A column assembly for vehicle and vehicle

Abstract

The invention provides an A column assembly for a vehicle and the vehicle. The A-pillar assembly comprises a decorative plate, the decorative plate is connected with an A-pillar body of the vehicle, and the height of the decorative plate is larger than that of the A-pillar body; the air guide plate assembly is connected with the decorative plate, the air guide plate assembly is located on the side, away from the A column body, of the decorative plate, and a gap is formed between the air guide plate assembly and the surface of the decorative plate; and the multiple blades are arranged in the gaps at intervals in the height direction of the decorative plate, one end of each blade is connected with the decorative plate, and the other end of each blade is connected with the air guide plate assembly. The problem that in the prior art, when a vehicle runs, wind resistance is increased due to turbulence of airflow around the A column is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automotive aerodynamics, in particular to an A-pillar assembly for a vehicle and the vehicle. BACKGROUND

[0002] In the automotive industry, aerodynamic performance is crucial for improving vehicle fuel efficiency and driving performance. The A-pillar region of a vehicle is prone to airflow separation and vortex due to its unique geometry, which not only increases the wind resistance of the vehicle but also affects the stability and noise level of the vehicle. Currently, most vehicles on the market have not fully considered aerodynamic optimization in A-pillar design, resulting in airflow turbulence around the A-pillar when the vehicle is driving at high speed, which affects the aerodynamic performance of the entire vehicle.

[0003] No effective solution has been proposed to address the above problems. SUMMARY

[0004] The main purpose of the present application is to provide an A-pillar assembly for a vehicle and the vehicle to solve the problem of increased wind resistance caused by airflow turbulence around the A-pillar when the vehicle is driving in the prior art.

[0005] To achieve the above purpose, according to one aspect of the present application, an A-pillar assembly for a vehicle is provided, comprising: a decorative plate connected to the A-pillar body of the vehicle, the height dimension of the decorative plate being greater than that of the A-pillar body; a deflector assembly connected to the decorative plate, the deflector assembly being located on the side of the decorative plate away from the A-pillar body, and the deflector assembly and the surface of the decorative plate being arranged with a gap; a plurality of vanes, each vane being arranged in the gap along the height direction of the decorative plate, one end of the vane being connected to the decorative plate, and the other end of the vane being connected to the deflector assembly.

[0006] Further, the two sides of the deflector assembly extend towards the side where the decorative plate is located, the outer surface of the deflector assembly is arc-shaped, and the profile lines of the two sides of the deflector assembly are arranged at a first included angle with the vertical direction, wherein the first included angle ranges from 10° to 15°.

[0007] Further, the deflector assembly comprises: a first deflector located on the side of the decorative plate away from the A-pillar body; a second deflector, the outer wall surface of the second deflector being arranged to fit the inner surface of the first deflector, and the vanes being connected to the inner wall surface of the second deflector; wherein the width dimension of the second deflector is smaller than that of the first deflector.

[0008] Further, one side of the decorative plate is provided with a recess, and the recess and the two ends of the decorative plate form an avoidance space.

[0009] Further, the second air deflector has a first gap between the side close to the recess and the decorative plate, and a second gap between the other side and the decorative plate, and the ratio of the first gap to the second gap is 1:2.

[0010] Further, the distance between two adjacent blades is 260mm-300mm.

[0011] Further, the second angle between the profile of the blade along the width direction of the decorative plate and the horizontal direction is 20°-30°.

[0012] Further, the thickness of the blade is T1, and T1 is 9mm-11mm, and the height of the blade is H3, and H3 is 9mm-12mm.

[0013] Further, the second air deflector is integrally formed with the blade.

[0014] According to one aspect of the present application, a vehicle is provided, comprising an A-pillar assembly for the vehicle, and the A-pillar assembly is the above-mentioned A-pillar assembly.

