Vehicle body and vehicle

Abstract

The utility model discloses a kind of vehicle body and vehicle, it is related to automobile technical field, wherein, vehicle body includes: lower vehicle body;Side wall, be located in the lower vehicle body along the width direction of the vehicle body two sides, the side wall is equipped with the upper edge beam located in the top of the vehicle body, the upper edge beam includes laminatedly arranged outer plate piece, reinforcing member and inner plate piece;Stand, be located in the side wall towards the lower vehicle body side, and located in the length direction of the vehicle body rear end, the stand is equipped with abutting first connecting part and second connecting part, the first connecting part is fixedly connected with the reinforcing member, the second connecting part is fixedly connected with the inner plate piece.The technical scheme provided by the utility model improves the connecting strength and reliability between vehicle body C, D column and side wall.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to a vehicle body and a vehicle. Background Technology

[0002] In the automotive manufacturing industry, the use of castings is becoming increasingly widespread in order to achieve lightweighting and structural simplification of vehicle bodies. However, with the extensive use of castings in vehicle bodies and the demand for new models to be introduced into older production facilities, how to effectively control costs while ensuring a reliable connection between cast aluminum parts and steel has become a key focus for automotive manufacturers. Utility Model Content

[0003] The main objective of this utility model is to provide a vehicle body and vehicle that aims to solve the aforementioned technical problems.

[0004] To achieve the above objectives, this utility model proposes a vehicle body comprising: Lower body; Side panels are provided on both sides of the lower body along the width direction of the vehicle body. The side panels are provided with an upper beam located at the top of the vehicle body. The upper beam includes an outer panel, a reinforcing member, and an inner panel that are stacked together. A pillar is provided on the side of the side panel facing the lower body and located at the rear end of the vehicle body along its length. The pillar has an adjacent first connecting part and a second connecting part. The first connecting part is fixedly connected to the reinforcing member, and the second connecting part is fixedly connected to the inner panel.

[0005] In one embodiment, the first connecting portion is configured as a protrusion protruding from the column toward the side enclosure, and the protrusion is attached to and fixedly connected to the reinforcing member.

[0006] In one embodiment, from the top to the bottom of the vehicle body, the first connecting portion includes a first connecting body and a second connecting body that are bent together, and the first connecting body and the second connecting body are respectively fixed to the reinforcing member by screwing.

[0007] In one embodiment, from the top to the bottom of the vehicle body, the second connecting portion includes a third connecting body, a fourth connecting body, and a fifth connecting body that are bent and connected in sequence, and the third connecting body, the fourth connecting body, and the fifth connecting body are respectively attached to and connected to the inner panel.

[0008] In one embodiment, the third connector is fixed to the outer plate, the reinforcing member, and the inner plate by screwing; the fourth connector is connected to the inner plate by at least one of screwing and riveting; and the fifth connector is fixed to the inner plate, the outer plate, and the reinforcing member by welding.

[0009] In one embodiment, the second connecting portion is connected to the upper beam by at least two of the following methods: welding, screwing, and riveting.

[0010] In one embodiment, the outer panel has an edge banding, and the edge of the column is connected to the outer panel through the edge banding.

[0011] In one embodiment, the column structure is a cast aluminum component.

[0012] In one embodiment, the pillar is provided with reinforcing ribs on at least one side of the vehicle body in the width direction, and the reinforcing ribs are provided in multiples, with the multiple reinforcing ribs arranged in an alternating manner; and / or, The column includes: The first extension is provided in two parts. The two first extensions extend along the length direction of the vehicle body and are spaced apart in the height direction of the vehicle body. The first connecting part and the second connecting part are provided on the first extension near the top of the vehicle body. The second extension is provided in two parts. The two second extensions extend along the height direction of the vehicle body and are spaced apart in the length direction of the vehicle body. One of the second extensions is constructed as the C-pillar of the vehicle body, and the other second extension is constructed as the D-pillar of the vehicle body.

[0013] This utility model also proposes a vehicle, including the body described above.

