A column joint, connection structure, and vehicle

Abstract

The application relates to the technical field of vehicle body connection, in particular to an A-pillar joint, a connecting structure and a vehicle. The A-pillar joint comprises a first connecting part and a second connecting part. The first connecting part is provided with a first cavity which is inclined along the length direction of the A-pillar. The bottom of the first cavity is provided with a first connecting surface which is connected with the end surface of the upper section of the A-pillar. The second connecting part is arranged on the lower side of the first connecting part. The second connecting part comprises a second connecting surface which is connected with the end surface of the lower section of the A-pillar. The cavity structure is used to form circumferential limiting for the upper section of the A-pillar, so that radial deviation after connection is avoided. The inclined and matched connecting surfaces ensure that the force receiving surface of the upper section of the A-pillar and the joint are fully contacted. The upper section of the A-pillar and the lower section of the A-pillar form a force transmission path corresponding in upper and lower directions through the joint, so that the problem of force transmission interruption caused by docking deviation in the traditional connecting structure is reduced, and the overall connecting rigidity is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle body connection technology, and in particular to A-pillar joints, connection structures, and vehicles. Background Technology

[0002] In automotive body structures, the A-pillar connection structure is a functional component that connects the upper and lower sections of the A-pillar, the lower windshield crossbeam, and the wheel arch side beams. Its design is related to vehicle collision safety. As a key node for force transmission at the front of the vehicle, the A-pillar connection structure must, under conditions such as frontal collisions, stably transfer the impact force borne by the wheel arch side beams to the upper and lower sections of the A-pillar, and further disperse it to other load-bearing areas of the vehicle body. This controls the amount of deformation and intrusion into the passenger compartment, ensuring the safety of occupants. At the same time, the integration degree of the components and the complexity of the manufacturing process of this structure also affect the vehicle body development cycle and tooling costs, significantly impacting the mass production efficiency and market competitiveness of the vehicle model.

[0003] In related technologies, the connection of the upper section of the A-pillar, the lower section of the A-pillar, the lower crossbeam of the windshield, and the wheel arch side beam commonly adopts a stamped sheet metal structure welding scheme. By designing multiple independent stamped sheet metal parts, partial connections are achieved between the A-pillar and the lower crossbeam of the windshield, and between the A-pillar and the wheel arch side beam. Then, the stamped sheet metal parts are spliced ​​together by welding to form a complete A-pillar connection structure, ultimately completing the assembly of each component and the construction of the force flow transmission path. This scheme is widely used in traditional mass-produced vehicles.

[0004] The existing stamping sheet metal welding solution has defects. The force transmission stability and structural rigidity of the upper and lower sections of the A-pillar are insufficient. The welded structure has multiple welding seams, the force flow transmission path is discontinuous, and the sheet metal cross-section is limited by the stamping process, making it difficult to form rigid support. In the event of a head-on collision, the force flow is easily interrupted or local stress concentration occurs, increasing the risk of deformation of the passenger compartment. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide an A-pillar connector, a connection structure, and a vehicle.

[0007] To achieve the above objectives, in a first aspect, this application provides an A-pillar connector, comprising: The first connecting part includes a first cavity that is opened and inclined upward along the length direction of the upper section of the A-pillar; The bottom wall of the first cavity is the first connecting surface, the normal of the first connecting surface is directed toward the length direction of the upper section of the A-pillar, and the first connecting surface is connected to the end face of the upper section of the A-pillar; The second connecting part is disposed below the first connecting part and is integrally formed with the first connecting part. The second connecting part includes a second connecting surface, which is connected to the end face of the lower section of the A-pillar.

[0008] In this technical solution, the first connecting part provides accommodating space for the upper section of the A-pillar through a first cavity that tilts upward along the length of the upper section. Simultaneously, the bottom wall of the cavity serves as the first connecting surface, with its normal pointing towards the length of the upper section of the A-pillar. The first connecting surface fits snugly against the end face of the upper section of the A-pillar. The cavity structure provides circumferential restraint for the upper section of the A-pillar, preventing radial offset after connection. Furthermore, the tilted, adaptable connecting surface ensures full contact between the upper section of the A-pillar and the force-bearing surface of the joint. The second connecting part is located below the first connecting part, with its second connecting surface directly connected to the end face of the lower section of the A-pillar. This allows the upper and lower sections of the A-pillar to form corresponding force transmission paths through the joint, reducing the force transmission interruption caused by misalignment in traditional connecting structures, lowering local stress concentration at the A-pillar joint, and improving overall connection rigidity.

[0009] This application utilizes an integrated cast aluminum forming process design for the first and second connecting parts, enabling precise connection between the upper and lower sections of the A-pillar through these two connecting parts, thus reducing the number of parts and assembly processes. The design of the first cavity combines the functions of accommodating and connecting, allowing for rapid assembly of the upper section of the A-pillar without the need for additional positioning tooling, thereby reducing tooling costs and shortening the subsequent vehicle body assembly cycle.

