Body and vehicle

Abstract

The present invention discloses a vehicle body and a vehicle. The vehicle body includes a rear shock tower plate assembly, an upper connecting plate, and a plurality of lower connecting plates. The rear shock tower plate assembly is provided with shock absorber mounting points for mounting shock absorbers. One end of the upper connecting plate is connected to the upper part of the rear shock tower plate assembly, and the other end is used to be connected to the top of the vehicle body. The upper and lower ends of the lower connecting plates are respectively connected to the rear shock tower plate assembly and the underbody frame, and the plurality of lower connecting plates are arranged at intervals in the front-rear direction of the vehicle body to disperse and transmit the load from the rear suspension. The technical solution of the present invention increases the force transmission path compared with the traditional structural design, can transmit the load more directly and evenly, and at the same time can reduce the load borne by each channel. Furthermore, each channel can be designed to be smaller and lighter, further ensuring the trunk space and solving the difficult problem of the conflict between the large trunk space of the rear body structure and the vehicle performance.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle bodies, and particularly to a vehicle body and a vehicle. Background Art

[0002] The design of the vehicle body, especially the design of the rear part of the vehicle body, is crucial for the performance of the vehicle body. A good rear vehicle body structure can provide high stiffness and smoothly transmit the load from the rear suspension, thereby improving the performance of the whole vehicle such as NVH, VD, durability, and collision safety. At the same time, with the development of the automotive industry and the increasing demand of consumers for practicality, new requirements for the rear trunk space and lightweight have been put forward, and a large trunk space has become an indispensable part of the competitiveness of new cars. Currently, in vehicle model development, there is no good balance method for the "conflicts" such as a high-stiffness rear vehicle body structure, a large trunk space, and a light weight. Either pursue the torsional stiffness of the vehicle body, design the structure of the C-ring area to be relatively thick, sacrificing part of the trunk space; or focus on a large trunk space, sacrificing the cavity structure of the C-ring area, resulting in a large loss of torsional stiffness; or move the C-ring area channel forward and deviate from the shock absorber mounting point, resulting in a decrease in the structural strength of the rear shock tower and a reduction in the load transfer efficiency of the rear suspension. Therefore, there is an urgent need for a vehicle body that can balance performance and space. Summary of the Invention

[0003] The main object of the present invention is to provide a vehicle body, aiming to effectively solve the above difficult problems, having good vehicle body stiffness and better overall vehicle performance, and at the same time taking into account the trunk space.

[0004] To achieve the above object, the vehicle body proposed by the present invention includes:

[0005] A rear shock tower plate assembly provided with a shock absorber mounting point for mounting a shock absorber;

[0006] An upper connecting plate, one end of the upper connecting plate is connected to the upper part of the rear shock tower plate assembly, and the other end is used to be connected to the top of the vehicle body, and

[0007] A plurality of lower connecting plates, the upper and lower ends of the lower connecting plates are respectively connected to the rear shock tower plate assembly and the lower vehicle body frame, and the plurality of lower connecting plates are arranged at intervals in the front-rear direction of the vehicle body to disperse and transmit the load from the rear suspension.

[0008] Optionally, at least one of the lower connecting plates is connected to the rear cross member of the lower vehicle body frame, and at least one of the lower connecting plates is connected to the rear longitudinal beam of the lower vehicle body frame.

[0009] Optionally, the plurality of lower connecting plates include a first lower connecting plate, a second lower connecting plate, and a third lower connecting plate. The first lower connecting plate is connected to the rear cross beam of the lower vehicle body frame, and both the second lower connecting plate and the third lower connecting plate are connected to the rear longitudinal beam of the lower vehicle body frame.

[0010] Optionally, the first lower connecting plate corresponds to the front mounting point of the rear subframe of the vehicle body, the second lower connecting plate corresponds to the coil spring mounting point of the rear suspension of the vehicle body, and the third lower connecting plate corresponds to the rear mounting point of the rear subframe of the vehicle body.

[0011] Optionally, one side of the first lower connecting plate is arranged near the root of the rear seat backrest, and the first lower connecting plate is placed at the inner corner of the inner wheelhouse panel.

