A-pillar lower reinforcement assembly

Abstract

This utility model discloses an A-pillar lower reinforcement plate assembly, including a front bulkhead inner panel and an A-pillar lower reinforcement plate located on the inner and outer sides of the vehicle body, respectively. Both the front bulkhead inner panel and the A-pillar lower reinforcement plate are U-shaped structure plates, and they are interlocked laterally along the vehicle body to form a vertical cavity structure. The front bulkhead inner panel and the A-pillar lower reinforcement plate have a front end stop formed by flange welding at one end facing the front of the vehicle body. The assembly also includes a front bulkhead inner panel reinforcement plate disposed in the cavity structure. The front bulkhead inner panel reinforcement plate is attached to and fixedly mounted on the groove bottom plate of the front bulkhead inner panel, and the front end of the front bulkhead inner panel reinforcement plate has a bent portion that bends outward towards the vehicle body. The bent portion is attached to the front side plate of the front bulkhead inner panel and crosses the front end stop before being fixedly connected to the A-pillar lower reinforcement plate. This A-pillar lower reinforcement plate assembly can improve the connection strength between the A-pillar lower reinforcement plate and the front end stop area of ​​the front bulkhead inner panel, while also taking into account the lightweight design of the entire vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body structure design technology, specifically to an A-pillar under-reinforcement plate assembly. Background Technology

[0002] The lower A-pillar reinforcement assembly is located in a critical area connecting the A-pillar, sill beam, and lower front bulkhead. As a core load-bearing component of the front structure, its structural performance directly affects the vehicle's collision safety and body rigidity. In traditional structures, the lower A-pillar reinforcement and the inner front bulkhead panel are typically connected using a simple flanged welding method. While the resulting cavity structure possesses basic strength, significant defects are exposed under extreme collision conditions. The main problem lies in the reliability of the connection between the lower A-pillar reinforcement and the front inner front bulkhead panel at the front edge. This area, as the flanged connection point at the front of the lower A-pillar reinforcement and the inner front bulkhead panel, bears complex multi-directional stresses during a collision, making the existing structure prone to weld tearing failure. This failure not only leads to a sharp drop in connection strength but also triggers a chain reaction that significantly weakens the overall load-bearing capacity of the cavity structure, ultimately causing the deformation of the passenger compartment to exceed safety limits.

[0003] To address this issue, conventional solutions often involve simply increasing the thickness of the sheet metal or adding reinforcing components. While this approach can temporarily improve structural strength, it has significant negative effects: the increased material usage leads to a rise in vehicle weight, which runs counter to the current trend of lightweighting in automobiles. It also affects the vehicle's fuel economy and dynamic performance.

[0004] Therefore, it is necessary to provide a new A-pillar lower reinforcement plate assembly structure to improve the connection strength between the A-pillar lower reinforcement plate and the front end stop area of ​​the front side inner panel, while also taking into account the lightweight design of the whole vehicle. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide an A-pillar lower reinforcement plate assembly, in which the connection between the A-pillar lower reinforcement plate and the front end stop area of ​​the front side inner panel is reliable, and at the same time it can facilitate the lightweight design of the whole vehicle.

[0006] To achieve the above objectives, this utility model provides the following technical solution: an A-pillar lower reinforcement plate assembly, comprising a front bulkhead inner panel and an A-pillar lower reinforcement plate located on the inner and outer sides of the vehicle body, respectively. Both the front bulkhead inner panel and the A-pillar lower reinforcement plate are U-shaped structural plates, and they are joined together laterally along the vehicle body to form a vertical cavity structure. The front bulkhead inner panel and the A-pillar lower reinforcement plate have a front end stop formed by flange welding at one end facing the front of the vehicle body. The assembly also includes a front bulkhead inner panel reinforcement plate disposed in the cavity structure. The front bulkhead inner panel reinforcement plate is attached to and fixedly mounted on the groove bottom plate of the front bulkhead inner panel, and the front bulkhead inner panel reinforcement plate has a bent portion that bends outward toward the vehicle body at one end facing the front of the vehicle body. The bent portion is attached to the front bulkhead inner panel and passes over the front end stop before being fixedly connected to the A-pillar lower reinforcement plate.

[0007] Furthermore, it also includes a front end stop outer reinforcing plate disposed at the front end stop and located outside the cavity structure, wherein the two ends of the front end stop outer reinforcing plate in the transverse direction of the vehicle body are respectively fixedly connected to the front side inner plate and the A-pillar lower reinforcing plate.