[0014] In the technical solution of this utility model, the lower body serves as the basic load-bearing structure, providing support for the overall vehicle body. The side panels are set on both sides in the width direction, forming the boundary of the vehicle body in the width direction. An upper beam is set on the top of the side panel. The upper beam adopts a layered design of outer plates, reinforcing members, and inner plates. The rigidity is improved while the overall weight is reduced through the combination of multiple plates. The pillar is arranged on the side of the side panel facing the interior of the vehicle and located at the rear end in the length direction of the vehicle body. The pillar is fixed to the reinforcing member of the upper beam through a first connecting part and to the inner plate through a second connecting part, so that the pillar, reinforcing member, and inner plate are connected as a whole through the pillar. The reinforcing member and the inner plate respectively transmit the load to the pillar. This not only ensures the connection strength between the cast aluminum parts and the steel, but also helps to reduce the strength requirements of the cast aluminum parts and the steel themselves. It can also reduce the process complexity of a single connection point by dispersing the connection points, thereby reducing the manufacturing cost. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 A schematic diagram of a vehicle body embodiment provided by this utility model; Figure 2 for Figure 1 A schematic diagram of the structure after the side panel and the column are assembled in the embodiment; Figure 3 for Figure 2 Cross-sectional view at point A in the middle; Figure 4 for Figure 2 Cross-sectional view at point B; Figure 5 for Figure 2 A cross-sectional view at point C in the middle; Figure 6 for Figure 2 A cross-sectional view at point D.

[0017] Explanation of icon numbers: 100. Lower body; 200. Side panel; 210. Upper beam; 211. Outer panel; 212. Reinforcing member; 213. Inner panel; 214. Edge banding; 300. Column; 310. First connecting part; 311. First connecting body; 312. Second connecting body; 320. Second connecting part; 321. Third connecting body; 322. Fourth connecting body; 323. Fifth connecting body; 330. First extension; 340. Second extension; 360. Reinforcing rib.

[0018] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0020] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0021] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0022] This application proposes a vehicle body, including: Lower body 100; Side panels 200 are provided on both sides of the lower body 100 along the width direction of the vehicle body. The side panels 200 are provided with an upper side beam 210 located at the top of the vehicle body. The upper side beam 210 includes an outer panel 211, a reinforcing member 212 and an inner panel 213 stacked together. The pillar 300 is located on the side of the side panel 200 facing the lower body 100 and at the rear end of the vehicle body in the length direction. The pillar 300 has an adjacent first connecting part 310 and a second connecting part 320. The first connecting part 310 is fixedly connected to the reinforcing member 212, and the second connecting part 320 is fixedly connected to the inner panel 213.

[0023] In the technical solution of this utility model, the lower body 100 serves as the basic load-bearing structure, providing support for the overall vehicle body; the side panels 200, positioned on both sides in the width direction, form the boundary of the vehicle body in the width direction; an upper beam 210 is provided on the top of the side panels 200, which adopts a layered design of outer panels 211, reinforcing members 212, and inner panels 213, thereby improving rigidity while reducing overall weight through the combination of multiple layers of panels; the pillar 300 is arranged on the side of the side panels 200 facing the interior of the vehicle and located at the rear end in the length direction of the vehicle body. The column 300, the reinforcing member 212 of the upper beam 210 are fixed by the first connecting part 310, and the inner plate 213 are fixed by the second connecting part 320. This allows the column 300, the reinforcing member 212, and the inner plate 213 to be connected as a whole through the column 300. The reinforcing member 212 and the inner plate 213 respectively transmit the load to the column 300. This not only ensures the connection strength between the cast aluminum and the steel, but also helps to reduce the strength requirements of the cast aluminum and the steel themselves. Furthermore, by dispersing the connection points, the process complexity of a single connection point can be reduced, thereby reducing manufacturing costs.

