Vehicle door mounting structure, vehicle

Abstract

The application relates to a vehicle door mounting structure and a vehicle. The vehicle door mounting structure comprises a first sliding assembly, a positioning mechanism and a second sliding assembly. The positioning mechanism is used for positioning the first sliding assembly so that the first sliding assembly serves as a rotating connection structure for relative rotation between a vehicle door and a vehicle body. The second sliding assembly is configured to switch between a first state of connecting the vehicle door and the vehicle body and a second state of disconnecting the vehicle door and the vehicle body. When the positioning mechanism does not position the first sliding assembly and the second sliding assembly is in the first state, the vehicle door can slide under the support of the first sliding assembly and the second sliding assembly, meeting the sliding opening requirement of the vehicle door and keeping the advantage of saving lateral space of a traditional sliding door. When the positioning mechanism positions the first sliding assembly and the second sliding assembly is in the second state, the vehicle door can rotate under the support of the first sliding assembly, meeting the rotating opening requirement of the vehicle door and facilitating passengers in a rear-facing sitting position to get on and off the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a door mounting structure and a vehicle. Background Technology

[0002] With the development of vehicle technology, vehicles equipped with sliding doors are increasingly widely used in the market due to their convenient entry and exit and stable structure.

[0003] In related technologies, traditional sliding doors open by sliding along a fixed track. While this saves lateral space, it limits the opening trajectory. When the middle seat in the vehicle is a rotatable seat and the passenger is in a rear-facing sitting position, the opening of the sliding door will obstruct the passenger, making it inconvenient for them to get on and off the vehicle. If the sliding door could rotate to open, it would greatly improve the convenience of getting on and off the vehicle when the passenger is in a rear-facing sitting position.

[0004] Therefore, a door installation structure is needed that can simultaneously meet the requirements of sliding and rotating door opening. Summary of the Invention

[0005] Based on this, a door mounting structure and a vehicle are provided that simultaneously meet the requirements for sliding and rotating door opening.

[0006] This application provides a vehicle door mounting structure, including: a first sliding assembly, mounted on the vehicle door and slidably connected to the vehicle body; a positioning mechanism for positioning the first sliding assembly so that the first sliding assembly serves as a transition structure for relative rotation between the vehicle door and the vehicle body; and a second sliding assembly, mounted on the vehicle door and slidably connected to the vehicle body, wherein the orthographic projections of the connection positions of the first sliding assembly and the vehicle body on the same horizontal plane are misaligned, and the second sliding assembly is configured to switch between a first state connecting the vehicle door and the vehicle body and a second state disengaging the vehicle door from the vehicle body.

[0007] According to one embodiment of this application, it further includes: a guide rail, the guide rail being fixedly disposed on both sides of the vehicle body, and the first sliding component and the second sliding component being configured to be slidably connected to the vehicle body via the guide rail.

[0008] According to one embodiment of this application, the first sliding assembly includes: a first roller located within the guide rail; and a first connecting arm rotatably connected to the first roller and fixedly connected to the vehicle door; wherein, when the positioning mechanism positions the first sliding assembly, the relative position of the first roller and the guide rail is fixed, and the axis of rotation of the first roller serves as the axis of rotation for the relative rotation of the vehicle door and the vehicle body; when the positioning mechanism releases the restriction on the first sliding assembly, the first roller can move along the guide rail.

[0009] According to one embodiment of this application, the positioning mechanism includes: a positioning actuator; a positioning drive, the positioning drive being connected to the positioning actuator, the positioning drive being used to drive the positioning actuator to move between a positioning position that blocks the first roller from moving along the guide rail and a positioning release position that allows the first roller to move along the guide rail.

[0010] According to one embodiment of this application, the positioning actuator includes: a variable track, the variable track being configured to move or rotate under the drive of the positioning drive; when the variable track is located at the positioning position, at least one end of the variable track is misaligned with the guide track; when the variable track is located at the positioning release position, both ends of the variable track are respectively connected to the guide track.

[0011] According to one embodiment of this application, the positioning actuator includes: a limiting plate, the limiting plate being configured to move or rotate under the drive of the positioning drive; when the limiting plate is in the positioning position, at least a portion of the limiting plate is located within the guide groove of the guide rail; when the limiting plate is in the positioning release position, the limiting plate is located outside the guide groove.

[0012] According to one embodiment of this application, the second sliding assembly includes: a second roller located within the guide rail; a second connecting arm rotatably connected to the second roller; a third connecting arm fixedly connected to the vehicle door; and a connecting structure through which the second connecting arm is detachably connected to the third connecting arm; wherein, when the second sliding assembly is in a first state, the third connecting arm is connected to the second connecting arm, and when the second sliding assembly is in a second state, the third connecting arm is disconnected from the second connecting arm.

[0013] According to one embodiment of this application, the connection structure includes a magnetic attraction component.

[0014] According to one embodiment of this application, the guide rail includes a first rail, a second rail, and a third rail; the first rail, the second rail, and the third rail all extend along the front-rear direction of the vehicle body, the first rail and the second rail are arranged at intervals along the height direction of the vehicle body, the first rail and the second rail are each correspondingly provided with the first sliding component and the positioning mechanism, and the first sliding component corresponding to the first rail and the first sliding component corresponding to the second rail are arranged along the height direction of the vehicle body; the third rail is slidably connected to the second sliding component.

[0015] According to one embodiment of this application, the first track, the second track, and the third track each have a curved section and a straight section. One end of the curved section is connected to the straight section. The curved section gradually tilts towards the outside of the vehicle body from the end away from the straight section to the end close to the straight section. When the positioning mechanism positions the first sliding component, the connection position between the first sliding component and the guide track is located on the straight section.

[0016] This application also provides a vehicle, including: a body having an entrance / exit; and a door mounted to the entrance / exit of the body via a mounting structure, wherein the mounting structure includes the door mounting structure described above.

[0017] According to one embodiment of this application, it further includes: a traction component, the traction component being connected to a first sliding component and / or a second sliding component of the door mounting structure, for driving the first sliding component and / or the second sliding component to move back and forth along the front-rear direction of the vehicle body.