[0008] Furthermore, the front end stop outer reinforcing plate has a zigzag plate structure.

[0009] Furthermore, the front end stop outer reinforcing plate is connected to the front side inner plate and the A-pillar lower reinforcing plate respectively by threaded fasteners.

[0010] Furthermore, the upper end of the front side inner panel reinforcing plate is provided with a first flange portion that folds outward toward the vehicle body. The end of the first flange portion facing the front of the vehicle body overlaps and is fixed with the bending portion, and the end of the first flange portion facing the rear of the vehicle body overlaps and is fixed with the front side inner panel.

[0011] Furthermore, the lower end of the front side inner panel reinforcing plate is provided with a second flange portion that folds outward toward the vehicle body. One end of the second flange portion facing the front of the vehicle body overlaps and is fixed with the bending portion, and the other end of the second flange portion facing the rear of the vehicle body overlaps and is fixed with the front side inner panel.

[0012] Furthermore, the upper end of the bending portion is provided with a third flange portion that folds towards the rear end of the vehicle body, and the third flange portion overlaps and is fixed with the first flange portion; the lower end of the bending portion is provided with a fourth flange portion that folds towards the rear end of the vehicle body, and the fourth flange portion overlaps and is fixed with the second flange portion.

[0013] Furthermore, the bent portion is provided with multiple reinforcing ribs arranged laterally along the vehicle body.

[0014] Furthermore, a connecting nut is fixed on the portion of the bent part that extends laterally relative to the inner front panel, and the lower A-pillar reinforcing plate is fixedly connected to the connecting nut by bolts.

[0015] Furthermore, several patch panels are provided on the lower reinforcement plate of the A-pillar.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] The A-pillar lower reinforcement plate assembly provided by this utility model can improve the connection strength between the A-pillar lower reinforcement plate and the front end stop area of ​​the inner panel of the front bulkhead, while also taking into account the lightweight design of the entire vehicle. Specifically, by setting a front end inner panel reinforcement plate with a bend in the cavity structure, the structural strength of the front end stop area is effectively enhanced; the bend extends beyond the front end stop and is fixedly connected to the A-pillar lower reinforcement plate, forming an additional force transmission path, which can disperse stress during a collision and avoid tearing caused by concentrated stress at the weld points. More specifically: In this A-pillar under-reinforcement plate assembly structure, the setting of the front side inner panel reinforcement plate optimizes the stress distribution inside the cavity structure, and the extended connection of the bending part strengthens the connection reliability of the front stop area; the front side inner panel reinforcement plate not only enhances the structural strength of the front side inner panel itself, but also enhances the connection strength of the front stop area, thus serving multiple purposes and improving the impact resistance of the overall structure without significantly increasing the weight; compared with the existing technology of simply increasing the thickness of the plate, it can facilitate the lightweight design of the whole vehicle.

[0018] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the main structure of the A-pillar under-reinforcement plate assembly of this utility model;

[0020] Figure 2 for Figure 1 Schematic diagram of the cross-sectional structure at point AA;

[0021] Figure 3 This is a schematic diagram of the front side inner panel structure.

[0022] Figure 4 This is a schematic diagram of the main structural view of the reinforcement plate under the A-pillar.

[0023] Figure 5 This is an isometric structural diagram of the inner reinforcement plate on the front side panel.

[0024] Reference numerals: 1-A-reinforcing plate under pillar; 1a-front stop; 2-inner panel of front bulkhead; 2a-cavity structure; 3-reinforcing plate of inner panel of front bulkhead; 301-bending part; 301a-third flange; 301b-fourth flange; 301c-reinforcing rib; 302-first flange; 302a-fifth flange; 303-second flange; 303a-sixth flange; 304-connecting nut; 4-outer reinforcing plate of front stop; 5-patch plate. Detailed Implementation

