structure can effectively absorb part of impact load, and the structural strength of the front cabin frame is further improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application, illustrate and explain the application and are not to be construed as limiting the application.

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Moreover, the figures are not drawn to a 1:1 scale, and the relative sizes of various elements are merely exemplary in the figures, and are not necessarily drawn to true scale. In the drawings:

fig. 1 is a schematic structural view of a front cabin frame according to an embodiment.

Fig. 2 is a schematic view of the structure of the bottom frame of the front deck frame shown in fig. 1.

Fig. 3 is a schematic structural view of the upper frame shown in fig. 1.

Fig. 4 is a right side view of the front bay shown in fig. 1.

Reference numerals illustrate:

111. a front bumper beam; 112. a middle cross beam; 113. a rear cross member; 121. a front side member; 13. a load-dispersing structure; 131. a first reinforcing beam; 132. a second reinforcing beam; 133. a third reinforcing beam; 134. a fourth reinforcing beam; 135. a fifth reinforcing beam; 136. a threshold beam; 211. a roof side rail; 212. a middle side beam; 221. a first cross beam; 222. a second cross beam; 223. v-shaped reinforcing beams; 231. a column A is connected with the beam; 232. a reinforcing beam; 31. a first upright; 32. and a second upright.

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., these terms refer to the orientation or positional relationship based on the drawings, which are merely for convenience of description and simplification of description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In this application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

An embodiment of the present application provides an automobile including a body frame for providing a mounting base for various components of the automobile.

Further, the present application provides a body frame, the body frame of an embodiment including a front deck frame for mounting a powertrain of an automobile. Further, in an embodiment, the vehicle body frame further includes a passenger compartment frame and a tail frame, and one end of the passenger compartment frame is connected to the front compartment frame, and the other end is connected to the tail frame. The passenger cabin frame is used for taking passengers and placing the power battery pack.

As before, traditional front deck designs are unreasonable, resulting in unreasonable force transmission paths and load transmission modes, and many structural designs are too redundant for achieving a better crash effect, and the lightweight effect is not obvious.

There is further provided a front cabin frame according to the present application, and in particular, referring to fig. 1 to 3, the front cabin frame of an embodiment includes a bottom frame and an upper frame, wherein the bottom frame includes a plurality of stringers, a plurality of cross members, and load dispersing structures 13, each stringer intersecting each cross member, the load dispersing structures 13 connecting all stringers, the load dispersing structures 13 being for connection to a passenger cabin frame to disperse an impact load received by the front cabin frame onto the passenger cabin frame. The longitudinal beams, the transverse beams and the load dispersing structure 13 are jointly enclosed to form a plurality of frame-shaped bottom energy absorbing frames.

As the name suggests, the upper frame is disposed above the bottom frame, and the upper frame includes a plurality of support beams and vibration reduction reinforcing structures, each of which is connected to an intersection of each of the longitudinal beams and each of the cross beams in one-to-one correspondence, and the other end of each of which is connected to the vibration reduction reinforcing structure for connecting to the passenger compartment frame so as to disperse an impact load received by the front compartment frame onto the passenger compartment frame and absorb a part of the impact load, and each of which, each of the cross beams and the vibration reduction reinforcing structure, together enclose to form a plurality of frame-shaped upper energy absorption frames.

The front cabin frame is configured to include a plurality of longitudinal beams, a plurality of transverse beams and a load dispersing structure 13 by configuring the bottom frame, and the longitudinal beams, the transverse beams and the load dispersing structure 13 are enclosed together to form a plurality of frame-shaped bottom energy absorbing frames. When the front cabin frame is impacted, the cross beam and the longitudinal beam of the bottom frame can be bent to absorb energy, so that the energy absorption space is saved, and the energy absorption efficiency is improved. Meanwhile, the front cabin frame is connected with the passenger cabin frame through the load dispersing structure 13, so that impact load received by the front cabin frame can be dispersed to the passenger cabin frame, the transmission path and the load transmission mode of the front cabin frame are optimized, and the impact force concentrated transmission is reduced. Meanwhile, the upper frame is configured to comprise a plurality of supporting beams and a vibration reduction reinforcing structure, and the supporting beams, the cross beams and the vibration reduction reinforcing structure are enclosed together to form a plurality of frame-shaped upper energy absorption frames, so that a plurality of ring-shaped three-dimensional frame-shaped energy absorption structures can be formed by the upper energy absorption frames and the lower energy absorption frames together, energy in a collision process can be reasonably dispersed, acceleration peaks can be effectively reduced, the load level of a passenger cabin is reduced, and the whole light-weight design of a vehicle body is facilitated while passengers and a battery pack are protected. In addition, the vibration reduction reinforcing structure can effectively absorb part of impact load, and the structural strength of the front cabin frame is further improved.