[0018] According to one embodiment of this application, it further includes: a detection device for detecting the position information of the vehicle door; and a control device connected to the detection device and the traction assembly, wherein the control device is used to control the traction assembly based on the position information of the vehicle door.

[0019] According to one embodiment of this application, the control device is connected to the positioning mechanism and the second sliding component, and the control device is further configured to control the positioning mechanism and the second sliding component based on the position information of the vehicle door.

[0020] According to one embodiment of this application, it further includes: a first door lock disposed on the vehicle body, the first door lock being used to connect with the front end of the vehicle door when the vehicle door closes the entrance / exit, so as to lock the position of the vehicle door; and / or, a second door lock disposed on the vehicle body, the second door lock being used to connect with the rear end of the vehicle door when the vehicle door closes the entrance / exit, so as to lock the position of the vehicle door.

[0021] In the aforementioned door installation structure and vehicle, when the positioning mechanism does not position the first sliding component and the second sliding component is in the first state, the door can slide under the support of the first and second sliding components, meeting the door's sliding opening requirements and maintaining the advantage of traditional sliding doors in saving lateral space. When the positioning mechanism positions the first sliding component and the second sliding component is in the second state, the door can rotate under the support of the first sliding component, meeting the door's rotating opening requirements and facilitating passengers in a rear-facing seating position to get on and off the vehicle. Attached Figure Description

[0022] Figure 1 This is a vehicle application scenario diagram provided in one embodiment of this application.

[0023] Figure 2 This is a schematic diagram of a door mounting structure and a door mating structure provided in an embodiment of this application.

[0024] Figure 3 This is a schematic diagram of the structure of the first sliding component in a door mounting structure provided in an embodiment of this application.

[0025] Figure 4 This is a schematic diagram of the cooperation structure between the second sliding component and the third track in a door mounting structure provided in an embodiment of this application.

[0026] Figure 5 An exploded view of the second sliding component in a door mounting structure provided in an embodiment of this application.

[0027] Figure 6 This is a state diagram of the positioning mechanism positioning the first sliding component in a door mounting structure provided in an embodiment of this application.

[0028] Figure 7 This is a diagram showing the state of the door mounting structure provided in one embodiment of this application when the positioning mechanism fails to position the first sliding component.

[0029] Figure 8 This is a state diagram of the positioning mechanism positioning the first sliding component in a door mounting structure provided in another embodiment of this application.

[0030] Figure 9 This is a diagram showing the state of the door mounting structure provided in another embodiment of this application when the positioning mechanism fails to position the first sliding component.

[0031] Figure 10 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application.

[0032] Figure label:

[0033] 100. First sliding component; 110. First roller; 120. First connecting arm;

[0034] 200. Positioning mechanism; 210. Variable track; 220. Limiting plate; 230. Positioning drive component;

[0035] 300. Second sliding assembly; 310. Second roller; 320. Second connecting arm; 330. Third connecting arm; 340. Connecting structure; 341. Electromagnet; 342. Magnetic block;

[0036] 400. Guide rail; 410. First rail; 420. Second rail; 430. Third rail;

[0037] 500. Body; 510. Seat;

[0038] 600. Car door;

[0039] 700. Traction component; 800. Detection device; 900. Control device. Detailed Implementation

[0040] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0041] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and 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.

[0042] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0043] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," 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 or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of 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.

[0044] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via 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. Similarly, "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.

[0045] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0046] See Figure 1 The door mounting structure provided in this application is applied to a vehicle, which includes a body 500 and a door 600. The body 500 has entrances and exits on both sides. The door 600 is mounted at the entrance and exit positions of the body 500 through the door mounting structure of this embodiment, and can open and close the entrances and exits to facilitate passengers getting on and off the vehicle.

[0047] Combination Figure 2 One embodiment of the door mounting structure of this application includes a first sliding assembly 100 and a positioning mechanism 200 (see...). Figure 6The first sliding assembly 100 is mounted on the door 600 and slidably connected to the body 500. The positioning mechanism 200 positions the first sliding assembly 100 so that it serves as a transition structure for relative rotation between the door 600 and the body 500. The second sliding assembly 300 is mounted on the door 600 and slidably connected to the body 500. On the same horizontal plane, the orthographic projection of the connection position between the first sliding assembly 100 and the body 500 and the second sliding assembly 300 and the body 500 are misaligned. The second sliding assembly 300 is configured to switch between a first state connecting the door 600 and the body 500 and a second state disengaging the door 600 from the body 500.

[0048] For example, the first sliding component 100 is fixedly installed at a preset mounting position on the door 600, and forms a relatively movable connection with the body 500 through its own rolling or sliding structure, which can support the weight of the door 600 while enabling the door 600 to slide along the body 500; the positioning mechanism 200 is installed on the body 500, and when the door 600 needs to rotate, the positioning mechanism 200 limits the first sliding component 100, so that the first sliding component 100 becomes a transition structure for relative rotation between the door 600 and the body 500; the second sliding component 300 is also installed on the door 600 and forms a sliding connection with the body 500.

[0049] Within the same horizontal plane, the orthographic projection of the connection position between the second sliding component 300 and the vehicle body 500 does not overlap with the orthographic projection of the first sliding component 100, i.e., they are staggered. This effectively avoids positional interference between the second sliding component 300 and the first sliding component 100, ensuring that their actions do not affect each other. In the sliding opening and closing mode, the first sliding component 100 and the second sliding component 300 can provide multi-point support for the door 600, ensuring the stability of the sliding.

[0050] The first sliding component 100 and the second sliding component 300 are both fixed to the door 600 and slidably connected to the body 500. The positioning mechanism 200 acts on the first sliding component 100, and the three work together to achieve different opening modes of the door 600. When sliding open, the positioning mechanism 200 does not position the first sliding component 100, and the second sliding component 300 is in the first state. The door 600 slides along the body 500 under the joint support of the two sliding components. When rotating open, the positioning mechanism 200 positions the first sliding component 100, and the second sliding component 300 switches to the second state. The door 600 rotates relative to the body 500 with the positioned first sliding component 100 as the transition structure.

