Vehicle body and vehicle

Abstract

A vehicle body (100), comprising a first longitudinal beam structure (200), a second longitudinal beam structure (300), and doorsill beams (400). The second longitudinal beam structure comprises a longitudinal beam connection section (310) and a step assembly (320), and the longitudinal beam connection section and the step assembly are of an integrally formed structure. One end of the second longitudinal beam structure is connected to the first longitudinal beam structure, and the other end of the second longitudinal beam structure is connected to the doorsill beams. The second longitudinal beam structure is used for transferring collision force to the doorsill beams when the vehicle body is collided. Also disclosed is a vehicle comprising the vehicle body. The first longitudinal beam structure is made of a high-strength steel material and is used for crash energy absorption, and the second longitudinal beam structure is made of a thermoforming material and integrates the longitudinal beam connection segment with the step assembly, so that the collision force is directly transferred to doorsill beam areas, thereby significantly improving force transfer efficiency and reducing crash-induced crushing.

Description

Car body and vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on March 28, 2024, with application number 202410364156.1 and application name “Vehicle Body and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of automobile parts, and in particular to a vehicle body and a vehicle. Background Art

[0003] In recent years, my country's automotive industry has experienced rapid growth, and the automotive industry will remain a core industry for future development. With the continuous advancement of technology and the continuous improvement of people's living standards, the demand for automotive performance is increasing, and OEMs are also placing higher and higher demands on vehicle collision safety performance. With the rapid development of new energy vehicles, the demand for electrical safety is also increasing. In terms of occupant protection and electrical safety, head-on collisions are the highest speed and the greatest force during a collision. Better body structure design can effectively reduce body deformation during collisions, thereby improving occupant safety.

[0004] The internal structure of a car often includes longitudinal beams, which are the most important load-bearing components in the car. The main function of the longitudinal beam is to provide support and fixation, fully ensuring the safety of drivers and passengers, while also supporting the overall vehicle structure.

[0005] However, most current vehicles experience significant bending and deformation in the force-transmitting area at the rear of the longitudinal beam after a collision, preventing the collision energy from being effectively absorbed. This results in significant bending and deformation of the rear section of the front longitudinal beam, preventing the energy from being effectively transferred to the rocker structure when the vehicle body is involved in a collision. Existing solutions typically connect the longitudinal beam and its connectors to the rocker structure, using stacked reinforcement plates to meet performance requirements. This increases costs and is inconsistent with lightweight design principles. Force is transmitted through the connecting plates, resulting in a single path and poor transmission efficiency. Summary of the Invention

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] The present application provides a vehicle body and a vehicle, wherein the first longitudinal beam structure adopts high-strength steel material and is used for collision crushing and energy absorption, and the second longitudinal beam structure adopts thermoformed material and integrates the longitudinal beam connecting section with the step assembly, so that the collision force is directly transmitted to the threshold beam area, effectively improving the force transmission efficiency and reducing collision crushing.

[0008] In order to achieve the above objectives, the embodiments of the present application provide the following technical solutions:

[0009] A first aspect of an embodiment of the present application provides a vehicle body, comprising:

[0010] First longitudinal beam structure;

[0011] The second longitudinal beam structure includes a longitudinal beam connecting section and a step assembly, and the longitudinal beam connecting section and the step assembly are an integrally formed structure;

[0012] a threshold beam, wherein one end of the second longitudinal beam structure is connected to the first longitudinal beam structure, and the other end of the second longitudinal beam structure is connected to the threshold beam;

[0013] The second longitudinal beam structure is used to transfer the collision force to the rocker beam when the vehicle body suffers a collision.

[0014] Based on the above technical solution, this application can also be improved as follows.

[0015] In one possible implementation, the first longitudinal beam structure includes: a longitudinal beam inner plate and a longitudinal beam outer plate;

[0016] The longitudinal beam inner plate and the longitudinal beam outer plate are connected in the width direction of the vehicle body.