[0012] Optionally, the rear shock tower plate assembly includes a shock tower plate and an inner wheelhouse panel connected to the shock tower plate. One side of the second lower connecting plate is arranged inside the inner wheelhouse panel, and the third lower connecting plate is placed at the outer corner of the inner wheelhouse panel.

[0013] Optionally, the upper connecting plate, the first lower connecting plate, the second lower connecting plate, and / or the third lower connecting plate are all provided with a strengthening structure.

[0014] Optionally, the upper connecting plate is provided with a first strengthening cavity that bulges inward, and the first strengthening cavity extends in the up and down direction. The strengthening structure includes the first strengthening cavity.

[0015] Optionally, the first lower connecting plate includes a first front plate and a first rear plate that are bent and connected to each other. The first front plate and the first rear plate cooperate to form a second strengthening cavity. The strengthening structure includes the second strengthening cavity.

[0016] Optionally, the second lower connecting plate includes a strengthening rib that bulges inward, and the strengthening rib extends in the up and down direction. The strengthening structure includes the strengthening rib.

[0017] Optionally, the third lower connecting plate is provided with a third strengthening cavity that bulges outward, and the third strengthening cavity extends in the up and down direction. The strengthening structure includes the third strengthening cavity.

[0018] Optionally, the shock absorber mounting point is arranged at the middle of the shock tower plate.

[0019] The present invention also proposes a vehicle, including the vehicle body described above.

[0020] The technical solution of the present invention adopts a rear shock absorber tower plate assembly, an upper connecting plate, and a plurality of lower connecting plates. The rear shock absorber tower plate assembly is provided with a shock absorber mounting point for mounting a shock absorber; one end of the upper connecting plate is connected to the upper part of the rear shock absorber tower plate assembly, and the other end is used to be connected to the top of the vehicle body. The upper and lower ends of the lower connecting plate are respectively connected to the rear shock absorber tower plate assembly and the lower vehicle body frame, and the plurality of lower connecting plates are arranged at intervals in the front-rear direction of the vehicle body to disperse and transmit the load from the rear suspension. Compared with the traditional structural design, the force transmission path is increased, the load can be transmitted more directly and evenly, and at the same time, the load borne by each channel can be reduced, so that each channel can be designed to be smaller and lighter, further ensuring the trunk space. It solves the difficult problem of the conflict between the large trunk space of the rear body structure and the vehicle performance, and has excellent body torsional stiffness, vehicle strength and durability performance, and VD dynamic performance while ensuring the large trunk space, and can balance performance and space. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0022] Figure 1 It is a schematic diagram of the inner structure of the rear shock absorber tower structure of the vehicle of the present invention;

[0023] Figure 2 It is a schematic diagram of the outer structure of the rear shock absorber tower structure of the vehicle of the present invention;

[0024] Figure 3 It is a schematic diagram of the structure of the shock absorber tower frame of the vehicle of the present invention;

[0025] Figure 4 It is a schematic diagram of the structure of the third lower connecting plate side of the vehicle of the present invention;

[0026] Figure 5 It is a schematic diagram of the structure in which the rear shock absorber tower of the vehicle of the present invention forms a closed structure;

[0027] Figure 6 It is a rear view of the inner side of the wheelhouse of the vehicle of the present invention;

[0028] Figure 7 It is a front view of the inner side of the wheelhouse of the vehicle of the present invention;

[0029] Figure 8 It is a schematic cross-sectional structure diagram of the rear shock absorber tower structure of the vehicle of the present invention.