Referring to fig. 2, alternatively, in an embodiment, two front stringers 121 are included in the plurality of stringers, the two front stringers 121 are disposed at intervals, and one end of each front stringer 121 is connected to the load distributing structure 13. The plurality of cross beams comprise front anti-collision beams 111, middle cross beams 112 and rear cross beams 113 which are arranged at intervals, two ends of the front anti-collision beams 111 are respectively connected with ends of the two front longitudinal beams 121, which are far away from the load dispersing structure 13, the middle cross beams 112 are arranged between the front anti-collision beams 111 and the load dispersing structure 13, two ends of the middle cross beams 112 are respectively connected with the two front longitudinal beams 121, the rear cross beams 113 are arranged between the middle cross beams 112 and the load dispersing structure 13, and two ends of the rear cross beams 113 are respectively connected with the two front longitudinal beams 121. Wherein, the front anti-collision beam 111, the middle cross beam 112 and the two front longitudinal beams 121 are jointly enclosed to form a first bottom energy absorption frame; the middle cross beam 112, the two front longitudinal beams 121 and the load dispersing structure 13 are jointly enclosed to form a second bottom energy absorption frame; the rear cross member 113, the two front side members 121 and the load dispersing structure 13 enclose together to form a third bottom energy absorbing frame. Therefore, the bottom frame can form a three-level energy absorption frame, and impact energy can be fully absorbed.

Alternatively, in one embodiment, the load dispersing structure 13 includes an X-reinforcement beam, two triangular reinforcement frames, and two threshold beams 136, where the X-reinforcement beam is an X-shaped frame structure, and two front side members 121 are connected to each other at two ends of the X-reinforcement beam in a one-to-one correspondence. Specifically, the X reinforcement beam includes a first reinforcement beam 131 and a second reinforcement beam 132 that are disposed to intersect, one end of the first reinforcement beam 131 is connected to one of the front stringers 121, and the other end of the first reinforcement beam 131 is connected to one of the triangular reinforcement frames. One end of the second reinforcement beam 132 is connected to the other front side member 121, and the other end of the second reinforcement beam 132 is connected to another one of the triangular reinforcement frames.

The triangular reinforcing frames are of triangular frame structures, and the two triangular reinforcing frames are connected to two ends of the X reinforcing beam in one-to-one correspondence. Specifically, the triangular reinforcing frame includes a third reinforcing beam 133, a fourth reinforcing beam 134 and a fifth reinforcing beam 135, where the third reinforcing beam 133, the fourth reinforcing beam 134 and the fifth reinforcing beam 135 are respectively connected to the first reinforcing beam 131 and the second reinforcing beam 132 at two ends of the third reinforcing beam 133, one end of the fourth reinforcing beam 134 and one end of the fifth reinforcing beam 135 are respectively connected to two ends of the third reinforcing beam 133, and the other end of the fourth reinforcing beam 134 and the other end of the fifth reinforcing beam 135 are mutually connected and connected to the threshold beam 136, so that the third reinforcing beam 133, the fourth reinforcing beam 134 and the fifth reinforcing beam 135 enclose together to form a triangular frame structure. Two rocker beams 136 connect two triangular reinforcing frames in one-to-one correspondence.

Further, the X reinforcement beam is for connection to the floor of the passenger compartment and the middle channel, and the triangular reinforcement frame is for connection to the door sill of the passenger compartment frame by the door sill beam 136. Therefore, the combination of the triangular reinforcing frame and the X reinforcing beam ensures the structural stability and can uniformly transmit the load force to the threshold, the floor and the middle channel. The transmission path and the load transmission mode of the front cabin frame force are optimized, and the lightweight design of the structure is facilitated.

Referring to fig. 3, optionally, in an embodiment, one end of the plurality of support beams including the roof side rail 211 is connected to an intersection of the center cross rail 112 and the front side rail 121, the other end is connected to a vibration reduction reinforcing structure, and the center cross rail 112, the two roof side rails 211 and the vibration reduction reinforcing structure together enclose a first upper energy absorption frame. And two middle side beams 212, one end of each middle side beam 212 is connected to the intersection of the rear cross beam 113 and the front longitudinal beam 121, the other end of each middle side beam 212 is connected to the vibration reduction reinforcing structure, and the rear cross beam 113, the two middle side beams 212 and the vibration reduction reinforcing structure jointly enclose to form a second upper energy absorption frame. Thus, the first upper energy absorption frame and the second bottom energy absorption frame can form a three-dimensional energy absorption ring. The second upper energy-absorbing frame and the third bottom energy-absorbing frame can form another three-dimensional energy-absorbing ring, so that the formed three-dimensional energy-absorbing ring with the buckled ring greatly disperses collision impact energy, and meanwhile, the torsional performance of the structure is improved through the buckled ring design, and the balance of high rigidity and high energy-absorbing efficiency is realized.

