Column A outer plate structure, body in white and vehicle
By designing an energy-absorbing part and a support part with a pressure relief hole in the A-column outer plate structure to absorb the impact force, the problem of excessive impact force in the A-column outer plate structure in the prior art is solved. Reduces development costs and cycles while improving security.
Patent Information
- Application Number
- CN202421321233.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-11
- Publication Date
- 2025-01-10
- Estimated Expiration
- 2034-06-11
AI Technical Summary
In the prior art, the A-column outer plate structure has a small overlap with the rigid barrier in the 25% small bias collision test, resulting in excessive impact force, resulting in high development costs and long cycles.
A column outer plate structure is designed, including a first outer plate and a second outer plate. The second outer plate has a support portion and an energy-sucking portion. The energy-sucking portion is provided with a pressure relief hole, and the pressure relief hole is along the front windshield glass. The direction gradually shrinks, and the energy-absorbing part is connected to the support part to absorb impact force and reduce impact force transmitted to the support part.
It effectively reduces the peak force and maximum strain of the support part, avoids deformation and breakage of the front windshield glass, improves the safety of drivers and passengers, and reduces development costs and cycles.
Smart Images
Figure CN222329832U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of vehicles, and in particular to an A-pillar outer panel structure, a body-in-white and a vehicle. Background Art
[0002] The safety of automobiles is one of the important factors that influence consumers' purchasing decisions, and the 25% small offset collision test results in the China Insurance Research Institute (C-IASI) vehicle occupant safety index condition are an important reference standard for consumers and related media practitioners.
[0003] In the relevant technology, a 25% small offset collision means that the overlap between the vehicle and the rigid barrier is 25% of the vehicle width, and the collision occurs at a constant speed of 64.4km / s. Since the overlap between the vehicle and the rigid barrier is small under this test condition, the main force transmission structures such as the cabin side beams and anti-collision beams cannot participate. Therefore, the existing solutions generally reduce the damage to the A-pillar outer panel structure by adding additional energy-absorbing structures.
[0004] However, the above solution requires redesigning and re-molding the structures of related parts, which makes the development cost of the A-pillar outer panel structure high and the development cycle long. Utility Model Content
[0005] The utility model provides an A-pillar outer panel structure, a body-in-white and a vehicle, which are used to solve the technical problems of high development cost and long development cycle of the A-pillar outer panel structure in related technologies.
[0006] According to a first aspect of the present application, an A-pillar outer panel structure is provided, which is used to be spaced apart from a rigid barrier. The A-pillar outer panel structure may include a first outer panel and a second outer panel, the first outer panel is arranged parallel to the rigid barrier, the second outer panel is connected to the first outer panel, the second outer panel includes a supporting portion and an energy absorbing portion, the supporting portion is arranged at an end away from the first outer panel and is used to install a front windshield, the energy absorbing portion is used to be arranged below the front windshield, one end of the energy absorbing portion is connected to the first outer panel, and the other end of the energy absorbing portion is connected to the supporting portion, wherein a pressure relief hole is opened inside the energy absorbing portion, the pressure relief hole may include a plurality of inner wall surfaces connected to each other, each inner wall surface is connected to two other adjacent inner wall surfaces to enclose a pressure relief hole, and the distance between two adjacent inner wall surfaces of the pressure relief hole close to the side of the front windshield gradually decreases along a first direction, and the first direction is the direction from the pressure relief hole to the front windshield.
[0007] According to the above technical means, when the A-pillar outer panel structure collides with the rigid barrier, the first outer panel arranged parallel to the rigid barrier generates an impact force after contacting the rigid barrier, and the impact force is transmitted upward along the first outer panel to the second outer panel. Since the energy-absorbing part of the second outer panel is provided with a pressure relief hole, the energy-absorbing part is easily deformed under the action of the impact force, and part of the impact force can be absorbed in this process, thereby reducing the impact force transmitted to the support part, so that the surface structure of the support part remains relatively intact. The wall surface of the support part facing the front windshield is thicker, the rigidity of the support part is better, and it is not easy to bend when the impact force is transmitted to the support part, thereby ensuring that the front windshield has a strong structural stability after being installed on the support part. According to the simulation results, the peak force of the support part can be reduced from 63KN to 48KN, a decrease of about 23%, and the maximum strain of the support part is reduced from 0.86 to 0.29, a decrease of about 66%.
