CN118205629A

CN118205629A - Automobile body and automobile

Info

Publication number: CN118205629A
Application number: CN202211627820.4A
Authority: CN
Inventors: 张超宾; 崔东亮; 李卫钊; 韩晓旭; 史红乐
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2022-12-16
Filing date: 2022-12-16
Publication date: 2024-06-18

Abstract

The invention provides an automobile body and an automobile, wherein the automobile body is provided with a front cabin assembly, a passenger cabin assembly and a body rear assembly; the front cabin assembly is provided with front shock absorption towers which are respectively arranged at the left side and the right side, front cabin longitudinal beams which are connected to the front parts of the front shock absorption towers at all sides, and front anti-collision beams which are connected with the front ends of the front cabin longitudinal beams at both sides, and one side of the front shock absorption towers at both sides, which faces the inside of the vehicle, is provided with a supporting plate which extends in a backward inclined way; the passenger cabin assembly is provided with a middle channel, a rear wall reinforcement with the bottom end connected with the rear end of the middle channel, and a rear wall upper cross beam connected with the top end of the rear wall reinforcement; the automobile body rear assembly is provided with automobile body rear longitudinal beams which are respectively arranged at the left side and the right side, and rear shock towers which are connected to the tops of the automobile body rear longitudinal beams at all sides, and reinforcing brackets which are arranged towards one side of the automobile head are connected to the rear shock towers at both sides. The invention can improve the collision force transmission capability of the vehicle body, and the collision safety of the whole vehicle, thereby having good practicability.

Description

Automobile body and automobile

Technical Field

The invention relates to the technical field of automobile bodies, in particular to an automobile body. The invention also relates to a motor vehicle provided with a motor vehicle body.

Background

With the increasing strictness of automobile safety regulations and the increasing importance of people on automobile safety, the automobile collision safety has become an important ring for improving the quality of the whole automobile. However, the automobile body structure in the prior art still has the defects of single collision force transmission channel, lower collision force transmission effect and the like when an automobile collides, and is not beneficial to the improvement of the collision safety of the whole automobile and the quality of the whole automobile.

Disclosure of Invention

In view of the above, the present invention aims to provide an automobile body, so as to improve the collision force transmission capability of the automobile body and the collision safety of the whole automobile.

In order to achieve the above purpose, the technical scheme of the invention is realized as follows:

an automotive body having a front cabin assembly, a passenger cabin assembly, and a body rear assembly;

The front cabin assembly is provided with front shock towers which are respectively arranged at the left side and the right side, front cabin longitudinal beams which are connected to the front parts of the front shock towers at all sides, and front anti-collision beams which are connected with the front ends of the front cabin longitudinal beams at both sides, and a supporting plate which extends in a backward inclined way is arranged at one side of the front shock towers at both sides facing the vehicle interior;

The passenger cabin assembly is provided with a middle channel, a rear wall reinforcement with the bottom end connected with the rear end of the middle channel, and a rear wall upper cross beam connected with the top end of the rear wall reinforcement;

The vehicle body rear assembly is provided with a vehicle body rear longitudinal beam which is respectively arranged at the left side and the right side, a rear shock-absorbing tower which is connected to the top of the vehicle body rear longitudinal beam at each side, and reinforcing brackets which are arranged towards one side of the vehicle head are connected to the rear shock-absorbing towers at both sides;

the support plates on the two sides are connected with the front end of the middle channel in the front-rear direction of the whole vehicle, and the front ends of the reinforcing brackets on the two sides are connected with the rear upper cross beam.

Further, each side of the front shock absorber comprises a shock absorber body formed by die casting, the shock absorber body is in an arch shape which arches upwards, and a front shock absorber mounting seat is arranged at the top of the shock absorber body;

The rear portion of shock absorber body of each side all is equipped with the first front wall connecting portion of enclosing before the connection, each side the backup pad with homonymy shock absorber body integrated into one piece die casting, and each side the rear end of backup pad be equipped with the front wall connecting portion of enclosing before the second of being connected.

Further, the shock absorber body is provided with a front supporting leg, a rear seat body and an upper connecting part for connecting the front supporting leg and the rear seat body;

The front shock absorber mount pad is located the top of back pedestal, the front cabin longeron is connected the front portion of preceding landing leg, first front wall connecting portion is located on the back pedestal, each side the backup pad is connected on the same side on the back pedestal.

Furthermore, a beam connecting seat is arranged on one side of the front supporting leg facing the vehicle, and a front cabin beam is connected between the beam connecting seats on two sides; and/or the number of the groups of groups,

The front shock absorber mounting seat is detachably connected to the shock absorber body.

Further, from the top to the bottom of the front supporting leg, the front supporting leg gradually inclines towards the front of the automobile; and/or the number of the groups of groups,

The rear part of the rear seat body is provided with a lapping plate extending backwards and a lapping arm connected with the top of the lapping plate, and the lapping plate and the lapping arm are provided with a lapping surface lapped on the front wall.

Further, the front cabin assembly is also provided with a front auxiliary frame connected between the bottoms of the front shock absorption towers at two sides, auxiliary frame longitudinal beams which are respectively arranged at the left side and the right side and are connected with the front parts of the front auxiliary frames, and auxiliary frame anti-collision beams which are connected with the front ends of the auxiliary frame longitudinal beams at two sides;

The front anti-collision beam, the front cabin longitudinal beams on two sides and the front shock absorption towers on two sides are connected to form an upper force transmission channel which is arranged along the front-rear direction of the whole vehicle, and the auxiliary frame anti-collision beam, the auxiliary frame longitudinal beams on two sides and the front auxiliary frame are connected to form a lower force transmission channel which is arranged along the front-rear direction of the whole vehicle.

Further, the front auxiliary frame comprises an auxiliary frame body formed by die casting, wherein the auxiliary frame body is plate-shaped and is provided with a front cross beam, a rear cross beam and longitudinal connecting plates which are respectively arranged at the left side and the right side;

Each side the front shock absorber is connected between the front cross beam and the rear cross beam, and the longitudinal connecting plates on two sides are triangular with gradually larger width along the direction pointing to the rear cross beam.

Further, a reinforcing beam is connected between the longitudinal connecting plates at two sides, and second reinforcing ribs which are in an X shape are arranged between the reinforcing beam and the front beam and between the reinforcing beam and the rear beam; and/or the number of the groups of groups,

Along the direction of directional rear cross beam, both sides the distance between the edge that the longitudinal connecting plate is close to one side in the car gradually reduces and sets up, and both sides all be equipped with a plurality of longitudinal connecting plate lightening holes on the longitudinal connecting plate, both sides in the longitudinal connecting plate lightening hole all have at least part be with the homonymy longitudinal connecting plate is close to the rectangular hole of one side in the car parallel.

Further, the rear longitudinal beams of the vehicle body at two sides comprise an upper longitudinal beam and a lower longitudinal beam which are arranged at intervals up and down, and the rear shock absorption towers at each side are connected to the top of the upper longitudinal beam at the same side;

The front ends of the upper longitudinal beams on two sides are connected with a rear middle cross beam positioned at the rear part of the passenger cabin, the front ends of the lower longitudinal beams are connected with the rear ends of the side sill beams, and connecting beams for connecting the upper longitudinal beams and the lower longitudinal beams are arranged between the upper longitudinal beams and the lower longitudinal beams on each side.

Further, in the front-rear direction of the whole vehicle, the rear end of the upper longitudinal beam is positioned behind the rear end of the lower longitudinal beam;

The connecting beams on two sides comprise front connecting beams which are arranged close to the front end of the rear longitudinal beam of the vehicle body, and rear connecting beams which are connected to the rear end parts of the lower longitudinal beam, and the top ends of the rear connecting beams are connected to the upper longitudinal beam on the same side.

Furthermore, the front connecting beam is obliquely arranged from bottom to top to one side of the tail; and/or the number of the groups of groups,

The two sides of the rear connecting beam towards the tail of the vehicle are provided with first inclined supporting beams, the bottom ends of the first inclined supporting beams are connected to the rear connecting beam on the same side, and the top ends of the first inclined supporting beams are connected to the upper longitudinal beam on the same side.

Further, the rear shock absorber towers on each side are all made of extruded aluminum profiles, each rear shock absorber tower is provided with a rear shock absorber installation groove, and rear shock absorber installation points are arranged in the rear shock absorber installation grooves; and/or the number of the groups of groups,

The rear shock absorber comprises a rear shock absorber body, a rear lower beam, a front lower beam and a rear lower beam, wherein the rear shock absorber body is connected between the rear shock absorber body and the rear lower beam, the rear lower beam is connected between the lower longitudinal beams, and comprises a front lower beam and a rear lower beam, the front lower beam is arranged close to the front ends of the lower longitudinal beams, and the rear lower beam is connected between the rear ends of the lower longitudinal beams.

Further, at least one of the upper longitudinal beam, the lower longitudinal beam and the connecting beam is made of extruded aluminum profiles; and/or the number of the groups of groups,

Rear suspension mounting brackets are arranged between the upper longitudinal beams and the lower longitudinal beams on two sides, and rear suspension mounting points are arranged on the rear suspension mounting brackets.

Further, the rear longitudinal beams of the vehicle body at two sides are formed by die casting, each side of the rear longitudinal beam of the vehicle body is provided with an upper longitudinal beam, the front end of the lower longitudinal beam is connected with the root of the upper longitudinal beam, and the root of each side of the upper longitudinal beam is connected with a threshold beam at the same side;

and the rear shock absorption towers on all sides are uniformly and integrally formed at the top of the upper longitudinal beam on the same side.

Further, a shock absorption tower beam is connected between the rear shock absorption towers at two sides;

and a second inclined supporting beam is arranged between the upper longitudinal beam and the shock absorber cross beam at each side, the second inclined supporting beam at each side inclines from bottom to top to the inside of the whole vehicle in the left-right direction of the whole vehicle, the bottom end of the second inclined supporting beam at each side is connected with the rear part of the upper longitudinal beam at the same side, and the top end of the second inclined supporting beam at each side is connected to the shock absorber cross beam.

Further, a front lower cross beam is connected between the upper longitudinal beams at the two sides, a rear lower cross beam is connected between the lower longitudinal beams at the two sides, the front lower cross beam is arranged close to the front ends of the upper longitudinal beams at the two sides, and the rear lower cross beam is arranged close to the rear ends of the lower longitudinal beams at the two sides; and/or the number of the groups of groups,

Rear suspension mounting brackets are arranged on the lower longitudinal beams on two sides, and rear suspension mounting points are arranged on the rear suspension mounting brackets.

Further, the reinforcing brackets at two sides are V-shaped and are provided with an inner reinforcing beam and an outer reinforcing beam;

The rear ends of the inner stiffening beams and the outer stiffening beams on each side are connected to the rear shock absorber on the same side, and the front ends of the inner stiffening beams and the outer stiffening beams on each side are connected with the rear upper cross beam.

Further, the rear ends of the inner reinforcement beams are connected to the top of the rear shock absorber at the same side, the rear ends of the outer reinforcement beams are lower than the rear ends of the inner reinforcement beams at the same side in the up-down direction of the whole vehicle, and the rear ends of the outer reinforcement beams are connected to the front end face of the rear shock absorber at the same side, which faces the front side of the vehicle; and/or the number of the groups of groups,

Reinforcing plates are connected between the inner reinforcing beams and the outer reinforcing beams at two sides, the reinforcing plates at each side are connected with the rear upper cross beam, and the reinforcing brackets at the same side are formed with cavities in an enclosing mode.

Compared with the prior art, the invention has the following advantages:

According to the automobile body, the supporting plate which extends obliquely backwards is arranged on one side, facing the inside of the automobile, of the front shock absorber, the bottom end of the supporting plate is connected with the middle channel, the top end of the supporting plate is connected with the rear wall reinforcing piece connected with the rear wall upper beam, the reinforcing support which is arranged towards one side of the automobile head is connected to the rear shock absorber, the supporting plate is connected with the front end of the middle channel, the front end of the reinforcing support is connected with the rear wall upper beam, and therefore the transmission channel which traverses the front and the rear is increased in the automobile body through the arrangement of the supporting plate, the middle channel, the rear wall reinforcing piece and the reinforcing support, collision force can be effectively transmitted between the front and the rear of the automobile body, so that the collision force transmission capacity of the automobile body can be improved, the collision safety of the whole automobile is improved, and the quality of the whole automobile is improved.