[0010] The upward-sloping cavity and connecting surface design of the first connecting part can match the inclined installation angle of the upper section of the A-pillar, which conforms to the spatial layout characteristics of the front of the vehicle and avoids assembly errors caused by the mismatch between the connecting structure and the vehicle space. The second connecting part is set below the first connecting part, so that the A-pillar joint has a compact structure with the upper and lower parts connected. It achieves a reliable connection between the upper and lower sections of the A-pillar within the limited space of the front of the vehicle. Moreover, this structural design can transmit the impact force along the axial direction of the A-pillar through full contact of the connecting surfaces during a collision, reducing local deformation caused by insufficient contact of the connecting surfaces and reducing the risk of deformation and intrusion of the passenger compartment.

[0011] In some embodiments of this application, a third connecting portion is further included, which is disposed on one side of the width direction of the first cavity, and the third connecting portion includes a first stepped surface and a second stepped surface; The first stepped surface and the second stepped surface are located in different planes, and the first stepped surface and the second stepped surface are connected to the end face of the lower crossbeam of the windshield.

[0012] In the technical solution, the third connecting part of this application is arranged in a spatial layout on one side of the width direction of the first cavity for connecting the lower crossbeam of the windshield, thereby improving the integration of key components at the front of the vehicle body.

[0013] The third connection uses a first-step surface and a second-step surface to connect to the end face of the lower crossbeam of the windshield. The double-step surface can form multiple points of contact with the end face of the lower crossbeam of the windshield, which is more corresponding to the upper and lower surfaces. Compared with the traditional single-plane connection, the contact area is larger and the positioning accuracy is higher. This can avoid the offset of the lower crossbeam of the windshield during assembly and reduce the cumulative assembly error. In the case of a head-on collision, the double-step surface can disperse the impact force borne by the lower crossbeam of the windshield to two contact areas, avoid local stress concentration, and reduce the risk of deformation and intrusion of the passenger compartment.

[0014] In some embodiments of this application, the second connecting portion further includes a third connecting surface, which is disposed on the side of the second connecting surface away from the first connecting portion, and the third connecting surface is connected to the wheel cover side beam.

[0015] In this technical solution, the upper and lower sections of the A-pillar, the wheel arch side beam, and the lower windshield crossbeam are integrated into a four-channel rigid connection through a connecting structure, improving the force transmission stability from the wheel arch side beam to the A-pillar under frontal collision conditions. The third connecting surface, through its spatial layout on the side of the second connecting surface away from the first connecting part, supports the connection of the wheel arch side beam, allowing the wheel arch side beam to directly establish a rigid connection with the A-pillar joint through this connecting surface. This achieves a four-way connection of the upper / lower sections of the A-pillar, the lower windshield crossbeam, and the wheel arch side beam, solving the problem of force transmission path breakage caused by the need for additional splicing of independent components to connect the wheel arch side beam in existing stamped sheet metal structures.

[0016] The third connecting surface, along with the second connecting surface, belongs to the second connecting part. It allows the frontal impact force borne by the wheel arch side beam to be quickly transmitted to the second connecting part through the third connecting surface, and then simultaneously dispersed to the lower and upper sections of the A-pillar. This forms a continuous force path through the wheel arch side beam, the third connecting surface, the lower crossbeam of the windshield, and the lower and upper sections of the A-pillar, improving force transmission stability, effectively reducing the amount of deformation and intrusion of the passenger compartment during a collision, and ensuring vehicle safety performance.

[0017] In some embodiments of this application, a first connecting plate is also included, which is disposed on the second connecting portion and is perpendicular to the second connecting surface.

[0018] In the technical solution, this application can enhance the deformation resistance of the second connection surface connected to the lower section of the A-pillar through vertical mechanical support, and avoid the second connection surface from bending or breaking due to longitudinal impact force under head-on collision conditions; the vertical connection structure can disperse the local stress of the second connection part, making the second connection part a three-dimensional support structure, and providing a more stable structural foundation for the connection of the lower section of the A-pillar with other components.

[0019] In some embodiments of this application, a second connecting plate is further included, which is disposed on the second connecting portion and is perpendicular to the second connecting surface and the first connecting plate.

[0020] In this technical solution, the second connecting plate is perpendicular to the second connecting surface and the first connecting plate. The second connecting plate and the first connecting plate form a bidirectional vertical support structure, which can make the second connecting surface a three-dimensional frame for load-bearing, enhancing the bending and deformation resistance of the second connecting part. This directly improves the overall rigidity of the A-pillar joint, providing a more stable structural foundation for the reliable connection of components such as the lower section of the A-pillar and the wheel arch side beam, and avoiding local fracture or deformation of the second connecting part due to unilateral force under head-on collision conditions.

[0021] In some embodiments of this application, it also includes: The first reinforcing rib is disposed on the outside of the side wall of the first cavity along the length direction of the first cavity; The second reinforcing rib is disposed between the plurality of first reinforcing ribs.

[0022] In the technical solution, the first reinforcing rib is longitudinally disposed on the side of the first connecting part and disposed on the outside of the side wall of the first cavity along the length direction of the first cavity. It is used to strengthen the support strength of the first cavity and can directly form a longitudinal rigid support for the first cavity. It can resist the longitudinal impact force transmitted to the first cavity by the upper section of the A-pillar under the condition of a head-on collision, avoid the cavity from being squeezed and deformed or cracked due to the force, ensure the fit stability between the upper section of the A-pillar and the first connecting surface, and disperse the stress borne by the cavity, laying a structural foundation for the stable transmission of subsequent forces.