[0008] In this way, on the one hand, the support portion can be prevented from deforming and squeezing toward the driver and passengers under the action of external force, and on the other hand, the degree of breakage of the front windshield installed on the support portion can be reduced, avoiding secondary injuries to the driver and passengers after the front windshield is completely broken, which is beneficial to protecting the safety of the driver and passengers.
[0009] In addition, since the present application only requires processing to form a pressure relief hole at one end of the second outer panel facing the first outer panel, and does not require installing an additional energy absorption structure by changing the overall structure of the A-pillar outer panel, the development cost of the present application is lower and the development cycle is faster.
[0010] In a possible implementation manner, the cross-sectional area of the energy absorbing portion is greater than the cross-sectional area of the supporting portion.
[0011] According to the above technical means, when the first outer panel is transmitted to the second outer panel, the cross-sectional area of the energy absorbing portion is larger than the cross-sectional area of the supporting portion, and more impact force can be absorbed during the crushing process of the pressure relief hole, thereby further reducing the impact force transmitted to the supporting portion.
[0012] In a possible implementation, the energy absorbing part may also be provided with a welding clamping surface, and the distance between two adjacent inner wall surfaces of the pressure relief hole close to the welding clamping surface gradually decreases along the second direction, and the second direction is the direction from the pressure relief hole to the welding clamping surface.
[0013] According to the above technical means, the pressure relief hole can be made to avoid the welding clamping surface, thereby ensuring normal welding between the welding clamping surface and other components.
[0014] In a possible embodiment, the pressure relief hole can be a quadrilateral, including a first inner wall surface, a second inner wall surface, a third inner wall surface and a fourth inner wall surface that are interconnected, the first inner wall surface and the second inner wall surface are located on the side close to the front windshield, and the distance between the first inner wall surface and the second inner wall surface gradually decreases along the first direction; the third inner wall surface and the fourth inner wall surface are located on the side close to the welding clamping surface, and the distance between the third inner wall surface and the fourth inner wall surface gradually decreases along the second direction.
[0015] According to the above technical means, the wall surface of the support part facing the front windshield can be made thicker and the rigidity of the support part can be better, thereby ensuring that the front windshield has strong structural stability after being installed on the support part, and the pressure relief hole can be made to avoid the welding clamping surface, thereby ensuring the normal welding of the welding clamping surface and other components.
[0016] In a possible implementation, the first inner wall surface is parallel to the outer contour surface of the second outer plate.
[0017] According to the above-mentioned technical means, when the positions of other inner wall surfaces of the pressure relief hole remain constant, the structural design in which the first inner wall surface is parallel to the outer contour surface of the second outer panel is beneficial to ensuring that the pressure relief hole has a larger cross-sectional area within a limited space, thereby facilitating crushing deformation and mitigating impact force during a collision, thereby maintaining the structural integrity of the support portion.
[0018] In a possible implementation manner, a transition wall surface is provided between two adjacent inner wall surfaces, and each transition wall surface is bent toward the center of the pressure relief hole.
[0019] According to the above technical means, stress concentration at the connection position of two adjacent inner wall surfaces can be avoided, so that the stress and strain at various positions of the energy absorbing part during the collision are relatively uniform, which is beneficial to improving the energy absorption effect.
[0020] In a possible implementation manner, the projection of the pressure relief hole on the reference plane is a triangle, and the reference plane is parallel to the side wall surface of the second outer plate.
[0021] According to the above technical means, during the laser cutting process, the cutting direction only needs to be changed twice to process a pressure relief hole that meets the constraint conditions. At the same time, due to the stability of the triangle, the pressure relief hole can have good structural stability.
[0022] In a possible implementation, the A-pillar outer panel structure may further include a patch plate, which is disposed in the inner cavity of the second outer panel and has an auxiliary pressure relief hole, and the auxiliary pressure relief hole coincides with a projection of the pressure relief hole on the reference plane.
[0023] According to the above technical means, the patch plate and the second outer plate form a composite structure, thereby further enhancing the structural strength of the second outer plate.