[0024] like Figure 1 and Figure 2 As shown, in this embodiment, the lower body 100 is a component constituting the basic load-bearing structure of the vehicle body bottom, specifically a frame structure formed by stamping and welding steel. The side panels 200 are frame structures arranged on both sides along the width direction of the vehicle body. The lower body 100, the side panels 200, and the roof arranged on the side panels 200 together form the passenger compartment. To balance strength and lightweight, the side panels 200 can specifically be a structure formed by splicing multiple layers of sheet metal. The side panels 200 support the installation of the roof and doors. An upper beam 210 is provided on one side of the side panel 200 located at the top of the vehicle body. The upper beam 210 connects to the roof and, together with other components of the side panels 200, forms the space for installing the doors. In this solution, the outer panel 211, the reinforcing member 212, and the inner panel 213 are stacked sequentially and connected by welding or other methods to form the upper beam 210. The outer panel 211 is the outermost covering plate of the upper side beam 210, which forms part of the outer surface contour of the roof and bears lateral impact loads. The inner panel 213 is the innermost supporting plate of the upper side beam 210, which forms the contour of the inner edge of the roof. The reinforcing member 212 is a supporting plate disposed between the outer panel 211 and the inner panel 213. By adding the reinforcing member 212, the rigidity of the upper side beam 210 can be improved. In addition, the outer panel 211, the reinforcing member 212 and the inner panel 213 can be spaced apart to form cavities. The cavities are used to absorb energy during a collision. By adopting the above-mentioned multi-layer composite structure, the weight can be reduced while ensuring the rigidity of the top.

[0025] Furthermore, in this design, a pillar 300 is located on the inner side of the side panel 200 near the rear of the vehicle body. The pillar 300 constitutes at least one of the C-pillar and D-pillar of the vehicle body. To simplify the structure and improve weight reduction, the pillar 300 can be a single casting component instead of the traditional multi-piece steel structure. Figure 2 and Figure 5 The column 300 is provided with a first connecting part 310 and a second connecting part 320 at a position opposite to the upper side beam 210. The first connecting part 310 and the second connecting part 320 are adjacent and connected. To simplify the structure, the first connecting part 310 and the second connecting part 320 can be integrally formed on the column 300. The first connecting part 310 can extend into the interior of the upper side beam 210 and connect with the reinforcing member 212. Specifically, it can be screwed to the reinforcing member 212 through a threaded hole reserved during casting, or riveted to the reinforcing member 212. A rigid connection is formed between the column 300 and the reinforcing member 212, forming a path for transmitting load. The second connecting part 320 can extend to the side of the inner plate 213 on the upper side beam 210 facing the interior of the vehicle body. The second connecting part 320 and the inner plate 213 can also be fixed by screwing or riveting, forming another path for transmitting load. The above structure enables a reliable connection between the column 300 and the side panel 200, which are made of different materials. At the same time, the first connecting part 310 connects to the reinforcing member 212, and the second connecting part 320 connects to the inner plate 213. This ensures the connection strength and reduces the process requirements of individual connections by dispersing the connection points, thereby achieving a reliable connection with controllable cost under the premise of lightweight design.

[0026] In another embodiment of this application, in order to further simplify the assembly process, the above-mentioned vehicle body can be assembled using the following process: First, the pillars 300 can be fixed to the lower body 100, and the rear crossbeam located at the rear of the vehicle body on the roof can be connected to the pillars 300 at both ends of the vehicle body width direction, thus forming a vehicle body sub-assembly; then, the side panels 200 are installed on both sides of the lower body 100 width direction in the direction from the outside to the inside. During this process, the pillars 300 and the side panels 200 can be fixed simultaneously. For example, the first connecting part 310 and the second connecting part 320 of the pillar 300 are fixed to the upper side beam 210 of the side panel 200, and other positions of the pillar 300 can be fixed to other parts of the side panel 200 through the SPR process; then, other parts of the vehicle body are installed on the side panels 200 or the lower body 100 to complete the final assembly of the vehicle body. In the above assembly process, the various parts of the car body are assembled from the inside out, which reduces the difficulty of assembly and facilitates the operation of equipment used for connection such as welding and riveting, thereby improving the processability and helping to increase production efficiency.