[0017] In a possible implementation, the longitudinal beam inner plate and the longitudinal beam outer plate are connected in the height direction of the vehicle body.

[0018] In one possible implementation, the first longitudinal beam structure is a Y-shaped structure;

[0019] The longitudinal beam inner plate and the longitudinal beam outer plate form a first cavity, and the first cavity is used to enhance the collision strength of the first longitudinal beam structure.

[0020] In a possible implementation, the second longitudinal beam structure further includes: a longitudinal beam reinforcement plate;

[0021] The longitudinal beam reinforcement plate is connected to the longitudinal beam connecting section.

[0022] In one possible implementation, the second longitudinal beam structure is a U-shaped structure;

[0023] The longitudinal beam reinforcement plate and the longitudinal beam connecting section form a second cavity, which is used to enhance the collision strength of the second longitudinal beam structure.

[0024] In one possible implementation, the vehicle body further includes: a crossbeam connecting plate;

[0025] The cross beam connecting plate is located on a side of the longitudinal beam reinforcing plate facing the longitudinal beam connecting section, and the cross beam connecting plate is connected to the longitudinal beam connecting section.

[0026] In one possible implementation, the vehicle body further includes: a battery pack mounting beam;

[0027] The battery pack mounting beam is located below the longitudinal beam connecting section, and the battery pack mounting beam is connected to the door sill beam.

[0028] In a possible implementation, the first longitudinal beam structure is made of high-strength steel material, and the second longitudinal beam structure is made of hot-formed material.

[0029] A second aspect of an embodiment of the present application provides a vehicle comprising the above-mentioned vehicle body.

[0030] The present application provides a vehicle body and a vehicle, wherein the vehicle body includes a first longitudinal beam structure, a second longitudinal beam structure and a sill beam. The second longitudinal beam structure includes a longitudinal beam connecting section and a step assembly, and the longitudinal beam connecting section and the step assembly are an integrally formed structure. One end of the second longitudinal beam structure is connected to the first longitudinal beam structure, and the other end of the second longitudinal beam structure is connected to the sill beam. The second longitudinal beam structure is used to transfer the collision force to the sill beam when the vehicle body is subjected to a collision. The vehicle includes the above-mentioned vehicle body. In this way, the embodiment of the present application can directly transfer the collision force to the sill beam area by using high-strength steel material for the first longitudinal beam structure and using it for collision crushing energy absorption, and using hot-formed material for the second longitudinal beam structure and integrating the longitudinal beam connecting section with the step assembly, thereby effectively improving the force transmission efficiency and reducing collision crushing.

[0031] Still other aspects will become apparent upon reading and understanding the accompanying drawings and detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be derived from these drawings without inventive effort.

[0033] FIG1 is a schematic diagram of a partial structure of a vehicle body provided in one embodiment of the present application;

[0034] FIG2 is a schematic cross-sectional view taken along line AA in FIG1 ;

[0035] FIG3 is a schematic cross-sectional view of BB in FIG1 ;

[0036] FIG4 is a schematic diagram of a partial structure of a vehicle body provided in one embodiment of the present application;

[0037] FIG5 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0038] Explanation of the reference numerals: 100-vehicle body; 200-first longitudinal beam structure; 210-longitudinal beam inner plate; 220-longitudinal beam outer plate; 230-first cavity; 300-second longitudinal beam structure; 310-longitudinal beam connecting section; 320-step assembly; 330-longitudinal beam reinforcement plate; 340-second cavity; 400-sill beam; 410-sill inner plate; 500-crossbeam connecting plate; 600-battery pack mounting beam; 610-third cavity; 620-battery pack; 700-vehicle; 710-wheel; 720-windshield. DETAILED DESCRIPTION

[0039] As described in the background art, most current vehicles experience significant bending and deformation in the force-transmitting area of ​​the rear longitudinal beam after a collision. This prevents the collision energy from being effectively absorbed, resulting in significant bending and deformation of the rear section of the front longitudinal beam. This prevents the energy from being effectively transferred to the sill structure during a collision. Existing solutions typically connect the longitudinal beam and its connector to the sill structure, using stacked reinforcement plates to meet performance requirements. This increases costs and is inconsistent with lightweight design principles. Force is transmitted through the connecting plate, resulting in a single path and poor transmission efficiency.