[0024] According to a second aspect of the present application, a body-in-white is provided, the body-in-white comprising any one of the above-mentioned A-pillar outer panel structures.
[0025] According to a third aspect of the present application, a vehicle is provided, comprising a body-in-white according to any one of the above items.
[0026] Therefore, the above technical features of the present application have the following beneficial effects:
[0027] (1) A pressure relief hole is provided in the energy absorbing part of the second outer panel of the present application, so that the energy absorbing part is easy to deform under the action of impact force, and in this process, part of the impact force can be absorbed, thereby reducing the impact force transmitted to the support part, so that the profile structure of the support part remains relatively intact, and the wall surface of the support part facing the front windshield is thicker, so that the rigidity of the support part is better, and it is not easy to bend when the impact force is transmitted to the support part. After the front windshield is installed on the support part, it has a strong structural stability. In this way, on the one hand, it can prevent the support part from deforming and squeezing toward the driver and passengers under the action of external force, and on the other hand, it can reduce the degree of breakage of the front windshield installed on the support part, and avoid secondary damage to the driver and passengers after the front windshield is completely broken, which is conducive to protecting the safety of the driver and passengers. In addition, since the present application only needs to process and form a pressure relief hole on the end of the second outer panel facing the first outer panel, and does not need to install an additional energy absorption structure by changing the overall structure of the A-pillar outer panel, the development cost of the present application is low and the development cycle is fast.
[0028] (2) When the energy of the first outer panel is transmitted to the second outer panel, the cross-sectional area of the energy absorbing portion is larger than the cross-sectional area of the supporting portion, so that more impact force can be absorbed during the crushing process of the pressure relief hole, thereby further reducing the impact force transmitted to the supporting portion.
[0029] (3) The pressure relief hole can be kept away from the welding clamping surface, thereby ensuring normal welding between the welding clamping surface and other parts.
[0030] (4) The wall surface of the support portion facing the front windshield can be made thicker and the rigidity of the support portion can be better, thereby ensuring that the front windshield has strong structural stability after being installed on the support portion, and the pressure relief hole can be made to avoid the welding clamping surface, thereby ensuring normal welding between the welding clamping surface and other components.
[0031] (5) When the positions of other inner wall surfaces of the pressure relief hole remain constant, the structural design in which the first inner wall surface is parallel to the outer contour surface of the second outer plate is conducive to ensuring that the pressure relief hole has a larger cross-sectional area within a limited space, thereby facilitating crushing deformation and mitigating impact force during a collision, thereby maintaining the structural integrity of the support portion.
[0032] (6) It can avoid stress concentration at the connection position of two adjacent inner wall surfaces, so that the stress and strain at each position of the energy absorbing part during the collision are relatively uniform, which is conducive to improving the energy absorption effect.
[0033] (7) During the laser cutting process, the cutting direction only needs to be changed twice to produce a pressure relief hole that meets the constraint conditions. At the same time, due to the stability of the triangle, the pressure relief hole can have good structural stability.
[0034] (8) The patch plate and the second outer plate form a composite structure, thereby further enhancing the structural strength of the second outer plate. BRIEF DESCRIPTION OF THE DRAWINGS
[0035] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.
[0036] Figure 1 A schematic diagram of a vehicle under a 25% small offset collision condition is shown;
[0037] Figure 2 The schematic diagram of the structural simulation of the conventional A-pillar outer panel structure under a 25% small offset collision condition is shown;
[0038] Figure 3 One of the schematic diagrams of the A-pillar outer panel structure provided by an embodiment of the present application is shown;
[0039] Figure 4 A schematic structural diagram of a second outer panel provided in one embodiment of the present application is shown;
[0040] Figure 5 A schematic diagram of structural simulation of an A-pillar outer panel structure provided by an embodiment of the present application under a 25% small offset collision condition is shown;
[0041] Figure 6 A schematic diagram of the structure of a pressure relief hole provided in an embodiment of the present application is shown;
[0042] Figure 7 A second schematic diagram of the A-pillar outer panel structure provided in an embodiment of the present application is shown.