[0015] By optimizing the profile of the air deflector assembly, the distribution and direction of the blades, the application effectively reduces the side vortex and airflow separation, and significantly reduces the drag coefficient of the vehicle. The application solves the problem of increased wind resistance caused by airflow turbulence around the A-pillar when the vehicle is driving. BRIEF DESCRIPTION OF DRAWINGS

[0016] The drawings accompanying the specification of the present application form a part thereof, serve to provide further understanding of the present application, and together with the description, explain the application. The present application is shown by way of illustration in the drawings as follows: Figure 1 A structure schematic diagram of a first embodiment of the A-pillar assembly according to the present application is shown; Figure 2 A structure schematic diagram of a second embodiment of the A-pillar assembly according to the present application is shown; Figure 3 A structure schematic diagram of a third embodiment of the A-pillar assembly according to the present application is shown; Figure 4 A sectional schematic diagram of B-B of the A-pillar assembly according to the present application is shown; Figure 5 A sectional schematic diagram of A-A of the A-pillar assembly according to the present application is shown; Figure 6 A size schematic diagram of an embodiment of the blade according to the present application is shown; Figure 7 A CFD flow field analysis schematic diagram of an embodiment of the A-pillar assembly according to the present application is shown.

[0017] Wherein, the above figures include the following reference signs: 10, A pillar main body; 20, A trim panel; 21, A fixing screw; 22, A recess; 30, A deflector assembly; 31, A first deflector; 32, A second deflector; 40, A vane. DETAILED DESCRIPTION

[0018] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0019] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise, and it should be further understood that the terms "comprise" and / or "include" as used herein specify the presence of stated features, steps, operations, devices, components and / or combinations thereof.

[0020] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-described figures are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged as appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to only those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0021] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in various different forms, and should not be interpreted as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided in order to make the present disclosure complete and comprehensive, and to adequately convey the ideas of these exemplary embodiments to those of ordinary skill in the art. In the drawings, the thickness of layers and regions can be exaggerated for clarity, and the same reference numerals are used to denote the same elements, so that a description thereof will be omitted.

[0022] In combination Figures 1 to 7 As shown in the specific embodiments of the present application, an A-pillar assembly for a vehicle is provided.

[0023] As Figure 1 shown, the A-pillar assembly for a vehicle comprises a decorative plate 20 connected with an A-pillar body 10 of the vehicle, the height dimension of the decorative plate 20 is greater than that of the A-pillar body 10; a deflector assembly 30 connected with the decorative plate 20, the deflector assembly 30 is located on the side of the decorative plate 20 away from the A-pillar body 10, and is arranged with a gap between the surface of the decorative plate 20; a plurality of vanes 40, each vane 40 is arranged in the gap along the height direction of the decorative plate 20, one end of the vane 40 is connected with the decorative plate 20, and the other end of the vane 40 is connected with the deflector assembly 30.

[0024] By optimizing the profile of the deflector assembly 30, the distribution and trend of the vanes 40, the application effectively reduces the side vortex and airflow separation phenomenon, and significantly reduces the drag coefficient of the vehicle. The application solves the problem of increased wind resistance caused by airflow turbulence around the A-pillar during vehicle driving in the prior art.

[0025] Specifically, as Figure 2 shown, the two sides of the deflector assembly 30 extend towards the side where the decorative plate 20 is located, the outer surface of the deflector assembly 30 is designed as a curved surface, and the profile of the two sides of the deflector assembly 30 is arranged with a first included angle with the vertical direction, wherein the range of the first included angle is 10°-15°. In this embodiment, the deflector assembly 30 of the A-pillar deflector device extends towards the two sides of the decorative plate 20, and the outer surface thereof is designed as a curved surface, thereby forming a smoother contact surface with the airflow. The profile of the two sides of the deflector assembly 30 forms a first included angle with the vertical direction, and the range of the included angle is accurately controlled between 10° and 15°, which effectively adjusts the flow direction of the airflow on the side of the vehicle, reduces the generation of vortex, and further reduces the airflow separation, which plays a key role in reducing the wind resistance of the vehicle.