[0027] like Figure 3 and Figure 5The diagram shows one structural form of the first connecting part 310. In this embodiment, the first connecting part 310 is configured as a protrusion protruding from the column 300 toward the side wall 200, and the protrusion is attached to and fixedly connected with the reinforcing member 212.

[0028] The protrusion can be an integrally formed protruding structure on the main body of the column 300, or it can be a separate component fixed to the column 300 by welding or riveting. The shape of the protrusion can be rectangular, circular, or other geometric shapes suitable for fitting with the reinforcing member 212. The height of the protrusion can be based on the structural design of the upper beam 210 to ensure that the protrusion and the reinforcing member 212 have sufficient contact area. The protrusion and the reinforcing member 212 can be attached and fixedly connected. The fixed connection can be achieved by welding, screwing, or riveting. For example, corresponding screw holes can be pre-set on the protrusion and the reinforcing member 212, and the two can be fastened together by bolts during assembly. Alternatively, welding can be performed on the contact surface of the protrusion and the reinforcing member 212 to form an inseparable connection. Through this protruding structure, in the event of a side impact, the collision force can be dispersed between the protrusion and the reinforcing member 212, and together with the connection points of the second connecting part 320 and the inner plate 213, the impact can be dispersed, avoiding local stress concentration and improving the impact resistance performance. At the same time, the protruding structure can also serve as a reinforcing rib 360, improving the structural strength of the pillar 300 itself and enhancing the stability of the vehicle body structure.

[0029] like Figure 3 As shown, in another embodiment of this application, in the direction from the top to the bottom of the vehicle body, the first connecting part 310 includes a first connecting body 311 and a second connecting body 312 that are bent and connected. The first connecting body 311 and the second connecting body 312 are respectively fixed to the reinforcing member 212 by screwing.

[0030] Specifically, the first connector 311 and the second connector 312 can be in an "L" shaped bending structure. Both the first connector 311 and the second connector 312 are connected to the main body of the column 300. The first connector 311 and the second connector 312 can be provided with screw holes respectively. The number of screw holes can be set according to the connection strength requirements. During assembly, the first connector 311 and the second connector 312 can be fitted to different surfaces on the reinforcing member 212 respectively, and fixedly connected by bolts passing through the screw holes on the first connector 311 and the second connector 312 and the corresponding screw holes on the reinforcing member 212. Thus, a segmented connection structure is formed. When transmitting load, the first connector 311 and the second connector 312 respectively distribute the load to different areas of the reinforcing member 212 through bolts. The bending design allows the first connector 311 and the second connector 312 to bear the component force in different directions, realizing multi-angle support. In this way, the stability of the connection interface between the column 300 and the upper beam 210 can be maintained under complex stress conditions, improving the strength and reliability of the overall structure.

[0031] like Figure 4 In another embodiment of this application, in the direction from the top to the bottom of the vehicle body, the second connecting part 320 includes a third connecting body 321, a fourth connecting body 322 and a fifth connecting body 323 that are bent and connected in sequence, and the third connecting body 321, the fourth connecting body 322 and the fifth connecting body 323 are respectively attached to the inner panel 213.

[0032] The included angles between the third connector 321, the fourth connector 322, and the fifth connector 323 can be adjusted according to the surface contour of the inner plate 213. The shape and size of the third connector 321, the fourth connector 322, and the fifth connector 323 can also be flexibly adjusted, so that the third connector 321, the fourth connector 322, and the fifth connector 323 can be respectively attached to different positions of the inner plate 213. The third connector 321, the fourth connector 322, and the fifth connector 323 can be fixedly connected to the inner plate 213 by welding, screwing, or riveting. The above-mentioned bending structure can increase the contact area between the second connecting part 320 and the inner plate 213, improve the connection strength, and the third connector 321, the fourth connector 322, and the fifth connector 323 support each other and can withstand forces in different directions, which helps to enhance the deformation resistance of the connection between the column 300 and the upper beam 210, and is conducive to achieving a reliable connection between the casting and the steel.