[0023] The second reinforcing rib is horizontally positioned between multiple first reinforcing ribs, forming a three-dimensional reinforcement structure that provides both longitudinal support and lateral ties. This horizontal arrangement connects adjacent first reinforcing ribs, preventing tilting or misalignment of a single rib due to unilateral stress. Simultaneously, it integrates the supporting forces of multiple first reinforcing ribs, making the first connection a multi-dimensional rigid frame. This further amplifies the supporting effect of the first reinforcing ribs, enhances the bending and deformation resistance of the first connection, ensures more stable force transmission between the upper section of the A-pillar and the lower crossbeam of the windshield, and reduces the risk of structural failure due to localized stress concentration.

[0024] In some embodiments of this application, a third reinforcing rib is also included, which is disposed on the second connecting surface to enhance the strength of the second connecting portion.

[0025] In the technical solution, the third reinforcing rib of this application is set on the second connecting surface to enhance the strength of the second connecting part. It can structurally strengthen the second connecting surface, resist the longitudinal impact force transmitted from the lower section of the A-pillar to the second connecting surface under frontal collision conditions, avoid deformation such as dents and bends of the second connecting surface due to stress, ensure the fit stability between the lower section of the A-pillar and the second connecting surface, and prevent the interruption of force transmission due to deformation of the connecting surface. The supporting effect of the reinforcing rib can disperse the local stress of the second connecting surface, avoid structural cracking caused by stress concentration, and provide a stable foundation for the force transmission between the wheel arch side beam and the lower section of the A-pillar.

[0026] The second connecting surface, as the intersection area connecting the lower section of the A-pillar and the wheel arch side beam, must simultaneously bear the longitudinal force of the lower section of the A-pillar and the lateral force of the wheel arch side beam. The supporting effect of the third stiffener on the second connecting surface ensures that the second connecting surface maintains structural stability under the action of multi-directional forces, and avoids displacement of the connection position between the lower section of the A-pillar and the wheel arch side beam due to deformation of the second connecting surface.

[0027] In some embodiments of this application, a cavity is provided on the A-pillar connector, and the cavity is used to reduce the weight of the A-pillar connector.

[0028] In the technical solution, the A-pillar joint of this application has a cavity located below the first connecting surface. Without changing the structural dimensions and load-bearing area of ​​the first connecting surface, unnecessary solid materials inside the first connecting part can be removed, reducing the overall weight of the A-pillar joint. This avoids the problem of redundant weight in traditional solid structures and does not weaken the load-bearing capacity of the first connecting surface. It conforms to the design of reducing the weight and energy consumption of the car body and improves the overall performance of the vehicle.

[0029] The second aspect provides a connection structure, including: As described in the first aspect, the A-pillar joint; The upper section of the A-pillar is disposed within the first cavity, and the end face of the upper section of the A-pillar is connected to the first connecting surface. The lower section of the A-pillar, the end face of which is connected to the second connecting surface; The lower crossbeam of the windshield has its upper edge attached to the first stepped surface and its lower edge attached to the second stepped surface. The wheel arch side beam has its end face attached to the side of the lower section of the A-pillar, and the side of the wheel arch side beam is connected to the third connecting surface.

[0030] In this technical solution, the upper section of the A-pillar is fixed to the first connecting surface via a first cavity, the lower section of the A-pillar is connected via a second connecting surface, the lower crossbeam of the windshield is positioned and fitted via a first stepped surface and a second stepped surface, the end face of the wheel arch side beam is connected to the side of the lower section of the A-pillar, and the side of the wheel arch side beam is fitted and fixed to the third connecting surface. A four-way closed loop is formed around the A-pillar joint to ensure that the impact force borne by the wheel arch side beam under frontal collision conditions can be stably transmitted along multiple paths.

[0031] The upper section of the A-pillar and the first connecting surface, as well as the lower section of the A-pillar and the second connecting surface, are both end-face fitted. The lower crossbeam of the windshield and the double-step surface are fitted at their upper and lower edges. The wheel arch side beam and the side of the lower section of the A-pillar, as well as the third connecting surface, are fitted with double surfaces. Compared to the point-line contact of existing sheet metal welding, the surface-fitting design increases the contact area of ​​each component, reduces local stress concentration, and the integrated connection system formed by all components around the A-pillar joint can integrate the rigidity of the dispersed components into the rigidity of the overall structure.

[0032] A third aspect provides a vehicle, comprising: a body and a connection structure as described in the second aspect, the connection structure being disposed on the vehicle body.

[0033] In this technical solution, the vehicle utilizes an integrated four-way rigid connection structure to create a stable force transmission system under frontal collision conditions. The impact force borne by the wheel arch side beam can be rapidly transmitted to the lower section of the A-pillar through the third and second connection surfaces in the connection structure, and simultaneously dispersed to the upper section of the A-pillar and the lower windshield crossbeam, avoiding localized deformation of the passenger compartment caused by the concentration of impact force in a single location. The high rigidity of the joints can resist structural deformation during a collision, further reducing the intrusion into the passenger compartment and providing a more reliable survival space for occupants.