[0030] Explanation of the reference numerals in the drawings:

[0031]

[0032]

[0033] The realization, functional features and advantages of the present invention will be further described with reference to the embodiments and the accompanying drawings. Detailed implementation manners

[0034] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0035] It should be noted that all directional indications (such as up, down, left, right, front, back...) in the embodiments of the present invention are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0036] In addition, the descriptions involving "first", "second", etc. in the present invention are only for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the fact that those of ordinary skill in the art can implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

[0037] The design of the vehicle body, especially the design of the rear part of the vehicle body, is crucial for the performance of the vehicle body. A good vehicle body can provide high stiffness and smoothly transmit the loads from the rear suspension, thereby improving the performance of the whole vehicle such as NVH, VD, durability, and crash safety. At the same time, with the development of the automotive industry and the increasing demand of consumers for practicality, new requirements for the rear trunk space and lightweight have been put forward, and a large trunk space has become an indispensable part of the competitiveness of new vehicles.

[0038] Currently, in vehicle model development, there is no good balancing method for the "conflicts" such as high-rigidity rear body structure, large trunk space, and light weight. In the rear body area, the C-ring area structure composed of inner and outer wheelhouse panels, floor crossbeam structures, and the rear roof crossbeam has the greatest impact on the torsional stiffness and torsional mode of the vehicle body. For the conventional design of the rear shock tower and C-ring area structure of the vehicle body, in order to improve the torsional stiffness, it is necessary to ensure the continuity and cavity structure of the C-ring, which will inevitably occupy the trunk space. Either pursue the torsional stiffness of the vehicle body, design the structure of the C-ring area to be relatively thick and sacrifice part of the trunk space; or focus on the large trunk space and sacrifice the cavity structure of the C-ring area, resulting in a large loss of torsional stiffness; or the C-ring area channel moves forward and deviates from the shock absorber mounting point, resulting in a decrease in the structural strength of the rear shock tower and a reduction in the load transfer efficiency of the rear suspension. Therefore, there is an urgent need for a vehicle body that can balance performance and space.

[0039] A vehicle body provided by the present invention can effectively solve the above difficult problems, has good body stiffness and good overall vehicle performance, and at the same time takes into account the trunk space.

[0040] The present invention proposes a vehicle body. Referring to Figures 1 to 6 , in an embodiment of the present invention, the vehicle body 100 includes a rear shock tower plate assembly 10, an upper connecting plate 40, and a plurality of lower connecting plates. The rear shock tower plate assembly 10 is provided with a shock absorber mounting point 21 for mounting a shock absorber; one end of the upper connecting plate 40 is connected to the upper part of the rear shock tower plate assembly 10, and the other end is used to be connected to the top of the vehicle body 100. The upper and lower ends of the lower connecting plate are respectively connected to the rear shock tower plate assembly 10 and the vehicle body frame, and the plurality of lower connecting plates are arranged at intervals in the front-rear direction of the vehicle body 100 to disperse and transfer the load from the rear suspension.

[0041] Referring to Figures 1 to 3 , the shock tower structure is arranged on both sides (the position of the rear side panel and the wheelhouse panel) of the liftgate of the trunk of the vehicle body 100. In order to solve the problem of "conflicts" such as ensuring the trunk space, light weight, while ensuring high body stiffness, good overall vehicle strength and durability, NVH, VD and other performances. This solution is connected by the upper connecting plate 40, the shock tower plate 20 and a plurality of lower connecting plates. The plurality of lower connecting plates are arranged at intervals in the front-rear direction of the vehicle body 100, and the load from the rear suspension is dispersed and transferred through the plurality of lower connecting plates, so as to solve the "conflicts" such as high-rigidity rear body structure, large trunk space, and light weight.

[0042] In one embodiment, the lower connecting plate can be two. At least one of the lower connecting plates is connected to the rear crossbeam 200 of the vehicle body frame, and at least one of the lower connecting plates is connected to the rear longitudinal beam 300 of the vehicle body frame.

[0043] In this embodiment, the lower connecting plate on the rear crossbeam 200 corresponds to the front mounting point 500 of the rear subframe, and the lower connecting plate of the rear longitudinal beam 300 corresponds to the coil spring mounting point 600 of the rear suspension and the rear mounting point 700 of the rear subframe.

