CN214396955U - Automobile, automobile body and front longitudinal beam assembly thereof - Google Patents

Abstract

The utility model relates to the field of automotive technology, specifically provide a car, automobile body and front longitudinal assembly thereof aims at solving the big, with high costs problem of the current front longitudinal processing degree of difficulty. The front longitudinal beam assembly comprises an upper front longitudinal beam and a lower front longitudinal beam which are formed by split machining; the lower end face of the upper front longitudinal beam is provided with an avoiding groove, the avoiding groove is used for avoiding a driving shaft of an automobile and an enveloping space of the driving shaft, the lower front longitudinal beam is fixedly connected to the lower end face of the upper front longitudinal beam, and the lower front longitudinal beam is located on the rear side of the avoiding groove. The front longitudinal beam assembly is formed by assembling an upper front longitudinal beam and a lower front longitudinal beam which are formed by split machining, and then the lower front longitudinal beam is fixed on the lower end surface of the upper front longitudinal beam, so that the height difference between the lower end surfaces of the upper front longitudinal beam and the lower front longitudinal beam is matched with the height difference between a front mounting point and a rear mounting point of a front auxiliary frame of an automobile on an automobile body, and the process of machining and cutting off a local structure is omitted, so that the machining difficulty is reduced, the length of machining is shortened, and the cost of the front longitudinal beam assembly is greatly reduced.

Description

Automobile, automobile body and front longitudinal beam assembly thereof

Technical Field

The utility model belongs to the technical field of the car, specifically provide a car, car body and front longitudinal assembly thereof.

Background

Minimizing the mortality and injury level of occupants during a traffic (collision) accident in a vehicle, particularly a passenger car, is a core design technology for the overall vehicle development and manufacture of passenger cars. The design of the collision safety deformation structure of the vehicle body structure is the basis for improving the collision safety performance of the whole vehicle. In order to meet the public demand for higher and higher collision safety of domestic passenger vehicles, in recent years, relevant departments of various countries have gradually improved and supplemented some test conditions for collision safety performance of passenger vehicles in relevant legislation and evaluation regulations of the country. For example, the united states is updating its series of regulations and evaluation codes for safe crash performance for vehicles sold in its domestic market, requiring that the body member compartment withstand greater crash forces with relatively less deformation under more operating conditions.

With the popularization of domestic passenger vehicles in global markets, the environmental protection problems caused by petrochemical energy shortage and combustion are more and more serious, so that new energy vehicles are actively developed in various countries. One direction of the electric vehicle as a new energy vehicle is becoming a future trend. In addition to the traditional design, the design of the electric vehicle needs to consider the design of a higher endurance mileage so as to satisfy the competitiveness with the traditional fuel vehicle.

With the rapid development of electric vehicles in recent years, under the same energy density, in order to increase the endurance mileage, electric vehicles are equipped with a battery pack with a larger weight. Compared with a fuel vehicle with the same specification, the whole vehicle mass of the electric vehicle is greatly increased, so that the whole vehicle kinetic energy of the vehicle at the initial collision stage of the vehicle is increased under the same test condition, namely, the vehicle body structure of the electric vehicle needs to bear larger force and absorb more motion energy to improve the safety.

The front longitudinal beam is the most important energy-absorbing bearing part in the body structure of the electric automobile, and is generally formed by stamping low-alloy steel plates, the section shape is generally a groove shape, and some parts are made into Z-shaped or box-shaped sections.

In order to reduce the overall weight of the automobile, more and more front longitudinal beams are integrally formed by adopting an aluminum alloy extrusion process. Referring to fig. 1, the front longitudinal beam 1' is a hollow rectangular parallelepiped structure, and an avoidance groove 1a ' is formed in a lower end surface of the front longitudinal beam, and the avoidance groove 1a ' is used for avoiding a driving shaft and an enveloping space thereof. In addition, in order to enhance the capability of the front side frame 1' to bear the front side impact force, three reinforcing ribs 10' are sequentially arranged at intervals in the height direction in the hollow structure, and the front side frame is divided into three chambers with front and rear ends opened by the three reinforcing ribs 10 '.