[0043] Figure Number:
[0044] Vehicle 1; Rigid barrier 2; Overlap length L;
[0045] A-pillar outer panel structure 3;
[0046] first outer panel 31;
[0047] The second outer plate 32; the support portion 321; the energy absorbing portion 322; the pressure relief hole 323; the first inner wall surface 3231; the second inner wall surface 3232; the third inner wall surface 3233; the fourth inner wall surface 3234; the transition wall surface 3235; the outer contour surface 324;
[0048] Patch plate 33; auxiliary pressure relief hole 331;
[0049] Door sill beam 4; front windshield 5; welding clamping surface 6; wall surface 321; first direction F1; second direction F2; thickness H. DETAILED DESCRIPTION
[0050] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.
[0051] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.
[0052] The safety of automobiles is one of the important factors that influence consumers' purchasing decisions, and the 25% small offset collision test results in the China Insurance Research Institute (C-IASI) vehicle occupant safety index condition are an important reference standard for consumers and related media practitioners.
[0053] Figure 1 A schematic diagram of a vehicle under a 25% small offset collision condition is shown. Figure 1 The 25% small offset collision means that the overlapping length L between the vehicle 1 and the rigid barrier 2 is 25% of the vehicle width, and the collision occurs at a constant speed of 64.4 km / s. Since the overlap between the vehicle 1 and the rigid barrier 2 is small under this test condition, the main force transmission structures such as the cabin side beam and the anti-collision beam cannot participate. Therefore, the traditional A-pillar outer panel structure 3 is easily damaged during the collision.
[0054] Figure 2 The schematic diagram of the structural simulation of the conventional A-pillar outer panel structure under a 25% small offset collision condition is shown in FIG. Figure 2After simulating and analyzing the structure of the conventional A-pillar outer panel structure 3 under a 25% small offset collision condition, the inventor of the present application found that the reason why the A-pillar outer panel structure 3 is easily bent in a collision is that the cross-sectional area of the A-pillar outer panel located at the lower left is larger than the cross-sectional area of the A-pillar outer panel located at the upper right, that is, the A-pillar outer panel located at the lower left is thicker than the A-pillar outer panel located at the upper right. Therefore, under the condition of consistent material strength, the structural strength of the A-pillar outer panel located at the lower left is higher, so that when a collision occurs, the A-pillar outer panel located at the lower left is not easy to deform and unload, thereby directly transmitting the impact force to the A-pillar outer panel located at the upper right, causing the A-pillar outer panel at the upper right to bend and squeeze toward the driver and passengers, which is not conducive to protecting the safety of the driver and passengers.
[0055] Based on this, the present application provides an A-pillar outer panel structure, a body-in-white and a vehicle, which can reduce the development cost and development cycle while ensuring the safety of the A-pillar outer panel structure 3 under a 25% small offset collision condition. The structure of the present application will be described in detail below in conjunction with the drawings in the specification.
[0056] Figure 3 One of the schematic diagrams of the A-pillar outer panel structure provided by an embodiment of the present application is shown, see Figure 3 In some embodiments of the present application, the A-pillar outer panel structure 3 may include a first outer panel 31 and a second outer panel 32. The first outer panel 31 is arranged parallel to the rigid barrier 2, one end of the first outer panel 31 is connected to the threshold crossbeam 4, and the other end of the first outer panel 31 is connected to the second outer panel 32. The second outer panel 32 is arranged at an angle to the first outer panel 31 so as to form an inner wall frame of the streamlined white body.
[0057] Exemplarily, the angle between the second outer panel 32 and the first outer panel 31 may be 45°, 60° or 70°, etc., and may be selected according to different vehicle models. The value for sedans is generally smaller, while the value for trucks is generally larger.
[0058] Figure 4 shows a schematic structural diagram of a second outer plate provided in an embodiment of the present application, Figure 5 The schematic diagram of the structural simulation of the A-pillar outer panel structure provided by an embodiment of the present application under a 25% small offset collision condition is shown in conjunction with the reference Figure 4 and Figure 5 In some embodiments of the present application, the second outer panel 32 may include a supporting portion 321 and an energy absorbing portion 322. The supporting portion 321 is arranged at one end away from the first outer panel 31 and is used to install the front windshield 5. The energy absorbing portion 322 is used to be arranged below the front windshield 5. One end of the energy absorbing portion 322 is connected to the first outer panel 31, and the other end of the energy absorbing portion 322 is connected to the supporting portion 321, wherein a pressure relief hole 323 is opened inside the energy absorbing portion 322.
