B-pillar-less vehicle

Abstract

The present application relates to the technical field of vehicles and discloses a B-pillar-free vehicle, which comprises: a side wall of at least one side of a vehicle body, which is formed with a passenger entrance; and a door assembly, which is installed on the vehicle body and is adapted to open or close the passenger entrance, and comprises: a front door and a rear door; and a plurality of sealing structures, at least one of the rear end of the front door and the front end of the rear door is fixed with a sealing structure, the plurality of sealing structures are arranged along the left-right direction of the vehicle when the door assembly closes the passenger entrance, and the plurality of sealing structures are all connected between the front door and the rear door. By arranging the plurality of sealing structures arranged along the left-right direction of the vehicle, the risk of rainwater, dust and the like entering the passenger compartment from the gap between the front door and the rear door is reduced, the sealing performance of the vehicle is improved, meanwhile, the risk of sealing failure caused by damage to a single sealing structure is reduced, and the sealing reliability between the front door and the rear door is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle without a B-pillar. Background Technology

[0002] In related technologies, vehicles without B-pillars eliminate the B-pillar structure, leaving no B-pillar obstructing the front and rear doors. When both doors are closed, a gap exists between them. To prevent rainwater and dust from entering the passenger compartment through this gap, a sealing structure is required. However, current technologies only use a single sealing structure to seal the gap. If this structure is damaged due to long-term use, aging, or external forces, it may fail to seal the gap, allowing rainwater and dust to enter the passenger compartment. This results in insufficient sealing reliability between the front and rear doors, affecting the vehicle's overall sealing performance. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a pillarless vehicle, which helps reduce the risk of rainwater, dust, etc., entering the passenger compartment through the gap between the front and rear doors, improves the vehicle's sealing performance, reduces the risk of seal failure due to damage to a single sealing structure, and enhances the sealing reliability between the front and rear doors.

[0004] According to an embodiment of the present invention, a pillarless vehicle includes: a pillarless body, wherein a passenger entrance / exit is formed on at least one side of the body along the left-right direction of the vehicle; a door assembly, which is mounted on the body and adapted to open or close the passenger entrance / exit, the door assembly including: a front door and a rear door; and a plurality of sealing structures, wherein at least one of the rear end of the front door and the front end of the rear door is fixedly provided with a sealing structure, wherein when the door assembly closes the passenger entrance / exit, the plurality of sealing structures are arranged along the left-right direction of the vehicle, and the plurality of sealing structures are all connected between the front door and the rear door.

[0005] According to the embodiments of the present invention, the B-pillarless vehicle, by setting multiple sealing structures arranged along the left and right direction of the vehicle, helps to reduce the risk of rainwater, dust and other substances entering the passenger compartment through the gap between the front and rear doors, which helps to improve the sealing performance of the vehicle. At the same time, it also helps to reduce the risk of sealing failure due to damage to a single sealing structure, and helps to improve the sealing reliability between the front and rear doors.

[0006] According to some embodiments of the present invention, multiple sealing structures are fixed to the front end of the rear door.

[0007] According to some embodiments of the present invention, the side panel includes: a top section, a bottom section, a front section, and a rear section. The top section and the bottom section are arranged at intervals along the vertical direction of the vehicle, and the front section and the rear section are arranged at intervals along the longitudinal direction of the vehicle and are both connected between the top section and the bottom section to define a passenger entrance / exit. The front end of the front door is rotatably disposed on the front section, and the rear door is slidably disposed on at least one of the top section, the bottom section, and the rear section along the longitudinal direction.

[0008] According to some embodiments of the present invention, at least one of the top section and the bottom section of the side panel is fixedly provided with a front door locking structure, the front door locking structure being configured to lock the front door when the front door is closed.

[0009] According to some embodiments of the present invention, a rear door locking structure is fixedly provided on the rear side section of the side panel, and the rear door locking structure is configured to lock the rear door when the rear door is closed.

[0010] According to some embodiments of the present invention, a rear door locking structure is fixedly provided at the front end of the rear section of the side panel.

[0011] According to some embodiments of the present invention, the top section of the side panel is fixedly provided with an upper guide rail extending in the front-rear direction, the bottom section of the side panel is fixedly provided with a lower guide rail extending in the front-rear direction, and the rear section of the side panel is fixedly provided with a middle guide rail extending in the front-rear direction. The middle guide rail is set at a height higher than the lower guide rail and less than the upper guide rail. The rear door is slidably provided on the upper guide rail, the lower guide rail and the middle guide rail.