Further, in the front cabin frame, the first bottom energy absorption frame forms a first energy absorption barrier, and the three-dimensional energy absorption ring formed by the first upper energy absorption frame and the second bottom energy absorption frame forms a second energy absorption barrier; the second upper energy-absorbing frame and the third bottom energy-absorbing frame can form a three-dimensional energy-absorbing ring to form a third energy-absorbing barrier. Thus, when a frontal collision occurs, the first energy-absorbing barrier is bent to absorb energy, and then the second energy-absorbing barrier is bent to absorb energy. And finally, bending and absorbing energy by the third energy-absorbing barrier. And meanwhile, collision load is dispersed to the bottom plate through the load dispersing structure and dispersed to the A column through the vibration reduction reinforcing structure. Therefore, through the design of three energy absorption barriers, the energy in the collision process can be reasonably dispersed, and the acceleration peak value is effectively reduced, so that the load level of the passenger cabin is reduced, and the design is favorable and light. And because the whole force transmission path is more, the annular energy absorption structure formed greatly improves the whole rigidity intensity. Meanwhile, the section load of a single path is relatively small, so that the lightweight design of the structure is facilitated.

Alternatively, referring to fig. 3, the vibration damping reinforcing structure includes a first beam 221, a second beam 222, and two V-shaped reinforcing beams 223, both ends of the first beam 221 being connected to the two roof side rails 211 in one-to-one correspondence; the second cross member 222 is disposed at a distance from the first cross member 221, and both ends of the second cross member 222 are connected to the two roof side rails 211 in a one-to-one correspondence. Two V-shaped reinforcement beams 223, the two V-shaped reinforcement beams 223 are disposed between the first beam 221 and the second beam 222 at intervals, and one end of the V-shaped reinforcement beam 223 is connected with the first beam 221 and the other end is connected with the second beam 222. One of the center sills 212 is connected to an intersection of one of the V-shaped reinforcement beams 223 and the first cross beam 221, and the other center sills 212 are connected to an intersection of the other V-shaped reinforcement beam 223 and the first cross beam 221. The middle side beam 212, the V-shaped stiffening beam 223 and the first cross beam 221 can form a claw-shaped structure, so that load is dispersed and transferred, and the performance balance between collision energy absorption and high rigidity strength requirement of a hard point of the chassis is realized.

Further, the vibration reduction reinforcing structure further comprises a reinforcing beam 232 and two a-pillar connecting beams 231, one ends of the two a-pillar connecting beams are connected to the two upper side beams 211 in a one-to-one correspondence manner, the other ends of the two a-pillar connecting beams are used for being connected to the a-pillar of the passenger cabin frame, and two ends of the reinforcing beam 232 are connected to the two a-pillar connecting beams 231 in a one-to-one correspondence manner. The load can thus be distributed to the a-pillar by the a-pillar connecting beams 231, and the reinforcement cross members 232 further strengthen the structural rigidity of the front deck frame.

Referring to fig. 4, the front deck frame further includes a plurality of columns, one ends of which are connected to the load dispersing structure 13 and the other ends of which are connected to the vibration damping reinforcing structure, so that the load dispersing structure 13 and the vibration damping reinforcing structure 22 can be supported. Preferably, the plurality of upright posts comprise a first upright post 31 and a second upright post 32, the first upright post 31 and the second upright post 32 are intersected and arranged to form an X-shaped structure, and the load dispersing structure 13 and the vibration reduction reinforcing structure are connected through the reinforcing beam of the X-shaped structure, so that a net-shaped energy absorbing structure is formed between the load dispersing structure 13 and the vibration reduction reinforcing structure 22, the overall rigidity of the passenger cabin frame is improved, the impact force is reduced from invading the passenger cabin frame during the frontal collision, and passengers in the passenger cabin frame and a battery pack below the passenger cabin frame are effectively protected.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims (10)

1. A front deck frame for connection with a passenger deck frame of a vehicle body frame, comprising:

the bottom frame comprises a plurality of longitudinal beams, a plurality of transverse beams and a load dispersing structure, wherein each longitudinal beam is intersected with each transverse beam, the load dispersing structure is connected with all the longitudinal beams, and the load dispersing structure is used for being connected to the passenger cabin frame; the longitudinal beams, the transverse beams and the load dispersing structure are jointly enclosed to form a plurality of frame-shaped bottom energy absorbing frames; the method comprises the steps of,

an upper frame including a plurality of support beams and vibration-damping reinforcing structures, each support beam being connected to an intersection of each of the longitudinal beams and each of the transverse beams in one-to-one correspondence, the other end of each support beam being connected to the vibration-damping reinforcing structure for connection to the passenger compartment frame; and the supporting beams, the cross beams and the vibration reduction reinforcing structure are jointly enclosed to form a plurality of frame-shaped upper energy absorption frames.