[0044] Referring to Figures 1 to 3 , in this embodiment, the plurality of lower connecting plates include a first lower connecting plate 60, a second lower connecting plate 70, and a third lower connecting plate 80. The first lower connecting plate 60 is connected to the rear crossbeam 200 of the lower vehicle body frame. The second lower connecting plate 70 and the third lower connecting plate 80 are both connected to the rear longitudinal beam 300 of the lower vehicle body frame to form a "trident" structure. The upper connecting plate 40 is connected to the top of the vehicle body 100. The top of the vehicle body 100 can be that the upper plate connecting plate directly leads to the upper vehicle body and is connected to the rear roof crossbeam or the coat rack (for SUVs, it can also be lapped with the rear door ring, and for sedans, it can directly correspond to the coat rack) to form an upper channel. The first lower connecting plate 60 is connected to the rear crossbeam 200 of the lower vehicle body to form the lower first channel in the lower branch channels of the trident-shaped ring. The lower first channel corresponds to the front mounting point 500 of the rear subframe at the same time. The other end of the second lower connecting plate 70 is used to be connected to the rear longitudinal beam 300 to form a lower second channel. The second channel corresponds to the coil spring mounting point 600 of the rear suspension. The third lower connecting plate 80 is connected to the rear longitudinal beam 300 to form a lower third channel. The lower third channel corresponds to the rear mounting point 700 of the rear subframe. The lower three channels respectively correspond to the front mounting point 500 of the rear subframe, the coil spring mounting point 600 of the rear suspension, and the rear mounting point 700 of the rear subframe, which can efficiently and smoothly transmit the rear suspension load to improve the strength and durability performance, and can greatly improve the stiffness of the subframe mounting point to improve the vehicle VD dynamic performance. Compared with the traditional structural design, the force transmission path is increased, the load can be transmitted more directly and evenly, and at the same time, the load borne by each channel can be reduced, so that each channel can be designed to be smaller and lighter, and further ensure the trunk space.

[0045] The technical solution of the present invention adopts a rear shock absorber tower plate assembly 10, an upper connecting plate 40, and a plurality of lower connecting plates. The rear shock absorber tower plate assembly 10 is provided with a shock absorber mounting point 21 for mounting a shock absorber; one end of the upper connecting plate 40 is connected to the upper part of the rear shock absorber tower plate assembly 10, and the other end is used to connect to the top of the vehicle body 100. The upper and lower ends of the lower connecting plate are respectively connected to the rear shock absorber tower plate assembly 10 and the lower vehicle body frame, and the plurality of lower connecting plates are arranged at intervals in the front and rear directions of the vehicle body 100 to disperse and transmit the load from the rear suspension. Compared with the traditional structural design, the force transmission path is increased, the load can be transmitted more directly and evenly, and the load borne by each channel can be reduced at the same time, so that each channel design can be miniaturized and lightweight, and the luggage compartment space can be further guaranteed. The difficult problem of the conflict between the large luggage compartment space of the rear vehicle body structure and the performance of the whole vehicle is solved, and the large luggage compartment space is guaranteed while having excellent body torsional stiffness, vehicle strength and durability, and VD dynamic performance, and can take into account both performance and space.

[0046] Specifically, with reference to Figure 3 , Figure 5 and Figure 6 The first lower connecting plate 60 is close to the root of the seat back, and the first lower connecting plate 60 is placed at the inner corner of the wheel house inner plate 30 to ensure the space of the luggage compartment in the X direction; the first lower connecting plate 60 is connected to the shock tower assembly 10 and extends to the rear cross beam 200 to form the lower first channel. The first lower connecting plate 60 is close to the rear seat back and is located at the front corner of the wheel house inner plate 30. The first lower connecting plate 60 includes a first front plate 61 and a first rear plate 62. In this way, the plate width of the first front plate 61 is wider, while the plate width of the first rear plate 62 is relatively small, which can increase the second reinforcement cavity 820 of the entire first lower connecting plate 60 as much as possible without affecting the space of the luggage compartment.