[0034] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a three-dimensional structural diagram of the A-pillar connector of this application; Figure 2 This is a schematic diagram of the reinforcing rib structure of the A-pillar joint in this application; Figure 3 This is a schematic diagram of the second connection surface structure of the A-pillar connector in this application; Figure 4This is a schematic diagram of the third connection part of the A-pillar joint in this application; Figure 5 This is a three-dimensional structural diagram of the connection structure of this application; Figure 6 This is a three-dimensional structural diagram of the connection structure of this application from another angle.

[0037] In the above figures: 1. First connecting part; 11. First cavity; 12. First connecting surface; 2. Second connecting part; 21. Second connecting surface; 22. Third connecting surface; 23. First connecting plate; 24. Second connecting plate; 25. Third reinforcing rib; 3. Third connecting part; 31. First stepped surface; 32. Second stepped surface; 4. First reinforcing rib; 5. Second reinforcing rib; 6. Upper section of A-pillar; 7. Lower section of A-pillar; 8. Horizontal beam under the windshield; 9. Wheel cover side beam. Detailed Implementation

[0038] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0039] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0040] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0041] Additionally, if the meaning of "and / or" in the text is that it includes three parallel options, taking "A and / or B" as an example, it includes option A, option B, or an option that satisfies both A and B.

[0042] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0043] It should be noted that in the automotive body structure, the A-pillar connection structure is a functional component that connects the upper and lower sections of the A-pillar, the lower windshield crossbeam, and the wheel arch side beams. Its design is related to the vehicle's collision safety. As a key node for force transmission at the front of the vehicle, the A-pillar connection structure must, under conditions such as frontal collisions, stably transfer the impact force borne by the wheel arch side beams to the upper and lower sections of the A-pillar, and further disperse it to other load-bearing areas of the vehicle body. This controls the amount of deformation and intrusion into the passenger compartment, ensuring the safety of occupants. At the same time, the integration degree of the components and the complexity of the manufacturing process of this structure also affect the vehicle body development cycle and tooling costs, significantly impacting the vehicle's mass production efficiency and market competitiveness.

[0044] In related technologies, the connection of the upper section of the A-pillar, the lower section of the A-pillar, the lower crossbeam of the windshield, and the wheel arch side beam commonly adopts a stamped sheet metal structure welding scheme. This scheme designs multiple independent stamped sheet metal parts to achieve partial connections between the A-pillar and the lower crossbeam of the windshield, and between the A-pillar and the wheel arch side beam, respectively. Then, the stamped sheet metal parts are spliced ​​together by welding to form a complete A-pillar connection structure, ultimately completing the assembly of each component and the construction of the force flow transmission path. This scheme is widely used in traditional mass-produced vehicles.

[0045] Existing stamping sheet metal welding solutions have several drawbacks: First, they require high investment in molds and tooling, necessitating the development of dedicated stamping molds for each individual stamped sheet metal part. The large number of parts also increases the overall mold set and tooling costs. Second, they suffer from insufficient force transmission stability and structural rigidity. The welded structure has multiple welding seams, resulting in discontinuous force transmission paths. Furthermore, the sheet metal cross-section is limited by the stamping process, making it difficult to form rigid support. During a head-on collision, force flow interruption or localized stress concentration can easily occur, increasing the risk of cabin deformation.

[0046] Based on this, this application proposes an A-pillar connection structure and vehicle. The A-pillar connection is designed to include a first connection part, a second connection part, and a third connection part. The first connection part has an upwardly inclined first cavity and a first connection surface to adapt to the upper section of the A-pillar connection. The second connection part has a second connection surface to adapt to the lower section of the A-pillar connection and adds a third connection surface to adapt to the wheel arch side beam connection. The third connection part has a first stepped surface and a second stepped surface to adapt to the lower crossbeam connection of the windshield. The first reinforcing rib longitudinally supports the first cavity, the second reinforcing rib laterally connects multiple first reinforcing ribs to form a three-dimensional frame, and the third reinforcing rib supports the second connection surface. The four-way rigid connection realizes the improvement of the stiffness of the A-pillar joint, the enhancement of the frontal collision force transmission stability, the reduction of passenger compartment deformation, and the reduction of the number of parts. It solves the problems of high mold and tooling investment and insufficient force transmission stability and stiffness of the existing stamping sheet metal welding scheme.

[0047] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0048] As attached Figures 1 to 6 As shown, in a first aspect, this application provides an A-pillar connector, which includes a first connecting part 1, a second connecting part 2, and a third connecting part 3. The first connecting part 1 is connected to the upper section 6 of the A-pillar, the second connecting part 2 is connected to the lower section 7 of the A-pillar, the second connecting part 2 is connected to the lower crossbeam 8 of the windshield, and the third connecting part 3 is connected to the wheel arch side beam 9, forming a four-channel rigid connection. Through the integrated cast aluminum forming process design of the first connecting part 1, the second connecting part 2, and the third connecting part 3, the number of parts and splicing processes are reduced, the tooling investment cost is reduced, and the subsequent body assembly cycle is shortened.