In addition, make shock absorber body die casting shaping, can utilize the characteristics of die casting shaping technology, the preparation of preceding shock absorber of being convenient for reduces manufacturing cost to also can utilize die casting structure and the great characteristics of arch structural strength, guarantee the structural strength of preceding shock absorber, promote the torsional rigidity of whole front portion. The backup pad is integrated with the shock absorber body die casting shaping, the preparation of backup pad of also being convenient for, the reliability of connection between backup pad and the shock absorber body also can be guaranteed simultaneously. The shock absorber body comprises preceding landing leg, back pedestal and upper junction portion, can do benefit to the arch structure who realizes the shock absorber body, and the bottom of preceding landing leg and back pedestal all is connected with preceding sub vehicle frame, can guarantee the connection reliability between preceding shock absorber and the preceding sub vehicle frame. The front supporting leg is obliquely arranged, so that the strength of the damping tower body is improved, and meanwhile, the capability of the front damping tower for coping with the frontal collision of the automobile can be improved.

The arrangement of the lapping plate and the lapping arm ensures that the lapping plate and the lapping arm are lapped on the front wall through the lapping surface, can increase the contact area between the lapping plate and the front wall, is beneficial to the dispersion of the automobile collision stress at the front wall, and can improve the collision safety. And due to the arrangement of the beam connecting seat, the front cabin beam is connected between the front shock absorption towers on two sides, so that the torsional rigidity of the front cabin position is improved, and the stability of the whole vehicle is improved. Front shock absorber mount pad can dismantle the connection, and the design demand of different motorcycle types is satisfied to the front shock absorber mount pad of accessible change, helps realizing the platform of shock absorber body is general, and can reduce design and manufacturing cost. The front auxiliary frame is connected with the front shock absorption towers on two sides, so that the overall torsional rigidity of the front cabin can be improved, and the collision force can be better transmitted to the rear.

Secondly, the front auxiliary frame is subjected to die casting molding, the characteristics of a die casting molding process can be utilized, the preparation of the front auxiliary frame is facilitated, the preparation cost can be reduced, meanwhile, the characteristic of high die casting structural strength can be utilized, the structural strength of the front auxiliary frame is ensured, and the torsional rigidity of the front part of the vehicle body is improved. Make both sides indulge the connecting plate and be along the triangle-shaped that directional rear cross beam's direction width is progressively big, on the one hand can utilize triangle-shaped structural strength big characteristics, further improve preceding sub vehicle frame structural strength, on the other hand also can utilize the width of indulging the connecting plate progressively big for indulge the connecting plate and possess step by step energy-absorbing ability, so can promote the energy-absorbing effect of indulging the connecting plate, help improving preceding sub vehicle frame to the bearing capacity of collision power, promote whole car collision safety.

The automobile body rear longitudinal beam is composed of an upper longitudinal beam and a lower longitudinal beam which are arranged at intervals up and down, an up-down double-channel force transmission structure can be formed between the automobile body rear part and the passenger cabin, and the connecting beam can also form a collision force transmission channel between the upper longitudinal beam and the lower longitudinal beam, so that a collision force transmission network can be formed at the automobile body rear part, the transmission dispersion of the rear collision force to the front passenger cabin position is facilitated, and the collision force transmission effect during the whole automobile collision can be improved. The connecting beam is composed of a front connecting beam and a rear connecting beam, and can strengthen the front position and the rear position of the rear longitudinal beam of the vehicle body respectively. The front connecting beam is inclined from bottom to top to one side of the vehicle tail, so that the downward guide of the rear collision force can be realized, and the downward transmission of the collision force to the lower threshold beam position is facilitated. Through setting up first oblique supporting beam, can utilize the guiding action of first oblique supporting beam for the collision force of upper longitudinal beam position is better to the transmission of lower longitudinal beam, in order to make full use of upper and lower longitudinal beam carries out the transmission of collision force, and it can improve the collision power transmission effect in automobile body rear portion from this.

In addition, the arrangement of the shock absorber beams between the rear shock absorber towers on two sides is beneficial to improving the overall torsional rigidity of the rear part of the vehicle body, and meanwhile, a transverse force transmission channel can be formed between the rear shock absorber towers on two sides, so that the transmission and decomposition of collision force are facilitated. The rear shock absorber is made of the extruded aluminum profile, and the characteristics of simple preparation process, high structural strength and light weight of the extruded aluminum profile can be utilized, so that the rear shock absorber can be conveniently prepared, the structural strength of the rear shock absorber can be ensured, and the lightweight design of the rear shock absorber is facilitated. The heights of the rear ends of the inner reinforcing beam and the outer reinforcing beam are different, so that the inner reinforcing beam plays a role in pressing down the rear shock absorber, the outer reinforcing beam plays a role in supporting the rear shock absorber, the stability of the rear shock absorber is improved, and the force transmission performance of the rear shock absorber is improved.

The automobile body rear longitudinal beam is formed by die casting, and is composed of the upper longitudinal beam and the lower longitudinal beam, and a double-channel force transmission structure is formed at the rear part of the automobile body through the double-beam structure of the upper longitudinal beam and the lower longitudinal beam, so that the transmission of collision force at the rear part of the automobile body is facilitated, and the collision force transmission effect can be improved. The rear shock absorber is integrally formed on the rear longitudinal beam of the automobile body, so that the rear shock absorber can be conveniently manufactured and formed, the connecting step between the rear shock absorber and the rear longitudinal beam of the automobile body is omitted, and the structural strength of the rear shock absorber can be ensured.

Through set up shock tower crossbeam between the shock tower behind both sides to set up the second oblique supporting beam respectively between longeron and shock tower crossbeam behind both sides automobile body, it can utilize the supporting role of shock tower crossbeam and both sides second oblique supporting beam, increases the torsional rigidity at automobile body rear portion, simultaneously, also can carry out the dispersion transmission of collision force at automobile body transversely and vertically through shock tower crossbeam and each second oblique supporting beam, is favorable to improving the transmission dispersion effect of collision force at automobile body rear portion. The rear suspension mounting bracket is arranged on the lower longitudinal beam, so that the rear suspension can be conveniently mounted at the rear part of the vehicle body, and the lower longitudinal beams on two sides can replace the rear auxiliary frame, so that a better weight reduction effect can be achieved on the whole vehicle.

Another object of the invention is to propose a motor vehicle having a motor vehicle body as described above.

The automobile body is provided with the transverse front-rear force transmission channel, so that collision force can be more effectively transmitted between the front and rear of the automobile body, the collision force transmission capacity of the automobile body can be improved, the collision safety of the whole automobile is improved, the quality of the whole automobile is improved, and the automobile body has good practicability.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

FIG. 1 is a schematic view of a structure of an automobile body according to an embodiment of the present invention;

FIG. 2 is a schematic view of a front nacelle assembly according to an embodiment of the invention;

FIG. 3 is a schematic diagram of a portion of the structure of FIG. 2;

FIG. 4 is a schematic view of a front shock tower according to an embodiment of the present invention;

FIG. 5 is a schematic view of the structure of FIG. 4 from another perspective;

FIG. 6 is a schematic view of a front shock tower body according to an embodiment of the present invention;

FIG. 7 is a schematic view of the structure of FIG. 6 from another perspective;

FIG. 8 is a schematic view of a front shock absorber mount according to an embodiment of the present invention;

FIG. 9 is a schematic view of a front subframe according to an embodiment of the present invention;

FIG. 10 is a top view of the structure shown in FIG. 9;

FIG. 11 is a schematic view of a back wall stiffener according to an embodiment of the present disclosure;

FIG. 12 is a schematic view of a rear body assembly according to an embodiment of the present invention;

FIG. 13 is a schematic view of a portion of the structure of FIG. 12;

FIG. 14 is a schematic view of the rear side member of one of the bodies of FIG. 12;

FIG. 15 is a schematic view showing the structure of a rear shock tower according to an embodiment of the present invention;

FIG. 16 is a schematic view of a crash force transmission of an automotive body according to an embodiment of the present invention;

FIG. 17 is a schematic illustration of an automotive body under another body rear assembly configuration;

FIG. 18 is a schematic illustration of an alternative rear body assembly;

FIG. 19 is a schematic view of the rear side member of one of the bodies of FIG. 18;

FIG. 20 is a schematic view of a die-cast body rear side rail according to an embodiment of the present invention;

FIG. 21 is a schematic view of the structure of FIG. 20 from another perspective;

reference numerals illustrate:

1. A front nacelle assembly; 2. a passenger compartment assembly; 3. a vehicle body rear assembly;

11. A front shock absorber; 12. a front shock absorber mount; 13. a front cabin rail; 14. a front subframe; 15. a front cabin cross member; 17. a front bumper beam; 18. a subframe rail; 19. an auxiliary frame anti-collision beam; 110. a connecting bracket;

1101. a front leg; 1102. a rear seat body; 1103. an upper connection part; 1104. a beam connecting seat; 1105. a support plate; 1106. a support rib; 1102a, faying surfaces; 11011. a connecting groove; 11012. a stringer fixing hole; 11015. a front subframe connection hole; 11021. a lapping plate; 11022. a bridging arm; 11023. a front shock absorber mounting seat connecting hole; 11024. a first front wall connection hole; 11027. a rear subframe connection hole; 11051. a bar-shaped hole; 11052. a second front wall connecting hole; 1201. a main body; 1202. a mounting arm; 1203. a connecting lug; 1204. a body connection hole; 1205. a front shock absorber mount lightening hole; 12021. a mounting groove;

14a, a vehicle body connecting hole; 1401. a front cross member; 1402. a rear cross member; 1403. a longitudinal connecting plate; 1404. a reinforcing beam; 1405. a subframe rail connection seat; 1406. a front reinforcing structure; 1407. a rear reinforcement structure; 14011. a front cross beam groove; 14012. a front first reinforcing rib; 14013. a front connection platform; 14014. reinforcing ribs; 14021. a rear cross beam groove; 14022. a rear first reinforcing rib; 14023. the rear connecting platform; 14031. a longitudinal connecting plate lightening hole; 14041. a stiffening beam weight reduction groove; 14042. a second reinforcing rib;

21. A middle channel; 22. a back wall reinforcement; 2201. a reinforcing body; 23. a threshold beam; 24. b column; 25. a column A; 26. a rear wall; 27. a rear upper cross member; 28. a front wall; 2801. a front lower cross member; 29. a rear middle cross member;

31. A rear side member of the vehicle body; 32. a rear shock absorber; 33. a shock absorber beam; 35. reinforcing the support; 34. an auxiliary rear anti-collision beam; 36. a front connecting beam; 37. a rear connection beam; 38. a first diagonal support beam; 39. a rear bumper beam; 310. a rear suspension mounting plate; 311. a front lower cross member; 312. a rear lower cross member; 313. reinforcing ribs of the rear shock absorber; 314. a second diagonal support beam;

3101. An upper longitudinal beam; 3102. a side sill; 3103. rear section of rear longitudinal beam; 3201. a rear shock absorber mounting groove; 3202. a rear shock absorber mounting hole; 3501. an inner stiffening beam; 3502. an external reinforcing beam; 3503. a connecting bracket; 3504. a reinforcing plate; 31001. reinforcing rib plates; 3104. longitudinal beam reinforcing ribs; 3105. reinforcing the cavity; 3106. a front vertical beam; 3107. a rear vertical beam; 3108. a threshold beam connecting groove; 3109. a front cross beam connecting seat; 31010. a shock absorption tower beam connecting groove; 31011. a longitudinal beam rear section connecting groove; 31012. a stiffening beam connecting groove; 31013. a rear cross beam connecting seat; 31014. a rear suspension mounting bracket;

L, the edge of one side of the longitudinal connecting plate, which is close to the vehicle interior; k. the longitudinal connecting plates at the two sides are close to the distance between the edges of one side in the vehicle.

Detailed Description

It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.

In the description of the present invention, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in combination with specific cases.

The invention will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to an automotive vehicle body, which has a front cabin assembly 1, a passenger cabin assembly 2, and a vehicle body rear assembly 3, as shown in fig. 1, in an overall structure.

The front cabin assembly 1 has front shock towers 11 provided separately on the left and right sides, front cabin stringers 13 connected to the front portions of the front shock towers 11 on each side, and front bumper beams 17 connected to the front ends of the front cabin stringers 13 on both sides, and a support plate 1105 extending obliquely rearward is provided on the side of the front shock towers 11 on both sides facing the vehicle interior. The passenger compartment assembly 2 has a center tunnel 21, a rear wall reinforcement 22 having a bottom end connected to a rear end of the center tunnel 21, and a rear wall upper cross member 27 connected to a top end of the rear wall reinforcement 22.