[0026] Optionally, the profile of the two sides of the deflector assembly 30 forms a specific first included angle with the vertical direction, and the range of the included angle is limited between 10° and 15°. The selection of this angle is based on detailed fluid mechanics analysis and CFD (Computational Fluid Dynamics) simulation verification, aiming to effectively change the flow direction after the airflow encounters the deflector assembly 30, avoid direct impact on the vehicle body to form a high pressure area, and ensure that the airflow separation point is as far away from the vehicle body as possible, reduce the generation of vortex, and further achieve the effect of reducing wind resistance.

[0027] Based on the CFD simulation analysis method, the best air deflector profile is determined. The method includes the following steps: determining the air deflector and blade arrangement area: first, based on the vehicle model, the arrangement position of the air deflector assembly 30 and its blades is determined, this step considers the overall streamline design of the vehicle body. Then, the preliminary design of the air deflector profile and the blade distribution scheme is designed, these preliminary designs will be used for subsequent simulation analysis. The CFD software is used to analyze the flow field of the preliminary design scheme, to evaluate the wind resistance coefficient under different inclination angles and shapes, and to identify the possible airflow separation and vortex phenomena. According to the results of the preliminary analysis, the air deflector profile and the distribution of the blades are further adjusted to optimize their interaction with the airflow to achieve the goal of minimum wind resistance. Based on the optimized parameters, the detailed structural design of the air deflector assembly 30 is completed to ensure its high efficient aerodynamic performance. Through CFD simulation analysis, the accuracy and efficiency of the design are greatly improved, and the cost and time of physical prototype production and testing are reduced.

[0028] Specifically, the air deflector assembly 30 includes: a first air deflector 31 located on the side of the trim panel 20 away from the A-pillar body 10; a second air deflector 32 with its outer wall surface fitted to the inner surface of the first air deflector 31, and the blades 40 connected to the inner wall surface of the second air deflector 32; wherein the width dimension of the second air deflector 32 is smaller than that of the first air deflector 31. The first air deflector 31 provides the main flow guiding effect, while the second air deflector 32, with its smaller width dimension, is fitted to the inner surface of the first air deflector 31, forming an inside-out coordinated flow guiding structure. The blades 40 are closely connected to the inner wall surface of the second air deflector 32, together constituting a precise air flow guiding mechanism.

[0029] The first air deflector 31 is arranged on the side of the trim panel 20 away from the A-pillar body 10, i.e. it is located closer to the external airflow of the vehicle and is the first part to be contacted by the airflow. The main function of the first air deflector 31 is to "initially" guide and adjust the airflow coming from the front of the vehicle, so that it can pass around the A-pillar more smoothly, avoiding the generation of intense separation and vortex near the A-pillar, thereby increasing the wind resistance.

[0030] The outer wall surface of the second air deflector 32 is fitted to the inner surface of the first air deflector 31, this structure design enables the second air deflector 32 to receive the airflow that has been preliminarily adjusted by the first air deflector 31, and further refine it. The width dimension of the second air deflector 32 is designed to be smaller than that of the first air deflector 31, this difference creates a gradual airflow guiding effect, i.e. the flow path of the airflow is gradually optimized as it passes through air deflectors of different widths, which helps the airflow to transition more smoothly to other parts of the vehicle body, reducing local disturbances and energy losses in the flow field.

[0031] The vane 40 is connected to the inner wall surface of the second air deflector 32, and its working principle is to further adjust and guide the airflow, especially when the airflow passes through the narrow space. The layout and inclination angle of the vane 40 are crucial for controlling the generation of vortex and reducing airflow separation, thereby effectively reducing the wind resistance of the entire vehicle.

[0032] Through the above design, the air deflector assembly 30 of the present application can effectively manage the external airflow during high-speed driving of the vehicle, reduce the separation of the airflow in the A-pillar area, improve the aerodynamic efficiency of the entire vehicle, and thus achieve the purpose of reducing wind resistance. The synergistic effect of the first air deflector 31 and the second air deflector 32, as well as the precise layout of the vane 40, together constitute the core elements of this innovative solution.

[0033] Specifically, one side of the trim panel 20 is provided with a recess 22, and the recess 22 forms an avoidance space with the two ends of the trim panel 20.