[0025] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. Unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0026] Please see Figure 1-5This embodiment discloses an A-pillar lower reinforcement plate assembly, including a front bulkhead inner panel 2 and an A-pillar lower reinforcement plate 1 located on the inner and outer sides of the vehicle body, respectively. Both the front bulkhead inner panel 2 and the A-pillar lower reinforcement plate 1 are U-shaped structural plates, and they are fastened together along the transverse direction (width direction) of the vehicle body to form a vertical (height direction) cavity structure 2a. The front bulkhead inner panel 2 and the A-pillar lower reinforcement plate 1 have a front end stop 1a formed by flange welding at one end facing the front of the vehicle body. It also includes a front bulkhead inner panel reinforcement plate 3 disposed in the cavity structure 2a. The front bulkhead inner panel reinforcement plate 3 is attached to and fixed to the bottom plate of the groove of the front bulkhead inner panel 2, and the front end of the front bulkhead inner panel reinforcement plate 3 has a bent portion 301 that bends outward towards the vehicle body at one end facing the front of the vehicle body. The bent portion 301 is attached to the front bulkhead inner panel 2 and passes over the front end stop 1a before being fixedly connected to the A-pillar lower reinforcement plate 1. It can be understood that the front bulkhead inner panel 2 and the A-pillar lower reinforcement plate 1 are usually thermoformed sheet metal parts. The front side inner panel 2 and the A-pillar lower reinforcement plate 1 are basically connected by flange welding to form the front stop 1a. The flange is generally welded by resistance spot welding. The front stop 1a formed by flange welding has good connection strength and the connection process is simple. This part is the same as the existing automotive A-pillar lower reinforcement plate assembly, so it will not be described in detail here. The groove bottom plate of the front side inner panel 2 refers to the groove bottom plate of the U-shaped structure plate. The front side inner panel reinforcement plate 3 is attached and fixed (usually welded) to the groove bottom plate of the front side inner panel 2, which can ensure that the front side inner panel reinforcement plate 3 and the front side inner panel 2 have sufficient connection area and ensure the installation stability of the front side inner panel reinforcement plate 3. The cavity structure 2a is naturally formed by the space between the front side inner panel 2 and the A-pillar lower reinforcement plate 1. The bent part 301 is in surface contact with the front side plate of the front side inner panel 2 (the front side inner panel 2 corresponds to the side plate part on the front side of the vehicle body). The contact part can be reinforced by spot welding. Of course, it is understandable that the front stop 1a refers to the flanged connection between the inner side panel 2 of the front bulkhead and the lower A-pillar reinforcing plate 1 at the end facing the front of the vehicle body. The fixed connection between the bent part 301 and the lower A-pillar reinforcing plate 1 can be achieved by welding, bolting, or riveting.

[0027] This technical solution effectively enhances the structural strength of the front stop 1a area by incorporating a front side inner panel reinforcing plate 3 with a bent portion 301 within the cavity structure 2a. The bent portion 301 extends beyond the front stop 1a and is fixedly connected to the A-pillar lower reinforcing plate 1, forming an additional force transmission path. This disperses stress during collisions, preventing tearing caused by concentrated stress at the weld points. More specifically, in this A-pillar lower reinforcing plate assembly structure, the front side inner panel reinforcing plate 3 optimizes the stress distribution within the cavity structure 2a, while the extended connection of the bent portion 301 strengthens the connection reliability of the front stop 1a area. The front side inner panel reinforcing plate 3 not only enhances the structural strength of the front side inner panel 2 itself but also strengthens the connection strength of the front stop 1a area, serving multiple purposes. This improves the overall impact resistance of the structure without significantly increasing weight. Compared to existing technologies that simply increase the thickness of the sheet metal, this approach facilitates lightweight vehicle design.

[0028] In this embodiment, a front stop outer reinforcing plate 4 is also included, disposed at the front stop 1a and located outside the cavity structure 2a. The two ends of the front stop outer reinforcing plate 4 in the transverse direction of the vehicle body are respectively fixedly connected to the front bulkhead inner panel 2 and the A-pillar lower reinforcing plate 1. In a preferred embodiment, the connection between the front stop outer reinforcing plate 4 and the front bulkhead inner panel 2 and the A-pillar lower reinforcing plate 1 is achieved using threaded fasteners. In this structural design, by adding an independent reinforcing plate outside the easily torn area of ​​the weld point at the front stop 1a, a multi-path load transfer mechanism can be formed. When subjected to a collision impact, the front stop outer reinforcing plate 4 can effectively distribute the stress in the front stop area, avoiding excessive stress concentration at the welded part. Combined with the internally disposed front bulkhead inner panel reinforcing plate 3 with a bending portion 301, a front stop reinforcement structure with combined internal and external action is formed, which can better improve the structural reliability of the A-pillar lower reinforcing plate assembly. Furthermore, due to the good reinforcement effect of the front stop reinforcement structure with the combined action of the inner and outer parts, the front stop outer reinforcement plate 4 and the front side inner plate reinforcement plate 3 do not need to be designed to be too large, which can facilitate the lightweight design of the whole vehicle to a certain extent.