The rear body assembly 3 has rear body side members 31 provided on both left and right sides, and rear shock towers 32 connected to the tops of the rear body side members 31 on both sides, and reinforcing brackets 35 provided toward the vehicle head side are connected to the rear shock towers 32 on both sides. In addition, the front ends of the support plates 1105 and the middle channel 21 are joined in the front-rear direction of the vehicle, and the front ends of the reinforcing brackets 35 are also connected to the rear cross member 27.

At this time, it should be noted that the engagement between the two side support plates 1105 and the front end of the middle channel 21 is provided, that is, on the basis of the connection of the two side support plates 1105 and the front end of the middle channel 21 through the front wall 28, the projections of the two side support plates 1105 and the front end of the middle channel 21 in the front-rear direction of the whole vehicle at least partially overlap.

In addition, by providing the support plate 1105 extending obliquely rearward on the side of the front shock tower 11 facing the vehicle interior, the passenger compartment assembly 2 is provided with the rear wall reinforcement 22 having the bottom end connected to the center tunnel 21 and the top end connected to the rear wall upper cross member 27, and the rear shock tower 32 is connected with the reinforcement bracket 35 provided toward the vehicle head side, and the support plate 1105 is provided so as to be engaged with the front end of the center tunnel 21, and the front end of the reinforcement bracket 35 is connected to the rear wall upper cross member 27. Thus, in this embodiment, by providing the support plate 1105, the middle passage 21, the rear periphery reinforcement 22, and the reinforcement bracket 35, a force transmission passage traversing the front and rear is added to the vehicle body, which can make the transmission of the collision force between the front and rear of the vehicle body more efficient, and can improve the collision force transmission capability of the vehicle body.

Specifically, as shown in fig. 2 and 3 in combination, for the front nacelle assembly 1 of the present embodiment, it further has a front subframe 14 connected between the bottoms of the front shock towers 11 on both sides, subframe rails 18 connected to the front portions of the front subframe 14 on both left and right sides, and subframe impact beams 19 connected to the front ends of the subframe rails 18 on both sides.

Furthermore, the front bumper beam 17, the front cabin stringers 13 on both sides, and the front shock towers 11 on both sides of the present embodiment are connected to form an upper force transmission passage arranged in the front-rear direction of the whole vehicle, and the sub-frame bumper beam 19, the sub-frame stringers 18 on both sides, and the front sub-frame 14 are connected to form a lower force transmission passage arranged in the front-rear direction of the whole vehicle.

In this way, the upper force transmission path arranged in the front-rear direction of the vehicle is formed by the connection of the front bumper beam 17, the front cabin side members 13 on both sides, and the front shock absorber 11 on both sides, while the lower force transmission path arranged in the front-rear direction of the vehicle is formed by the connection of the sub-frame bumper beam 19, the sub-frame side members 18 on both sides, and the front sub-frame 14. The embodiment utilizes the design of the upper and lower double force transmission channels, and can greatly increase the transmission capacity of the front cabin assembly 1 to the automobile frontal collision force, thereby being beneficial to the transmission dispersion of the collision through the front cabin structure.

More specifically, as a preferred embodiment, in combination with the illustration of fig. 4 to 7, the front shock absorber 11 on each side of the present embodiment includes a shock absorber body formed by die casting, the shock absorber body has an arch shape that arches upward, a front shock absorber mounting seat 12 is provided at the top of the shock absorber body, and the bottom of the shock absorber body is connected to a front subframe 14.

In this embodiment, the front shock absorber 11 is made to be die-cast and formed, and is in an arch structure, so that on one hand, the characteristics of the die-cast forming process can be utilized, the preparation of the front shock absorber is facilitated, so as to reduce the preparation cost, on the other hand, the die-cast structure can be utilized simultaneously, the arch structure of the front shock absorber 11, and the characteristic of high annular structural strength formed by connecting the front shock absorber 11 with the front subframe 14 are utilized, so that the structural strength of the front shock absorber is ensured, and the effect of improving the torsional rigidity of the front part of the whole vehicle is achieved.

While still being shown in fig. 4 to 7, in a specific structure, as a preferred embodiment, the front shock absorber 11 of the present embodiment has a front leg 1101, a rear seat 1102, and an upper connecting portion 1103 connecting the front leg 1101 and the rear seat 1102. The front supporting legs 1101 and the rear seat body 1102 are arranged at intervals along the front-rear direction of the whole vehicle, and the front supporting legs 1101 are close to one side of the vehicle head, and the upper connecting part 1103 is integrally connected between the top parts of the front supporting legs 1101 and the rear seat body 1102, so that the front supporting legs 1101, the upper connecting part 1103 and the rear seat body 1102 are sequentially connected to form an upper arch front shock absorber 11.

At this time, it can be understood that the front shock absorber 11 is made up of the front leg 1101, the rear seat 1102 and the upper connecting portion 1103, which facilitates the realization of the arch structure of the front shock absorber 11, and at the same time, facilitates the connection with the front cabin longitudinal beam 13 and the front wall 28. Furthermore, the bottoms of the front leg 1101 and the rear seat 1102 are connected to the front subframe 14, which ensures the connection reliability between the front shock tower 11 and the front subframe 14.

In addition, in the present embodiment, the front portion of the front leg 1101 is connected to the front cabin rail 13, the bottoms of the front leg 1101 and the rear seat 1102 are respectively connected to the front subframe 14, and the front shock absorber 11 and the front subframe 14 are connected to form a ring structure by the connection between the bottoms of the front leg 1101 and the rear seat 1102 and the front subframe 14, so that the overall rigidity between the front shock absorber 11 and the front subframe 14 can be improved. A first front wall connection portion connecting the front wall 28 is provided at the rear of the rear seat 1102 so that the front shock tower 11 is connected to the rear wall 28. The front shock absorber mount 12 is located specifically at the top of the rear housing 1102.

As a preferred embodiment, the front leg 1101 is also provided so as to be gradually inclined toward the front of the automobile from the top to the bottom of the front leg 1101. At this time, through the slope setting of preceding landing leg 1101, the arch structure of shock tower 11 before the shaping of can being convenient for helps promoting the intensity of shock tower 11 before, and simultaneously, the preceding landing leg 1101 of slope arrangement also is favorable to the frontal collision force to the transmission of rear, and then also can improve the ability that the shock tower should the car frontal collision before, promotes whole car collision security.

On the other hand, in the present embodiment, on the basis of the front shock absorber 11 composed of the front leg 1101, the rear seat 1102 and the upper connecting portion 1103, as a preferred embodiment, a connecting groove 11011 is provided on the front end surface of the front leg 1101, and a side member fixing hole 11012 is provided on the wall of the connecting groove 11011 for connecting the front cabin side member 13. The girder fixing holes 11012 are a plurality of girder fixing holes 11012 distributed on different side walls of the connecting groove 11011, and each girder fixing hole 11012 penetrates through the front supporting leg 1101.

When connecting with the front cabin longitudinal beam 13, the rear end of the front cabin longitudinal beam 13 is inserted into the connecting groove 11011, and then the front cabin longitudinal beam 13 and the front shock absorber 11 are fastened together by each fixing bolt by penetrating each fixing bolt through each longitudinal beam fixing hole 11012. Thus, it can be understood that the connection with the front cabin side frame 13 can be facilitated by the preliminary insertion of the front cabin side frame 13 through the connection groove 11011 provided on the front 1 leg 1101 and the side frame fixing hole 11012 provided on the wall of the connection groove 11011, and the connection effect between the front shock absorber and the front cabin side frame 13 can be improved by the fastening of the fixing bolts at the respective side frame fixing holes 11012.

Also as a preferred embodiment, in the present embodiment, specifically, a front subframe connection hole 11015 is provided at the bottom of the front leg 1101, and a rear subframe connection hole 11027 is provided at the bottom of the rear seat 1102. At this time, the front leg 1101 and the rear seat 1102 are connected to the front subframe 14 through the subframe connection hole, which has the characteristics of simple structure and convenient connection with the front subframe 14. In addition, in the embodiment, the front subframe connecting hole 11015 and the rear subframe connecting hole 11027 may be arranged in a plurality of spaced arrangement, and may be provided with screw holes.

When the front subframe 14 is assembled, each front subframe connecting hole 11015 corresponds to a vehicle body connecting hole 14a located on a front connecting platform 14013, which will be described later, each rear subframe connecting hole 11027 corresponds to a vehicle body connecting hole 14a located on a rear connecting platform 14023, which will be described later, and the front subframe 14 and the front shock absorber 11 on both sides can be fixedly connected together by connecting bolts penetrating through the vehicle body connecting holes 14a and being screwed with each front subframe connecting hole 11015 and the rear subframe connecting hole 11027.

In the present exemplary embodiment, a cross member connection base 1104 for connecting the front cabin cross member 15 is also provided on the vehicle interior facing side of the front leg 1101 as a preferred embodiment. The beam connecting seat 1104 may be integrally formed on the side end surface of the front leg 1101 when the front shock absorber 11 is prepared, and the beam connecting seat 1104 may be provided in, for example, a "U" type structure while connecting holes are provided on both opposite side walls and a bottom wall located therebetween.

In this way, the end of the front nacelle beam 15 extending in the left-right direction of the vehicle is inserted into the beam connection base 1104, and the front nacelle beam 15 and the beam connection base 1104 can be firmly connected by screws inserted into the connection holes formed in the side walls and the bottom wall. In this embodiment, it can be understood that, by the above arrangement of the beam connection base 1104, the front cabin beam 15 is connected between the front shock towers on both sides, which can improve the torsional rigidity of the front cabin position by using the supporting and reinforcing functions of the front cabin beam 15, so as to help to improve the stability of the whole vehicle.

In this embodiment, as a preferred embodiment, the first front wall connection portion specifically includes a first front wall connection hole 11024 provided on the rear end surface of the rear seat 1102. At this time, the first front wall connecting holes 11024 are a plurality of arranged at intervals, and the first front wall connecting portion adopts the first front wall connecting holes 11024, which also has the advantages of simple structure and convenient connection with the front wall 28. In the specific connection, by passing through the front wall 28 and screwing the bolts in the respective first front wall connection holes 11024, it is possible to achieve reliable connection between the front wall 28 and the front shock absorber 11.

In addition to the connection of the rear portion of the front shock absorber to the front wall 28, in this embodiment, a rear-extending bridge plate 11021 and an abutment arm 11022 connected to the top of the bridge plate 11021 are also provided at the rear portion of the rear body 1102 as a preferred embodiment. Moreover, the abutment plate 11021 and the abutment arm 11022 are both provided with the abutment surface 1102a abutting against the front wall 28, so that by further providing the abutment plate 11021 and the abutment arm 11022 and enabling the two to overlap the front wall 28 through the abutment surface 1102a, the contact area between the rear part of the front shock absorber and the front wall 28 can be increased, thereby being beneficial to the dispersion of the collision stress of the automobile at the front wall 28, reducing the stress deformation at the front wall 28 and improving the collision safety of the whole automobile.

In this embodiment, it should be noted that, in the implementation, the front shock absorber 11 formed by die casting may be made of cast aluminum, for example, which not only can ensure the structural strength of the front shock absorber 11, but also has a good weight-reducing effect. Moreover, on the basis of the die-casting molding of the front shock absorber 11, as a preferred implementation manner, the embodiment may further provide a tower body weight-reducing hole or a tower body weight-reducing groove and other weight-reducing structures on the front supporting leg 1101, the rear seat 1102 and the upper connecting portion 1103, so as to facilitate the weight reduction of the front shock absorber 11, facilitate the lightweight design thereof, and simultaneously, may further provide a reinforcing structure such as a rib plate in the weight-reducing structure, so as to ensure the structural strength of the front shock absorber 11.

As a preferred embodiment, the support plate 1105 of the present embodiment is die-cast integrally with the front shock absorber 1, and a second front wall connecting portion connected to the front wall 28 is provided at the rear end of the support plate 1105.

At this time, the above-mentioned second front wall connection portion may employ a plurality of second front wall connection holes 11052 provided at the rear end of the support plate 1105, and each of the second front wall connection holes 11052 may preferably also be provided as a screw hole to achieve connection between the support plate 1105 and the front wall 28 by means of a connection bolt. As described above, in this embodiment, the supporting plate 1105 is disposed to extend obliquely backward and connected to the front wall 28, and the supporting plate 1105 is connected to the front end of the middle channel 21, so that the collision force of the automobile is dispersed to the inner side of the whole automobile when the automobile collides, so as to be transferred to the middle channel 21 located in the middle of the whole automobile, thereby improving the effect of dispersing and transferring the collision force, and contributing to the improvement of the collision safety of the whole automobile.