[0047] The second lower connecting plate 70 is arranged closely to the inner side of the wheel house inner panel 30, and the third lower connecting plate 80 constitutes the third reinforcement cavity 830 which is arranged closely to the outer side of the wheel house inner panel 30, and the third lower connecting plate 80 is placed at the corner of the outer side of the wheel house inner panel 30 to ensure the Y-direction space of the luggage compartment. While improving the torsional stiffness to ensure the continuity of the C-ring and the cavity structure, the effective space of the luggage compartment can be increased, that is, a large luggage compartment space is ensured, while taking into account the improvement of the strength, durability, NVH, VD and other vehicle performance.

[0048] Combined with reference Figure 5, the upper connecting plate 40 directly connects to the upper vehicle body and is connected to the rear cross member of the roof or the coat rack (for SUVs, it can also overlap with the rear door ring, and for sedans, it can directly correspond to the coat rack) to form the upper part of the annular channel. The first lower connecting plate 60 is connected to the rear cross member 200 and at the same time corresponds to the front mounting point 500 of the rear subframe to form the first lower branch ring of the annular channel; the third lower connecting plate 80 corresponds to the rear mounting point 700 of the rear subframe and forms the second lower branch ring of the annular channel with the rear subframe by means of the rear subframe.

[0049] In this way, the "trident" structure composed of the upper connecting plate 40, the shock tower plate 20 and the lower connecting plate forms a complete, continuous and closed ring structure with the rear cross member of the roof (the coat rack for sedans), the rear cross member 200 of the lower vehicle body frame and the rear subframe. The rear shock absorber mounting point 21 is located in the middle of the rear shock tower plate 20. The three lower channels respectively correspond to the front mounting point 500 of the rear subframe, the coil spring mounting point 600 of the rear suspension and the rear mounting point 700 of the rear subframe, which can efficiently and smoothly transmit the load of the rear suspension, and can greatly improve the stiffness of the subframe mounting points, and improve the durability and VD dynamic performance of the whole vehicle.

[0050] Specifically, in order to improve the torsional stiffness of the body, the strength and durability of the whole vehicle and the VD dynamic performance. The upper connecting plate, the first lower connecting plate, the second lower connecting plate and / or the third lower connecting plate are all provided with strengthening structures.

[0051] Referring to Figures 1 to 4 , the upper connecting plate 40 is provided with a first strengthening cavity 810 that bulges inward, and the first strengthening cavity 810 extends in the up and down direction. The strengthening structure includes the first strengthening cavity 810; in an embodiment, the first lower connecting plate 60 includes a first front plate 61 and a first rear plate 62 that are bent and connected to each other. The first front plate 61 and the first rear plate 62 cooperate to form a second strengthening cavity 820. The strengthening structure includes the second strengthening cavity 820. The setting of the first front plate 61 and the second rear plate 62 can increase the cavity area of the second strengthening cavity 820 and at the same time ensure the space of the trunk.

[0052] In another embodiment, the second lower connecting plate 70 includes a strengthening rib 400 that bulges inward, and the strengthening rib 400 extends in the up and down direction. The strengthening structure includes the strengthening rib 400.

[0053] In yet another embodiment, the third lower connecting plate 80 is provided with a third strengthening cavity 830 that bulges outward, and the third strengthening cavity 830 extends in the up and down direction. The strengthening structure includes the third strengthening cavity 830.

[0054] In this embodiment, the strengthening structure includes a first strengthening cavity 810, a second strengthening cavity 820, a third strengthening cavity 830, and the fourth strengthening cavity 840. The upper connecting plate 40, the first lower connecting plate 60, the second lower connecting plate 70, and the third lower connecting plate 80 all form a strengthening structure. The strengthening structure is a cavity formed by stamping a sheet metal part. In order to ensure the trunk space, the fourth strengthening cavity 840 formed in the second lower connecting plate 70 is relatively small, mainly realized by the strengthening rib 400. The upper connecting plate 40, the first lower connecting plate 60, and the third lower connecting plate 80 are continuous cavities formed by themselves. The torsional stiffness of the vehicle body is improved through the first strengthening cavity 810, the second strengthening cavity 820, the third strengthening cavity 830, the fourth strengthening cavity 840, and the cavities formed by the inner wheelhouse panel 30 and the shock absorber pedal 20 itself. When ensuring the trunk space, the requirements of the vehicle body torsional stiffness, the overall vehicle strength and durability, and the VD dynamic performance can be met.