[0059] It can be understood that when the A-pillar outer panel structure 3 collides with the rigid barrier 2, the first outer panel 31 arranged parallel to the rigid barrier 2 generates an impact force after contacting the rigid barrier 2, and the impact force is transmitted upward along the first outer panel 31 to the second outer panel 32. Since the energy absorbing part 322 in the second outer panel 32 is provided with a pressure relief hole 323, the energy absorbing part 322 is easily deformed under the action of the impact force, and can absorb part of the impact force in this process, thereby reducing the impact force transmitted to the support part 321, so that the surface structure of the support part 321 remains relatively intact. According to the simulation results, the peak force of the support part 321 can be reduced from 63KN to 48KN, a decrease of about 23%, and the maximum strain of the support part 321 is reduced from 0.86 to 0.29, a decrease of about 66%.
[0060] In this way, on the one hand, the support portion 321 can be prevented from deforming and squeezing toward the driver and passengers under the action of external force, and on the other hand, the degree of breakage of the front windshield 5 installed on the support portion 321 can be reduced, avoiding secondary injuries to the driver and passengers after the front windshield 5 is completely broken, which is beneficial to protecting the safety of the driver and passengers.
[0061] In addition, since the present application only needs to form a pressure relief hole 323 on one end of the second outer panel 32 facing the first outer panel 31, and does not need to install an additional energy absorption structure by changing the overall structure of the A-pillar outer panel, the development cost of the present application is lower and the development cycle is faster.
[0062] It should be noted that the pressure relief hole 323 can be cut by laser cutting process to control the processing accuracy of the pressure relief hole 323. After the processing is completed, the modified inspection fixture can be used to detect whether the shape and size of the pressure relief hole 323 are qualified, thereby ensuring the yield rate of the product.
[0063] Continue reading Figure 4 In some embodiments of the present application, the pressure relief hole 323 may include a plurality of inner wall surfaces connected to each other, each inner wall surface is connected to two other adjacent inner wall surfaces to enclose the pressure relief hole, and the distance between the two adjacent inner wall surfaces of the pressure relief hole 323 close to the front windshield 5 gradually decreases along the first direction F1, and the first direction F1 is the direction from the pressure relief hole 323 to the front windshield 5. In this way, the wall surface 321 of the support portion 321 facing the front windshield 5 can be made thicker, and the rigidity of the support portion 321 is better, thereby ensuring that the front windshield 5 has a strong structural stability after being installed on the support portion 321.
[0064] Continue reading Figure 4In some embodiments of the present application, the cross-sectional area of the energy absorbing portion 322 is greater than the cross-sectional area of the supporting portion 321. Thus, when the first outer panel 31 is transmitted to the second outer panel 32, the cross-sectional area of the energy absorbing portion 322 is larger than that of the supporting portion 321. Therefore, more impact force can be absorbed during the crushing process of the pressure relief hole 323, thereby further reducing the impact force transmitted to the supporting portion 321.
[0065] Continue reading Figure 4 In some embodiments of the present application, the energy absorbing portion 322 may also be provided with a welding clamping surface 6, and the distance between two adjacent inner wall surfaces of the pressure relief hole 323 close to the welding clamping surface 6 gradually decreases along the second direction F2, and the second direction F2 is the direction from the pressure relief hole 323 to the welding clamping surface 6. In this way, the pressure relief hole 323 can avoid the welding clamping surface 6, thereby ensuring normal welding of the welding clamping surface 6 and other parts.
[0066] Figure 6 A schematic diagram of the structure of the pressure relief hole provided in an embodiment of the present application is shown. Figure 6 In some embodiments of the present application, the pressure relief hole 323 can be a quadrilateral, including a first inner wall surface 3231, a second inner wall surface 3232, a third inner wall surface 3233 and a fourth inner wall surface 3234 that are interconnected, the first inner wall surface 3231 and the second inner wall surface 3232 are located on the side close to the front windshield 5, and the distance between the first inner wall surface 3231 and the second inner wall surface 3232 gradually decreases along the first direction F1; the third inner wall surface 3233 and the fourth inner wall surface 3234 are located on the side close to the welding clamping surface 6, and the distance between the third inner wall surface 3233 and the fourth inner wall surface 3234 gradually decreases along the second direction F2.