[0034] The recess 22 promotes the smooth flow of the airflow near the trim panel 20 by changing the geometric shape of the surface of the trim panel 20; the avoidance space can allow the airflow to bypass the A-pillar under certain conditions instead of directly colliding with it, thereby reducing airflow separation and the formation of vortex, and reducing wind resistance.

[0035] Specifically, as shown in Figure 4 、 Figure 5 , the first gap is located between the side of the second air deflector 32 close to the recess 22 and the trim panel 20, and the second gap is located between the other side of the second air deflector 32 and the trim panel 20, and the ratio of the first gap to the second gap is 1:2.

[0036] The first gap is located on the side of the first gap close to the recess 22, and its size is smaller. The design purpose is to control the flow state of the airflow passing through the recess 22. It can "squeeze" and guide the airflow to a more concentrated path, which can reduce the turbulence of the airflow between the trim panel 20 and the vehicle body, and also help to form a more stable and orderly vortex, thereby reducing the advance of the airflow separation point and reducing wind resistance.

[0037] The second gap is located between the other side of the second air deflector 32 and the trim panel 20, and its size is twice that of the first gap, which provides a wider channel for the airflow, allowing the airflow to transition more smoothly after being "preprocessed" by the first gap, avoiding the turbulence of the airflow caused by the sudden narrowing of the channel. At the same time, the larger second gap helps to maintain the flow speed and direction of the airflow when it leaves the trim panel area, reducing the impact of the subsequent airflow on the side of the vehicle body, thereby further reducing wind resistance.

[0038] This specific gap ratio, combined with the layout of the deflector and the blades, ensures that the airflow path in the area of the trim panel 20 is optimized. The ratio of the first gap to the second gap is set at 1:2, which is based on the best results from CFD flow field analysis. This design not only reduces airflow separation on both sides of the trim panel 20, but also controls the formation and size of vortices, significantly reducing wind resistance without adding additional structural weight and cost.

[0039] Through CFD simulation analysis, we can accurately simulate the flow behavior of airflow under different gap sizes and evaluate their impact on wind resistance. In Figure 7 the CFD flow field analysis diagram, we can see the dynamic changes of airflow when passing through the first gap and the second gap, which helps us understand the impact of different gap sizes on airflow path, so as to carry out targeted optimization.

[0040] Specifically, the distance between two adjacent blades 40 is 260mm~300mm. The reasonable spacing of the blades not only effectively guides the airflow, but also avoids unnecessary disturbance of the airflow between the blades, ensuring smooth airflow through the side of the vehicle body and reducing air resistance. At the same time, this spacing also takes into account the structural strength and stability of the blades, avoiding the increase of wind load due to too dense blades, or the noise problem caused by airflow interference between the blades. By precisely controlling the blade spacing, the invention not only improves the aerodynamic performance of the vehicle, but also takes into account the practicality and aesthetics of the design.

[0041] Through CFD simulation analysis, we can simulate the flow field behavior under different blade spacings and evaluate their impact on wind resistance. Research shows that in the A-pillar deflector device, a blade spacing of 260mm to 300mm can better balance the needs of airflow guiding efficiency and wind resistance reduction. Under this spacing, airflow can smoothly transition between blades, and blades are also sufficiently dispersed to effectively disperse and guide airflow, avoiding the generation of local pressure surges and turbulence, thereby reducing the wind resistance of the entire vehicle.

[0042] As shown in Figure 3 , in this embodiment, there are three blades, the distance between the blade 40 at the top end of the trim panel 20 and the middle blade 40 is H1, the distance H1 is 300mm, and the distance between the middle blade 40 and the blade 40 at the bottom end of the trim panel is H2, the distance H2 is 266mm.

[0043] Specifically, the second angle between the profile of the blade 40 along the width direction of the trim panel 20 and the horizontal direction is in the range of 20°~30°.

[0044] The design of the blade 40 takes into account the complexity of air flow dynamics, aiming to minimize the generation of air flow separation and turbulence by adjusting the relative angle of the blade to the air flow. The establishment of the second included angle is based on a large amount of experimental data and CFD simulation results, which directly affects the ability of the blade to guide the air flow and the flow state of the air flow around the A-pillar.