[0051] In this embodiment, both sliding and rotating opening methods can be achieved without complex linkage mechanisms or additional rotating hinges. This retains the advantage of traditional sliding doors in saving lateral space, solves the problem of inconvenience for rear-facing passengers getting on and off the vehicle, and simplifies the structure, reducing weight and failure rate.

[0052] In some embodiments, the door mounting structure further includes a guide rail 400, which is fixedly disposed on both sides of the vehicle body 500, and the first sliding component 100 and the second sliding component 300 are configured to be slidably connected to the vehicle body 500 via the guide rail 400.

[0053] For example, the guide rail 400 is a strip-shaped rigid structure made of high-strength wear-resistant material, and is fixedly installed on both sides of the vehicle body 500. Its extension direction is consistent with the front-rear direction of the vehicle body 500, providing a sliding path for the first sliding assembly 100 and the second sliding assembly 300. Both the first sliding assembly 100 and the second sliding assembly 300 are equipped with rolling components adapted to the guide rail 400. The rolling components are embedded in the grooves of the guide rail 400 and can move smoothly along the extension direction of the rail.

[0054] The guide rail 400 is fixed to the vehicle body 500 by bolts or other means to ensure a secure installation. The first sliding component 100 and the second sliding component 300 are fixed to the door 600, and the rolling parts of both are in a cooperating relationship with the guide rail 400. In sliding mode, the rolling parts roll within the guide rail 400, driving the first sliding component 100, the second sliding component 300, and the connected door 600 to move along the rail, realizing the sliding opening or closing of the door 600. In rotation mode, the guide rail 400 provides a positioning base for the first sliding component 100, ensuring that the positioning mechanism 200 can accurately fix the position of the first sliding component 100, providing stable support for the rotation of the door 600.

[0055] The guide rail 400 provides a regular sliding path for the two sliding components, preventing them from deviating from the preset direction during movement and ensuring the smoothness and stability of the sliding mode. The fixed connection between the guide rail 400 and the vehicle body 500 increases the rigidity of the overall structure and reduces vibration and noise generated during sliding. In addition, the guide rail 400 makes the movements of the first sliding component 100 and the second sliding component 300 more coordinated, reducing the risk of interference between components and further improving the reliability of the structure.

[0056] Combination Figure 2 and Figure 3In some embodiments, the first sliding assembly 100 includes a first roller 110 and a first connecting arm 120. The first roller 110 is located within the guide rail 400. The first connecting arm 120 is rotatably connected to the first roller 110 and fixedly connected to the door 600. When the positioning mechanism 200 positions the first sliding assembly 100, the relative position of the first roller 110 and the guide rail 400 is fixed, and the axis of rotation of the first roller 110 serves as the axis of rotation for the relative rotation of the door 600 and the vehicle body 500. When the positioning mechanism 200 releases the restriction on the first sliding assembly 100, the first roller 110 can move along the guide rail 400.

[0057] For example, the first roller 110 is a circular rolling component made of high-strength wear-resistant material. Its size is adapted to the groove width of the guide rail 400, and it can be embedded in the guide rail 400 without excessive gaps to ensure smooth rolling. The first connecting arm 120 is a rigid rod-shaped structure. One end is rotatably connected to the first roller 110 through a bearing to ensure that the first roller 110 can rotate flexibly. The other end is firmly connected to the door 600 through bolts or other fixing methods to ensure that the connection strength meets the support and transmission requirements.

[0058] The first connecting arm 120 serves as an intermediate connector, connecting the first roller 110 to the door 600. The first roller 110 is embedded in the guide rail 400, allowing the door 600 to slide against the vehicle body 500 via this component. When the positioning mechanism 200 does not position the first sliding component 100, the first roller 110 can roll freely within the guide rail 400, driving the first connecting arm 120 and the connected door 600 to move along the rail, thus achieving sliding opening. When the positioning mechanism 200 positions the first sliding component 100, the first roller 110 is fixed in a preset position within the guide rail 400, and the axis of rotation of the first roller 110 becomes the axis of rotation for the door 600 to rotate relative to the vehicle body 500, allowing the door 600 to rotate and open around this axis.

[0059] The first roller 110 reduces the wear caused by rolling friction, ensuring smoothness and durability of the sliding process; the rigid structure of the first connecting arm 120 ensures stable force transmission between the door 600 and the first roller 110, preventing loosening of the connection during sliding or rotation; after positioning, the first roller 110's pivot shaft serves as the rotation axis, enabling the same component to have both sliding and rotation support functions, eliminating the need for an additional independent rotation axis, simplifying the structure, and reducing the overall weight. At the same time, the position of the rotation axis is jointly determined by the guide rail 400 and the positioning mechanism 200, ensuring the accuracy and stability of the rotation.

[0060] In some embodiments, the positioning mechanism 200 includes a positioning actuator and a positioning drive 230. The positioning drive 230 is connected to the positioning actuator and is used to drive the positioning actuator to move between a positioning position that prevents the first roller 110 from moving along the guide rail 400 and a positioning release position that allows the first roller 110 to move along the guide rail 400.

[0061] For example, the positioning actuator is a component that directly acts on the first sliding assembly 100, and the positioning actuator can block the movement of the first roller 110; the positioning drive 230 is a component that provides power, and can be an electromagnetic driver, a telescopic motor or a rotary motor, etc., and its output end is fixedly connected or transmitted to the positioning actuator, and can drive the positioning actuator to perform linear or rotary motion.

[0062] The positioning drive component 230 is fixedly installed on the vehicle body 500. The positioning actuator moves under the drive of the positioning drive component 230, and the two form a stable power transmission relationship, working together to achieve positioning or release positioning of the first sliding component 100. When positioning of the first sliding component 100 is required, the positioning drive component 230 receives a control signal and drives the positioning actuator to move to the positioning position. At this time, the positioning actuator contacts the first roller 110 or forms a blocking structure, restricting the first roller 110 from moving along the guide rail 400. When release positioning is required, the positioning drive component 230 drives the positioning actuator to move to the positioning release position, allowing the first roller 110 to move along the guide rail 400.