The processing technology of the front longitudinal beam 1' is that an aluminum alloy extrusion technology is firstly adopted to process a hollow cuboid structure with front and rear openings and a reinforcing rib 10' inside, and meanwhile, an avoiding groove 1a ' is formed on the lower end surface of the hollow cuboid structure through machining. The front sub-frame is fixed to the lower portion of the front side member 1' since the front end of the front sub-frame is higher than the rear end thereof. In order to match the front subframe, after the front side member 1' is integrally formed by extrusion, a local area on the front side of the avoidance groove 1a ' is cut off by machining, and finally, a height difference is formed on the lower end surface on the front side and the lower end surface on the rear side of the avoidance groove 1a ' of the front side member 1', so that the lower end surface on the front side of the avoidance groove 1a ' is higher than the lower end surface on the rear side thereof.

This kind of front longitudinal 1' still need utilize the machine tooling excision local area after integrative extrusion moulding, has increased front longitudinal 1 ''s the processing degree of difficulty on the one hand like this, has improved the processing cost, and the part that the other side machine tooling was excised has fallen into the waste material, has caused the waste of resource.

In view of this, a person skilled in the art needs to optimize the structure of the existing front longitudinal beam to solve the problems of high processing difficulty and high cost of the existing front longitudinal beam.

SUMMERY OF THE UTILITY MODEL

Big, the problem with high costs in order to solve current front longitudinal processing degree of difficulty, the utility model provides a front longitudinal assembly of automobile body on the one hand.

The utility model discloses a front longitudinal assembly of automobile body is including the last front longitudinal and the lower front longitudinal of components of a whole that can function independently machine-shaping, the lower terminal surface processing of going up front longitudinal has the groove of dodging, dodge the groove be used for dodging the car the drive shaft with the envelope space of drive shaft, front longitudinal fixed connection is in down on the lower terminal surface of last front longitudinal, and down front longitudinal is located dodge the rear side in groove.

The utility model discloses an among the preferred scheme of above-mentioned front longitudinal assembly, be provided with on the last interior plate of last front longitudinal on and lure the guide slot, it extends along the direction of height to lure the guide slot.

The utility model discloses an among the preferred scheme of above-mentioned front longitudinal assembly, it is in to lure the guide slot setting dodge the rear end inboard in groove.

The utility model discloses an among the preferred scheme of above-mentioned front longitudinal assembly, down the front longitudinal follow the back tip of going up the front longitudinal extends to dodge the notch department in groove.

The utility model discloses an in the preferred scheme of above-mentioned front longitudinal assembly, go up the front longitudinal with down the front longitudinal passes through the excessive welding process fixed connection of cold metal.

The utility model discloses an among the preferred scheme of above-mentioned front longitudinal assembly, go up front longitudinal and/or front longitudinal is with aluminum alloy extrusion process machine-shaping down.

The utility model discloses an among the preferred scheme of above-mentioned front longitudinal assembly, it is front and back both ends open-ended hollow structure to go up front longitudinal, it still includes a plurality of strengthening ribs to go up front longitudinal the strengthening rib sets up along direction of height interval in proper order in the last front longitudinal.

The utility model discloses an among the preferred scheme of above-mentioned front longitudinal assembly, front longitudinal is both ends open-ended hollow structure around down.

The front longitudinal beam assembly of the automobile body of the utility model comprises an upper front longitudinal beam and a lower front longitudinal beam which are processed and formed in a split way; the lower end face of the upper front longitudinal beam is provided with an avoiding groove, the avoiding groove is formed to avoid an automobile driving shaft and an enveloping space of the automobile driving shaft, the lower front longitudinal beam is fixedly connected to the lower end face of the upper front longitudinal beam, and the lower front longitudinal beam is located on the rear side of the avoiding groove.

The front longitudinal beam assembly is formed by assembling an upper front longitudinal beam and a lower front longitudinal beam which are formed by split machining, and then the lower front longitudinal beam is fixed on the lower end surface of the upper front longitudinal beam, so that the height difference between the lower end surfaces of the upper front longitudinal beam and the lower front longitudinal beam is matched with the height difference between the front end and the rear end of a front auxiliary frame of an automobile, the front end of the front auxiliary frame is fixedly connected with the upper front longitudinal beam, and the rear end of the front auxiliary frame is fixedly connected with the lower front longitudinal beam.