[0055] Further, the second lower connecting plate 70 is arranged on the inner side of the inner wheelhouse panel 30, the second lower connecting plate 70 is arranged opposite to the shock tower plate 20, and the strengthening ribs 400 overlap to form the fourth strengthening cavity 840 to improve the stiffness. At the same time, the lower part extends to overlap with the longitudinal beam.

[0056] Specifically, strengthening ribs 400 are arranged longitudinally corresponding to the second lower connecting plate 70 and the shock tower plate 20. The strengthening ribs 400 continuously form the fourth strengthening cavity 840 at the overlapping position, making full use of the space to improve the stiffness and strength. In order to further improve the stiffness, a plurality of strengthening ribs 400 are arranged at intervals on the second lower connecting plate 70 and the shock tower plate 20.

[0057] In this embodiment, the strengthening rib 400 is formed on the second lower connecting plate 70 by stamping or other means.

[0058] In other embodiments, the strengthening rib 400 can also be a solid convex rib.

[0059] Combined with reference to Figure 4 Further, in order to ensure the structural stability and performance of the connection between the third lower connecting plate 80 and the shock tower plate 20. The third lower connecting plate 80 has a third strengthening cavity 830 and is connected to the shock tower plate 20. The lower section of the third lower connecting plate 80 is connected to the rear longitudinal beam 300. The third lower connecting plate 80 is arranged at the rear-side corner of the inner wheelhouse panel 30, effectively increasing the cavity area of the third strengthening cavity 830. While ensuring the force transmission channel, it does not affect the tire envelope, and at the same time significantly improves the vehicle road noise performance.

[0060] Specifically, the third lower connecting plate 80 has a third strengthening cavity 830 connected to the shock tower plate 20. The third lower connecting plate 80 fits the shock tower plate 20 to make the third strengthening cavity 830 continuous, so as to improve the torsional stiffness and strength.

[0061] The first lower connecting plate 60 forms the second strengthening cavity 820 and is connected to the shock tower assembly 10, and continues to the lower cross beam 200 to form the lower first channel. The first lower connecting plate 60 is close to the rear seat backrest and is exactly located at the front corner of the inner wheelhouse panel 30, enhancing the torsional stiffness and strength.

[0062] Specifically, when the vehicle body 100 is assembled, the material can be made of vacuum-cast aluminum material; it can also be made of aluminum by cold stamping process; or the material can be aluminum alloy with low density, which is beneficial to the lightweight of the whole vehicle. First, the rear shock tower plate 20 is spot-connected to the third lower connecting plate 80, and the spot connection (spot welding / SPR / FDS). In other embodiments, it can also be a connection method of composite SPR riveting with structural adhesive. Next, the rear shock tower plate 20 is spot-welded to the inner wheelhouse panel 30, and other connection methods can also be adopted. Then, it is welded to the upper connecting plate 40 to form the inner wheelhouse sub-assembly. The first lower connecting plate 60 includes a first front plate 61 and a first rear plate 62. The first front plate 61, the first rear plate 62, and the lower body rear cross beam 200 are welded to form the lower channel of the C-ring; the lower channel of the C-ring, the second lower connecting plate 70, the rear longitudinal beam 300, and the rear floor are welded to form the rear floor sub-assembly. The inner wheelhouse sub-assembly and the rear floor sub-assembly are then combined to form a "trident"-shaped rear shock tower structure. The rear shock absorber mounting point 21 is located in the middle of the rear shock tower plate 20. The three lower channels respectively correspond to the front mounting point 500 of the rear subframe, the coil spring mounting point 600 of the rear suspension, and the rear mounting point 700 of the rear subframe, which can efficiently and smoothly transmit the load from the rear suspension, significantly enhancing the strength and durability of the rear shock tower. And this layout method can effectively improve the stiffness of the rear suspension mounting point, thereby improving the VD dynamic performance of the whole vehicle.