[0040] In response to the above technical problems, an embodiment of the present application provides a vehicle body and a vehicle, wherein the vehicle body includes a first longitudinal beam structure, a second longitudinal beam structure and a sill beam. The second longitudinal beam structure includes a longitudinal beam connecting section and a step assembly, and the longitudinal beam connecting section and the step assembly are an integrally formed structure. One end of the second longitudinal beam structure is connected to the first longitudinal beam structure, and the other end of the second longitudinal beam structure is connected to the sill beam. The second longitudinal beam structure is used to transfer the collision force to the sill beam when the vehicle body is subjected to a collision. The vehicle includes the above-mentioned vehicle body. In this way, the embodiment of the present application can directly transfer the collision force to the sill beam area by using high-strength steel material for the first longitudinal beam structure and using it for collision crushing energy absorption, and using hot-formed material for the second longitudinal beam structure and integrating the longitudinal beam connecting section with the step assembly, thereby effectively improving the force transmission efficiency and reducing collision crushing.

[0041] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0042] The present invention provides a vehicle body and vehicle. By utilizing high-strength steel for the first longitudinal beam structure, which is used for collision crushing and energy absorption, and thermoformed material for the second longitudinal beam structure, integrating the longitudinal beam connecting section with the step assembly, collision forces are directly transmitted to the sill beam area, effectively improving force transmission efficiency and reducing collision crushing. The specific structures of the vehicle body and vehicle provided by the present invention are described below in conjunction with the accompanying drawings.

[0043] With reference to Figures 1 and 4, a first aspect of an embodiment of the present application provides a vehicle body 100, which may include a first longitudinal beam structure 200, a second longitudinal beam structure 300, and a sill beam 400. In the longitudinal direction of the vehicle body 100, one end of the second longitudinal beam structure 300 may be connected to the first longitudinal beam structure 200. In the width direction of the vehicle body 100, the other end of the second longitudinal beam structure 300 may be connected to the sill beam 400. The first longitudinal beam structure 200, the second longitudinal beam structure 300, and the sill beam 400 may form the frame of the vehicle body 100. In one possible implementation, the second longitudinal beam structure 300 may further include a longitudinal beam connecting section 310 and a step assembly 320. The longitudinal beam connecting section 310 and the step assembly 320 may be integrally formed. In this way, the second longitudinal beam structure 300 can be used to direct the impact force directly to the sill beam 400 area when the vehicle body 100 is subjected to a collision, thereby reducing collision crushing.

[0044] Referring to Figures 1 and 2 , based on the above embodiment, the first longitudinal beam structure 200 may further include a longitudinal beam inner panel 210 and a longitudinal beam outer panel 220. The longitudinal beam inner panel 210 may be connected to the longitudinal beam outer panel 220 in the width direction of the vehicle body 100. In one possible implementation, the longitudinal beam inner panel 210 and the longitudinal beam outer panel 220 may be spliced ​​and connected in the width direction of the vehicle body 100.

[0045] Of course, in other embodiments, the longitudinal beam inner panel 210 may also be connected to the longitudinal beam outer panel 220 in the height direction of the vehicle body 100. In one possible implementation, the longitudinal beam inner panel 210 may be spliced ​​and connected to the longitudinal beam outer panel 220 in the height direction of the vehicle body 100. This application does not limit the position and connection method between the longitudinal beam inner panel 210 and the longitudinal beam outer panel 220.