[0029] In this embodiment, the front end stop outer reinforcement plate 4 has a U-shaped plate structure. Specifically, the U-shaped plate structure refers to a cross-sectional shape similar to the Chinese character "几". Among them, a raised portion is formed in the middle bending region, and connecting portions are formed in the two side bending regions. The raised portion can be designed with an arc transition or a right-angle transition; the connecting portion can be designed as a flat structure or a connecting surface with mounting holes. The U-shaped plate structure can be fabricated by a stamping process, and high-strength steel plates are selected as the material. In this embodiment, the raised portion formed in the middle bending region of the U-shaped plate structure clamps the welding flange at the front end stop 1a, but a certain gap is reserved between the raised portion and the welding flange to facilitate reducing abnormal noises during vehicle use. Thus, by adopting the front end stop outer reinforcement plate with a U-shaped plate structure, the bending stiffness and torsional stiffness of the front end stop region can be effectively improved. Among them, the middle raised portion of the U-shaped structure can provide additional structural support to disperse the collision load; the connection surfaces of the two side connecting portions with the inner panel of the front side wall and the lower reinforcement plate of the A pillar are increased, which is beneficial to load transfer. The U-shaped structure has a higher cross-sectional moment of inertia, which can significantly improve the connection strength of the front end stop region while ensuring lightweight, and better prevent the occurrence of solder joint tearing problems.

[0030] In this embodiment, the front end stop outer reinforcement plate 4 is respectively connected to the inner panel of the front side wall 2 and the lower reinforcement plate of the A pillar 1 by threaded fasteners. Specifically, the threaded fasteners include but are not limited to bolts, screws, rivets or nuts, etc. Specifically, in this embodiment, two connecting bolts are pre-fixed on the lower reinforcement plate of the A pillar 1, and connecting nuts are pre-fixed inside the cavity structure 2a on the inner panel of the front side wall 2; during assembly, the front end stop outer reinforcement plate 4 is first hung on the two connecting bolts, and then tightened with the connecting bolts on the lower reinforcement plate of the A pillar 1 through nuts, and tightened with the nuts on the inner panel of the front side wall 2 through bolts. Thus, compared with traditional welding, the connection method by threaded fasteners has the following advantages: First, threaded connection can avoid the degradation of material properties caused by the heat-affected zone of welding, especially in the stress concentration area such as the front end stop 1a region; second, threaded connection allows for微量位移 to release local stress, thereby reducing the risk of solder joint tearing; finally, this connection method is convenient for assembly adjustment and later maintenance and replacement.

[0031] In this embodiment, the upper end of the front bulkhead inner panel reinforcing plate 3 is provided with a first flange portion 302 that folds outward toward the vehicle body. The end of the first flange portion 302 facing the front of the vehicle body overlaps and is fixed with the bending portion 301, and the end of the first flange portion 302 facing the rear of the vehicle body overlaps and is fixed with the front bulkhead inner panel 2. Specifically, the first flange portion 302 is integrally formed with the front bulkhead inner panel reinforcing plate 3 by a stamping process. As a preferred embodiment, the overlap and fixation of the first flange portion 302 and the bending portion 301 is achieved by spot welding. More specifically, the rear part of the first flange portion 302 is provided with an upwardly folded fifth flange portion 302a, which overlaps and is welded to the rear side panel of the front bulkhead inner panel 2 (the side panel portion of the front bulkhead inner panel 2 corresponding to the rear side of the vehicle body). The width of the first flange portion 302 is designed to be smaller than the drawing depth of the front bulkhead inner panel 2. Therefore, by setting the first flange 302, a multi-path load transfer channel is formed between the front side inner panel reinforcing plate 3 and the front side inner panel 2. When the vehicle experiences a small offset collision, the collision force can be dispersed and transferred to the rear of the front side inner panel 2 through the first flange 302, which can more effectively reduce stress concentration in the front stop 1a area. At the same time, the overlapping and fixing of the first flange 302 and the bending part 301 enhances the overall rigidity of the cavity structure, which can more effectively prevent the occurrence of weld tearing.