[0033] like Figure 4 The specific scheme for connecting the second connecting part 320 and the inner plate 213 is shown. In this embodiment, the third connecting body 321 is fixed to the outer plate 211, the reinforcing member 212 and the inner plate 213 by screwing, the fourth connecting body 322 is connected to the inner plate 213 by at least one of screwing and riveting, and the fifth connecting body 323 is fixed to the inner plate 213, the outer plate 211 and the reinforcing member 212 by welding.

[0034] The third connector 321 is bolted to the inner panel 213 near the top of the vehicle body. The number of bolts can be set according to the stress requirements. Bolting the third connector 321 facilitates the positioning and assembly of the outer panel 211, the reinforcing member 212, and the inner panel 213. Since the top of the inner panel 213 is subjected to greater stress, bolting ensures sufficient connection strength. The fourth connector 322 is fixed to the middle of the inner panel 213 by bolts and riveting. The fourth connector 322 is bolted to the inner panel 213 near the third connector 321. To ensure sufficient connection strength in the area where the third connector 321, which experiences significant stress, is located, the fourth connector 322, positioned away from the third connector 321, requires lower strength and can be fixed to the inner panel 213 using rivets. Specifically, a riveting connection process can be employed to ensure connection reliability while reducing connection costs. The fifth connector 323 is fixed to the bottom of the inner panel 213 by welding, specifically using a SWOP (self-piercing welding) process. Since this location is a door position, experiencing less stress and requiring flatness, welding further reduces processing costs. Furthermore, in the above scheme, the three connection methods correspond to three different processing equipment. During production, the decentralized implementation of these connection processes reduces the load on each workstation's equipment, shortens the production line cycle time, and also helps improve production efficiency and reduce manufacturing costs. Through the differentiated connections of different areas of the second connector 320 in the above technical solution, the reliability of the connection between the column 300 and the side panel 200 is ensured while simultaneously controlling costs.

[0035] like Figure 2 and Figure 6 In another embodiment of this application, the outer panel 211 has an edge trim 214, and the edge of the pillar 300 is connected to the outer panel 211 via the edge trim 214. Specifically, at the position on the outer panel 211 corresponding to the edge of the pillar 300, an inwardly bent edge trim 214 structure can be formed by a stamping process or an edge trim 214 process. The edge trim 214 bends towards the inside of the vehicle body, and the edge of the pillar 300 can be inserted into the edge trim 214 structure and clamped by it, thereby achieving the connection between the outer panel 211 and the pillar 300. Furthermore, the edge trim 214 can extend along the entire edge of the pillar 300, forming a continuous closed structure. For example, the edge trim 214... 14 can cover the edge of the pillar 300 used for mounting the rear window, and can also cover the edge of the door frame corresponding to the door on the pillar 300. After adopting the edge-wrapping structure 214, the process is simplified while ensuring a reliable connection between the outer panel 211 and the pillar 300. Since the width required by the edge-wrapping 214 is shorter than that required by the traditional SPR process, the width of the overlapping surface required for the connection between the outer panel 211 and the pillar 300 can be reduced, which helps to reduce the amount of material used in the outer panel 211 and reduce the weight of the vehicle body.

[0036] In another embodiment of this application, the column 300 is constructed as a cast aluminum component. The cast aluminum component is an integral aluminum structure formed through a casting process. Using a cast aluminum component reduces the number of parts and eliminates the need for connections between components, simplifying the assembly process and contributing to weight reduction.

[0037] like Figure 5 In another embodiment of this application, the pillar 300 is provided with a reinforcing rib 360 on at least one side in the width direction of the vehicle body. There are multiple reinforcing ribs 360, which are arranged in an interlaced manner. The reinforcing ribs 360 can be integrally formed on the pillar 300 and can be arranged in a crisscross pattern. Adjacent reinforcing ribs 360 support each other, which can improve the structural strength of the pillar 300 itself. At the same time, the amount of material used in the pillar 300 can be reduced under the same strength, and the weight of the pillar 300 can be further reduced.