[0012] According to some embodiments of the present invention, a vehicle without a B-pillar further includes: two limiting structures, which are respectively fixed to the rear end of the front door and the front end of the rear door. When the door assembly closes the passenger entrance / exit, the two limiting structures are opposite each other in the left-right direction, and the limiting structure on the rear door is located inside the limiting structure on the front door.

[0013] According to some embodiments of the present invention, when the two limiting structures are engaged, the two limiting structures can also limit movement along the front-rear direction of the vehicle.

[0014] According to some embodiments of the present invention, there are two sealing structures, with two limiting structures located between the two sealing structures when the door assembly closes the passenger entrance / exit.

[0015] According to some embodiments of the present invention, a vehicle without a B-pillar further includes: a device body, which is fixed to the rear door and slidably mounted on the vehicle body, the device body including a first limiting structure; a second limiting structure, which is fixed to the vehicle body and located in front of the first limiting structure, the rear door being a sliding door, and during the closing process of the rear door, the second limiting structure is adapted to cooperate with the first limiting structure in a limiting engagement along the longitudinal direction of the vehicle.

[0016] According to some embodiments of the present invention, the device body further includes: a wheel structure, the wheel structure including a mounting seat, the mounting seat being fixed to the rear door, the wheel structure being slidably mounted on the vehicle body; and a mounting bracket, the mounting bracket including a first main body, at least a portion of a first limiting structure being located on the front side of the first main body and fixed to the first main body, the first main body being located on the front side of the mounting seat, and the mounting seat contacting the rear surface of the first main body to support the first main body.

[0017] According to some embodiments of the present invention, the mounting bracket further includes: a second body, the first body being fixedly connected to the second body, the second body overlapping and being fixed to a plurality of surfaces of the mounting base.

[0018] According to some embodiments of the present invention, at least one of the front door and the rear door includes: a door body, in which an assembly space is formed; a vertical reinforcing beam disposed within the assembly space and extending along the height direction of the door body, the vertical reinforcing beam being fixed to the door body, the vertical reinforcing beam being disposed near the front or rear side of the door body; and a horizontal reinforcing beam disposed within the assembly space and extending along the front-rear direction of the door body, the horizontal reinforcing beam being fixed to the door body and the vertical reinforcing beam.

[0019] According to some embodiments of the present invention, the vertical reinforcing beam includes: an upper connecting part, a reinforcing beam body and a lower connecting part, the upper connecting part being fixed to the upper end of the reinforcing beam body and the lower connecting part being fixed to the lower end of the reinforcing beam body, and at least the upper connecting part and the lower connecting part being fixed to the door body.

[0020] According to some embodiments of the present invention, the front door includes a door body and a vertical reinforcing beam, which is disposed near the rear side of the door body along the longitudinal direction of the vehicle; and / or the rear door includes a door body and a vertical reinforcing beam, which is disposed near the front side of the door body along the longitudinal direction of the vehicle.

[0021] According to some embodiments of the present invention, at least one of the front door and the rear door includes: an inner door panel, the inner door panel including a window frame, the window frame including: a top section of the window frame and two side sections of the window frame, the top section of the window frame being connected between the two side sections of the window frame; an outer door panel and a glass guide rail, the outer door panel including: an outer panel top section, the outer panel top section and the window frame top section being opposite to and fixedly connected, the outer panel top section and the window frame top section defining a downwardly open mounting space, at least a portion of the glass guide rail being fitted within the mounting space, the glass guide rail including: a first sidewall, the first sidewall being located on the side of the glass guide rail opposite to the window frame top section, a portion of the outer panel top section being located on the side of the first sidewall opposite to the window frame side sections to cover the first sidewall; a cover plate, the cover plate being fixed to the outer side of the window frame side sections, and the cover plate and the outer panel top section being disposed adjacent to each other in the vertical direction of the vehicle.