[0045] The selection of the second included angle aims to balance the air flow guiding ability of the blade 40 and the wind resistance coefficient. Too small an angle may not effectively change the direction of the air flow, while too large an angle may directly increase the wind resistance, leading to an increase in energy consumption. Through simulation analysis, it is confirmed that 20°~30° is an ideal interval, within which the blade 40 can achieve optimal guidance of the air flow at the lowest wind resistance cost.

[0046] The blade 40 is connected to the inner wall surface of the second air deflector 32, and when the air flow passes through the first air deflector 31 and the recessed area 22 of the decorative plate 20, and then enters the first gap and the second gap, the second included angle design of the blade 40 ensures that the air flow can flow smoothly along its surface, reducing the generation of turbulence. This angle design of the blade can cause the air flow to form a boundary layer on the surface of the blade, which helps to buffer the speed change of the air flow and reduce turbulence caused by sudden turning, thereby further reducing wind resistance.

[0047] Specifically, the thickness dimension of the blade 40 is T1, which ranges from 9mm to 11mm, and the height dimension of the blade 40 ranges from H3, which ranges from 9mm to 12mm.

[0048] The thickness dimension T1 of the blade 40 ranges from 9mm to 11mm, and the thickness of the blade 40 is designed to be between 9mm and 11mm. This range is chosen to balance the mechanical properties and aerodynamic properties of the blade. The blade needs to have sufficient thickness to ensure the stability and strength of its structure, so as not to be damaged or deformed under high-speed driving conditions due to excessive aerodynamic load. At the same time, the blade cannot be too thick and heavy, otherwise it will increase the resistance of the air flow passing through, which will have the opposite effect of improving wind resistance.

[0049] The height dimension H3 of the blade 40 ranges from 9mm to 12mm, and the height dimension H3 of the blade 40 is set between 9mm and 12mm. This height range is determined to optimize the performance of the air flow passing through. Higher blades can more effectively affect the flow direction of the air flow, but excessively high blades can cause turbulence at the top of the blade, increasing wind resistance. Conversely, if the blade is too high, its guiding effect on the air flow will not be obvious and it will not be able to effectively improve the flow field. Therefore, through CFD simulation analysis, it is found that a height of 9mm to 12mm is an ideal interval that can effectively guide the air flow without significantly increasing wind resistance.

[0050] As Figure 6As shown, the vane 40 has a Y-direction dimension of H4 along the deflector assembly 30, and H4 ranges from 7 to 10 mm.

[0051] It needs to be further explained that, as shown, the vane 40 is connected with the decorative plate 20 through the fixing screw 21, and each vane 40 is connected with the decorative plate 20 through two fixing screws 21, and the two fixing screws 21 are arranged in a width direction of the decorative plate 20. The double fixing screw 21 design ensures the stable performance of the vane 40 in the high-speed airflow, and the vane can maintain its shape and position without deformation or displacement even under extreme driving conditions. Figure 5

[0052] Specifically, the second deflector 32 is integrally formed with the vane 40.

[0053] The integrally formed arrangement of the second deflector 32 and the vane 40 optimizes the structure of the A-pillar deflector device and reduces the complexity of production and assembly. This design makes the connection between the deflector and the vane more stable, reduces the resistance of air during flow, and effectively improves the guiding effect of the airflow. The integrally formed process can ensure the accuracy of the deflector profile and the vane arrangement, avoid airflow separation and vortex phenomena caused by assembly errors, thereby reducing the drag coefficient of the whole vehicle and improving the aerodynamic performance of the vehicle. At the same time, this design can reduce material usage, improve production efficiency, and reduce manufacturing costs.

[0054] According to one aspect of the present application, a vehicle is provided, comprising an A-pillar assembly for the A-pillar of the vehicle, and the deflector device is the aforementioned deflector device.