[0049] In some embodiments, the first connecting portion 1 includes a first cavity 11 that is opened and inclined upward along the length direction of the upper section 6 of the A-pillar. The bottom wall of the first cavity 11 is a first connecting surface 12, which is connected to the end face of the upper section 6 of the A-pillar. The second connecting portion 2 is disposed below the first connecting portion 1 and includes a second connecting surface 21, which is connected to the end face of the lower section 7 of the A-pillar. The design of the first cavity 11 combines the functions of accommodating and connecting, enabling rapid assembly of the upper section 6 of the A-pillar without the need for additional positioning fixtures.

[0050] In some embodiments, the sidewall of the first cavity 11 is provided with welding holes to facilitate plug welding and improve the stability of the middle connection.

[0051] In some embodiments, the surface of the first cavity 11 opposite to the first connecting surface 12 and the surface away from the passenger compartment are open surfaces. These two open surfaces facilitate the assembly and connection of the upper section 6 of the A-pillar. The first cavity 11 is generally U-shaped. The upper section 6 of the A-pillar and the two sides of the first cavity 11 are welded using inert gas shielded welding and a flowing drill screw connection process. The welding wire for inert gas shielded welding is continuously fed, eliminating the need for frequent electrode replacements, making it suitable for continuous welding of long welds and thick plates. The flowing drill screw connection process integrates drilling, tapping, and tightening into a single operation, enabling the connection of different materials such as ultra-high strength steel, aluminum-magnesium alloys, and composite materials, adapting to multi-material hybrid applications in automotive lightweighting.

[0052] In the above embodiment, the first connecting part 1 is designed with an upwardly inclined cavity and an upwardly inclined connecting surface along the length of the upper section 6 of the A-pillar. This design can match the inclined installation angle of the upper section 6 of the A-pillar. The inclined angle and the installation angle are compatible, which conforms to the spatial layout characteristics of the front of the vehicle body and avoids assembly errors caused by the mismatch between the connecting structure and the vehicle body space. The second connecting part 2 is located below the first connecting part 1, so that the A-pillar joint has a compact structure with the upper and lower sections connected. This achieves a reliable connection between the upper and lower sections of the A-pillar within the limited space of the front of the vehicle body. Moreover, this structural design can transmit the impact force along the axial direction of the A-pillar through the full contact of the connecting surfaces during a collision, reducing local deformation caused by insufficient contact of the connecting surfaces and reducing the risk of deformation and intrusion of the passenger compartment.

[0053] In some embodiments, the first connecting part 1 of this application provides an accommodating space for the upper section 6 of the A-pillar through a first cavity 11 that is inclined upward along the length direction of the upper section 6 of the A-pillar. At the same time, the bottom wall of the cavity serves as the first connecting surface, and the normal of the first connecting surface 12 faces the length direction of the upper section 6 of the A-pillar. The first connecting surface 12 is fitted and connected to the end face of the upper section 6 of the A-pillar. The cavity structure forms a circumferential limit on the upper section 6 of the A-pillar, preventing radial offset after connection. The inclined and fitted connecting surface ensures that the upper section 6 of the A-pillar is in full contact with the force-bearing surface of the joint. The second connecting part 2 is disposed below the first connecting part 1, and the second connecting surface 21 is directly connected to the end face of the lower section 7 of the A-pillar. This allows the upper and lower sections of the A-pillar to form corresponding force transmission paths through the joint, reducing the problem of force transmission interruption caused by docking deviation in traditional connection structures, reducing local stress concentration at the joint of the A-pillar, and improving the overall connection rigidity.

[0054] In some embodiments, the second connecting surface 21 is set to be horizontal, and the second connecting surface 21 and the lower section 7 of the A-pillar are welded by inert gas shielded welding, resulting in a weld with no oxidation, few pores, and excellent mechanical properties.

[0055] In some embodiments, the third connecting part 3 is spatially positioned on one side of the width of the first cavity 11 for connecting the lower crossbeam 8 of the windshield, thereby improving the integration of key components at the front of the vehicle body.

[0056] In some embodiments, the third connecting part 3 is provided with a first stepped surface 31 and a second stepped surface 32. The first stepped surface 31 and the second stepped surface 32 are located in different planes. The first stepped surface 31 and the second stepped surface 32 are connected to the end face of the lower crossbeam 8 of the windshield. The two stepped surfaces play a positioning role for the lower crossbeam 8 of the windshield. The third connecting part 3 uses the first stepped surface 31 and the second stepped surface 32 to connect to the end face of the lower crossbeam 8 of the windshield. The double stepped surfaces can form multiple points of contact with the end face of the lower crossbeam 8 of the windshield. Compared with the traditional single plane connection, the contact area is larger and the positioning accuracy is higher, which can avoid the displacement of the lower crossbeam 8 of the windshield during assembly. In the case of a head-on collision, the double stepped surfaces can disperse the impact force borne by the lower crossbeam 8 of the windshield to two contact areas, avoid local stress concentration, and reduce the risk of deformation and intrusion of the passenger compartment.