In addition, by making the above-described support plate 1105 integrally die-cast with the front shock absorber 11, it can be understood that it also facilitates the preparation of the support plate 1105, while also ensuring the connection reliability between the support plate 1105 and the front shock absorber 11.

On the basis of the provision of the support plate 1105, as a preferred embodiment, the present embodiment may further provide the support plate 1105 with the bar-shaped holes 11051 arranged in the extending direction of the support plate 1105. At this time, the bar holes 11051 may be a plurality of bars arranged at intervals along the height direction of the support plate 1105, and by providing the bar holes 11051 on the support plate 1105, it is not only advantageous for weight reduction of the support plate 1105, but also can ensure the collision force transmission performance of the support plate 1105 by arranging the bar holes 1105 along the extending direction of the support plate 1105.

In this embodiment, as a preferred embodiment, in order to secure the installation effect of the support plate 1105, a support rib 1106 is further connected between the support plate 1105 and the front shock tower 11. The supporting rib 1106 is specifically located at the rear of the supporting plate 1105, and is formed in an included angle area formed by the supporting plate 1105 and the rear seat 1102, and the supporting rib 1106 is formed by integral die casting when the front shock absorber 11 is manufactured.

Through setting up above-mentioned supporting rib 1106 between backup pad 1105 and preceding shock absorber 11, it can utilize the supporting role of supporting rib 1106, improves the stability that backup pad 1105 set up, and then can guarantee the power transmission effect of backup pad 1105 to promote whole car collision security.

In this embodiment, the front shock absorber mounting base 12 may be integrally formed with the front shock absorber 11, for example, when the front shock absorber 11 is manufactured, so that the front shock absorber mounting base 12 and the front shock absorber 11 are integrally formed, and the overall structural strength of the front shock absorber can be improved.

However, instead of integrally connecting the front shock absorber mount 12 and the front shock absorber tower 11, as a preferred embodiment, the present embodiment may also be configured such that the front shock absorber mount 12 is specifically detachably connected to the front shock absorber tower 11. Like this, can dismantle the connection through preceding bumper shock absorber mount pad 12, alright satisfy the design demand of different motorcycle types through the preceding bumper shock absorber mount pad 12 of change, and then help when automobile design and manufacturing, realize the platform of preceding shock absorber 1 and generally use, can reduce design and manufacturing cost.

On the basis of the detachable arrangement of the front shock absorber mounting base 12, in this embodiment, for example, a plurality of front shock absorber mounting base connecting holes 11023 may be provided at the top of the front shock absorber 11, and each front shock absorber mounting base connecting hole 11023 is provided as a threaded hole, and the front shock absorber mounting base 12 may be fixedly connected to the front shock absorber 11 by a connecting bolt screwed to each front shock absorber mounting base connecting hole 11023.

In addition, in the embodiment, as a preferred embodiment, the front damper mounting base 12 of the present embodiment may be die-cast, and for example, the front damper mounting base 12 may be made of cast aluminum. By making the front damper mounting seat 12 die-cast, it can be understood that the front damper mounting seat 12 can be conveniently manufactured, the structural strength of the front damper mounting seat 12 can be ensured, and meanwhile, when the cast aluminum material is adopted, the lightweight design of the front damper mounting seat is facilitated.

It should be noted that the front shock absorber mount 12 according to the present embodiment is die-cast, and an exemplary structure thereof can be shown in fig. 8, in which the front shock absorber mount 12 specifically includes a main body 1201, two mounting arms 1202 arranged side by side and connected to the top of the main body 1201, and a plurality of connection lugs 1203 located at the bottom of the main body 1201.

In view of the die-casting of the front shock absorber mount 12, the front shock absorber mount lightening holes 1205 may be provided in the main body 1201 to facilitate the lightening of the front shock absorber mount 12, and further facilitate the lightening design thereof. A mounting groove 12021 is formed between two mounting arms 1202 arranged side by side, and mounting holes are generally provided on the two mounting arms 1202, such that the top of the front shock absorber is positioned within the mounting groove 12021 and the front shock absorber is mounted between the two mounting arms 1202.

In addition, body connection holes 1204 which are arranged in a penetrating manner are formed in each connection lug 1203, when the front damper mounting base 12 is arranged at the top of the damper body, the body connection holes 1204 are arranged in one-to-one correspondence with the front damper mounting base connection holes 112023 at the top of the front damper 11 and are aligned with each other, so that the front damper mounting base 12 can be mounted on the front damper 11 through connection bolts which pass through the body connection holes 1204 and are screwed with the front damper mounting base connection holes 112023. Of course, when the disassembly is needed, the connecting bolts are screwed down.

In the present embodiment, the front cabin side member 13 and the front impact beam 17 may be of a conventional beam body structure in the existing automobile body, and preferably, the front cabin side member 13 and the front impact beam 17, and the front cabin cross member 15, the sub-frame side member 18, the sub-frame impact beam 19, and the like may be made of extruded aluminum profiles. At this time, the beam body structure is made of extruded aluminum profiles, so that the beam body structure has the advantages of high structural strength and light weight, and meanwhile, the beam body structure can be conveniently prepared, and the preparation cost can be effectively reduced.

In this embodiment, and as further shown in fig. 9 and 10, as a preferred embodiment, the front subframe 14 in the lower force transmission path includes a die-cast subframe body having a plate shape and having a front cross member 1401, a rear cross member 1402, and longitudinal connecting plates 1403 provided separately on the left and right sides. Meanwhile, the two ends of the front beam 1401 and the rear beam 1402 are respectively provided with a connecting structure connected with the front shock absorber 11, and the longitudinal connecting plates 1403 on the two sides are respectively triangular with gradually larger width along the direction pointing to the rear beam 1402.

At this time, the front auxiliary frame 14 is die-cast, the characteristics of the die-casting process can be utilized, the preparation of the front auxiliary frame 14 is facilitated, the preparation cost can be reduced, the characteristic of high die-casting structural strength can be utilized, the structural strength of the front auxiliary frame 14 is ensured, and the torsional rigidity of the front part of the vehicle body is further improved.

Of course, through making the longitudinal connecting plate 1403 of both sides take the triangle-shaped that becomes gradually greater along the direction width of directional rear cross beam, on the one hand can utilize triangle-shaped structural strength characteristics, further improve the structural strength of preceding sub vehicle frame 14, on the other hand also can utilize the width of longitudinal connecting plate 1403 to become gradually greater for longitudinal connecting plate 1403 possesses the energy-absorbing ability step by step, and can promote the energy-absorbing effect of longitudinal connecting plate 1403, improves preceding sub vehicle frame 14 to the bearing capacity of collision force.

Specifically, as a preferred embodiment, grooves extending in the left-right direction of the entire vehicle are provided in both the front beam 1401 and the rear beam 1402, and first reinforcing ribs in the form of "X" are provided in the grooves. So, through set up the recess on front beam 1401 and rear beam 1402, can reduce the weight of front beam 1401 and rear beam 1402, do benefit to lightweight design, set up first strengthening rib in the recess simultaneously, also can guarantee the structural strength of front beam 1401 and rear beam 1402 when realizing subtracting the heavy.

For convenience of description, the groove on the front beam 1401 is referred to as a front beam groove 14011, and the first stiffener in the front beam groove 14011 is referred to as a front first stiffener 14012, and similarly, the groove on the rear beam 1402 is referred to as a rear beam groove 14021, and the first stiffener in the rear beam groove 14021 is referred to as a rear first stiffener 14022. The front beam groove 14011, the rear beam groove 14021, the front first reinforcing rib 14012 and the rear first reinforcing rib 14022 are all formed by integral die casting when the front auxiliary frame 14 is prepared, and the front first reinforcing rib 14012 and the rear first reinforcing rib 14022 are all arranged in sequence along the length direction of the groove where each is located.

In addition, it should be noted that, instead of providing the above-described grooves on both the front beam 1401 and the rear beam 1402 and providing the first reinforcing ribs in the grooves, it is also possible to provide the above-described grooves on only one of the front beam 1401 and the rear beam 1402 and correspondingly provide the first reinforcing ribs in the grooves, depending on the specific structural shapes of the front beam 1401 and the rear beam 1402.

As a preferred embodiment, the reinforcement cross member 1404 is also connected between the longitudinal connecting plates 1403 on both sides, and second reinforcement ribs 14042, which are likewise in the form of an "X", are provided between the reinforcement cross member 1404 and the front cross member 1401, and between the reinforcement cross member 1404 and the rear cross member 1402. By providing the reinforcing cross member 1404 and providing the second reinforcing ribs 14041 between the reinforcing cross member 1404 and the front and rear cross members 1401 and 1402, the structural strength of the front subframe 14 can be further improved, and the torsional rigidity of the front portion of the vehicle body can be improved.

The reinforcement beam 1404 is also formed in the front subframe 14 by integral die casting during the preparation of the front subframe 14, and at the same time, the reinforcement beam weight-reducing groove 14041 is preferably provided on the reinforcement beam 1404 in this embodiment. The part of the bottom of the reinforcing beam weight-reducing groove 14041 can be further designed to be hollowed out, and the reinforcing beam weight-reducing groove 14041 is formed in the reinforcing beam 1404, so that the weight of the reinforcing beam 1404 is reduced, and the lightweight design of the reinforcing beam 1404 is facilitated.

In the present embodiment, as a preferred embodiment, the distance k between the side rail 1403 and the edge L on the vehicle interior side is set smaller in the direction toward the rear cross member 1402, that is, from front to rear in the front-rear direction of the entire vehicle. In this way, it is also possible to tilt the edges L of the two-sided connecting stringers 1403 close to the vehicle interior side and thus to make the two-sided connecting stringers 1403 in the form of right-angled triangles. The distance k between the two longitudinal connecting plates 1403 and the edge L near one side in the vehicle is gradually reduced, so that the collision force can be guided to the middle part of the vehicle body, the rear middle channel and the like can be fully utilized for collision force transmission and dispersion, and the collision safety of the whole vehicle is improved.

In this embodiment, the front end surface of the front cross member 1401 is also provided with sub-frame rail connecting seats 1405 provided separately on the left and right sides, each sub-frame rail connecting seat 1405 may be provided in, for example, a "U" structure, and connecting holes are provided on two opposite side walls thereof for connecting the sub-frame rails 18. At the same time, each sub-frame rail connecting seat 1405 is also preferably disposed directly opposite the front end of the same-side rail connecting plate 1403 in the front-rear direction of the vehicle. At this time, by the arrangement of the subframe rail connecting seat 1405 on the front cross member 1401, connection between the front subframe 14 and the subframe rail 18 can be facilitated, and meanwhile, each subframe rail connecting seat 1405 and the longitudinal connecting plate 1403 on the same side are arranged opposite to each other, which is also beneficial to transfer of collision force borne by the subframe collision beam 19 and the subframe rail 18 to the rear through the longitudinal connecting plate 1403, and transfer dispersion of the collision force of the front collision of the automobile.

As a preferred implementation manner, in this embodiment, a plurality of longitudinal connecting plate weight-reducing holes 14031 are provided on both longitudinal connecting plates 1403, so as to facilitate weight reduction of the longitudinal connecting plates 1403 and facilitate weight-saving design of the whole front subframe 14.

In addition, in this embodiment, since the longitudinal link plate weight reducing holes 14031 are provided and the edges L of the longitudinal link plates 1403 near the vehicle interior side are inclined, at least part of the longitudinal link plate weight reducing holes 14031 in the longitudinal link plate weight reducing holes 14031 on both sides are elongated holes parallel to the edges L of the longitudinal link plates 1403 on the same side near the vehicle interior side. In this way, at least part of the longitudinal connecting plate weight reducing holes 14031 on each longitudinal connecting plate 1403 are elongated holes parallel to the edge L of the longitudinal connecting plate 1403 on the same side, which is close to the inner side of the vehicle, so that the weight of the longitudinal connecting plates 1403 can be reduced, the force transmission continuity of the longitudinal connecting plates 1403 can be ensured, and the collision force transmission performance of the longitudinal connecting plates 1403 can be further ensured.

In this embodiment, as a preferred embodiment, the front beam 1401 and the rear beam 1402 are provided with connection platforms at both ends thereof, and the connection platforms at both ends are also provided higher than the vertical connection plate 1403 in the vertical direction of the entire vehicle, and at the same time, the connection platforms at both ends of the front beam 1401 and the rear beam 1402 are also provided with vehicle body connection holes 14a, respectively, and the connection mechanism connected to the front shock absorber 11 is constituted by the vehicle body connection holes 14 a.