Therefore, the front longitudinal beam assembly of the embodiment omits the process of cutting off the local structure of the front longitudinal beam through machining in order to meet the assembly requirements of the front longitudinal beam and the front auxiliary frame in the prior art, thereby reducing the processing difficulty of the front longitudinal beam, shortening the processing time and greatly reducing the cost of the front longitudinal beam assembly. In addition, no processing waste is generated in the production process of the front longitudinal beam assembly, and the utilization rate of materials is improved.

On the other hand, the utility model provides an automobile body, a serial communication port, automobile body includes as above the front longitudinal assembly.

It should be noted that the automobile body of the present invention has all the technical effects of the front side member assembly, and those skilled in the art can understand the technical effects without any doubt according to the foregoing description, so that the detailed description is omitted herein.

In another aspect, the present invention also provides an automobile, wherein the automobile comprises the automobile body as described above.

It should be noted that the automobile of the present invention has all the technical effects of the automobile body, and those skilled in the art can clearly understand from the foregoing description, so that the detailed description is omitted herein.

Drawings

FIG. 1 is a perspective view of a prior art front rail;

fig. 2a is a schematic perspective view of an embodiment of a front longitudinal beam assembly according to the present invention;

FIG. 2b is a front structural view of the front rail assembly of FIG. 2 a;

FIG. 2c is a cross-sectional view taken along line A-A of the front rail assembly of FIG. 2 b;

FIG. 3 is a schematic structural view of the front side rail assembly and front subframe assembly of FIG. 2 b.

Wherein, the corresponding relationship between each component name and the reference number in fig. 1 is as follows:

1' front side member: 1a ' avoidance groove, 1b ' cavity and 10' reinforcing rib;

the correspondence between the names and reference numerals of the components in fig. 2a to 3 is as follows:

1, mounting a front longitudinal beam: 10 upper top plate, 11 upper bottom plate, 12 upper outer side plate, 13 upper inner side plate, 14 reinforcing ribs, 1a avoidance groove, 1a1 middle circular arc section, 1a2 front straight line section, 1a3 rear straight line section and 1b induction groove;

2 lower front longitudinal beam: 20 lower top plate, 21 lower bottom plate, 22 lower outer side plate and 23 lower inner side plate;

3 front subframe.

Detailed Description

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only for explaining the technical principle of the present invention, and are not intended to limit the scope of the present invention.

Generally, an automobile body includes two front side member assemblies disposed in left-right symmetry with respect to a front-rear center line of the automobile body. The structure of the front side member assembly of the present invention will be described below with reference to an embodiment, taking the front side member assembly on the left side as an example.

In the description of the present application, the directional words "front, rear, inside and outside" are set with reference to the vehicle traveling direction, where "front" refers to a direction that coincides with the vehicle traveling direction, "rear" refers to a direction that deviates from the vehicle traveling direction, "outside" refers to a direction on the left-hand side of the vehicle traveling direction, "inside" refers to a direction on the right-hand side of the vehicle traveling direction, "up and down" are set with reference to the ground on which the vehicle travels, the ground-approaching side is down, and the ground-far side is up.

For this reason, "length" used hereinafter to describe the dimension of the front side member assembly means the dimension of the front side member assembly in the front-rear direction, "width" means the dimension of the front side member assembly in the inward-outward direction, "height" means the dimension of the front side member assembly in the up-down direction.

Referring to fig. 2a to fig. 3, fig. 2a is a schematic perspective view of a front side member assembly according to an embodiment of the present invention, fig. 2b is a schematic front view of the front side member assembly of fig. 2a, fig. 2c is a schematic sectional view of the front side member assembly of fig. 2b, and fig. 3 is a schematic structural view of an assembly of the front side member assembly and the front subframe of fig. 2 b. In fig. 2b and 2c, "L" denotes the length of the upper front side member 1, "W" denotes the width of the upper front side member 1, "H1" denotes the height of the upper front side member 1, and "H2" denotes the height of the lower front side member 2.

Referring to fig. 2a to 3, in the present embodiment, the front side member assembly of the automobile body includes an upper front side member 1 and a lower front side member 2 which are formed by separate processing; the lower end face of the upper front longitudinal beam 1 is provided with an avoiding groove 1a, the avoiding groove 1a is used for avoiding a driving shaft of an automobile and an enveloping space of the driving shaft, the lower front longitudinal beam 2 is fixedly connected to the lower end face of the upper front longitudinal beam 1, and the lower front longitudinal beam 2 is located on the rear side of the avoiding groove 1 a.