[0057] In some embodiments, the first stepped surface 31 and the second stepped surface 32 are welded to the end face of the lower crossbeam 8 of the windshield using an inert gas shielded welding method, which provides a stable arc and less spatter.

[0058] In some embodiments, the second connecting portion 2 further includes a third connecting surface 22, which is disposed on the side of the second connecting surface 21 away from the first connecting portion 1, and the third connecting surface 22 is connected to the wheel cover side beam 9.

[0059] In the above embodiments, this application integrates the upper section 6 of the A-pillar, the lower section 7 of the A-pillar, the wheel arch side beam 9, and the lower windshield crossbeam 8 into a four-channel rigid connection through a connecting structure, thereby improving the force transmission stability from the wheel arch side beam 9 to the A-pillar under frontal collision conditions. The third connecting surface 22, through its spatial layout on the side of the second connecting surface 21 away from the first connecting part 1, supports the connection of the wheel arch side beam 9, allowing the wheel arch side beam 9 to directly establish a rigid connection with the A-pillar joint through this connecting surface, realizing a four-way connection of the upper section 6 of the A-pillar, the lower section 7 of the A-pillar, the lower windshield crossbeam 8, and the wheel arch side beam 9. This solves the problem of force transmission path breakage caused by the need for additional splicing of independent components to connect the wheel arch side beam 9 in existing stamped sheet metal structures.

[0060] In some embodiments, the third connecting surface 22 is edge-connected to the second connecting surface 21, and the third connecting surface 22 and the second connecting surface 21 are parallel, with the third connecting surface 22 being lower than the second connecting surface 21 in the vertical direction. The parallel design of the third connecting surface 22 and the second connecting surface 21 ensures that the impact force transmitted by the wheel arch side beam 9 through the third connecting surface 22 is consistent with the force direction of the second connecting surface 21, avoiding force flow deviation or local stress concentration caused by the angle between the connecting surfaces. This allows the frontal impact force borne by the wheel arch side beam 9 to form a continuous force path along the wheel arch side beam 9, the third connecting surface 22, the second connecting surface 21, and the lower section 7 of the A-pillar. The edge connection maximizes the effective bearing area of ​​the two connecting surfaces, enhances the reliability of force flow transmission, and avoids the risk of structural failure due to an excessively small connecting area.

[0061] In some embodiments, the third connecting surface 22 and the wheel cover side beam 9 are connected by a blind riveting method, which can improve the shear force transmission performance of continuous points during the frontal collision force transmission process.

[0062] It should be noted that the third connecting surface 22 and the second connecting surface 21 both belong to the second connecting part 2. The frontal impact force borne by the wheel arch side beam 9 can be quickly transmitted to the second connecting part 2 through the third connecting surface 22, and then simultaneously dispersed to the lower section 7 and the upper section 6 of the A-pillar. This forms a continuous force path of the wheel arch side beam 9, the third connecting surface 22, the lower crossbeam 8 of the windshield, and the lower and upper sections of the A-pillar, which improves the stability of force transmission, effectively reduces the amount of deformation and intrusion of the passenger compartment during a collision, and ensures the vehicle's safety performance.

[0063] In some embodiments, the A-pillar joint further includes a first connecting plate 23, which is disposed on the second connecting portion 2 and is perpendicular to the second connecting surface 21. This solution enhances the deformation resistance of the second connecting surface 21 connected to the lower section 7 of the A-pillar through vertical mechanical support, preventing the second connecting surface 21 from bending or breaking due to longitudinal impact force under frontal collision conditions; the vertical connection structure can disperse the local stress of the second connecting portion 2, upgrading the second connecting portion 2 from a single planar structure to a three-dimensional support structure, providing a more stable structural foundation for the connection of the lower section 7 of the A-pillar to other components.

[0064] In some embodiments, the A-pillar joint further includes a second connecting plate 24, which is disposed on the second connecting portion 2 and is perpendicular to the second connecting surface 21 and the first connecting plate 23. In this design, the second connecting plate and the first connecting plate 23 form a bidirectional vertical support structure, which can configure the second connecting surface 21 as a three-dimensional frame for load bearing, enhancing the bending and deformation resistance of the second connecting portion 2. This directly improves the overall rigidity of the A-pillar joint, providing a more stable structural foundation for the reliable connection of components such as the lower section 7 of the A-pillar and the wheel arch side beam 9, and preventing localized fracture or deformation of the second connecting portion 2 due to unilateral stress under head-on collision conditions.

[0065] In some embodiments, both the first connecting plate 23 and the second connecting plate 24 are connected to the lower section 7 of the A-pillar by a blind riveting method, fixing both sides of the lower section 7 of the A-pillar to the first connecting plate 23 and the second connecting plate 24, thereby improving the shear resistance of the connection point during the collision force transmission process.