At this time, each of the connection platforms is provided higher than the longitudinal connection plate 1403, which can facilitate connection between the front subframe 14 and the vehicle body, that is, between the front subframe 14 and the front shock tower 11 described above. Of course, the connection with the front shock absorber 1 through the vehicle body connection hole 14a has the same simple structure, and is beneficial to the connection between the front subframe 14 and the front shock absorber 11.

For convenience of description, the present embodiment refers to the connection platforms at both ends of the front cross member 1401 as the front connection platform 14013, and refers to the connection platforms at both ends of the rear cross member 1401 as the rear connection platform 14023. Moreover, in order to improve the structural strength of each connection platform and to ensure the reliability of the connection between the front subframe 14 and the front shock absorber 11, the present embodiment is provided with reinforcing ribs 14014 on the inner side of each front connection platform 14013, and at the same time, a front reinforcing structure 1406 is provided between the longitudinal connection plate 1403 and the front connection platform 14013, and a rear reinforcing structure 1407 is provided between the longitudinal connection plate 1403 and the rear connection platform 14023. The front reinforcement structure 1406 and the rear reinforcement structure 1407 are integrally formed at the edge of the side of the longitudinal connecting plate 1403 near the outside of the vehicle.

In particular, the front subframe 14 of the present embodiment may be formed by casting aluminum, for example. In addition, the connection point for the front suspension on the front subframe 14 and the connection point for the power assembly when the front drive form is adopted may be provided on the subframe body according to the installation requirements of the front suspension, the power assembly, and the like.

For the passenger compartment assembly 2 of the present embodiment, as shown in fig. 1 and 2 and in conjunction with fig. 11, the passenger compartment assembly 2 is provided with a threshold beam 23 on both sides, a front wall 28 is provided at the front portion, a rear wall 26 is provided at the rear portion, a pillar a 25 is provided on both sides of the front wall 28, a pillar B24 is provided on both sides of the rear wall 26, and each of the threshold beams 23 connects the same side a pillar 25 with the bottom of the B pillar 24. The center tunnel 21 is located midway between the two side sill beams 23, and is typically connected to the side sill beams 23 by a front floor panel, a seat mounting cross member, and the like.

In addition, as a preferred embodiment, the back wall reinforcement 22 of the present embodiment may be configured by, for example, two reinforcement bodies 2201 that are connected in sequence in the left-right direction of the entire vehicle, and the cross section of each reinforcement body 2201 may also be preferably configured in a "nearly" shape, and a cavity structure is formed between the reinforcement bodies and the back wall 28 in a surrounding manner, so that the structural strength of the back wall reinforcement 22 itself can be increased, and the impact force transmission effect thereof can be improved.

In practice, the rear wall reinforcement 22 and the middle channel 21, and the rear wall reinforcement 22 and the rear wall upper cross member 27 may be connected by welding. In addition, in addition to the plurality of reinforcing bodies 2201 as described above, the rear wall reinforcing member 22 of the present embodiment may be constructed of other plate or beam structures having a good structural strength so as to be able to efficiently transmit the collision force.

In addition, it is to be noted that the present embodiment is also provided with a front lower cross member 2801 arranged in the left-right direction of the entire vehicle at the bottom of the front wall 28, the front lower cross member 2801 being disposed flush with the front subframe 14 in the up-down direction of the entire vehicle, and being abutted against each other with the front subframe 14, or a gap of, for example, not more than 5mm being provided. The front lower cross member 2801 also facilitates the transfer of collision forces at the front subframe 14 to the passenger compartment assembly 2 via the front lower cross member 2801.

With respect to the vehicle body rear assembly 3 of the present embodiment, as a preferable embodiment, as shown in fig. 12 to 14, both side body rear side members 31 each include an upper side member 3101 and a lower side member 3102 arranged at an upper and lower interval, and the front ends of both side upper side members 3101 are connected to a rear center cross member 29 located at the rear of the passenger compartment assembly 2, and the front ends of the respective lower side members 3102 are connected to the rear ends of the same side sill members 23, while connecting members for connecting both side upper side members 3101 and lower side members 3102 are also provided between them.

At this time, the rear side member 31 is made up of the upper side member 3101 and the lower side member 3102, and a connecting beam is provided between the upper and lower side members on each side, and at the same time, the front end of the upper side member 3101 is connected to the rear center sill 29, and the front end of the lower side member 3102 is connected to the rear end of the door sill beam 23, which not only increases the rigidity of the entire rear portion of the vehicle by the double beam structure made up of the upper and lower side members and the connecting action of the connecting beam, but also forms an up-down double channel force transmission structure between the rear portion of the vehicle and the passenger compartment assembly 2, and the connecting beam forms a collision force transmission path between the upper and lower side members, and further forms a collision force transmission network at the rear portion of the vehicle, which contributes to the transmission dispersion of the collision force to the position of the front passenger compartment assembly 2, and improves the collision force transmission effect at the time of the collision of the whole vehicle.

Specifically, in the front-rear direction of the entire vehicle, the present embodiment also makes the rear end of the upper side member 3101 located rearward of the rear end of the lower side member 3102, that is, the upper side member 3101 extends rearward more than the lower side member 3102. In addition, the rear ends of the side upper side members 3101 are also connected to the rear bumper beam 39, and the rear center cross member 29 and the rear upper cross member 27 above the side upper cross member are also connected by the left and right side B-pillars 24, while a rear lower cross member is generally provided below the rear center cross member 29 and connected between the rear ends of the side rocker beams 23 to provide structural reinforcement and increase the force transmission path.

As a preferred embodiment, the present embodiment also makes the front portions of each side upper side member 3101 and lower side member 3102 curved, and the curved portion of the front portion of each side upper side member 3101 is also located inward of the curved portion of the front portion of the same side lower side member 3102 in the vehicle lateral direction as viewed from the vehicle up-down direction. In this way, the front portions of the side upper side member 3101 and the side lower side member 3102 are formed in a curved shape, which facilitates the connection of the upper and lower side members to the structure of the passenger compartment assembly 2, and also avoids the occurrence of a stress-weakened portion in the front portion of the vehicle body rear side member 31. Meanwhile, the bending portion of the front portion of each side upper longitudinal beam 3101 is located inside the bending portion of the front portion of the same side lower longitudinal beam 3102, which is also beneficial to the respective connection of the upper and lower longitudinal beams, and helps to promote the impact force dispersing effect of the upper and lower longitudinal beams at the rear peripheral position of the passenger compartment assembly 2.

In the present embodiment, as a preferred embodiment, the above-described connecting beams provided between the upper and lower side sills on both sides each include a front connecting beam 36 disposed near the front end of the rear side sill 31 of the vehicle body, and a rear connecting beam 37 connected to the rear end portion of the lower side sill 3102. The front connecting beam 36 is also inclined from bottom to top toward the rear. Thus, by tilting the front connecting beam 36 from bottom to top to the rear side, downward guiding of the rear collision force can be achieved, facilitating transmission of the collision force to the positions of the rocker beams 23 below both sides of the passenger compartment assembly 2, so as to reduce intrusion damage to the passenger compartment assembly 2.

In addition, by providing the front connecting beam 36 and the rear connecting beam 37 at the same time, the present embodiment can also reinforce the front and rear positions of the vehicle body rear side member 31, respectively, and can improve the overall torsional rigidity of the rear portion of the vehicle body. In addition, in a specific design, each rear connecting beam 37 of the present embodiment is also arranged in the up-down direction of the entire vehicle, and the tip end of each rear connecting beam 37 is connected to the upper side member 3101 on the same side. In this way, the rear end of the side sill 3102 is connected to the upper side sill 3101 via the rear connecting beam 37, which facilitates the connection of the rear connecting beam 37, and the rear connecting beam 37 can also function as an anti-collision beam at the rear end of the side sill 3102, so that a larger contact area with a collision object is provided, thereby achieving the effect of reducing collision damage.

In this embodiment, in addition to the rear connecting beam 37, as a preferred embodiment, a first diagonal support beam 38 is also provided on the rear side of the rear connecting beam 7 facing the rear of the vehicle, and the first diagonal support beam 38 is inclined from bottom to top toward the rear side, and the top end thereof is connected to the upper side member 3101 on the same side. It can be appreciated that by providing the first diagonal support beam 38 connected between the rear end of the side sill 3102 and the side sill 3101, on the one hand, the structural strength of the entire vehicle body rear side sill 31 can be increased by the double-beam structure, and the guiding action of the first diagonal support beam 38 can be utilized, so that the collision force at the position of the side sill 3101 can be transmitted to the side sill 3102 better, the upper and lower side sills can be utilized to transmit the collision force, and the collision force transmission effect at the rear of the vehicle body can be improved.

In practice, it is preferable that the top ends of the rear connecting beams 37 on each side and the top ends of the first diagonal support beams 38 on each side are connected to the bottom of the side member 3101 on the same side. In this way, the connection of the rear connecting beam 37 and the first diagonal support beam 38 to the bottom of the upper side member 3101 is facilitated by connecting the rear connecting beam 37 and the first diagonal support beam 38 to the upper side member 3101, and at the same time, it is understood that it is possible to avoid the connection of the two to the side portion of the upper side member 3101, which would adversely affect the arrangement of the peripheral components.

In addition, in the present embodiment, it is preferable that the bottom end of each side first cross brace 38 is also provided so as to be engaged with the rear end of the same side sill 3102 in the front-rear direction of the entire vehicle. The engagement arrangement, i.e., the bottom end of the first cross support beam 38 at least partially overlaps with the projection of the rear end of the same-side sill 3102 in the front-rear direction of the entire vehicle. By providing the engagement between the bottom end of the first diagonal support beam 38 and the rear end of the same-side sill 3102, the continuity of the collision force transmission can be ensured, and the collision force transmission effect can be further improved.

In the present embodiment, the rear shock-absorbing towers 32 are provided on the top of each side upper longitudinal beam 3101, and preferably, in practice, the rear shock-absorbing towers 32 on each side described above may be made of, for example, extruded aluminum profiles, while, as shown in fig. 15, rear shock-absorbing mounting grooves 3201 are provided on each rear shock-absorbing tower 32, respectively, and rear shock-absorbing mounting points are also provided in each rear shock-absorbing mounting groove 3201.

At this time, the rear shock absorber 32 is made of the extruded aluminum profile, so that the characteristics of simple preparation process, high structural strength and light weight of the extruded aluminum profile can be utilized, the rear shock absorber 32 can be conveniently prepared, and meanwhile, the structural strength of the rear shock absorber 32 can be ensured, and the lightweight design of the rear shock absorber is facilitated.

In the present embodiment, as shown in fig. 15 again, the rear shock absorber 32 made of extruded aluminum as described above is integrally of a square structure, and it may be attached to the top of the vehicle body rear side member 31 by a welding direction. Meanwhile, the rear shock absorber installation groove 3201 may be formed on the rear shock absorber 32 in a machining direction after the rear shock absorber 32 is extrusion-formed.

Note that, in machining the rear shock absorber mounting groove 3201, a structure such as a mounting platform should be machined in the rear shock absorber mounting groove 3201, and at this time, the rear shock absorber mounting point may be provided as a rear shock absorber mounting hole 3202 located on the mounting platform as shown in fig. 15. The rear shock absorber mounting holes 3202 are specifically two spaced apart, and the apertures face the notches of the rear shock absorber mounting grooves 3201, which can be achieved by mounting the rear shock absorber to the rear shock absorber mounting grooves 3201 through bolts when the rear shock absorber mounting holes are specifically implemented.

In the present embodiment, since the rear shock absorber 32 is provided on the top of the vehicle body rear side member, as a preferred embodiment, the triangular rear shock absorber beads 313 are provided on the side of each rear shock absorber 32 facing the vehicle tail, that is, on the rear side of the rear shock absorber 32. The rear shock absorber reinforcing ribs 313 at each rear shock absorber 32 may be generally provided in a plurality arranged side by side, and each rear shock absorber reinforcing rib 313 may be connected between the vehicle body rear side member 31 and the rear shock absorber 32. It can be appreciated that by providing the above-described triangular rear shock absorber reinforcing ribs 313 between the rear shock absorber 32 and the vehicle body rear side member 31, it is possible to improve the reliability of the arrangement of the rear shock absorber 32 on the vehicle body rear side member 31, and thus the stability of the arrangement of the rear shock absorber.