[0046] Continuing with FIG. 2 , based on the above embodiment, in the first longitudinal beam structure 200 , the longitudinal beam inner panel 210 and the longitudinal beam outer panel 220 can form a Y-shaped structure from the perspective of the vehicle body 100's travel direction. A first cavity 230 can be formed between the longitudinal beam inner panel 210 and the longitudinal beam outer panel 220. This first cavity 230 can be a closed cavity, allowing the first cavity 230 to enhance the collision resistance of the first longitudinal beam structure 200. In one possible implementation, the longitudinal beam inner panel 210 can protrude toward the side facing away from the longitudinal beam outer panel 220, while both ends of the longitudinal beam inner panel 210 in the height direction of the vehicle body 100 remain connected to the longitudinal beam outer panel 220. In this way, the portion of the longitudinal beam inner panel 210 protruding from the longitudinal beam outer panel 220 can form the first cavity 230. In this embodiment of the present application, structural ribs can be provided on the longitudinal beam inner panel 210 and the longitudinal beam outer panel 220 to provide collision resistance. In a possible implementation, there may be several structural ribs, and this application does not impose any limitation on the number of structural ribs.

[0047] Referring to Figure 3 , based on the above embodiment, the second longitudinal beam structure 300 may further include a longitudinal beam reinforcement plate 330 . The longitudinal beam reinforcement plate 330 may be connected to the longitudinal beam connecting section 310 . In one possible implementation, the longitudinal beam reinforcement plate 330 may be located on the side of the longitudinal beam connecting section 310 facing the longitudinal beam outer panel 220 . In this embodiment of the present application, the longitudinal beam reinforcement plate 330 can be used to transmit force during head-on collisions. It can better resist deformation during collisions on the vehicle body 100, thereby enhancing the safety of the vehicle.

[0048] Continuing with FIG. 3 , based on the above embodiment, in the second longitudinal beam structure 300, from the perspective of the vehicle body 100's travel direction, the longitudinal beam connecting section 310 and the longitudinal beam reinforcement plate 330, combined with the longitudinal beam outer plate 220 of the first longitudinal beam structure 200, can form a U-shaped structure. A second cavity 340 can be formed between the longitudinal beam connecting section 310 and the longitudinal beam reinforcement plate 330. This second cavity 340 can also be a closed cavity, allowing the second cavity 340 to enhance the collision resistance of the second longitudinal beam structure 300. In one possible implementation, the longitudinal beam reinforcement plate 330 can protrude toward a side facing away from the longitudinal beam connecting section 310, while both ends of the longitudinal beam reinforcement plate 330 in the height direction of the vehicle body 100 remain connected to the longitudinal beam connecting section 310. In this way, the portion of the longitudinal beam reinforcement plate 330 protruding from the longitudinal beam connecting section 310 forms the second cavity 340. In the embodiment of the present application, structural ribs may also be provided on the structure of the longitudinal beam connecting section 310 and the longitudinal beam reinforcement plate 330, so that the structural ribs can be used for collision reinforcement. In one possible implementation, the number of structural ribs can be multiple, and the present application does not impose any limitation on the number of structural ribs.

[0049] Continuing with FIG3 , based on the above embodiment, the vehicle body 100 may further include a cross-beam connecting plate 500. The cross-beam connecting plate 500 may be located on the side of the longitudinal beam reinforcement plate 330 facing the longitudinal beam connecting section 310, and the cross-beam connecting plate 500 is connected to the longitudinal beam connecting section 310. In one possible implementation, the longitudinal beam connecting section 310 may be located between the longitudinal beam reinforcement plate 330 and the cross-beam connecting plate 500 in the width direction of the vehicle body 100.