[0063] This embodiment achieves automated control of the positioning function without manual intervention, improving ease of use. At the same time, its compact structure does not occupy too much installation space and has good compatibility with other components.

[0064] Combination Figure 6 and Figure 7 In some embodiments, the positioning actuator includes a variable track 210, which is configured to move or rotate under the drive of the positioning drive 230; when the variable track 210 is in the positioning position, at least one end of the variable track 210 is misaligned with the guide track 400; when the variable track 210 is in the positioning release position, both ends of the variable track 210 are respectively connected to the guide track 400.

[0065] For example, the variable track 210 is a movable track segment whose width is adapted to the guide track 400. The variable track 210 is set at a preset position on the guide track 400, for example, between two segments of the same guide track 400. The variable track 210 and the guide track 400 form a mating or separable relationship. The variable track 210 and the guide track 400 can be made of the same material to ensure structural strength and wear resistance. The positioning drive component 230 is connected to one end or the middle of the variable track 210 and can drive the variable track 210 to perform translational or rotational movements. The positioning drive component 230 is fixed to the vehicle body 500 or the guide track 400 to provide a stable driving force for the variable track 210.

[0066] When the variable track 210 is in the positioning position, at least one end of it is offset from the end of the guide track 400, the track path is broken, and the variable track 210 restricts the first roller 110 from continuing to move by its docking state with the guide track 400, thus achieving positioning; when the variable track 210 is in the positioning release position, both ends of it dock with the corresponding ends of the guide track 400 to form a complete track path, and the first roller 110 can move normally along the guide track 400 without being blocked by the variable track 210.

[0067] When the variable track 210 is used as a positioning actuator, positioning is achieved through the movement or rotation of the track itself. The positioning method is direct and reliable, avoiding interference problems that may be caused by additional obstructing components. The design of the variable track 210 organically integrates the positioning mechanism 200 with the guide track 400, making the structure more compact and improving the integration of the overall structure. At the same time, the positioning and depositioning actions are smooth and do not affect the normal operation of the sliding mode.

[0068] Optionally, the first end of the variable track 210 is rotatably connected to the end of the guide track 400 in the corresponding direction via a structure such as a pivot, or rotatably connected to the vehicle body 500. The second end of the variable track 210 is adapted to swing up and down under the drive of the positioning drive member 230. When the variable track 210 is in the positioning position, the height of the second end of the variable track 210 is less than the height of the corresponding guide track 400, and the first roller 110 is positioned when it slides to the position where the second end of the variable track 210 is in contact with the guide track 400. When the variable track 210 is in the positioning release position, the height of the second end of the variable track 210 is equal to the height of the corresponding guide track 400, and the first roller 110 can pass smoothly.

[0069] Optionally, the variable track 210 is slidably connected to the vehicle body 500, and is suitable for lifting and lowering under the drive of the positioning drive component 230. When the variable track 210 is in the positioning position, the height of both ends of the variable track 210 is less than the height of the corresponding guide track 400, and the first roller 110 is positioned within the variable track 210; when the variable track 210 is in the positioning release position, the height of both ends of the variable track 210 is equal to the height of the corresponding guide track 400, and the first roller 110 can pass smoothly.

[0070] It is worth noting that the above-mentioned contact refers to the variable track 210 being in contact with the guide track 400 or having a certain distance between them. As long as it can be achieved that when the variable track 210 is in the positioning release position, the first roller 110 can pass smoothly, and the variable track 210 can move under the drive of the positioning drive 230, it is acceptable.

[0071] Combination Figure 8 and Figure 9 In other embodiments, the positioning actuator includes a limiting plate 220, which is configured to move or rotate under the drive of the positioning drive 230. When the limiting plate 220 is in the positioning position, at least a portion of the limiting plate 220 is located within the guide groove of the guide rail 400; when the limiting plate 220 is in the positioning release position, the limiting plate 220 is located outside the guide groove.

[0072] For example, the limiting plate 220 is a plate-shaped structure with a certain thickness and strength, and its shape is adapted to the guide groove of the guide rail 400 so that it can be embedded in the guide groove; the positioning drive member 230 is connected to the limiting plate 220 and can drive the limiting plate 220 to move linearly to realize the action of embedding or disengaging from the guide groove.

[0073] The limiting plate 220 is disposed on the side of the guide rail 400 and can enter and exit the guide groove through an opening on the guide rail 400 that communicates with the guide groove. The positioning drive component 230 is fixed on the vehicle body 500 or the guide rail 400 and drives the limiting plate 220 to move in a direction perpendicular to the extension of the guide rail 400. When the limiting plate 220 is in the positioning position, it is at least partially embedded in the guide groove of the guide rail 400 and protrudes from the inner wall of the guide groove. When the first roller 110 moves to this position, the limiting plate 220 blocks the rolling path of the first roller 110, thereby achieving positioning. When the limiting plate 220 is in the positioning release position, the limiting plate 220 is completely disengaged from the guide groove and is located outside the guide groove, without affecting the normal movement of the first roller 110 in the guide groove.

[0074] The limiting plate 220 has a simple plate structure, low processing cost, and reliable strength, which can effectively block the first roller 110 and ensure the positioning effect. The vertical movement of the limiting plate 220 avoids interference with the extension direction of the guide rail 400, ensuring that the movement of the first roller 110 is not affected in the sliding mode. The positioning drive 230 drives the limiting plate 220 to respond quickly, and the switching between positioning and depositioning is efficient, which improves the convenience of mode switching. At the same time, the matching design between the limiting plate 220 and the guide groove reduces the gap between the two and avoids vibration and noise during vehicle operation.

[0075] Optionally, two limit plates 220 are provided, both of which are connected to the positioning drive component 230. When the two limit plates 220 are in the positioning release position, they are placed on both sides of the first roller 110.