[0063] The present invention also proposes a vehicle, which includes a vehicle body 100. The specific structure of the vehicle body 100 refers to the above embodiments. Since this vehicle adopts all the technical solutions of the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be elaborated here one by one.

[0064] The above are only the preferred embodiments of the present invention, and do not limit the patent scope of the present invention. Any equivalent structural transformation made under the inventive concept of the present invention by using the content of the specification and drawings of the present invention, or directly / indirectly applied in other related technical fields, is included in the patent protection scope of the present invention.

Claims

1. A vehicle body, characterized in that, Comprising: A rear shock tower plate assembly provided with shock absorber mounting points for mounting shock absorbers; An upper connecting plate, one end of the upper connecting plate is connected to the upper part of the rear shock tower plate assembly, and the other end is used to be connected to the rear cross member of the roof or the coat hanger to form an upper channel; And A plurality of lower connecting plates, the plurality of lower connecting plates are arranged at intervals in the front-rear direction of the vehicle body and form a plurality of lower channels with the vehicle body. Among them, a complete, continuous and closed annular channel is formed by the rear cross member of the roof or the coat hanger, the upper channel, the plurality of lower channels, the rear shock tower plate assembly, the lower vehicle body frame and the rear subframe. The plurality of lower channels are used to disperse and transfer the load from the rear suspension to the upper channel.

2. The vehicle body according to claim 1, characterized in that, At least one of the lower connecting plates is connected to the rear cross member of the lower vehicle body frame, and at least one of the lower connecting plates is connected to the rear longitudinal beam of the lower vehicle body frame.

3. The vehicle body according to claim 2, characterized in that, The plurality of lower connecting plates include a first lower connecting plate, a second lower connecting plate and a third lower connecting plate. The first lower connecting plate is connected to the rear cross member of the lower vehicle body frame to form a first lower channel, and the second lower connecting plate and the third lower connecting plate are both connected to the rear longitudinal beam of the lower vehicle body frame to respectively form a second lower channel and a third lower channel.

4. The vehicle body according to claim 3, characterized in that, The first lower connecting plate corresponds to the front mounting point of the rear subframe of the vehicle body, the second lower connecting plate corresponds to the coil spring mounting point of the rear suspension of the vehicle body, and the third lower connecting plate corresponds to the rear mounting point of the rear subframe of the vehicle body.

5. The vehicle body according to claim 3, characterized in that, One side of the first lower connecting plate is arranged near the root of the rear seat backrest, and the first lower connecting plate is placed at the inner corner of the inner wheelhouse panel.

6. The vehicle body according to claim 5, characterized in that, The rear shock tower plate assembly includes a shock tower plate and an inner wheelhouse panel connected to the shock tower plate. One side of the second lower connecting plate is arranged inside the inner wheelhouse panel, and the third lower connecting plate is placed at the outer corner of the inner wheelhouse panel.

7. The vehicle body according to claim 6, characterized in that, The upper connecting plate, the first lower connecting plate, the second lower connecting plate and / or the third lower connecting plate are all provided with strengthening structures.

8. The vehicle body according to claim 7, characterized in that, The upper connecting plate is provided with a first strengthening cavity bulging inwards, and the first strengthening cavity extends in the up-down direction. The strengthening structure includes the first strengthening cavity; and / or The first lower connecting plate includes a first front plate and a first rear plate which are bent and connected to each other. The first front plate and the first rear plate cooperate to form a second strengthening cavity. The strengthening structure includes the second strengthening cavity; And / or The second lower connecting plate includes strengthening ribs bulging inwards, and the strengthening ribs extend in the up-down direction. The strengthening structure includes the strengthening ribs; and / or The third lower connecting plate is provided with a third strengthening cavity bulging outwards, and the third strengthening cavity extends in the up-down direction. The strengthening structure includes the third strengthening cavity.

9. The vehicle body according to claim 6, characterized in that, The shock absorber mounting point is arranged at the middle part of the shock tower plate.

10. A vehicle, characterized in that, A vehicle body according to any one of claims 1 to 9.

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