Subassemblies within known car bodies are joined together in a manner that an end of one subassembly is in contact with a wall of the other subassembly, and within the contact area the connection is established through all types of welding (i. e. welding, MIG-welding, spot-welding, laser- welding, hybrid welding etc. ) or gluing. Thus, the cross- members of floor subassembly are joined to the pillars and rocker profiles, cross-members supporting the windshield and rear, glass, as well as roof cross-members are joined to the body sides, and the rear rails are joined to the rear wall.

Still, the joints are strengthened by wall thickness increase and/or insertion of additional reinforcing elements. The disadvantage of the connection method consists in car body weight growth and in a greater number of elements to be joined.

According to the present invention the concept of a car body composed of individual profiles. and/or subassemblies (modules) joined together consists in that a single profile or a profile of one subassembly (module) is joined to another single profile or a subassembly profile so that the first profile or subassembly profile passes through an opening made in one wall of the second profile or subassembly profile.

In an advantageous embodiment of the car body a single profile or a profile of the first subassembly (module) is in contact with a second wall assembly of the second profile or subassembly profile.

In an advantageous embodiment of the car body a single profile or a profile of the first subassembly (module) passes through an opening made in the second wall of the second profile or subassembly profile.

In an advantageous embodiment of the car body an attachment profile of McPherson strut passes through an upper front longitudinal (an apron) of a body side. A cowl profile supporting the windshield passes through a (front) A-pillar of the body side. A floor transverse profile, next to a (front) A-pillar, passes through a rocker profile. A floor cross-member profile, next to a (middle) B-pillar, passes through a rocker profile. A floor transverse profile, next to a (rear) C-pillar, passes through a rocker profile. A rear wheelhouse profile passes through a (rear) C-pillar of the body-side. A front roof header profile passes through a roof rail profile of the body side. A roof bow profile, next to a (rear) C-pillar, passes through a roof rail profile of the body side. A roof rail profile of the body side passes through a rear wall profile. Alternatively, the rear roof header profile, next to a (rear end) D-pillar, passes through a roof rail profile of the body side. A stringer profile supporting a quarter panel glass passes through the rear wall profile. A rear rail profile of the floor passes through the rear wall profile. The McPherson strut attachment profile passes through a front rail profile.

In an advantageous embodiment of the car body individual profiles and/or subassemblies (modules) are joined together by means of compensating plates, the shape of which matches the profile shape, with the plates being formed as frames surrounding one of profiles to be joined and contacting the other.

In an advantageous embodiment of the car body a compensating plate is formed as a frame, with the cross- section of its side resembling letter"L".

In an advantageous embodiment of the car body a compensating plate is formed as a frame with a bottom, with the cross-section of its side resembling letter"Z".

In an advantageous embodiment of the car body a compensating plate is formed as a flat frame.

In an advantageous embodiment of the car body a compensating plate is formed as a frame, with its side being cut through once or cut into several sections or provided with indentations.

The advantage of the car body of the invention consists in its smaller weight and, consequently, lower production cost. The reason for that lies in that the described method of connecting car body components optimizes the usage of existing profiles, with the load being more homogeneously distributed. The stiffness and strength of joints is higher than in the known car bodies ; besides, local stresses are lowered, which contributes to a more homogenized structure.

Below the exemplary application of the present invention will be shown with"Wagon","Van","SUV", and some versions of a 5-door hatchback of a car body serving as examples, with reference to the attached drawings showing : Fig. 1 presents a side view of a car body (representative for all types mentioned above); Fig. 2 presents a rear view of a car body (representative for all types mentioned above) ; Fig. 3-14 present the indicated cross-sections of a car body; Fig. 15-22 present various types of compensating plates.

In the front part of a body side 1, in a (front) A-. pillar and its vicinity four openings were made. McPherson strut attachment profiles 21 and a cowl profile 2 supporting. the windshield were inserted through the middle openings, and a transverse profile 3 of a floor 14 was inserted through the lower opening, made in a rocker profile 25. The profiles 2, 3 and 21 are in the guide-in and guide-out area of the body side 1 profile attached to the body side profile by means of compensating plates 4 and 5, with the plate 5, provided with a bottom, being a closed plate. Through the upper opening a roof header 24 was inserted. The roof header 24 was joined to the inner wall of the body side 1 by means of the"L"type compensating plate 4, and directly to the outer wall of the body side 1 (attachment to the outer wall reinforcement is acceptable) ; in this case an opening in the outer body side is not necessary.

An opening through the two walls of the rocker profile 25, next to a (middle) B-pillar, was made, through which a middle floor cross-member 6 of the floor 14 is inserted, fixed to the profile 25 by means of the"L"type compensating plate 4 and of the flat one 8. There is no need to make an opening in the third wall of the rocker profile 25 in this case.

In the vicinity of a (rear) C-pillar, three openings were made in the body side 1. Through the lower opening, made in the rocker profile 25, a transverse profile-locally bent rear rail 13, is inserted and attached to the body side 1 by means of the"L"type compensating plates 4. Through the middle opening a rear wheelhouse profile 11 is guided and attached by means of the"L"type compensating plates 4.

Through the upper opening a roof bow 9 was inserted.

The roof bow 9 was attached to the inner wall of the body side 1 by means of the" !/' type compensating plate 4, and to the outer wall of the body side 1, through the outer wall reinforcement being the part of the body side assembly 1.

There is no need to make an opening in the outer wall of body side in this case.

In a rear wall 12 of the car body three openings were made. Through the lower one the rear rail 13 of the floor 14 was guided and attached by means of the"L"type compensating plates 4. Through the middle opening a stringer profile 15 supporting a quarter panel glass was guided, the stringer profile being fixed by means of the"L"type compensating plate 4 and 5 of the"Z"type. Through the upper opening a roof rail 7 of the body side 1 is inserted, the roof rail being attached by means of the"L"type compensating plates 4 (alternatively, a rear roof header profile 10, in the vicinity of a (rear) D-pillar, passes through a roof rail profile of the body side 1, and is attached to that by means of the"L"type compensating plates 4).

In a front rail 20 of the car body an opening was made, through which the McPherson strut attachment profile 21 is passed, the profile being attached to the front rail 20 by means of the"L"type compensating plate 4 and 5 of the"Z" type.

The aim of compensating plates is to compensate for deflections within the tolerance field, and to reinforce the attachment area. Depending on particular needs, they are characterized with various forms, with a frame surrounding a profile passing through an opening in a corresponding profile. Such a frame may be characterized with a flat cross- section (comp. : plate 8), with a cross section resembling letter"L" (comp. : plate 4), or with a cross section resembling letter"Z"with a bottom (comp. : plate 5). A compensating plate may be cut through and/or indented in one or more places, 16,17, 18,19, which facilitates tolerance compensation, and adapts a plate to the partition lines of corresponding profiles. It can also constitute a combination of plates 4,5, 8, with or without cuts through and/or indentations 23.

The plate 16 is provided with one cut through 30 and two indentations 40 in the corner areas. The plate 17 is provided with two cuts through 33,34 and two corner indentations 40. The plate 18 is cut into halves by means of cuts 35,36, and it is provided with two types of indentations corner 40 and 41 on each side. The plate 19 is provided with four corner indentations 40, one indentation 42 and a cut through 31. The plate 23 is provided with one corner indentation 40, one cut through 32, and, besides, constitutes the combination of a flat plate and a"Z"type plate.