[0076] Combination Figure 4 and Figure 5 In some embodiments, the second sliding assembly 300 includes a second roller 310, a second connecting arm 320, a third connecting arm 330, and a connecting structure 340. The second roller 310 is located within the guide rail 400. The second connecting arm 320 is rotatably connected to the second roller 310. The third connecting arm 330 is fixedly connected to the door 600. The second connecting arm 320 is detachably connected to the third connecting arm 330 via the connecting structure 340. Specifically, when the second sliding assembly 300 is in a first state, the third connecting arm 330 is connected to the second connecting arm 320; when the second sliding assembly 300 is in a second state, the third connecting arm 330 is disconnected from the second connecting arm 320.

[0077] For example, the second roller 310 is embedded in the guide rail 400 to ensure smooth sliding; the second connecting arm 320 is a rigid rod structure, one end of which is rotatably connected to the second roller 310 through a bearing, and the other end is engaged with the connecting structure 340; the third connecting arm 330 is also a rigid rod structure, one end of which is fixedly connected to the door 600, and the other end is engaged with the connecting structure 340; the connecting structure 340 is a component that enables detachable connection, such as an electric buckle structure, an electromagnetic adsorption structure, etc., to ensure the firmness of the connection and the smoothness of the separation.

[0078] When the second sliding component 300 is in the first state, the connecting structure 340 connects the second connecting arm 320 and the third connecting arm 330, forming a complete connection path of the door 600, the third connecting arm 330, the connecting structure 340, the second connecting arm 320, the second roller 310, the guide rail 400, and the vehicle body 500. The second roller 310 rolls in the guide rail 400 and can drive the door 600 to slide through the second connecting arm 320 and the third connecting arm 330. When the second sliding component 300 is in the second state, the connecting structure 340 disconnects the connection between the second connecting arm 320 and the third connecting arm 330, and the second sliding component 300 no longer constrains the door 600. The door 600 can rotate around the first sliding component 100.

[0079] The design of the second roller 310 ensures smooth sliding in the first state and, in conjunction with the first sliding component 100, provides stable dual-point support for the door 600, preventing the door 600 from tilting during sliding. The rigid structure of the second connecting arm 320 and the third connecting arm 330 ensures effective force transmission. The detachable design of the connecting structure 340 enables flexible switching between the two states of the second sliding component 300, providing the necessary conditions for the rotation mode. The detachable connection method eliminates the need for additional complex drive mechanisms, resulting in a simplified structure and reliable switching. It also avoids interference between the second sliding component 300 and the door 600 during rotation, improving the stability of the rotation mode.

[0080] Combination Figure 5 In some embodiments, the connection structure 340 includes a magnetic component.

[0081] For example, the magnetic attraction assembly includes an electromagnet 341 and a magnetic block 342. The electromagnet 341 is disposed at the end of the second connecting arm 320, and the magnetic block 342 is fixed at the end of the third connecting arm 330. The installation positions of the two correspond to each other to ensure that they can be aligned and attracted when connected. The electromagnet 341 is electrically connected to the vehicle power supply and control device 900. It generates magnetic force to attract the magnetic block 342 by energizing, and the magnetic force disappears after the power is turned off, thus achieving separation.

[0082] The magnetic attraction component offers a rapid connection response, attracting when powered on and separating when powered off, enabling quick switching between the two states and improving mode switching efficiency. Its compact structure requires minimal installation space, does not affect the overall size of the second sliding component 300, and exhibits good compatibility with other components. Furthermore, the elimination of complex mechanical clips reduces wear and tear and the risk of failure, enhancing structural reliability.

[0083] Optionally, the contact position between the electromagnet 341 and the magnetic block 342 is set to a stepped structure or a sawtooth structure, thereby increasing the stability of the connection between the third connecting arm 330 and the second connecting arm 320 after adsorption, and preventing the third connecting arm 330 and the second connecting arm 320 from misaligning when subjected to tangential stress.

[0084] Optionally, the end of the second connecting arm 320 is provided with a mounting shaft, and the electromagnet 341 is disposed on the mounting shaft. When the electromagnet 341 is attracted and fixed to the magnetic block 342, the second connecting arm 320 and the third connecting arm 330 are adapted to rotate relative to each other about the mounting shaft.

[0085] In some embodiments, the guide rail 400 includes a first rail 410, a second rail 420, and a third rail 430. The first rail 410, second rail 420, and third rail 430 all extend along the longitudinal direction of the vehicle body 500. The first rail 410 and second rail 420 are arranged at intervals along the height direction of the vehicle body 500. Each of the first rail 410 and second rail 420 is correspondingly provided with a first sliding component 100 and a positioning mechanism 200, and the first sliding component 100 corresponding to the first rail 410 and the first sliding component 100 corresponding to the second rail 420 are arranged along the height direction of the vehicle body. The third rail 430 is slidably connected to the second sliding component 430.

[0086] For example, the first track 410, the second track 420, and the third track 430 are all strip tracks extending along the front-rear direction of the vehicle body 500. Their material can be a high-strength alloy to ensure structural strength and wear resistance. The first track 410 and the second track 420 are arranged at intervals along the height direction of the vehicle body 500, that is, one is located in the upper area of ​​the door 600 and the other is located in the lower area of ​​the door 600. They are arranged in parallel and each is equipped with a first sliding component 100 and a positioning mechanism 200. The two first sliding components 100 are aligned in a straight line in the height direction of the vehicle body 500 to ensure the force balance of the door 600 when rotating. The third track 430 is located in the middle area of ​​the door 600 and is parallel to the first track 410 and the second track 420. It is specifically designed to cooperate with the second sliding component 300 to provide it with a sliding path.

[0087] All three tracks are fixedly connected to the vehicle body 500 and are parallel to each other. The first sliding components 100 on the first track 410 and the second track 420 are fixed to the upper and lower parts of the door 600, respectively, and the second sliding component 300 on the third track 430 is fixed to the middle part of the door 600. In sliding mode, the first sliding components 100 on the first track 410 and the second track 420 are not positioned, and the second sliding component 300 on the third track 430 is in a connected state. The three components work together to drive the door 600 to slide synchronously along the three tracks. In rotation mode, the positioning mechanisms 200 on the first track 410 and the second track 420 respectively position the corresponding first sliding components 100, and the second sliding component 300 on the third track 430 switches to a disengaged state. The door 600 uses the two positioned first sliding components 100 as rotation fulcrums to achieve stable rotation.