[0032] In this embodiment, the lower end of the front bulkhead inner panel reinforcing plate 3 is provided with a second flange portion 303 that folds outward toward the vehicle body. The end of the second flange portion 303 facing the front of the vehicle body overlaps and is fixed with the bending portion 301, and the end of the second flange portion 303 facing the rear of the vehicle body overlaps and is fixed with the front bulkhead inner panel 2. Specifically, the second flange portion 303 is a bending structure integrally formed with the front bulkhead inner panel reinforcing plate 3 by a stamping process. Here, the rear part of the second flange portion 303 is provided with a downwardly folded sixth flange portion 303a, which overlaps and is welded to the rear side panel of the front bulkhead inner panel 2 (the side panel portion of the front bulkhead inner panel 2 corresponding to the rear side of the vehicle body). The overlap and fixation of the second flange portion 303 and the bending portion 301 is achieved by spot welding. Therefore, by providing a second flange 303 at the lower end of the front bulkhead inner panel reinforcing plate 3, a dual force transmission path can be formed with the first flange 302, thereby facilitating better distribution of the force on the front stop 1a area. When a small offset collision occurs, the collision force can be transmitted rearward to the rear of the front bulkhead inner panel 2 through the second flange 303, avoiding stress concentration in the front stop 1a area. At the same time, the second flange 303 and the first flange 302 form a symmetrical force transmission path, making the force on the cavity structure more balanced and further improving the overall structural reliability.

[0033] In this embodiment, the upper end of the bent portion 301 is provided with a third flange portion 301a that folds towards the rear end of the vehicle body, and the third flange portion 301a is overlapped and fixed with the first flange portion 302; the lower end of the bent portion 301 is provided with a fourth flange portion 301b that folds towards the rear end of the vehicle body, and the fourth flange portion 301b is overlapped and fixed with the second flange portion 303. Specifically, the third flange portion 301a is integrally formed with the bent portion 301 by a stamping process, and the overlap length with the first flange portion 302 is not less than 10mm, and it is fixed by resistance spot welding or laser welding. The fourth flange portion 301b is formed by the same process as the third flange portion 301a. Thus, by adding the third and fourth flange portions and the first and second flange portions of the front side inner panel reinforcing plate 3, a multi-level overlapping structure is formed. This structure can disperse concentrated stress to a larger contact area during collision load transmission, effectively reducing the risk of weld tearing. Meanwhile, the continuous force transmission path formed by multi-stage flanging can help to better improve the overall rigidity of the cavity structure.

[0034] In this embodiment, the bent portion 301 is provided with multiple reinforcing ribs 301c arranged laterally along the vehicle body. Specifically, the reinforcing ribs 301c are raised structures formed on the surface of the bent portion 301 by a stamping process, and their cross-sectional shape can be arc-shaped, trapezoidal, or rectangular. As a preferred embodiment, the depth of the reinforcing ribs is 1-3mm, and the spacing between adjacent reinforcing ribs is 15-30mm. The length of the reinforcing ribs 301c is adapted to the width of the bent portion 301 in the lateral direction of the vehicle body. Thus, by providing laterally arranged reinforcing ribs 301c in the bent portion 301, the bending resistance of this part during a collision can be effectively improved. When the vehicle experiences a small offset collision, the laterally arranged reinforcing ribs 301c can prevent the bent portion from undergoing local buckling deformation under longitudinal force, thereby better avoiding the occurrence of weld tearing. At the same time, the setting of reinforcing ribs 301c also improves the contact stiffness between the bent portion 301 and the front side inner panel 2, making the load transfer more uniform and further improving the reliability of the connection part.

[0035] In this embodiment, a connecting nut 304 is fixed to the portion of the bent section 301 that extends laterally relative to the inner front panel 2 of the vehicle body. The lower A-pillar reinforcing plate 1 is fixedly connected to the connecting nut 304 by bolts. The bent section 301 refers to the structure formed by bending and extending the end of the inner front panel reinforcing plate 3 towards the front of the vehicle body toward the lower A-pillar reinforcing plate 1. The connecting nut 304 is fixed to the extended portion of the bent section 301 by welding. The extended portion of the bent section 301 is attached to the lower A-pillar reinforcing plate 1. The lower A-pillar reinforcing plate 1 and the connecting nut 304 are fixedly connected by bolts, wherein high-strength bolts can be used to enhance the connection strength. Thus, by setting the connecting nut 304 on the extended portion of the bent section 301 and fixing it to the lower A-pillar reinforcing plate 1 by bolts, an effective mechanical connection point can be formed in the front stop 1a area. This connection method can effectively distribute the force in the front stop 1a area and avoid tearing problems caused by concentrated force on the weld point. Meanwhile, bolted connections facilitate assembly and adjustment, which helps improve production efficiency and assembly accuracy.