[0050] Continuing to refer to FIG4 , based on the above embodiment, the sill beam 400 may have a sill inner panel 410 . In one possible implementation, the longitudinal beam connecting section 310 may extend toward one side of the sill beam 400 until it overlaps the sill inner panel 410 . In the embodiment of the present application, the vehicle body 100 may further include: a battery pack mounting beam 600 . The battery pack mounting beam 600 may be located below the longitudinal beam connecting section 310 , and one end of the battery pack mounting beam 600 may be connected to the sill inner panel 410 in the sill beam 400 , and the other end of the battery pack mounting beam 600 may be connected to the longitudinal beam connecting section 310 . In one possible implementation, the sill inner panel 410 , the longitudinal beam connecting section 310 and the battery pack mounting beam 600 may together form a third cavity 610 . The battery pack 620 may be disposed in the third cavity 610 . It can be understood that since the longitudinal beam connecting section 310 and the step assembly 320 are an integrally formed structure, they can better transmit the collision force and disperse it to the door sill inner plate 410, so that the intensity of the collision force is dispersed and gradually decreases, thereby well protecting the battery pack 620 located in the third cavity 610, better resisting collision deformation, and further protecting the battery cells.

[0051] Based on the above embodiment, the first longitudinal beam structure 200 can be made of high-strength steel, while the second longitudinal beam structure 300 can be made of thermoformed material. In one possible implementation, the first longitudinal beam structure 200 can be configured as a high-strength steel energy-absorbing structure, forming a crush energy-absorbing region. The second longitudinal beam structure 300 can be configured as a thermoformed force-transmitting structure, forming a collision force-transmitting region. It is understood that different strengths of steel can be used according to different regions and functions under different stress conditions.

[0052] 5 , a second aspect of an embodiment of the present application provides a vehicle 700 . The vehicle 700 may include the aforementioned vehicle body 100 . In one possible implementation, the vehicle 700 may further include components such as wheels 710 and a windshield 720 , which together with the vehicle body 100 constitute the vehicle 700 .

[0053] Based on the vehicle body 100 and vehicle 700 provided in the embodiments of the present application, computer simulation experiments were conducted on the improved vehicle body 100 and vehicle 700. The simulation analysis showed that the first longitudinal beam structure 200 was fully crushed, while the force transmission effect of the second longitudinal beam structure 300 was significantly unchanged.

[0054] The specific values ​​of various parameters between existing vehicles and the vehicle 700 provided in the embodiment of the present application are shown in the following table, including:

[0055] Table 1: Parameter values ​​of traditional vehicles and optimized vehicles

[0056] As can be seen from Table 1, the vehicle 700 provided in the embodiment of the present application has a significant improvement effect. After the vehicle 700 is subjected to a collision, the survival space of the vehicle 700 is significantly improved. The vehicle body 100 provided in the present application has a significant advantage in force transmission, which can significantly improve the survival space of the occupant's chest, abdomen, and legs in the x-direction after the vehicle 700 is subjected to a collision. Simulation analysis and calculation show that the vehicle 700 provided in the present application can improve the energy absorption effect by approximately 20%. Therefore, the vehicle 700 provided in the present application can provide stronger protection for the cab occupants and more effectively reduce the safety risks of the occupants in the cab after a collision.

[0057] In this embodiment, by using high-strength steel for the first longitudinal beam structure 200 to absorb collision energy, and by using a thermoformed material for the second longitudinal beam structure 300, integrating the longitudinal beam connecting section 310 with the step assembly 320, collision forces are directly transmitted to the sill beam 400 area, effectively improving force transmission efficiency and reducing collision crushing. This distributed collision force not only protects occupants but also reduces cab weight, achieving a lightweight design. Based on analysis of existing vehicle products, a 15% weight reduction can be achieved. Furthermore, occupant protection is enhanced at the same weight.

[0058] In the embodiment of the present application, the entire longitudinal beam in vehicle 700 is divided into a first longitudinal beam structure 200 and a second longitudinal beam structure 300. In the second longitudinal beam structure 300, the longitudinal beam connecting section 310 and the step assembly 320 are integrated into a single unit, thereby directly transmitting the collision force to the sill beam 400. This integrated longitudinal beam structure reduces the weld area, avoids structural performance degradation, and increases the force transmission area. It is understood that the integral structure of the longitudinal beam connecting section 310 and the step assembly 320 are both thermoformed parts, increasing the connection area with the sill beam 400. This allows the collision force to be transmitted to different areas of the sill beam 400, effectively achieving force dispersion and absorption.