The processing technology of the front longitudinal beam assembly of the embodiment is as follows:

first, the upper front side member 1 and the lower front side member 2 are respectively machined, and the escape groove 1a is machined in the lower end surface of the upper front side member 1.

Next, the lower front side member 2 is fixedly connected to the lower end surface of the upper front side member 1, and the lower front side member 2 is positioned on the rear side of the escape groove 1 a.

In the embodiment, the front longitudinal beam assembly is composed of an upper front longitudinal beam 1 and a lower front longitudinal beam 2 which are formed by split machining, and then the lower front longitudinal beam 2 is fixed on the lower end surface of the upper front longitudinal beam 1, so that the height difference between the lower end surfaces of the upper front longitudinal beam 1 and the lower front longitudinal beam 2 is matched with the height difference between the front end and the rear end of a front subframe 3 of an automobile, so that the front end of the front subframe 3 is fixedly connected with the upper front longitudinal beam 1, and the rear end of the front subframe 3 is fixedly connected with the lower front longitudinal beam 2.

Therefore, the front longitudinal beam assembly of the embodiment omits the process of cutting off the local structure of the front longitudinal beam through machining in order to meet the assembly requirements of the front longitudinal beam and the front auxiliary frame 3 in the prior art, thereby reducing the processing difficulty of the front longitudinal beam, shortening the processing time and greatly reducing the cost of the front longitudinal beam assembly. In addition, no processing waste is generated in the production process of the front longitudinal beam assembly, and the utilization rate of materials is improved.

With continued reference to fig. 2a to 2c, the upper front longitudinal beam 1 is specifically a rectangular hollow structure with openings at the front and rear ends, and the purpose of the upper front longitudinal beam 1 is to reduce the weight of the whole automobile, thereby finally achieving the purpose of reducing the load of the automobile when the automobile runs. It is understood that the upper front longitudinal beam 1 may also be a structure surrounding a cavity, such as a chevrons, square, trapezoid, parallelogram, etc.

In detail, in the present embodiment, the upper front side member 1 is a hollow rectangular parallelepiped structure surrounded by an upper roof panel 10, an upper floor panel 11, an upper outer panel 12, and an upper inner panel 13. Preferably, the cross-sectional shape of the upper front side member 1 is rectangular in a vertical plane in which the traveling direction of the automobile is located.

Further, the upper front longitudinal beam 1 further comprises a plurality of reinforcing ribs 14, and the reinforcing ribs 14 are fixedly arranged inside the upper front longitudinal beam 1 of the cuboid hollow structure at intervals in sequence along the height direction so as to divide the upper front longitudinal beam 1 into a plurality of cavities. Preferably, each cavity of the upper front side member 1 has a rectangular cross-sectional shape in a vertical plane in which the traveling direction of the automobile is located.

Specifically, the reinforcing ribs 14 are arranged in parallel with the upper roof panel 10 and are fixedly provided on the upper inner side panel 13 and the upper outer side panel 12. The length of the reinforcing bead 14 in the longitudinal direction is made to coincide with the length of the upper roof panel 10 and the upper floor panel 11 of the upper front side member 1. That is, the bead 14 extends from the front end to the rear end of the upper front side member 1 in the longitudinal direction.

Since the front side member assembly is mainly used for receiving the front side impact force, the ability of the upper front side member 1 to receive the front side impact force, that is, the ability of the upper front side member 1 to resist bending to the left or right, is enhanced by the plurality of reinforcing beads 14 in this embodiment.

Preferably, the upper front longitudinal beam 1 in this embodiment includes two reinforcing ribs 14, and the two reinforcing ribs 14 are sequentially and fixedly arranged in the hollow structure of the upper front longitudinal beam 1 at intervals along the height direction so as to divide the hollow structure of the upper front longitudinal beam 1 into three chambers.

It is to be understood that the number of the reinforcing beads 14 is limited only by way of example in the present embodiment, and those skilled in the art may set the number of the reinforcing beads 14 according to the actual size of the upper front side member 1, that is, the number of the reinforcing beads 14 is not limited to two, and may be an integer number such as three or four.