[0088] The three tracks provide the door 600 with upper, middle, and lower support. In sliding mode, the door 600 is evenly stressed, avoiding tilting and jamming problems that may occur with single or two-point support, thus improving the stability and smoothness of sliding. The first track 410 and the second track 420 are respectively set with the first sliding component 100 and the positioning mechanism 200. The vertical alignment design makes the rotation fulcrum form a stable vertical axis, and the door 600 is subjected to balanced force when rotating, avoiding shaking and wear caused by eccentric rotation. The third track 430 is specially adapted to the second sliding component 300, so that the functions of each component are clearly defined and mutual interference is reduced. At the same time, the parallel arrangement of the three tracks ensures the accuracy of sliding and rotation actions, further improving the reliability and durability of the overall structure.

[0089] In some embodiments, the first track 410, the second track 420 and the third track 430 each have a curved section and a straight section. One end of the curved section is connected to the straight section. The curved section gradually tilts towards the outside of the vehicle body 500 from the end away from the straight section to the end close to the straight section. When the positioning mechanism 200 positions the first sliding component 100, the connection position between the first sliding component 100 and the guide track 400 is located in the straight section.

[0090] For example, the curved section is located in the area of ​​the track near the front end and gradually slopes outward from the front end to the rear end towards the outside of the vehicle body 500. The track cross section of the curved section is consistent with that of the straight section, ensuring the adaptability of the first sliding component 100 when moving in the straight section and the curved section. The straight section extends linearly along the longitudinal direction of the vehicle.

[0091] The curved section and the straight section of the track are integrally formed to ensure structural strength. The first roller 110 of the first sliding component 100 can move smoothly between the straight section and the curved section. In sliding mode, the first roller 110 of the first sliding component 100 can move along the straight section and the curved section, and the door 600 moves with the shape of the track, which allows the door 600 to be appropriately offset outward during sliding to avoid interference between the door 600 and the body 500. In rotation mode, the positioning mechanism 200 positions the first sliding component 100 at a specific position on the straight section. Since the straight section is close to the outside of the body 500, the rotation axis formed by the rotation shaft of the first roller 110 after positioning is offset outward. When the door 600 rotates, it can move further away from the body 500 to avoid interference with the body 500. At the same time, the tilt angle of the curved section provides a preset avoidance space for the rotation of the door 600.

[0092] This application also provides a vehicle, including a body 500 and a door 600. The body 500 has an entrance and exit, and the door 600 is mounted to the entrance and exit of the body 500 via a mounting structure, the mounting structure including the door mounting structure of any of the above embodiments.

[0093] For example, the vehicle body 500 has entrances and exits on both sides for passengers to get on and off. The shape and size of the door 600 match the entrances and exits. The door 600 is installed on the outside of the entrances and exits of the vehicle body 500 through the first sliding component 100, the second sliding component 300, the positioning mechanism 200 and the guide rail 400 of the door mounting structure, and can open and close the entrances and exits through sliding or rotating actions.

[0094] When the vehicle is in a narrow passage and needs to save lateral space, the door 600 opens in a sliding mode, that is, the positioning mechanism 200 does not position the first sliding component 100, the second sliding component 300 is in the connected state, and the door 600 slides along the guide rail 400 to open the entrance / exit; when the vehicle is in an open space and the passenger seat 510 is facing backward, the door 600 opens in a rotating mode, that is, the positioning mechanism 200 positions the first sliding component 100, the second sliding component 300 is in the disengaged state, and the door 600 rotates around the first sliding component 100 to open the entrance / exit.

[0095] The 600 door utilizes this mounting structure to enable both sliding and rotating opening methods, enhancing the vehicle's adaptability to different usage scenarios.

[0096] In some embodiments, the vehicle further includes a traction assembly 700, which is connected to at least one of a first sliding assembly 100 and a second sliding assembly 300 of the door mounting structure. The traction assembly 700 is used to drive the first sliding assembly 100 and / or the second sliding assembly 300 to move back and forth along the front and rear directions of the vehicle body 500.

[0097] For example, the traction assembly 700 includes a drive motor and a transmission component. The transmission component includes a transmission gear, a rack, or a traction rope, etc. The drive motor is fixed to the vehicle body 500 or the guide rail 400. The transmission component is connected to the output end of the drive motor and to the first sliding assembly 100 or the second sliding assembly 300. The traction assembly 700 can be connected to the first sliding assembly 100 alone, the second sliding assembly 300 alone, or both simultaneously, providing targeted driving force according to the needs of different opening modes.

[0098] In sliding mode, the traction component 700 is activated, and the drive motor drives the first sliding component 100 and the second sliding component 300 to move back and forth along the guide rail 400 through the transmission component, thereby driving the door 600 to slide open or close; in rotating mode, the traction component 700 can drive the first sliding component 100 to move to the positioning position, and then the positioning mechanism 200 performs the positioning action; and the second sliding component 300 moves to disengage the door 600 from the body 500.

[0099] The traction component 700 provides driving force for the sliding component, eliminating the need for manual pushing or pulling of the door 600 and improving ease of use. The traction component 700 can selectively drive different sliding components according to mode requirements, achieving power adaptation between the two modes. Furthermore, the traction component 700 has high control precision, accurately controlling the movement position of the sliding component and ensuring precise positioning of the positioning mechanism 200, thus improving the accuracy and reliability of mode switching.

[0100] Combination Figure 10 In some embodiments, the vehicle further includes a detection device 800 and a control device 900. The detection device 800 is used to detect the position information of the door 600. The control device 900 is connected to the detection device 800 and the traction assembly 700, and the control device 900 is used to control the traction assembly 700 based on the position information of the door 600.