[0038] like Figure 2 In another embodiment of this application, the column 300 includes: Two first extension portions 330 are provided. The two first extension portions 330 extend along the length direction of the vehicle body and are spaced apart in the height direction of the vehicle body. The first connecting portion 310 and the second connecting portion 320 are provided on the first extension portion 330 near the top of the vehicle body. The second extension 340 is provided in two parts. The two second extensions 340 extend along the height direction of the vehicle body and are spaced apart in the length direction of the vehicle body. One of the second extensions 340 is configured as the C-pillar of the vehicle body, and the other second extension 340 is configured as the D-pillar of the vehicle body.

[0039] The first extension 330 and the second extension 340 together form a square frame structure. One of the first extensions 330 forms the longitudinal beam of the roof, and the other forms part of the side of the vehicle body. One of the second extensions 340 forms the C-pillar of the vehicle body, and the other forms the D-pillar of the vehicle body. The first extension 330 and the second extension 340 can be integrated into one component and can be integrally cast, which can reduce the number of parts constituting the vehicle body, simplify the assembly process and reduce manufacturing costs.

[0040] This utility model also proposes a vehicle having a body and other accessories such as a powertrain and chassis mounted on the body. The specific structure of the body is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0041] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A vehicle body, characterized in that, include: Lower body; Side panels are provided on both sides of the lower body along the width direction of the vehicle body. The side panels are provided with an upper beam located at the top of the vehicle body. The upper beam includes an outer panel, a reinforcing member, and an inner panel that are stacked together. A pillar is provided on the side of the side panel facing the lower body and located at the rear end of the vehicle body along its length. The pillar has an adjacent first connecting part and a second connecting part. The first connecting part is fixedly connected to the reinforcing member, and the second connecting part is fixedly connected to the inner panel.

2. The vehicle body as described in claim 1, characterized in that, The first connecting part is configured as a protrusion protruding from the side of the column towards the side wall, and the protrusion is attached to and fixedly connected to the reinforcing member.

3. The vehicle body as described in claim 2, characterized in that, From the top to the bottom of the vehicle body, the first connecting part includes a first connecting body and a second connecting body that are bent and connected, and the first connecting body and the second connecting body are respectively fixed to the reinforcing member by screws.

4. The vehicle body as described in claim 1, characterized in that, From the top to the bottom of the vehicle body, the second connecting part includes a third connecting body, a fourth connecting body, and a fifth connecting body that are bent and connected in sequence. The third connecting body, the fourth connecting body, and the fifth connecting body are respectively attached to and connected to the inner panel.

5. The vehicle body as described in claim 4, characterized in that, The third connector is fixed to the outer plate, the reinforcing member and the inner plate by screwing; the fourth connector is connected to the inner plate by at least one of screwing and riveting; and the fifth connector is fixed to the inner plate, the outer plate and the reinforcing member by welding.

6. The vehicle body as described in claim 1, characterized in that, The second connecting part is connected to the upper beam by at least two of the following methods: welding, screwing, and riveting.

7. The vehicle body as described in claim 1, characterized in that, The outer panel has a edging, and the edge of the column is connected to the outer panel through the edging.

8. The vehicle body as described in claim 1, characterized in that, The column structure is made of cast aluminum.

9. The vehicle body as described in claim 1, characterized in that, The pillar is provided with a reinforcing rib on at least one side of the vehicle body in the width direction, and the reinforcing ribs are provided in multiple ways and are staggered; and / or, The column includes: The first extension is provided in two parts. The two first extensions extend along the length direction of the vehicle body and are spaced apart in the height direction of the vehicle body. The first connecting part and the second connecting part are provided on the first extension near the top of the vehicle body. The second extension is provided in two parts. The two second extensions extend along the height direction of the vehicle body and are spaced apart in the length direction of the vehicle body. One of the second extensions is constructed as the C-pillar of the vehicle body, and the other second extension is constructed as the D-pillar of the vehicle body.

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

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