In this embodiment, a shock absorber cross member 33 is also connected between the rear shock absorber 32 on the left and right sides. At this time, by the arrangement of the shock-absorbing tower cross members 33 between the rear shock-absorbing towers 32 on both sides, the overall torsional rigidity of the rear portion of the vehicle body can be promoted, and at the same time, a transverse force transmission passage can be formed between the rear shock-absorbing towers 32 on both sides, thereby facilitating the transmission and decomposition of the collision force. The shock tower cross member 33 and the rear shock towers 32 on both sides may be coupled by conventional screw or welding, and preferably, the shock tower cross member 3 may be provided to be coupled to the top of each rear shock tower 32 so as to facilitate coupling therebetween.

As a preferred implementation form, in this embodiment, for the reinforcing brackets 35 disposed on the side of each rear shock absorber 32 facing the vehicle head, each reinforcing bracket 35 is of a "V" shape and has an inner reinforcing beam 3501 and an outer reinforcing beam 3502, and at the same time, the front ends of each inner reinforcing beam 3501 and each outer reinforcing beam 3502 are connected to the rear upper cross member 27 located at the rear of the passenger compartment assembly 2, the rear ends of each inner reinforcing beam 3501 are connected to the top of the same-side rear shock absorber 32, the rear ends of each outer reinforcing beam 3502 are connected to the side portions of the same-side rear shock absorber 32, and the rear ends of each outer reinforcing beam 3502 are lower than the rear ends of the same-side inner reinforcing beams 3501 in the up-down direction of the vehicle.

At this time, by providing the reinforcing brackets 35 composed of the inner reinforcement beams 3501 and the outer reinforcement beams 3502 at the sides of the rear shock towers 32 on both sides toward the vehicle head, and connecting the front ends of the inner reinforcement beams 3501 and the outer reinforcement beams 3502 with the rear upper cross member 27, the rear ends of the inner reinforcement beams 3501 and the outer reinforcement beams 3502 are connected with the rear shock towers 32, and the rear ends of the outer reinforcement beams 3502 are lower than the rear ends of the inner reinforcement beams 3501. The present embodiment can not only improve the rigidity of the vehicle body rear portion position and the connection strength between the vehicle body rear portion and the passenger compartment assembly 2 by means of the rear upper cross member 27, but also can form a force transmission passage between the vehicle body rear side member 31 and the rear upper cross member 27, thereby facilitating the transmission dispersion of the collision force between the passenger compartment assembly 2 and the vehicle body rear side member 31.

In addition, it can be appreciated that, in this embodiment, the height of the end, connected to the rear shock absorber 32, of the inner reinforcement beam 3501 and the outer reinforcement beam 3502 in each reinforcement bracket 35 is different, so that the inner reinforcement beam 3501 connected to the top of the rear shock absorber 32 can exert a pressing function on the rear shock absorber 32, thereby helping to improve the stability of the arrangement of the rear shock absorber 32.

As a preferred embodiment, the inner reinforcement beams 3501 on both sides are also connected to the rear upper cross member 27 by means of the same connecting bracket 3503. Like this, make the strengthening beam 3501 be connected with the back upper beam 27 through same linking bridge 3503 in the both sides, can make both sides reinforcing brace 35 form "W" type structure jointly to can further improve the reinforcement effect of both sides reinforcing brace 35, also be convenient for simultaneously strengthen the connection between support 35 and the back upper beam 27.

In specific implementation, the connecting bracket 3503 may be made of aluminum alloy plate, and is welded to the inner reinforcement beams 3501 on both sides. In addition, as a preferred embodiment, the rear end of each outer reinforcement beam 3502 of the present embodiment is specifically connected to the front end surface of the same-side rear shock tower 32 facing the front of the vehicle. At this time, the outer reinforcement beam 3502 connected to the front end surface of the rear shock absorber 32 can support the rear shock absorber 32 at the front side, and thus the reliability of the arrangement of the rear shock absorber 32 can be improved.

Further, based on the arrangement of the rear shock absorber reinforcing ribs 313 at the rear side of each rear shock absorber 32 described above, it is apparent that the rear shock absorber reinforcing ribs 313 and the outer reinforcement beams 3502 at the same side can form a sandwich of the rear shock absorber 32 at the same side in the front-rear direction. Therefore, the stability of the arrangement of the rear shock absorber 32 can be better increased by utilizing the rear shock absorber reinforcing ribs 313 and the external reinforcement beams 3502 on two sides, and the transmission effect of the rear collision force among the rear longitudinal beam 31 of the vehicle body, the rear shock absorber 32 and the external reinforcement beams 3502 can be better improved through the force transmission effect of each rear shock absorber reinforcing rib 313.

The upper side member 3101, the lower side member 3102, the rear bumper beam 39, the front connecting beam 36, the rear connecting beam 37, the first diagonal support beam 38, the inner reinforcement beam 3501, the outer reinforcement beam 3502, and the like of the present embodiment may have a beam structure commonly used in the existing automobile body. Also, as a preferred embodiment, at least one of the upper side member 3101, the lower side member 3102, the rear impact beam 39, the front connecting beam 36, the rear connecting beam 37, and the first diagonal support beam 38, the inner reinforcement beam 3501, and the outer reinforcement beam 3502 may be specifically made of an extruded aluminum profile. Of course, it is preferable that each of the above beams is made of an extruded aluminum profile. The rear lower cross members described below are also preferably manufactured by extruding an aluminum profile.

In this embodiment, the beam bodies are made of extruded aluminum profiles, so that the characteristics of the extruded aluminum profiles can be utilized, the preparation of the beam bodies is facilitated, the structural strength of the beam bodies is ensured, and the weight reduction of the beam bodies is facilitated.

With continued reference to fig. 14, as a preferred embodiment, the present embodiment has rear suspension mounting plates 310 connected between both side upper stringers 3101 and lower stringers 3102, and rear suspension mounting plates 310 provided thereon, and the above-described rear suspension mounting plates 310 provided on both front and rear sides of the rear shock absorber 32. At this time, the rear suspension mounting plates 310 on each side of the rear shock absorber 32 are also generally provided in plural, and generally the rear suspension mounting plates 310 should be provided in a pair by pair, and two rear suspension mounting plates 310 of each set are arranged at intervals for mounting the respective components in the rear suspension.

In particular, each rear suspension mounting plate 310 is preferably made of aluminum alloy and is connected to the upper side rail 3101 and the lower side rail 3102 by welding. Rear suspension mounting points on rear suspension mounting plates 310 are typically provided with mounting holes provided in rear suspension mounting plates 310, and in order to increase the reliability of the arrangement of rear suspension mounting plates 310, reinforcing ribs 31001 may preferably be provided at each rear suspension mounting plate 310 to provide reinforcement to each rear suspension mounting plate 310. The reinforcing plate 31001 may be made of an aluminum alloy plate.

It can be appreciated that by providing the rear suspension mounting plate 310 between the upper side member 3101 and the lower side member 3102, it is not only possible to facilitate the mounting of the rear suspension at the rear of the vehicle body, but also to increase the overall strength of the rear side member 31 of the vehicle body by using the rear suspension mounting plate 310, and to increase the collision force transmission path between the upper side member and the lower side member, thereby facilitating the improvement of the collision safety of the whole vehicle.

As a preferred embodiment, a rear lower cross member is further connected between the side sills 3102, and specifically includes a front lower cross member 311 provided near the front ends of the side sills 3102, and a rear lower cross member 312 connected between the rear ends of the side sills 3102. The front lower cross member 311 and the rear lower cross member 312 may be connected between the side sills 3102 on both sides by welding, and a connecting rib may be provided between each rear lower cross member and the side sills 3102 in order to increase the connection reliability.

By providing each rear lower cross member as described above between the side sills 3102, the present embodiment can further improve the overall torsional rigidity of the rear portion of the vehicle body, and at the same time, it can also make the collision force better transmitted between the side sills 3102 for decomposition, so that the collision injury can be reduced, and the collision safety of the whole vehicle can be improved.

As shown in fig. 16, in the case of a collision of the vehicle, in the case of a frontal collision of the vehicle, for example, the collision force is transmitted from the front side members 13 on both sides to the front side tower 12, and a part of the collision force can be transmitted to the center tunnel 21 via the inner support plate 1105. Then, the middle tunnel 21 transmits the collision force to the rear cowl reinforcement 22, and then to each reinforcement bracket 35 through the cowl top rail 27. Then, the collision force is transmitted to the vehicle body rear side members 31 on both sides via the reinforcing brackets 35 and the rear shock absorber 32, and is continuously transmitted and dispersed in the vehicle body rear assembly 3, so that the cancellation of the collision force is achieved.

Of course, in addition to the force transmission path constituted by the support plate 1105, the center tunnel 21, the rear wall reinforcement 22, the reinforcing brackets 35, the rear shock absorber 32, and the vehicle body rear side members 31, in the vehicle body of the present embodiment, there still exist force transmission paths constituted by, for example, the front wall 28, the a pillar 25, the rocker beam 23, the B pillar 24 on both sides, and the vehicle body rear side members 31 on both sides in the rear. Meanwhile, for example, the front subframe 14, the front lower cross member 2801, the seat mounting cross members, the front lower cross member 311, the rear lower cross member 312, the shock absorber cross member 33, and the like, can also achieve the transmission and dispersion of the collision force in the transverse direction (i.e., the left-right direction) of the entire vehicle, so as to improve the collision force transmission effect and the collision safety.

In the event of a rear collision of the vehicle, the transmission process of the collision force is opposite to that in the event of a side collision, and in the event of a side collision, the collision force can be transmitted and dispersed to the front cabin assembly 1 and the vehicle body rear assembly 3 on the front and rear sides through the rocker beam 23 and the center tunnel 21.

From this, the automobile body of this embodiment can make the more effective transmission of collision force between the automobile body front and back, probably can improve automobile body collision force transmission ability, promotes whole car collision security, promotes the whole car quality of car, and has fine practicality.

Example two

The present embodiment also relates to an automobile body which differs from the automobile body in the first embodiment mainly in the structure of the body rear assembly 3.

Specifically, in the vehicle body rear assembly 3 of the present embodiment, as shown in fig. 17 to 21, both side rear side members 31 are die-cast molded, and the rear side members 31 on each side also have an upper side member 3101 and a lower side member 3102. However, the front end of the side sill 3102 of the present embodiment is connected to the root of the side sill 3101, and the root of each side sill 3101 is connected to the rocker 23 on the same side.

In the vehicle body rear assembly 3 of the present embodiment, in addition to the rear bumper beams 39 connected to the rear ends of the side upper side sills 3101, the sub rear bumper beams 34 are connected to the rear ends of the side lower side sills 3102. The rear bumper beam 39 is located above the sub-rear bumper beam 34 in the vehicle vertical direction, and the rear bumper beam 39 is located behind the sub-rear bumper beam 34 in the vehicle longitudinal direction.

At this time, the rear side member 31 is die-cast and formed by the upper side member 3101 and the lower side member 3102, and the rear side members 39 are connected to the rear ends of the upper side members 3101 on both sides, and the rear ends of the lower side members 3102 are connected to the auxiliary rear side members 34, so that not only can the characteristics of the die-cast and forming process be utilized, but also the manufacturing of the rear side member 31 can be facilitated, the structural strength of the rear side member can be ensured, and the double-beam structure of the rear side member can be utilized, and the structural strength of the whole rear side member can be increased by means of the main rear side member and the auxiliary rear side member.

Meanwhile, the dual-beam structure of the upper longitudinal beam 3101 and the lower longitudinal beam 3102 can form a dual-channel force transmission structure at the rear part of the vehicle body, which is conducive to the transmission of collision force at the rear part of the vehicle body, and thus the transmission effect of the collision force can be improved, the capability of coping with the collision of the vehicle is improved, and the safety of the collision of the whole vehicle is improved.

Of course, through the relative position setting of the rear anti-collision beam 39 and the auxiliary rear anti-collision beam 34 in the up-down direction and the front-back direction of the whole vehicle, the rear anti-collision beam 39 is specifically arranged above the auxiliary rear anti-collision beam 34, so that the rear anti-collision beam 39 can participate in collision at first when the automobile collides, especially when the automobile collides, the rear anti-collision beam 39 can better collapse and absorb energy by utilizing the upper longitudinal beam 3101, the transmission effect of collision force is ensured, the level energy absorption effect of the main rear anti-collision beam and the auxiliary rear anti-collision beam can be formed, and the collision coping capacity is improved.