[0055] The vehicle is equipped with a deflector device for the A-pillar, wherein the specific design of the deflector device is as described above. By adopting this optimized deflector device, the overall aerodynamic performance of the vehicle is improved, especially in high-speed driving conditions, the airflow around the A-pillar becomes more stable and smooth. The gap formed between the decorative plate 20 and the deflector assembly 30 effectively reduces the separation phenomenon of the airflow in the A-pillar area, thereby reducing the wind resistance of the vehicle and improving the fuel efficiency. In addition, the precise distribution and inclination angle design of the multiple vanes 40 further guide the airflow to smoothly bypass the A-pillar, reducing local turbulence and noise generation, and enhancing the driving stability and ride comfort of the vehicle.

[0056] From the above description, it can be seen that the above-mentioned embodiments of the present application achieve the following technical effects: The present scheme optimizes the deflector profile, vane distribution and trend, reduces side vortex and airflow separation, and reduces the overall vehicle drag. The inclination angle and shape of the decorative plate are determined by simulation analysis method, which accurately optimizes the design and avoids the trial-and-error cost and time consumption that may exist in traditional optimization methods. ​

[0057] For purposes of the description hereinafter, spatial

[0058] It is also important to note that the use of any of the following terms: "preferably," "preferably," "more preferably," "most preferably," and the like, are not used to limit the scope or

[0059] In the above embodiments, the description of each embodiment focuses on different aspects, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0060] The above only describes the preferred embodiments of the present application, and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An A-pillar assembly for a vehicle, characterized in that, include: Decorative panel (20), the decorative panel (20) is connected to the A-pillar body (10) of the vehicle, and the height dimension of the decorative panel (20) is greater than the height dimension of the A-pillar body (10); An air guide plate assembly (30) is connected to the decorative panel (20). The air guide plate assembly (30) is located on the side of the decorative panel (20) away from the A-pillar body (10). The air guide plate assembly (30) and the surface of the decorative panel (20) are provided with a gap. The blades (40) are provided in multiples, and each blade (40) is arranged at intervals in the gap along the height direction of the decorative panel (20). One end of the blade (40) is connected to the decorative panel (20), and the other end of the blade (40) is connected to the air guide plate assembly (30).

2. The A-pillar assembly according to claim 1, characterized in that, The air guide plate assembly (30) extends on both sides toward the side where the decorative plate (20) is located. The outer surface of the air guide plate assembly (30) is an arc surface. The profiles on both sides of the air guide plate assembly (30) are set at a first angle with the vertical direction, wherein the range of the first angle is 10°~15°.

3. The A-pillar assembly according to claim 1 or 2, characterized in that, The air guide plate assembly (30) includes: The first air guide plate (31) is located on the side of the decorative panel (20) away from the A-pillar body (10); The second air guide plate (32) is provided with its outer wall surface attached to the inner surface of the first air guide plate (31), and the blade (40) is connected to the inner wall surface of the second air guide plate (32). The width of the second air guide plate (32) is smaller than the width of the first air guide plate (31).

4. The A-pillar assembly according to claim 3, characterized in that, The decorative panel (20) has a recess (22) on one side, and a clearance space is formed between the recess (22) and the two ends of the decorative panel (20).

5. The A-pillar assembly according to claim 4, characterized in that, The second air guide plate (32) has a first gap between the side of the second air guide plate (32) near the recess (22) and the decorative plate (20), and a second gap between the other side of the second air guide plate (32) and the decorative plate (20), with the ratio of the first gap to the second gap being 1:

2.

6. The A-pillar assembly according to claim 1, characterized in that, The distance between two adjacent blades (40) is 260mm~300mm.

7. The A-pillar assembly according to claim 1, characterized in that, The blade (40) has a second included angle between the profile of the decorative panel (20) along the width direction and the horizontal direction, and the second included angle is in the range of 20°~30°.

8. The A-pillar assembly according to claim 1, characterized in that, The thickness of the blade (40) is T1, which ranges from 9mm to 11mm, and the height of the blade (40) ranges from H3, which ranges from 9mm to 12mm.

9. The A-pillar assembly according to claim 3, characterized in that, The second air guide plate (32) is integrally formed with the blade (40).

10. A vehicle, comprising an A-pillar assembly for the vehicle's A-pillar, characterized in that, The A-pillar assembly is the A-pillar assembly according to any one of claims 1 to 9.

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