[0059] The various embodiments or implementation methods in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referenced to each other.

[0060] It should be noted that phrases such as "in a specific implementation," "in some embodiments," "in this embodiment," and "exemplarily" mentioned in the specification indicate that the described embodiment may include a particular feature, structure, or characteristic, but not every embodiment necessarily includes that particular feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not.

[0061] Generally speaking, terms should be understood, at least in part, based on the context in which they are used. For example, as used herein, the term "one or more" can be used to describe any feature, structure, or characteristic in the singular sense, or can be used to describe a combination of features, structures, or characteristics in the plural sense, depending at least in part on the context. Similarly, terms such as "a," "an," or "the" can also be understood to convey either singular or plural usage, depending at least in part on the context.

[0062] It should be readily understood that “on,” “above,” and “over” in this disclosure should be interpreted in the broadest manner, such that “on” means not only “directly on something,” but also includes “on something” with intervening features or layers therebetween, and “above” or “over” includes not only the meaning of “above” or “over,” but also includes “above” or “over” with no intervening features or layers therebetween (i.e., directly on something).

[0063] Additionally, spatially relative terms, such as "below," "beneath," "beneath," "above," and the like, may be used herein for ease of description to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. The device may be in other orientations (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein should be interpreted accordingly.

[0064] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle body, characterized in that: include: First longitudinal beam structure; a second longitudinal beam structure, the second longitudinal beam structure comprising a longitudinal beam connecting section and a step assembly, the longitudinal beam connecting section and the step assembly being an integrally formed structure; a threshold beam, wherein one end of the second longitudinal beam structure is connected to the first longitudinal beam structure, and the other end of the second longitudinal beam structure is connected to the threshold beam; The second longitudinal beam structure is used to transfer collision force to the rocker beam when the vehicle body encounters a collision.

2. The vehicle body according to claim 1, wherein: The first longitudinal beam structure includes: a longitudinal beam inner plate and a longitudinal beam outer plate; The longitudinal beam inner panel and the longitudinal beam outer panel are connected in the width direction of the vehicle body.

3. The vehicle body according to claim 2, wherein: The longitudinal beam inner plate and the longitudinal beam outer plate are connected in the height direction of the vehicle body.

4. The vehicle body according to claim 3, wherein: The first longitudinal beam structure is a Y-shaped structure; The longitudinal beam inner plate and the longitudinal beam outer plate form a first cavity, and the first cavity is used to enhance the collision strength of the first longitudinal beam structure.

5. The vehicle body according to claim 1, wherein: The second longitudinal beam structure further includes: a longitudinal beam reinforcement plate; The longitudinal beam reinforcement plate is connected to the longitudinal beam connecting section.

6. The vehicle body according to claim 5, wherein: The second longitudinal beam structure is a U-shaped structure; The longitudinal beam reinforcement plate and the longitudinal beam connecting section form a second cavity, and the second cavity is used to enhance the collision strength of the second longitudinal beam structure.

7. The vehicle body according to claim 6, wherein: The vehicle body further comprises: a crossbeam connecting plate; The cross beam connecting plate is located on a side of the longitudinal beam reinforcing plate facing the longitudinal beam connecting section, and the cross beam connecting plate is connected to the longitudinal beam connecting section.

8. The vehicle body according to claim 7, wherein: The vehicle body further includes: a battery pack mounting beam; The battery pack mounting beam is located below the longitudinal beam connecting section, and the battery pack mounting beam is connected to the door sill beam.

9. The vehicle body according to any one of claims 1 to 8, wherein: The first longitudinal beam structure is made of high-strength steel material, and the second longitudinal beam structure is made of hot-formed material.

10. A vehicle, wherein: The vehicle body comprises the vehicle body according to any one of claims 1 to 9.

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