2. The front bay of claim 1, wherein:

the plurality of longitudinal beams comprise two front longitudinal beams, the two front longitudinal beams are arranged at intervals, and one end of each front longitudinal beam is connected to the load dispersing structure;

the plurality of cross beams comprise front anti-collision beams, middle cross beams and rear cross beams which are arranged at intervals, wherein two ends of each front anti-collision beam are respectively connected with two ends of each front longitudinal beam, which are far away from the load dispersing structure, each middle cross beam is arranged between each front anti-collision beam and the load dispersing structure, two ends of each middle cross beam are respectively connected with two front longitudinal beams, each rear cross beam is arranged between each middle cross beam and the load dispersing structure, and two ends of each rear cross beam are respectively connected with two front longitudinal beams;

the front anti-collision beam, the middle cross beam and the two front longitudinal beams are jointly enclosed to form a first bottom energy absorption frame; the middle cross beam, the two front longitudinal beams and the load dispersing structure are jointly enclosed to form a second bottom energy absorption frame; the rear cross beam, the two front longitudinal beams and the load dispersing structure are enclosed together to form a third bottom energy absorbing frame.

3. The front bay of claim 2, wherein the load distributing structure comprises

The X-shaped stiffening beam is of an X-shaped frame structure, and two ends of the X-shaped stiffening beam are correspondingly connected with the two front longitudinal beams one by one;

the triangular reinforcing frames are of triangular frame structures and are connected to two ends of the X reinforcing beam in one-to-one correspondence; the method comprises the steps of,

the two threshold beams are connected with the two triangular reinforcing frames in a one-to-one correspondence mode.

4. A front deck frame as defined in claim 3, wherein said plurality of support beams comprises:

one end of the upper side beam is connected to the intersection of the middle cross beam and the front longitudinal beam, the other end of the upper side beam is connected to the vibration reduction reinforcing structure, and the middle cross beam, the two upper side beams and the vibration reduction reinforcing structure are enclosed together to form a first upper energy absorption frame; the method comprises the steps of,

and one end of each middle side beam is connected to the intersection of the rear cross beam and the front longitudinal beam, the other end of each middle side beam is connected to the vibration reduction reinforcing structure, and the rear cross beam, the two middle side beams and the vibration reduction reinforcing structure jointly enclose to form a second upper energy absorption frame.

5. The front bay frame of claim 4, wherein the vibration reduction reinforcement structure comprises:

the two ends of the first cross beam are connected to the two upper edge beams in a one-to-one correspondence manner;

the second cross beams are arranged at intervals with the first cross beams, and two ends of the second cross beams are connected to the two upper edge beams in a one-to-one correspondence manner;

the two V-shaped stiffening beams are arranged between the first cross beam and the second cross beam at intervals, one end of each V-shaped stiffening beam is connected with the first cross beam, and the other end of each V-shaped stiffening beam is connected with the second cross beam;

one of the middle side beams is connected to the intersection of one of the V-shaped reinforcing beams and the first cross beam, and the other middle side beam is connected to the intersection of the other V-shaped reinforcing beam and the first cross beam.

6. The front frame of claim 5, wherein the vibration-damping reinforcement structure further comprises a reinforcement cross member and two a-pillar connecting beams, one ends of the two a-pillar connections being connected to the two roof side rails in a one-to-one correspondence, and the other ends being for connection to the a-pillar of the passenger compartment frame; two ends of the reinforcing beam are connected with the two A-column connecting beams in a one-to-one correspondence manner.

7. The front deck frame of claim 1, further comprising a plurality of posts, each of the plurality of posts having one end connected to a load spreading structure and another end connected to the vibration reduction reinforcement structure.

8. The front bay of claim 7, wherein the plurality of columns comprises a first column and a second column, the first column intersecting the second column and forming an X-shaped structure.

9. A vehicle body frame comprising the front deck frame of any one of claims 1-8.

10. An automobile comprising a front deck frame according to any one of claims 1-8.