Specifically, the rear side member 31 of the present embodiment may be formed by, for example, die casting with cast aluminum. Furthermore, as a preferred embodiment, the present embodiment also provides that the cross section of the upper side member 3101 is larger than the cross section of the lower side member 3102. Thus, the overall molding of the rear side member 31 of the vehicle body can be facilitated, and the weight of the rear side member 31 of the vehicle body can be reduced while forming a double force transmission passage, thereby facilitating the weight reduction of the vehicle body.

In the vehicle body rear side member 31 of the present embodiment, the side sill 3102 is specifically connected to the side of the upper side member 3101 with the root portion thereof facing the rear of the vehicle, and the rocker member 23 connected to the upper side member 3101 is connected to the side of the upper side member 3101 with the root portion thereof facing the front of the vehicle. In this way, it is also possible to ensure continuity of the force transmission path between the side sill 3102 and the rocker 23, thereby facilitating the improvement of the impact force transmission effect between the vehicle body rear side member 31 and the rocker 23.

In the present embodiment, based on the die-casting of the whole body rear side member 31, it is preferable that grooves are formed in both the upper side member 3101 and the lower side member 3102, a plurality of side member reinforcing ribs 3104 are provided in the grooves, and a plurality of triangular reinforcing cavities 3105 are also partitioned by the side member reinforcing ribs 3104 in the upper side member 3101 and the lower side member 3102. In this way, it can be understood that by providing the side member reinforcement bars 3104, the structural strength of the upper side member 3101 and the lower side member 3102 can be improved, and the reinforcement cavities 3105 partitioned by the side member reinforcement bars 3104 are triangular, and the reinforcement effect of the side member reinforcement bars 3104 can be improved by utilizing the characteristic of large structural strength of the triangle.

Of course, it should be noted that, instead of separating the triangular reinforcing cavities 3105 from the longitudinal beam reinforcing ribs 3104 in both the upper longitudinal beam 3101 and the lower longitudinal beam 3102, the present embodiment may also be configured such that, for example, only the triangular reinforcing cavities 3105 are separated from the longitudinal beam reinforcing ribs 3104 in the upper longitudinal beam 3101, and the longitudinal beam reinforcing ribs 3104 in the lower longitudinal beam 3102 are configured in other suitable configurations. In addition, in the embodiment, for example, part of the longitudinal beam reinforcing ribs 3104 in the upper longitudinal beam 3101 may be sequentially connected to form a linear or quasi-linear (i.e., curved, but still extending like a straight line) partition structure, and other longitudinal beam reinforcing ribs 3104 may be disposed on both sides of the partition structure, respectively, and form a triangular reinforcing cavity 3105 in an enclosing manner. The partition plate structure formed as described above contributes to further improvement in structural strength of the upper side member 3101.

As a preferred embodiment, the present embodiment further has rear side member rear sections 3103 connected to the rear ends of the side upper side members 3101, and the rear bumper beam 39 is connected to the rear ends of the side rear side member rear sections 3103. At this time, the rear end of the upper side member 3101 is connected to the rear side member rear section 3103, which can facilitate the adjustment of the length of the vehicle body rear side member 31, and can adapt to the size requirements of different vehicle types, thereby improving the general-purpose capability of the vehicle types. In specific implementation, the rear section 3103 of the rear longitudinal beam may be an extruded aluminum profile, so that the rear section 3103 of the rear longitudinal beam is easy to prepare, the weight of the rear section 3103 of the rear longitudinal beam is reduced, the structural strength of the rear section 3103 of the rear longitudinal beam is ensured, and the rear section 3103 of the rear longitudinal beam has a better collapse energy absorbing effect.

In the present embodiment, the rear shock towers 32 on both sides are integrally formed on the top of the upper side member 3101 on the same side, and as a preferred embodiment, a shock tower cross member 33 is also connected between the rear shock towers 32 on both sides. In addition to the shock absorber cross member 33, in the present embodiment, a second diagonal support beam 314 is preferably provided between each side upper side member 3101 and the shock absorber cross member 33.

In the left-right direction of the whole vehicle, the second diagonal support beams 314 on each side incline from bottom to top to the inside of the vehicle, the bottom ends of the second diagonal support beams 314 on each side are connected with the rear parts of the rear longitudinal beams 31 of the vehicle body on the same side, and the top ends of the second diagonal support beams 314 on each side are connected to the shock absorber cross beams 33.

At this time, by providing the shock tower cross member 33 between the two-sided rear shock towers 32, and on this basis, further providing the second diagonal support beams 314 between the two-sided vehicle body rear side members 31 and the shock tower cross member 33, respectively. The present embodiment not only can increase the torsional rigidity of the rear portion of the vehicle body by utilizing the supporting action of the shock-absorbing tower cross beam 33 and the two side second diagonal support beams 314, but also can perform the dispersed transmission of the collision force in the transverse direction (i.e., the left-right direction of the whole vehicle) and the longitudinal direction (i.e., the up-down direction of the whole vehicle) of the vehicle body by the shock-absorbing tower cross beam 33 and each second diagonal support beam 314, thereby being beneficial to improving the transmission dispersion effect of the collision force in the rear portion of the vehicle body.

In addition, each rear shock absorber 32 is integrally formed on top of the same-side vehicle body rear side member 31, that is, when the vehicle body rear side member 31 is die-cast, the rear shock absorber 3 located thereon is die-cast together. Thus, the rear shock absorber 32 is integrally formed on the rear longitudinal beam 31 of the vehicle body, the rear shock absorber 32 can be conveniently manufactured and formed, the connecting step between the rear shock absorber 32 and the rear longitudinal beam 31 of the vehicle body is omitted, and the structural strength of the rear shock absorber 32 can be ensured as well.

In this embodiment, the reinforcing brackets 8 disposed on the rear shock towers 32 on both sides toward the vehicle head side are also V-shaped, and have an inner reinforcing beam 801 and an outer reinforcing beam 802. The rear ends of the inner stiffening beams 801 are also connected to the same-side rear shock absorber 32, the front ends of the inner stiffening beams 801 and the outer stiffening beams 802 are also connected to the rear upper cross member 27 located at the rear of the passenger compartment assembly 2, the front ends of the inner stiffening beams 801 are disposed near the middle of the rear upper cross member 27 in the longitudinal direction, and the front ends of the outer stiffening beams 802 are disposed near the same-side B-pillars 24.

In particular, the inner reinforcing beam 801 and the outer reinforcing beam 802 in the reinforcing bracket 8 of the present embodiment may be made of aluminum alloy pultrusion profiles, and may be connected to the rear upper cross member 27 through a conventional bracket structure.

In addition, in order to improve the setting effect of the reinforcing bracket 8, in this embodiment, the reinforcing plates 3504 may be further connected between the inner reinforcing beams 801 and the outer reinforcing beams 802 on both sides, the reinforcing plates 3504 on each side are all connected with the upper rear beam 27, and preferably, the reinforcing plates 3504 on each side may be two reinforcing plates that are fastened up and down, and the reinforcing plates 3504 on each side and the upper rear beam 27, and the reinforcing bracket 8 on the same side may be formed into a cavity.

In this way, by providing the reinforcing plate 3504, in particular, by forming the cavity, the characteristic of high structural strength of the cavity can be utilized, and the connection effect between the reinforcing bracket 8 and the rear upper cross member 27 can be ensured. In particular, each side reinforcement plate 3504 may be made of aluminum alloy plate, and may be connected to the rear upper cross member 27 and the inner reinforcement beam 801 and the outer reinforcement beam 802 on both sides in a welding direction.

In this embodiment, as a preferred embodiment, a connecting vertical beam is provided between the upper side member 3101 and the lower side member 3102 on both sides, and the connecting vertical beam includes a front vertical beam 3106 provided near the front end of the lower side member 3102, and a rear vertical beam 3107 provided near the rear end of the lower side member 3102. At this time, by providing the connecting vertical beam between the upper side member 3101 and the lower side member 3102, the structural strength of the entire vehicle body rear side member 31 can be further increased, and at the same time, the provision of the connecting vertical beam can also form a force transmission path between the upper side member 3101 and the lower side member 3102, thereby facilitating the transmission and dispersion of the collision force therebetween.

In this embodiment, the front lower cross member 311 is specifically connected between the upper side members 3101 on both sides, the rear lower cross member 312 is specifically connected between the lower side members 3102 on both sides, and the front lower cross member 311 is disposed near the front ends of the upper side members 3101 on both sides, and the rear lower cross member 312 is disposed near the rear ends of the lower side members 3102 on both sides. At this time, by providing the front lower cross member 311 between the side upper side members 3101 and the rear lower cross member 312 between the side lower side members 3102, it is possible to further improve the overall torsional rigidity of the rear portion of the vehicle body, and at the same time, it is also possible to better transmit the collision force between the side rear side members 31 for decomposition so as to reduce the collision injury and improve the collision safety of the whole vehicle.

It should be noted that, in addition to tilting from bottom to top into the vehicle, the second diagonal support beams 314 of this embodiment tilt from bottom to top in the front-rear direction of the vehicle, and overlap the shock tower cross beam 33, and then connect with the shock tower cross beam 33. In this way, each second diagonal support beam 314 is also inclined forward, which can also avoid affecting the arrangement of the peripheral members, while also helping to promote the supporting effect of the second diagonal support beam 314 on the shock tower cross member 33.

In this embodiment, as a preferred embodiment, as shown in fig. 20 and 21, a rear suspension mounting bracket 31014 is provided on both side sills 3102, and a rear suspension mounting point is provided on the rear suspension mounting bracket 31014. At this time, the rear suspension mounting bracket 31014 may be formed by a plate body integrally molded with the side sill 3102, and the rear suspension mounting point may be a rear suspension mounting hole provided in the plate body. By providing the rear suspension mounting bracket 31014 on the side sill 3102, the rear suspension can be easily mounted on the rear portion of the vehicle body, and the side sill 3102 on both sides can be used in place of the rear sub-frame, so that a good weight reduction effect can be achieved on the whole vehicle.

In order to facilitate the connection with the above-described beam bodies, with continued reference to fig. 20 and 21, the present embodiment preferably has a threshold beam connecting groove 3108, a front cross member connecting seat 3109, a shock absorber cross member connecting groove 31010, and a side member rear section connecting groove 31011, a reinforcement beam connecting groove 31012, and a rear cross member connecting seat 31013 formed at the front end of the upper side member 3101. The rocker connecting groove 3108 is configured to allow the rear end of the rocker 23 to be inserted, and after the insertion, the front end of the upper side member 3101 and the rear end of the rocker 23 can be fixedly connected together by a bolt or the like. The front beam connecting seat 3109 is used for connecting the front lower beam 311, the shock tower beam connecting groove 31010 is used for connecting the shock tower beam 33, the longitudinal beam rear section connecting groove 31011 is used for connecting the rear longitudinal beam rear section 3103, the number of the stiffening beam connecting grooves 31012 is two, the stiffening beam connecting seat 31013 is used for connecting the inner stiffening beam 801 and the outer stiffening beam 802, and the rear beam connecting seat 31013 is used for connecting the rear lower beam 312.

It should be noted that, when the above-mentioned connecting grooves or connecting seats are connected, the ends of the corresponding beams are inserted into the grooves and then fixedly connected by means of bolts or the like, but it is needless to say that, in addition to the bolts, the connection may be performed by means of FDS (Flow DRILL SCREW, rotational tapping). In addition, for the installation of the rear shock absorber, a rear shock absorber installation hole 32a is also formed in the formed rear shock absorber tower 32, the two rear shock absorber installation holes 32a are specifically arranged at intervals, and concave groove bodies can be formed in the rear shock absorber tower 32 and the upper longitudinal beam 3101 between the two rear shock absorber installation holes 32a so as to avoid the rear shock absorber, thereby being beneficial to the installation and arrangement of the rear shock absorber.

In this embodiment, as a preferred embodiment, at least one of the second diagonal support beams 314 on both sides, the sub rear bumper beam 34, and the like may be an aluminum alloy pultrusion profile. And, preferably, when implementing, can make each roof beam body above all adopt aluminum alloy to pull and squeeze the section bar to make. By adopting the aluminum alloy pultrusion profile for each beam body, the characteristics of the aluminum alloy pultrusion profile can be utilized, the preparation of each beam body is convenient, the structural strength of each beam body is ensured, and the weight reduction of each beam body is facilitated.