[0066] In some embodiments, the A-pillar joint includes a first reinforcing rib 4, which is disposed along the length of the first cavity 11 on the outside of the side wall of the first cavity 11 to support the first cavity 11. Specifically, the first reinforcing rib 4 is fixed on the outside of the side wall of the first cavity 11 and on the side of the first connecting plate 23 to further improve the support for the upper section of the A-pillar in the first cavity 11. The design of the first reinforcing rib 4 being longitudinally disposed on the side of the first connecting part 1 to support the first cavity 11 can directly form a longitudinal rigid support for the first cavity 11, resist the longitudinal impact force transmitted from the upper section of the A-pillar 6 to the first cavity 11 under the condition of a head-on collision, avoid the cavity from being squeezed and deformed or cracked due to the force, ensure the fit stability between the upper section of the A-pillar 6 and the first connecting surface 12, and disperse the stress borne by the cavity, laying a structural foundation for the stable transmission of subsequent forces.

[0067] In some embodiments, the A-pillar joint includes a second reinforcing rib 5, which is laterally disposed between multiple first reinforcing ribs 4, forming a three-dimensional reinforcing structure with the first reinforcing ribs 4 for longitudinal support and lateral connection. The lateral arrangement can connect adjacent first reinforcing ribs 4, preventing the first reinforcing ribs 4 from tilting or misaligning due to unilateral force, and at the same time forming the supporting force of multiple first reinforcing ribs 4 into a whole, making the first connection part 1 a multi-dimensional rigid frame, further amplifying the supporting effect of the first reinforcing ribs 4, improving the bending and deformation resistance of the first connection part 1, ensuring more stable force transmission between the upper section 6 of the A-pillar and the lower crossbeam 8 of the windshield, and reducing the risk of structural failure caused by local stress concentration.

[0068] In some embodiments, the first reinforcing rib 4 and the second reinforcing rib 5 together form a H-shaped reinforcing structure, which can strengthen the supporting force of the A-pillar when it is squeezed backward during the force transmission process.

[0069] In some embodiments, the A-pillar joint further includes a third reinforcing rib 25, which is disposed on the second connecting surface 21 to strengthen the strength of the second connecting portion 2. The third reinforcing rib 25, disposed on the second connecting surface 21, supports the design of the second connecting surface 21 and directly reinforces the structure of the second connecting surface 21. This resists the longitudinal impact force transmitted from the lower section 7 of the A-pillar to the second connecting surface 21 under frontal collision conditions, preventing deformation such as dents or bends in the second connecting surface 21 due to stress. This ensures the stability of the fit between the lower section 7 of the A-pillar and the second connecting surface 21, preventing interruption of force transmission due to deformation of the connecting surface. The supporting effect of the reinforcing rib can disperse local stress on the second connecting surface 21, preventing structural cracking caused by stress concentration, and providing a stable foundation for force transmission between the wheel arch side beam 9 and the lower section 7 of the A-pillar.

[0070] With the above scheme, the second connecting surface 21, as the intersection area connecting the lower section 7 of the A-pillar and the wheel arch side beam 9, needs to simultaneously bear the longitudinal force of the lower section 7 of the A-pillar and the lateral force of the wheel arch side beam 9. The supporting effect of the third reinforcing rib 25 on the second connecting surface 21 can ensure that the second connecting surface 21 maintains structural stability under the action of multi-directional forces, and avoid the displacement of the connection position between the lower section 7 of the A-pillar and the wheel arch side beam 9 due to deformation of the second connecting surface 21.

[0071] In some embodiments, a cavity is provided on the A-pillar joint to reduce its weight. Specifically, the cavity is located below the first connecting surface 12. This allows for the removal of unnecessary solid material inside the first connecting portion 1 without altering the structural dimensions and load-bearing area of ​​the first connecting surface 12, thereby reducing the overall weight of the A-pillar joint. This avoids the problem of redundant weight in traditional solid structures without weakening the load-bearing capacity of the first connecting surface 12, aligning with the design principles of weight reduction and energy efficiency in automobiles and improving overall vehicle performance.

[0072] A second aspect of this application provides a connection structure, including an A-pillar connector as described in the first aspect, an upper A-pillar section 6, a lower A-pillar section 7, a lower windshield crossbeam 8, and a wheel arch side beam 9. The upper A-pillar section 6 is disposed within a first cavity 11, and its end face is connected to a first connecting surface 12; the end face of the lower A-pillar section 7 is connected to a second connecting surface 21; the upper edge of the end face of the lower windshield crossbeam 8 is attached to a first stepped surface 31, and its lower edge is attached to a second stepped surface 32; the end face of the wheel arch side beam 9 is attached to the side of the lower A-pillar section 7, and the side of the wheel arch side beam 9 is connected to a third connecting surface 22.

[0073] In some embodiments, the upper section 6 of the A-pillar is fixed to the first connecting surface 12 via the first cavity 11, the lower section 7 of the A-pillar is connected via the second connecting surface 21, the lower crossbeam 8 of the windshield is positioned and fitted via the first stepped surface 31 and the second stepped surface 32, the end face of the wheel arch side beam 9 is connected to the side of the lower section 7 of the A-pillar, and the side of the wheel arch side beam 9 is fitted and fixed to the third connecting surface 22. A four-way closed loop is formed around the A-pillar joint to ensure that the impact force borne by the wheel arch side beam 9 under frontal collision conditions can be stably transmitted along multiple paths.