[0067] In this way, the first inner wall surface 3231 and the second inner wall surface 3232 of the pressure relief hole 323 gradually close together along the first direction F1, so that the wall surface 321 of the support portion 321 facing the front windshield 5 side can be thicker, and the rigidity of the support portion 321 is better, thereby ensuring that the front windshield 5 has a strong structural stability after being installed on the support portion 321. The third inner wall surface 3233 and the fourth inner wall surface 3234 of the pressure relief hole 323 gradually close together along the second direction F2, so that the pressure relief hole 323 can avoid the welding clamping surface 6, thereby ensuring normal welding of the welding clamping surface 6 with other parts.
[0068] Combined with reference Figure 4 and Figure 6In some embodiments of the present application, the first inner wall surface 3231 is parallel to the outer contour surface 324 of the second outer panel 32. It can be understood that if the first inner wall surface 3231 and the outer contour surface 324 of the second outer panel 32 are inclined, the thickness H of the wall surface 321 between the two will change from small to large, and the pressure relief hole 323 is also constrained by other surrounding parts and process constraints. Therefore, when the positions of other inner wall surfaces of the pressure relief hole 323 are constant, the structural design of the first inner wall surface 3231 being parallel to the outer contour surface 324 of the second outer panel 32 is beneficial to ensure that the pressure relief hole 323 has a larger cross-sectional area within a limited space, thereby facilitating crushing deformation and reducing impact force during collision, thereby maintaining the structural integrity of the support portion 321.
[0069] Continue reading Figure 6 In some embodiments, a transition wall surface 3235 is provided between two adjacent inner wall surfaces, and each transition inner surface 3235 is bent toward the center of the pressure relief hole 323. In this way, stress concentration at the connection position between the two adjacent inner wall surfaces can be avoided, so that the stress and strain at each position of the energy absorbing part 322 during the collision process are relatively uniform, which is beneficial to improving the energy absorption effect.
[0070] In some possible structural designs, the projection of the pressure relief hole 323 on the reference plane can be a triangle, where the reference plane is parallel to the side wall surface 321 of the second outer plate 32. That is, the pressure relief hole 323 is a triangular prism in the energy absorbing portion 322, so that during the laser cutting process, the cutting direction only needs to be changed twice to process the pressure relief hole 323 that meets the constraint conditions. At the same time, due to the stability of the triangle, the pressure relief hole 323 can have good structural stability.
[0071] Figure 7 The second schematic diagram of the A-pillar outer panel structure provided by an embodiment of the present application is shown. The A-pillar outer panel structure 3 may also include a patch plate 33, which is arranged in the inner cavity of the second outer panel 32, and has an auxiliary pressure relief hole 331 on the patch plate 33. The auxiliary pressure relief hole 331 and the projection of the pressure relief hole 323 on the reference plane coincide with each other. In this way, the patch plate 33 and the second outer panel 32 form a composite structure, thereby further strengthening the structural strength of the second outer panel 32.
[0072] Exemplarily, the second outer plate 32 may be made of hot-formed steel with a thickness of 1.6 mm, and the patch plate 33 may be made of hot-formed steel with a thickness of 1 mm. The second outer plate 32 and the patch plate 33 may be connected together by means of clamping, bolting or welding.
[0073] According to the second aspect of the present application, a body-in-white is provided, which includes the A-pillar outer panel structure 3 of any one of the above items. The advantages possessed by the A-pillar outer panel structure 3 mentioned above are also possessed by the body-in-white provided by the present application, which will not be repeated here.
[0074] According to a third aspect of the present application, a vehicle 1 is provided, which includes the body-in-white of any one of the above items. The advantages possessed by the A-pillar outer panel structure 3 described above are also possessed by the vehicle 1 provided in the present application, which will not be repeated here.