In addition, as a preferred embodiment, the present embodiment may also be such that the middle portion of the sub rear impact beam 34 in the longitudinal direction (in the left-right direction of the whole vehicle) arches rearward in the front-rear direction of the whole vehicle. In this way, the middle rear arch of the auxiliary rear anti-collision beam 34 is arranged, so that the structural strength of the auxiliary rear anti-collision beam 34 can be improved by utilizing the characteristic of high arch structural strength, and the collapse energy absorption effect and the force transmission capability of the auxiliary rear anti-collision beam 34 during automobile rear collision are improved.

The transmission of the collision force in the vehicle body when the vehicle collides with the vehicle body according to the present embodiment can still be as shown in fig. 16, and the description of the first embodiment will not be repeated here.

The automobile body of the embodiment can also enable the collision force to be transferred more effectively between the front part and the rear part of the automobile body, so that the collision force transfer capacity of the automobile body can be improved, the collision safety of the whole automobile is improved, the quality of the whole automobile is improved, and the automobile body has good practicability.

Example III

The present embodiment relates to an automobile having the automobile body of the first embodiment or the second embodiment.

The automobile of this embodiment can increase the transmission passageway of traversing front and back in the automobile body through setting up foretell automobile body, can make the more effectual transmission of collision force between the automobile body front and back, probably can improve automobile body collision force transmission ability, promotes whole car collision security, promotes the whole car quality of car, and has fine practicality.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims

1. An automotive body characterized in that:

the automobile body is provided with a front cabin assembly (1), a passenger cabin assembly (2) and a rear automobile body assembly (3);

the front cabin assembly (1) is provided with front shock towers (11) which are respectively arranged at the left side and the right side, front cabin longitudinal beams (13) which are connected to the front parts of the front shock towers (11) at each side, and front anti-collision beams (17) which are connected with the front ends of the front cabin longitudinal beams (13) at the two sides, and a supporting plate (1105) which extends in a backward inclined way is arranged at one side of the front shock towers (11) at the two sides facing the vehicle interior;

The passenger cabin assembly (2) is provided with a middle channel (21), a rear wall reinforcement (22) with the bottom end connected with the rear end of the middle channel (21), and a rear wall upper cross beam (27) connected with the top end of the rear wall reinforcement (22);

the automobile body rear assembly (3) is provided with automobile body rear longitudinal beams (31) which are respectively arranged at the left side and the right side, and rear shock towers (32) which are connected to the tops of the automobile body rear longitudinal beams (31) at each side, wherein the rear shock towers (32) at both sides are connected with reinforcing brackets (35) which are arranged towards one side of the automobile head;

the support plates (1105) on two sides are connected with the front end of the middle channel (21) in the front-rear direction of the whole vehicle, and the front ends of the reinforcing brackets (35) on two sides are connected with the rear upper cross beam (27).

2. The automotive body of claim 1, wherein:

Each side of the front shock absorber tower (11) comprises a shock absorber tower body formed by die casting, the shock absorber tower body is in an arch shape which arches upwards, and the top of the shock absorber tower body is provided with a front shock absorber mounting seat (12);

The rear portion of shock absorber body of each side all is equipped with the first front wall connecting portion of enclosing (28) before connecting, each side backup pad (1105) with homonymy shock absorber body integrative die casting, and each side the rear end of backup pad (1105) be equipped with enclose connecting portion before the second of enclosing (28) connection before.

3. The automotive body of claim 2, wherein:

the shock absorber body is provided with a front supporting leg (1101), a rear seat body (1102) and an upper connecting part (1103) for connecting the front supporting leg (1101) and the rear seat body (1102);

The front shock absorber mounting seat (12) is located at the top of the rear seat body (1102), the front cabin longitudinal beam (13) is connected to the front portion of the front supporting leg (1101), the first front wall connecting portion is located on the rear seat body (1102), and the supporting plates (1105) on each side are connected to the rear seat body (1102) on the same side.

4. A motor vehicle body as claimed in claim 3, characterized in that:

A beam connecting seat (1104) is arranged on one side of the front supporting leg (1101) facing the vehicle, and a front cabin beam (15) is connected between the beam connecting seats (1104) on two sides; and/or the number of the groups of groups,

The front shock absorber mounting seat (12) is detachably connected to the shock absorber body.

5. A motor vehicle body as claimed in claim 3, characterized in that:

-from top to bottom of the front leg (1101), the front leg (1101) gradually tilting towards the front of the car; and/or the number of the groups of groups,

The rear part of the rear seat body (1102) is provided with a lapping plate (11021) extending backwards and a lapping arm (11022) connected with the top of the lapping plate (11021), and the lapping plate (11021) and the lapping arm (11022) are provided with a lapping surface (1102 a) lapped on the front wall (28).

6. The automotive body of claim 1, wherein:

The front cabin assembly is also provided with a front auxiliary frame (14) connected between the bottoms of the front shock towers (11) at two sides, auxiliary frame longitudinal beams (18) which are respectively arranged at the left side and the right side and are connected with the front parts of the front auxiliary frames (14), and auxiliary frame anti-collision beams (19) which are connected with the front ends of the auxiliary frame longitudinal beams (18) at two sides;

The front anti-collision beam (17), the front cabin longitudinal beams (13) on two sides and the front shock absorption towers (11) on two sides are connected to form an upper force transmission channel arranged along the front-rear direction of the whole vehicle, and the auxiliary frame anti-collision beam (19), the auxiliary frame longitudinal beams (18) on two sides and the front auxiliary frame (14) are connected to form a lower force transmission channel arranged along the front-rear direction of the whole vehicle.

7. The automotive body of claim 6, wherein:

The front auxiliary frame (14) comprises an auxiliary frame body formed by die casting, wherein the auxiliary frame body is plate-shaped and is provided with a front cross beam (1401), a rear cross beam (1402) and longitudinal connecting plates (1403) which are respectively arranged at the left side and the right side;

Each side of the front shock absorber (11) is connected between the front cross beam (1401) and the rear cross beam (402), and the longitudinal connecting plates (1403) on both sides are triangular with gradually larger width along the direction pointing to the rear cross beam (1402).

8. The automotive body of claim 7, wherein:

A reinforcing beam (1404) is connected between the longitudinal connecting plates (1403) at two sides, and second reinforcing ribs (14042) which are in an X shape are arranged between the reinforcing beam (1404) and the front beam (1401) and between the reinforcing beam (1404) and the rear beam (1402); and/or the number of the groups of groups,

Along the direction of directional rear cross beam (1402), both sides the distance (k) between the edge (L) that is close to one side in the car of vertical connecting plate (1403) gradually diminishes and sets up, and both sides all be equipped with a plurality of vertical connecting plate lightening holes (14031) on vertical connecting plate (1403), both sides in vertical connecting plate lightening holes (14031) all have at least part be with the homonymy vertical connecting plate (1403) be close to one side in the car rectangular hole of edge (L) parallel.

9. The automotive body of claim 1, wherein:

The rear longitudinal beams (31) of the vehicle body on two sides comprise an upper longitudinal beam (3101) and a lower longitudinal beam (3102) which are arranged at intervals up and down, and the rear shock absorption towers on each side are connected to the top of the upper longitudinal beam on the same side;

The front ends of the upper longitudinal beams (3101) on both sides are connected with a rear middle cross beam (29) positioned at the rear part of the passenger cabin assembly (2), the front ends of the lower longitudinal beams (3102) are connected with the rear ends of the side door sill beams (23), and connecting beams for connecting the upper longitudinal beams (3101) and the lower longitudinal beams (3102) are arranged between the upper longitudinal beams (3101) and the lower longitudinal beams.

10. The automotive body of claim 9, wherein:

the rear end of the upper longitudinal beam (3101) is positioned behind the rear end of the lower longitudinal beam (3102) in the front-rear direction of the whole vehicle;

the connecting beams on both sides each include a front connecting beam (36) arranged near the front end of the vehicle body rear side member (31), and rear connecting beams (37) connected to the rear end portions of the side sills (3102), the top ends of the rear connecting beams (37) being connected to the upper side member (3101) on the same side.

11. The automotive body of claim 10, wherein:

The front connecting beam (36) is obliquely arranged from bottom to top to one side of the tail; and/or the number of the groups of groups,

The rear connecting beams (37) on two sides are provided with first inclined supporting beams (38) on one side facing the tail of the vehicle, the bottom ends of the first inclined supporting beams (38) are connected to the rear connecting beams (37) on the same side, and the top ends of the first inclined supporting beams (38) are connected to the upper longitudinal beams (3101) on the same side.

12. The automotive body of claim 9, wherein:

each side of the rear shock absorber tower (32) is made of an extruded aluminum profile, each rear shock absorber tower (32) is provided with a rear shock absorber mounting groove (3201), and rear shock absorber mounting points are arranged in the rear shock absorber mounting grooves (3201); and/or the number of the groups of groups,

A shock absorber beam (33) is connected between the rear shock absorber (32) on both sides, a rear lower beam is connected between the side sills (3102) on both sides, and the rear lower beam comprises a front lower beam (311) arranged near the front ends of the side sills (3102) on both sides, and a rear lower beam (312) connected between the rear ends of the side sills (3102) on both sides.

13. The automotive body of claim 9, wherein:

At least one of the upper longitudinal beam (3101), the lower longitudinal beam (3102) and the connecting beam is made of extruded aluminum profile; and/or the number of the groups of groups,

Rear suspension mounting brackets (310) are arranged between the upper longitudinal beam (3101) and the lower longitudinal beam (3102) at two sides, and rear suspension mounting points are arranged on the rear suspension mounting brackets (310).

14. The automotive body of claim 1, wherein:

The rear side beams (31) of the two sides are subjected to pressure equalizing casting, each side of the rear side beam (31) of the vehicle body is provided with an upper side beam (3101) and a lower side beam (3102) with the front end connected with the root part of the upper side beam (3101), and the root part of each side of the upper side beam (3101) is connected with a threshold beam (23) on the same side;

the rear shock absorber (32) on each side is integrally formed on the top of the upper side member (3101) on the same side.

15. The automotive body of claim 14, wherein:

a shock absorption tower beam (33) is connected between the rear shock absorption towers (32) at two sides;

A second inclined supporting beam (314) is arranged between the upper longitudinal beam (3101) and the shock absorber cross beam (33) on each side, the second inclined supporting beam (314) on each side inclines from bottom to top to the inside of the whole vehicle in the left-right direction of the whole vehicle, the bottom end of the second inclined supporting beam (314) on each side is connected with the rear part of the upper longitudinal beam (3101) on the same side, and the top end of the second inclined supporting beam (314) on each side is connected to the shock absorber cross beam (33).

16. The automotive body of claim 14, wherein:

A front lower cross beam (311) is connected between the upper longitudinal beams (3101) at two sides, a rear lower cross beam (312) is connected between the lower longitudinal beams (102) at two sides, the front lower cross beam (311) is arranged close to the front ends of the upper longitudinal beams (3101) at two sides, and the rear lower cross beam (312) is arranged close to the rear ends of the lower longitudinal beams (3102) at two sides; and/or the number of the groups of groups,

Rear suspension mounting brackets (31014) are arranged on the side sills (3102) on both sides, and rear suspension mounting points are arranged on the rear suspension mounting brackets (31014).

17. The automotive body according to any one of claims 1 to 16, characterized in that:

The reinforcing brackets (35) on both sides are V-shaped and are provided with an inner reinforcing beam (3501) and an outer reinforcing beam (3502);

The rear ends of the inner reinforcement beams (3501) and the outer reinforcement beams (3502) on each side are connected to the rear shock absorber (32) on the same side, and the front ends of the inner reinforcement beams (3501) and the outer reinforcement beams (3502) on each side are connected to the rear upper beam (27).

18. The automotive body of claim 17, wherein:

The rear end of each inner reinforcement beam (3501) is connected to the top of the rear shock absorber (32) on the same side, the rear end of each outer reinforcement beam (3502) is lower than the rear end of the inner reinforcement beam (3501) on the same side in the up-down direction of the whole vehicle, and the rear end of each outer reinforcement beam (3502) is connected to the front end face of the rear shock absorber (32) on the same side, which faces the front side of the vehicle; and/or the number of the groups of groups,

Reinforcing plates (3504) are connected between the inner reinforcing beams (3501) and the outer reinforcing beams (3502) on two sides, the reinforcing plates (3504) on each side are connected with the rear surrounding upper beam (27), and cavities are formed in the surrounding configuration of the reinforcing supports (35) on the same side.

19. An automobile, characterized in that:

the automobile having an automobile body as claimed in any one of claims 1 to 18.