[0074] In some embodiments, the upper section 6 of the A-pillar and the first connecting surface 12, and the lower section 7 of the A-pillar and the second connecting surface 21 are both end face fits; the lower crossbeam 8 of the windshield and the double-step surface are fitted at their upper and lower edges; and the wheel arch side beam 9 and the side of the lower section 7 of the A-pillar and the third connecting surface 22 are fitted on both sides. Compared with the point-line contact of existing sheet metal welding, the surface fit design increases the contact area of ​​each component, reduces local stress concentration, and the integrated connection system formed by each component around the A-pillar joint can integrate the dispersed component rigidity into the overall structural rigidity.

[0075] In some embodiments, a connecting beam is provided between the wheel arch side beam 9 and the lower section 7 of the A-pillar, and the wheel arch side beam 9, the lower section 7 of the A-pillar and the connecting beam form a triangular structure to further improve the stability of the connection.

[0076] A third aspect of this application provides a vehicle, including a body and a connection structure as described in the second aspect, the connection structure being disposed on the body. This solution, through an integrated four-way rigid connection structure, can construct a stable force transmission system under frontal collision conditions. The collision impact force borne by the wheel arch side beam 9 can be quickly transmitted to the lower section 7 of the A-pillar through the third connection surface 22 and the second connection surface 21 in the connection structure, and simultaneously dispersed to the upper section 6 of the A-pillar and the lower windshield crossbeam 8, avoiding localized deformation of the passenger compartment caused by the concentration of impact force in a single location; the high rigidity characteristics of the joint can resist structural deformation during a collision, further reducing the intrusion into the passenger compartment and providing a more reliable survival space for occupants.

[0077] For ease of explanation, the above description has been provided in conjunction with specific embodiments. However, the above exemplary discussion is not intended to be exhaustive or to limit the embodiments to the specific forms disclosed above. Various modifications and variations can be obtained based on the above teachings. The selection and description of the above embodiments are for the purpose of better explaining the principles and practical applications, thereby enabling those skilled in the art to better utilize the described embodiments and various different variations of embodiments suitable for specific use considerations.

Claims

1. An A-pillar connector, characterized in that, include: The first connecting part (1) has a first cavity (11) that is inclined upward along the length direction of the upper section (6) of the A-pillar; The bottom wall of the first cavity (11) is the first connecting surface (12), the normal of the first connecting surface (12) is directed toward the length direction of the upper section (6) of the A-pillar, and the first connecting surface (12) is connected to the end face of the upper section (6) of the A-pillar; The second connecting part (2) is disposed on the lower side of the first connecting part (1). The second connecting part (2) is integrally formed with the first connecting part (1). The second connecting part (2) includes a second connecting surface (21), which is connected to the end face of the lower section (7) of the A-pillar.

2. The A-pillar joint according to claim 1, characterized in that, It also includes a third connecting part (3), which is disposed on one side of the width direction of the first cavity (11). The third connecting part (3) includes a first stepped surface (31) and a second stepped surface (32). The first stepped surface (31) and the second stepped surface (32) are located in different planes, and the first stepped surface (31) and the second stepped surface (32) are connected together to the end face of the lower crossbeam (8) of the windshield.

3. The A-pillar joint according to claim 2, characterized in that, The second connecting part (2) further includes a third connecting surface (22), which is disposed on the side of the second connecting surface (21) away from the first connecting part (1), and the third connecting surface (22) is connected to the wheel cover side beam (9).

4. The A-pillar joint according to claim 3, characterized in that, It also includes a first connecting plate (23), which is disposed on the second connecting part (2) and is perpendicular to the second connecting surface (21).

5. The A-pillar joint according to claim 4, characterized in that, It also includes a second connecting plate (24), which is disposed on the second connecting part (2) and is perpendicular to the second connecting surface (21) and the first connecting plate (23).

6. The A-pillar joint according to claim 1, characterized in that, Also includes: The first reinforcing rib (4) is disposed on the outside of the side wall of the first cavity (11) along the length direction of the first cavity (11); The second reinforcing rib (5) is disposed between a plurality of the first reinforcing ribs (4).

7. The A-pillar joint according to claim 1, characterized in that, It also includes a third reinforcing rib (25), which is disposed on the second connecting surface (21) to strengthen the second connecting part (2).

8. The A-pillar joint according to claim 1, characterized in that, The A-pillar connector has a cavity, which is used to reduce the weight of the A-pillar connector.

9. A connection structure, characterized in that, include: The A-pillar joint as described in any one of claims 3 to 5; The upper section (6) of the A-pillar is disposed in the first cavity (11), and the end face of the upper section (6) of the A-pillar is connected to the first connecting surface (12). The lower section (7) of the A-pillar, the end face of which is connected to the second connecting surface (21); The lower crossbeam (8) of the windshield has its upper edge attached to the first stepped surface (31) and its lower edge attached to the second stepped surface (32). Wheel cover side beam (9), the end face of the wheel cover side beam (9) is attached to the side of the lower section (7) of the A-pillar, and the side of the wheel cover side beam (9) is connected to the third connecting surface (22).

10. A vehicle, characterized in that, include: The vehicle body and the connection structure as described in claim 9, wherein the connection structure is disposed on the vehicle body.

Images