[0075] Although the present application is described herein in conjunction with various embodiments, in the process of implementing the present application for which protection is claimed, those skilled in the art may understand and implement other variations of the disclosed embodiments by viewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "one" or "an" does not exclude multiple situations. A single processor or other unit may implement several functions listed in a claim. Certain measures are recorded in mutually different dependent claims, but this does not mean that these measures cannot be combined to produce good results.
[0076] Although the present application has been described in conjunction with specific features and embodiments thereof, it is obvious that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the drawings are merely illustrative of the present application as defined by the appended claims, and are deemed to have covered any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these modifications and variations.
[0077] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.
Claims
1. An A-pillar outer panel structure (3), characterized in that: The A-pillar outer panel structure (3) is used to be spaced apart from the rigid barrier (2), and comprises: A first outer plate (31) is arranged parallel to the rigid barrier (2); and a second outer plate (32) connected to the first outer plate (31), wherein the second outer plate (32) comprises: A support portion (321), arranged at an end away from the first outer panel (31), and used for mounting a front windshield glass (5); and an energy absorbing portion (322) for being arranged below the front windshield (5), one end of the energy absorbing portion (322) being connected to the supporting portion (321), and the other end of the energy absorbing portion (322) being connected to the first outer panel (31); A pressure relief hole (323) is provided inside the energy absorbing portion (322), and the pressure relief hole (323) includes a plurality of inner wall surfaces connected to each other, each inner wall surface is connected to two other adjacent inner wall surfaces to enclose the pressure relief hole (323); the distance between two adjacent inner wall surfaces of the pressure relief hole (323) close to the side of the front windshield (5) gradually decreases along a first direction, and the first direction is the direction from the pressure relief hole (323) to the front windshield (5).
2. The A-pillar outer panel structure (3) according to claim 1, characterized in that: The cross-sectional area of the energy absorbing portion (322) is greater than the cross-sectional area of the supporting portion (321).
3. The A-pillar outer panel structure (3) according to claim 2, characterized in that: The energy absorbing portion (322) is also provided with a welding clamping surface (6); The distance between two adjacent inner wall surfaces of the pressure relief hole (323) close to the welding clamping surface (6) gradually decreases along a second direction, and the second direction is a direction from the pressure relief hole (323) to the welding clamping surface (6).
4. The A-pillar outer panel structure (3) according to claim 3, characterized in that: The pressure relief hole (323) is a quadrilateral, comprising a first inner wall surface (3231), a second inner wall surface (3232), a third inner wall surface (3233) and a fourth inner wall surface (3234) connected end to end; The first inner wall surface (3231) and the second inner wall surface (3232) are located on a side close to the front windshield (5), and the distance between the first inner wall surface (3231) and the second inner wall surface (3232) gradually decreases along the first direction; The third inner wall surface (3233) and the fourth inner wall surface (3234) are located on a side close to the welding clamping surface (6), and the distance between the third inner wall surface (3233) and the fourth inner wall surface (3234) gradually decreases along the second direction.
5. The A-pillar outer panel structure (3) according to claim 4, characterized in that: The first inner wall surface (3231) is parallel to the outer contour surface (324) of the second outer plate (32).
6. The A-pillar outer panel structure (3) according to claim 2, characterized in that: A transition wall surface (3235) is provided between two adjacent inner wall surfaces, and each of the transition wall surfaces (3235) is bent toward the center of the pressure relief hole (323).
7. The A-pillar outer panel structure (3) according to claim 2, characterized in that: The projection of the pressure relief hole (323) on the reference plane is a triangle, and the reference plane is parallel to the side wall surface of the second outer plate (32).
8. The A-pillar outer panel structure (3) according to claim 7, characterized in that: The A-pillar outer panel structure (3) further comprises: a patch plate (33), the patch plate (33) being arranged in the inner cavity of the second outer panel (32), and the patch plate (33) having an auxiliary pressure relief hole (331), the auxiliary pressure relief hole (331) and a projection of the pressure relief hole (323) on the reference plane being coincident.
9. A body in white, characterized in that: The body in white comprises the A-pillar outer panel structure (3) as claimed in any one of claims 1 to 8.
10. A vehicle (1), characterized in that The vehicle comprises the body-in-white of claim 9.