[0101] For example, the detection device 800 is a position sensor, such as a photoelectric sensor or a Hall sensor, installed on the guide rail 400 or the door 600. It can detect the current position of the door 600 and the sliding assembly in real time and convert the position information into an electrical signal to be transmitted to the control device 900. The control device 900 is the vehicle's central controller or a dedicated control module, electrically connected to the detection device 800 and the traction assembly 700. The control device 900 has a built-in preset control program that can process the received position signal and output corresponding control commands.

[0102] The detection device 800 and the control device 900 establish a communication connection via wires or wireless signals. The control device 900 is electrically connected to the drive motor of the traction assembly 700 via wires, forming a closed-loop control link between the detection device 800, the control device 900, and the traction assembly 700. The detection device 800 collects the position information of the door 600 in real time, such as whether it is in the closed position or has moved to the preset positioning position, and continuously sends the signal to the control device 900. After receiving the signal, the control device 900 compares it with the built-in preset position parameters. If the door 600 needs to be opened, the control device 900 outputs a command to start the traction assembly 700, driving the sliding assembly to move the door 600. At the same time, the detection device 800 continuously feeds back the position information. When the door 600 moves to the preset open position, the control device 900 commands the traction assembly 700 to stop. Similarly, when closing the door 600, the control device 900 controls the traction assembly 700 to drive in the reverse direction based on the detected position information, so that the door 600 returns to the closed position.

[0103] The real-time position detection function of the detection device 800 ensures that the control device 900 has a grasp of the status of the door 600, avoiding component collisions or positional deviations caused by blind driving, and improving the safety of the entire system. The automated control of the control device 900 enables precise positioning of the door 600 when opening and closing, eliminating the need for manual position judgment and improving ease of use. The control link is designed to respond quickly, with low latency in position information transmission and command execution, ensuring the smoothness and accuracy of the sliding component movement, and further improving the reliability of the overall system.

[0104] In some embodiments, the control device 900 is connected to the positioning mechanism 200 and the second sliding component 300, and the control device 900 is also used to control the positioning mechanism 200 and the second sliding component 300 based on the position information of the door 600.

[0105] For example, the control device 900 is electrically connected to the positioning drive 230 of the positioning mechanism 200 and the connection structure 340 of the second sliding component 300 via a wire, and can output control signals to control its operation; the control program built into the control device 900 includes the corresponding logic of position parameters and the operation of the positioning mechanism 200 and the second sliding component 300, to ensure that the operation of each component is coordinated and consistent.

[0106] When the rotating opening mode is adopted, when the detection device 800 detects that the door 600 has moved to the preset rotating mode positioning position, the detection device 800 sends the position signal to the control device 900. After receiving the signal, the control device 900 outputs instructions according to the preset logic to control the positioning drive 230 of the positioning mechanism 200 to move, so that the positioning actuator accurately positions the first sliding component 100. In addition, the control device 900 outputs instructions to control the connecting structure 340 of the second sliding component 300 to move, so that the second connecting arm 320 is disengaged from the third connecting arm 330. When the detection device 800 detects that the door 600 has rotated to close, the control device 900 controls the positioning mechanism 200 to release the positioning, controls the second sliding component 300 to restore the connection state, and then controls the traction component 700 to drive the door 600 to slide to close.

[0107] The centralized and coordinated control of the positioning mechanism 200 and the second sliding component 300 by the control device 900 automates and precisely switches modes, eliminating the need for manual operation of positioning or separating components and greatly improving ease of use. The control logic based on the position information of the door 600 ensures the correct sequence of actions of each component, avoiding malfunctions such as the positioning mechanism 200 starting to rotate before being positioned or the second sliding component 300 rotating before disengaging, thus improving the safety and reliability of the structure. In addition, the centralized control of the control device 900 reduces the number of independent control modules, simplifies circuit design, reduces the risk of failure, and facilitates future software upgrades to optimize the mode switching logic, thereby improving the product's scalability.

[0108] Optionally, the vehicle also includes a mode switching button, which can be a physical button or a virtual button. The control device 900 is also used to receive the interaction signal of the mode switching button and control the traction component 700, the positioning mechanism 200 and the second sliding component 300 based on the interaction signal of the mode switching button.

[0109] In some embodiments, the vehicle further includes a first door lock. The first door lock is disposed on the vehicle body 500 and is used to engage with the front end of the door 600 when the door 600 is closed to lock the position of the door 600.

[0110] For example, the first door lock is a mechanical or electronic lock structure, including a lock body and a bolt. The lock body is fixedly installed at the front edge of the vehicle body 500 entrance / exit, and the bolt is fixedly installed at the corresponding front end of the door 600. The structures of the lock body and the bolt are mutually adapted to ensure the firmness when locked. If it is an electronic lock, the first door lock is electrically connected to the control device 900, which can realize automatic unlocking and locking. If it is a mechanical lock, manual unlocking and locking are realized through a mechanical structure.

[0111] When the door 600 is closed to completely cover the entrance / exit via sliding or rotating mode, the latch at the front of the door 600 aligns with the lock body at the front of the vehicle body 500. The lock body then locks the latch, securing the door 600 firmly in the closed position. When the door 600 is opened, the control device 900 receives an unlocking command such as from a remote key or an in-vehicle button and controls the lock body to unlock, or unlocks it directly via mechanical means. The latch is released from the lock body's constraint, and the door 600 can be opened normally.

[0112] The first door lock ensures the security of the door 600 after it is closed, effectively preventing the door 600 from being accidentally opened while the vehicle is in motion, and significantly improving driving safety.

[0113] In some embodiments, the vehicle further includes a second door lock disposed on the body 500. The second door lock is used to connect to the rear end of the door 600 when the door 600 closes its entrance / exit, so as to lock the position of the door 600.

[0114] For example, the structure of the second door lock can be the same as or similar to that of the first door lock, and can be a mechanical lock or an electronic lock, including a lock body and a bolt. The lock body is fixedly installed at the rear edge of the vehicle body 500 entrance and exit, and the bolt is fixedly installed at the corresponding rear end of the door 600.

[0115] When the door 600 is closed to completely cover the entrance and exit, the latch at the rear of the door 600 is aligned with the corresponding lock body. The lock body moves to lock the latch, thus firmly fixing the rear of the door 600. When the door 600 is opened, the second door lock is unlocked, the latch is released from the constraint of the lock body, and the door 600 can be opened normally.