With continued reference to fig. 2a to 2c, in the present embodiment, the upper front side member 1 has a height greater than a width. In general, an automobile body includes two front side member assemblies provided in bilateral symmetry with respect to a front-rear center line of the automobile body, and other components such as an EDS and a chassis are mounted in a space between the two front side member assemblies, so that the width dimension of the upper front side member 1 is not necessarily too large. In order to enhance the capability of the upper front longitudinal beam 1 for bearing the front side impact force as much as possible on the basis of meeting the requirement of the size of the installation space, the height and the width of the upper front longitudinal beam 1 are defined in the embodiment, and the height is larger than the width, so that a plurality of reinforcing ribs 14 are arranged inside the hollow structure of the upper front longitudinal beam 1 to form a plurality of chambers which are arranged at intervals in the height direction.

Preferably, in the embodiment, the height of the upper front longitudinal beam 1 is 2-3 times of the width of the upper front longitudinal beam. Of course, the specific size ratio of the height and the width of the upper front side member 1 is not limited to this value, and those skilled in the art can set the size ratio of the height and the width of the upper front side member 1 according to the actual installation space.

Further, in the present embodiment, the upper inner side plate 13 of the upper front side member 1 is provided with an inwardly recessed induction groove 1 b.

When the front impact force is received, due to arrangement limitation, the energy absorption space of the upper front longitudinal beam 1 in the front-rear direction is limited, so that the invasion amount of a cab is increased, and passengers in the cab are injured. The upper outer side panel 12 of the upper front side member 1 of the present embodiment is provided with a guide groove 1b, the guide groove 1b extends in the height direction, and preferably, the guide groove 1b extends from the top of the upper roof panel 10 to the upper floor panel 11.

When the front impact force is applied to the induction groove 1b, the front longitudinal beam is induced to collapse and is bent and deformed inwards, so that the collapse space of the front longitudinal beam 1 in the front-back direction is effectively enlarged, the energy generated in the collision process is more fully absorbed, and the safety of passengers in a cab is protected. Preferably, the guiding groove 1b is an arc-shaped guiding groove 1b in the present embodiment, and the arc-shaped guiding groove 1b can more effectively and evenly guide the upper front side frame 1 to bend inwards, so as to increase the stability of the upper front side frame during collision.

With continued reference to fig. 2a to 2c, in the present embodiment, the avoiding groove 1a is specifically an inverted U-shaped structure, and includes a middle circular arc section 1a1, a front straight line section 1a2, and a rear straight line section 1a3, where the front straight line section 1a2 is tangent to the front end of the middle circular arc section 1a1, and the rear straight line section 1a3 is tangent to the rear end of the middle circular arc section 1a 1. The avoidance groove 1a in such a shape has no stress concentration point, so that the problem that the front side impact force bearing capacity of the front side member assembly is weakened due to the existence of the avoidance groove 1a can be avoided.

In this embodiment, the upper front side member 1 is an aluminum alloy upper front side member, and the upper front side member 1 is integrally formed by an aluminum alloy extrusion process, that is, the cavity, the rib 14, and the avoiding groove 1a of the upper front side member 1 are integrally formed by an aluminum alloy extrusion process, so that the processing process is simple, the mold investment cost is low, and the upper front side member 1 has the characteristics of light weight and large front side impact force bearing capability. Of course, the upper front side member 1 may be formed by press-molding an alloy steel plate.

With continued reference to fig. 2a to 2c, in the present embodiment, the lower front side member 2 is embodied as a hollow rectangular parallelepiped thin-walled structure with an opening at the front and rear, the width of the lower front side member 2 is consistent with the width of the upper front side member 1, and the length thereof extends from the rear end of the upper front side member 1 to the notch of the avoidance groove 1a, and the height thereof depends on the height difference between the front connecting portion and the rear connecting portion of the front sub frame 3.

Specifically, the front side sill 2 is a hollow rectangular parallelepiped structure having front and rear ends open and defined by a bottom roof panel 20, a bottom floor panel 21, a lower outer panel 22, and a lower inner panel 23.

Preferably, in the present embodiment, the front side sill 2 is also integrally formed by an aluminum alloy extrusion process. The lower front side member 2 is fixedly connected to the lower end surface of the upper front side member 1 and is located on the rear side of the escape groove 1 a.