[0036] In this embodiment, several patch plates 5 are provided on the A-pillar lower reinforcing plate 1. Patch plates 5 are local reinforcing components fixed to the main structure by welding or bonding, typically placed in areas of high stress concentration. Their shape and size can be designed according to actual stress requirements. In this embodiment, there are two patch plates 5, correspondingly placed in the upper and lower middle parts of the A-pillar lower reinforcing plate 1. Here, the patch plates 5 are stamped parts made of high-strength steel. The patch plates 5 are connected to the A-pillar lower reinforcing plate 1 by spot welding. This technical solution, by providing patch plates 5 on the A-pillar lower reinforcing plate 1, facilitates local reinforcement of key stress areas, effectively improving the deformation resistance of the A-pillar lower reinforcing plate 1 during collision. The patch plates 5 can be placed only in stress concentration areas, avoiding unnecessary material waste.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An A-pillar lower reinforcement panel assembly characterized by: It includes a front side inner panel (2) and an A-pillar lower reinforcing plate (1) located on the inner and outer sides of the vehicle body, respectively. Both the front side inner panel (2) and the A-pillar lower reinforcing plate (1) are U-shaped structure plates, and the two are fastened together along the horizontal side of the vehicle body to form a vertical cavity structure (2a). The front side inner panel (2) and the A-pillar lower reinforcing plate (1) have a front end stop (1a) formed by flange welding at one end facing the front of the vehicle body. It also includes a front side inner panel reinforcing plate (3) disposed in the cavity structure (2a). The front side inner panel reinforcing plate (3) is attached to and fixedly disposed on the groove bottom plate of the front side inner panel (2). The front side inner panel reinforcing plate (3) has a bent part (301) that bends outward towards the front of the vehicle body at one end. The bent part (301) is attached to the front side inner panel (2) and passes through the front end stop (1a) and is fixedly connected to the A-pillar lower reinforcing plate (1).

2. The A-pillar lower reinforcement panel assembly of claim 1, wherein: It also includes a front end stop outer reinforcing plate (4) disposed at the front end stop (1a) and located outside the cavity structure (2a), wherein the two ends of the front end stop outer reinforcing plate (4) in the transverse direction of the vehicle body are respectively fixedly connected to the front side inner plate (2) and the A-pillar lower reinforcing plate (1).

3. The A-pillar lower reinforcement panel assembly of claim 2, characterized in that: The front end stop outer reinforcing plate (4) has a zigzag plate structure.

4. The A-pillar lower reinforcement panel assembly of claim 2, wherein: The front end stop outer reinforcing plate (4) is connected to the front side inner plate (2) and the A-pillar lower reinforcing plate (1) respectively by threaded fasteners.

5. The A-pillar lower reinforcement panel assembly of claim 1, wherein: The upper end of the front side inner panel reinforcing plate (3) is provided with a first flange (302) that folds outward toward the vehicle body. The end of the first flange (302) facing the front of the vehicle body overlaps and is fixed with the bending part (301), and the end of the first flange (302) facing the rear of the vehicle body overlaps and is fixed with the front side inner panel (2).

6. The A-pillar lower reinforcement panel assembly of claim 5, characterized in that: The lower end of the front side inner panel reinforcing plate (3) is provided with a second flange (303) that folds outward toward the vehicle body. One end of the second flange (303) facing the front of the vehicle body overlaps and is fixed with the bending part (301), and the other end of the second flange (303) facing the rear of the vehicle body overlaps and is fixed with the front side inner panel (2).

7. The A-pillar lower reinforcement panel assembly of claim 6, characterized in that: The upper end of the bending part (301) is provided with a third flange part (301a) that folds towards the rear end of the vehicle body, and the third flange part (301a) overlaps and is fixed with the first flange part (302); The lower end of the bending portion (301) is provided with a fourth flange portion (301b) that folds towards the rear end of the vehicle body, and the fourth flange portion (301b) overlaps and is fixed with the second flange portion (303).

8. The A-pillar lower reinforcement panel assembly of claim 1, wherein: The bent portion (301) is provided with multiple reinforcing ribs (301c) arranged laterally along the vehicle body.

9. The A-pillar lower reinforcement panel assembly of claim 1, wherein: The bent portion (301) is fixed with a connecting nut (304) on the part that extends in the lateral direction of the vehicle body relative to the inner front panel (2), and the lower A-pillar reinforcing plate (1) is fixedly connected to the connecting nut (304) by bolts.

10. The A-pillar lower reinforcement panel assembly of claim 1, wherein: Several patch panels (5) are provided on the A-pillar under reinforcement plate (1).

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