[0116] When the vehicle is equipped with both a first door lock and a second door lock, the first door lock and the second door lock form a front and rear dual-point locking, which makes the force evenly distributed after the door 600 is closed. This avoids the possibility of the door 600 becoming loose or deformed at one end due to single-point locking, and improves the stability and reliability of the locking. The dual-point locking can better resist various external forces on the door 600 during vehicle operation, further reducing the risk of the door 600 being opened accidentally and improving driving safety.

[0117] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0118] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A door mounting structure, characterized in that, include: The first sliding component is installed in the door and is slidably connected to the vehicle body; A positioning mechanism is provided for positioning the first sliding component so that the first sliding component serves as a transition structure for relative rotation between the vehicle door and the vehicle body. The second sliding component is installed on the door and slidably connected to the body. On the same horizontal plane, the orthographic projections of the first sliding component and the body connection position and the second sliding component and the body connection position are misaligned. The second sliding component is configured to switch between a first state of connecting the door and the body and a second state of disengaging the door from the body. Guide rails are fixedly disposed on both sides of the vehicle body, and the first sliding component and the second sliding component are configured to be slidably connected to the vehicle body via the guide rails; The second sliding component includes: The second roller is located within the guide rail; The second connecting arm is rotatably connected to the second roller; A third connecting arm, the third connecting arm being fixedly connected to the vehicle door; and A connecting structure is provided, wherein the second connecting arm is detachably connected to the third connecting arm via the connecting structure; Wherein, when the second sliding component is in the first state, the third connecting arm is connected to the second connecting arm, and when the second sliding component is in the second state, the third connecting arm is disconnected from the second connecting arm; When the second sliding component is in the first state, the connecting structure connects the second connecting arm and the third connecting arm, forming a complete connection path of the door, the third connecting arm, the connecting structure, the second connecting arm, the second roller, the guide rail, and the vehicle body. The second roller can slide the door by rolling within the guide rail through the second connecting arm and the third connecting arm. When the second sliding component is in the second state, the connecting structure disconnects the connection between the second connecting arm and the third connecting arm. The second sliding component no longer constrains the door, and the door can rotate around the first sliding component.

2. The door mounting structure according to claim 1, characterized in that, The first sliding component includes: A first roller, the first roller being located within the guide rail; The first connecting arm is rotatably connected to the first roller and fixedly connected to the vehicle door; Specifically, when the positioning mechanism positions the first sliding component, the relative position of the first roller and the guide rail is fixed, and the axis of rotation of the first roller serves as the axis of rotation for the relative rotation of the door and the vehicle body; when the positioning mechanism releases the restriction on the first sliding component, the first roller can move along the guide rail.

3. The door mounting structure according to claim 2, characterized in that, The positioning mechanism includes: Positioning actuator; A positioning drive is connected to the positioning actuator, and the positioning drive is used to drive the positioning actuator to move between a positioning position that blocks the first roller from moving along the guide rail and a positioning release position that allows the first roller to move along the guide rail.

4. The door mounting structure according to claim 3, characterized in that, The positioning actuator includes: A variable track, which is configured to move or rotate under the drive of the positioning drive; When the variable track is in the positioning position, at least one end of the variable track is misaligned with the guide track; when the variable track is in the positioning release position, both ends of the variable track are connected to the guide track.

5. The door mounting structure according to claim 3, characterized in that, The positioning actuator includes: A limiting plate, the limiting plate being configured to move or rotate under the drive of the positioning drive member; When the limiting plate is in the positioning position, at least a portion of the limiting plate is located within the guide groove of the guide rail; when the limiting plate is in the positioning release position, the limiting plate is located outside the guide groove.

6. The door mounting structure according to claim 1, characterized in that, The connection structure includes a magnetic attraction component.

7. The door mounting structure according to any one of claims 1 to 5, characterized in that, The guide rails include a first rail, a second rail, and a third rail; The first track, the second track, and the third track all extend along the front-rear direction of the vehicle body. The first track and the second track are arranged at intervals along the height direction of the vehicle body. The first track and the second track are each provided with the first sliding component and the positioning mechanism. The first sliding component corresponding to the first track and the first sliding component corresponding to the second track are arranged along the height direction of the vehicle body. The third track is slidably connected to the second sliding component.

8. The door mounting structure according to claim 7, characterized in that, The first track, the second track, and the third track all have curved sections and straight sections. One end of the curved section is connected to the straight section. The curved section gradually tilts towards the outside of the vehicle body from the end away from the straight section to the end close to the straight section. When the positioning mechanism positions the first sliding component, the connection position between the first sliding component and the guide track is located on the straight section.

9. A vehicle, characterized in that, include: The vehicle body has an entrance and exit; A vehicle door, which is mounted to the vehicle body's entrance / exit via a mounting structure, wherein the mounting structure includes a vehicle door mounting structure as described in any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that, Also includes: A traction assembly, which connects a first sliding assembly and / or a second sliding assembly to the door mounting structure, is used to drive the first sliding assembly and / or the second sliding assembly to move back and forth along the front-rear direction of the vehicle body.

11. The vehicle according to claim 10, characterized in that, Also includes: A detection device is used to detect the position information of the vehicle door; A control device is connected to the detection device and the traction assembly, and the control device is used to control the traction assembly based on the position information of the door.

12. The vehicle according to claim 11, characterized in that, The control device is connected to the positioning mechanism and the second sliding component, and the control device is also used to control the positioning mechanism and the second sliding component based on the position information of the vehicle door.

13. The vehicle according to any one of claims 9 to 12, characterized in that, Also includes: A first door lock is installed on the vehicle body. The first door lock is used to connect with the front end of the vehicle door when the vehicle door closes the entrance / exit, so as to lock the position of the vehicle door. And / or, A second door lock is installed on the vehicle body. The second door lock is used to connect to the rear end of the vehicle door when the vehicle door closes the entrance / exit, so as to lock the position of the vehicle door.

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