Preferably, in this embodiment, the upper front side member 1 and the lower front side member 2 are fixedly connected by a cold metal over-welding process, so that the capability of the front side impact force borne by the front side member assembly is relatively balanced, a stress concentration region is avoided, and the capability of the front side impact force borne by the front side member assembly is weakened.

Cold Metal Transfer (CMT) is a novel welding process without slag splashing. The process technology has no welding of welding slag splashing, can improve the economy of welding production, and can also improve the welding quality of products.

In detail, since the upper front longitudinal beam 1 and the lower front longitudinal beam 2 are both aluminum alloy thin-wall structural members in the embodiment, the CMT cold metal transition welding technology is adopted to weld the upper front longitudinal beam 1 and the lower front longitudinal beam 2 into a whole, so that the welded structural members can meet the requirements of safety technology, and the appearance is smooth. In addition, it ensures good weld joint transition, does not generate any slag spatter and conducts minimal heat in the welded parts.

It can be understood that the upper front longitudinal beam 1 and the lower front longitudinal beam 2 can also be fixedly connected through a fastener on the basis of meeting the requirements of an assembly process and rigidity.

In the present embodiment, the upper front side member 1 and the lower front side member 2 are both thin-walled rectangular parallelepiped hollow structures having open front and rear ends, and the wall thicknesses of both are 2.6 mm.

The upper front side frame 1 and the lower front side frame 2 are integrally formed by an extrusion process of 6063T7 aluminum alloy.

In addition to above-mentioned front longitudinal assembly, the utility model also provides an automobile body, this automobile body includes above-mentioned front longitudinal assembly. It should be noted that the basic functional components and the operation principle of the automobile body are basically the same as those of the prior art, and those skilled in the art can completely implement the method based on the prior art, so that the details are not described herein. It will be appreciated that the vehicle body has all of the benefits of the front rail assembly described above and therefore will not be described in detail herein.

Additionally, the utility model also provides an automobile, this automobile includes above-mentioned automobile body. It should be noted that the basic functional components and the operation principle of the automobile are basically the same as those of the prior art, and those skilled in the art can completely implement the automobile based on the prior art, so the details are not described herein. It will be appreciated that the vehicle has all of the benefits of the vehicle body described above and therefore will not be described in detail herein.

So far, the technical solution of the present invention has been described with reference to the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, a person skilled in the art can make equivalent changes or substitutions to the related technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims (10)

1. The front longitudinal beam assembly of the automobile body is characterized in that the front longitudinal beam assembly comprises an upper front longitudinal beam and a lower front longitudinal beam which are formed in a split machining mode, an avoiding groove is machined in the lower end face of the upper front longitudinal beam and used for avoiding a driving shaft of an automobile and an enveloping space of the driving shaft, the lower front longitudinal beam is fixedly connected to the lower end face of the upper front longitudinal beam, and the lower front longitudinal beam is located on the rear side of the avoiding groove.

2. The front side member assembly according to claim 1, wherein an induction groove is provided in the upper inner side plate of the upper front side member, the induction groove extending in the height direction.

3. The front rail assembly of claim 2, wherein the inducer slot is disposed inboard of a rear end of the avoidance slot.

4. The front rail assembly of any one of claims 1 to 3, wherein the lower front rail extends from a rear end of the upper front rail to a notch of the avoidance slot.

5. The front rail assembly according to any one of claims 1 to 3, wherein the upper front rail and the lower front rail are fixedly connected by a cold metal over-welding process.

6. The front rail assembly of any one of claims 1 to 3, wherein the upper front rail and/or the lower front rail is formed by an aluminum alloy extrusion process.

7. The front side member assembly according to claim 6, wherein the upper front side member is a hollow structure having both front and rear ends open, and the upper front side member further includes a plurality of reinforcing ribs, and the plurality of reinforcing ribs are provided in the upper front side member at intervals in the height direction.

8. The front rail assembly of claim 6, wherein the lower front rail is a hollow structure open at front and rear ends.

9. An automotive body characterized in that it comprises a front rail assembly according to any one of claims 1 to 8.

10. An automobile, characterized in that it comprises an automobile body according to claim 9.

Images