[0022] According to some embodiments of the present invention, the upper surface of the cover plate away from the side section of the window frame is aligned vertically with the lower surface of the top section of the outer plate away from the top section of the window frame.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is an assembly diagram of the door assembly and side panel when the passenger entrance / exit is closed, according to an embodiment of the present invention. Figure 2 This is an assembly diagram of the door assembly and side panel when the passenger entrance / exit is opened, according to an embodiment of the present invention. Figure 3 This is a partial structural schematic diagram of a door assembly according to an embodiment of the present invention; Figure 4 This is a schematic diagram of a door assembly according to an embodiment of the present invention; Figure 5 This is an assembly diagram of the top section of the outer panel and the window frame according to an embodiment of the present invention; Figure 6 This is a first partial cross-sectional view of a door assembly according to an embodiment of the present invention; Figure 7 This is an assembly diagram of the wheel structure, mounting bracket, and first limiting structure according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the second limiting structure according to an embodiment of the present invention; Figure 9 This is a second partial cross-sectional view of a door assembly according to an embodiment of the present invention; Figure 10 This is a schematic diagram of a vertical reinforcing beam according to a first embodiment of the present invention; Figure 11 This is a schematic diagram of the vertical reinforcing beam from another angle according to the first embodiment of the present invention; Figure 12 yes Figure 11 Enlarged view of point A in the middle; Figure 13 This is a schematic diagram of the main body of the reinforced beam according to the first embodiment of the present invention; Figure 14 This is a schematic diagram of the upper connecting portion according to a first embodiment of the present invention; Figure 15 This is a schematic diagram of the lower connecting portion according to a first embodiment of the present invention; Figure 16 This is a schematic diagram of a vertical reinforcing beam according to a second embodiment of the present invention; Figure 17 This is a schematic diagram of the vertical reinforcing beam from another angle according to the second embodiment of the present invention; Figure 18 This is a third partial cross-sectional view of a door assembly according to an embodiment of the present invention; Figure 19 This is a fourth partial cross-sectional view of the door assembly according to an embodiment of the present invention; Figure 20 This is a schematic diagram of two limiting structures according to the first embodiment of the present invention; Figure 21 This is a schematic diagram of the third limiting structure according to the first embodiment of the present invention; Figure 22 This is a schematic diagram of the fourth limiting structure according to the first embodiment of the present invention; Figure 23 This is a schematic diagram of two limiting structures according to a second embodiment of the present invention; Figure 24 This is a schematic diagram of the third limiting structure according to the second embodiment of the present invention; Figure 25 This is a schematic diagram of the fourth limiting structure according to the second embodiment of the present invention; Figure 26 This is a fifth partial cross-sectional view of the door assembly according to an embodiment of the present invention; Figure 27 This is an assembly diagram of the top section of the outer panel, the glass guide rail, and the mounting part according to an embodiment of the present invention. Figure 28 This is a partial structural diagram of the top section of the outer panel, the glass guide rail, and the mounting part after assembly according to an embodiment of the present invention.

[0025] Figure label: Side panel 21; Top section of side panel 211; Bottom section of side panel 212; Front section of side panel 213; Rear section of side panel 214; Door assembly 22; Front door 221; Rear door 222; Passenger entrance / exit 23; Sealing structure 24; Front door locking structure 25; front door upper locking structure 251; front door lower locking structure 252; Upper guide rail 271; Lower guide rail 272; Middle guide rail 273; Limiting structure 28; Third limiting structure 29; First fixing part 291; First mounting hole 2911; First limiting part 292; Second limiting part 293; Limiting hook 294; Fourth limiting structure 30; Third limiting part 31; First insertion space 311; Second fixing part 32; Second mounting hole 321; Third fixing part 33; Third mounting hole 331; First connecting part 34; 41. Front door outer panel; 42. Front door inner panel; 43. Rear door outer panel; 44. Rear door inner panel; 45. First carrying space; 46. Door inner panel; 47. Door outer panel; Avoidance structure 50; Wheel structure 60; mounting base 61; first mounting part 611; second mounting part 612; roller 62; Mounting bracket 70; First subject 71; Second main body 72; Overlapping wall 721; First limiting structure 80; elastic limiting part 81; first mounting hole 811; limiting pin 82; Second limiting structure 90; fourth fixing part 92; first fixing plate 921; fixing flange 922; buffer structure 93; buffer part 931; mating space 932; The door body is 100; Car window 110; Assembly space 120; Vertical reinforcing beam 130; upper connecting part 131; connecting frame 132; first cavity 133; first plate 134; second plate 135; reinforcing plate 136; base plate 137; 140 is a reinforced main beam; 141 is a second accommodating space; 142 is a first opening; 143 is a second opening; Buffer space 150; Lower connecting part 160; connecting part body 161; second cavity 1611; second fixing plate 162; Second insertion space 170; Guide structure 180; Installation point 190; Third Installation Unit 200; Horizontal reinforcing beam 210; Upper stop edge 220; Top cover 230; Window frame 240; top section of window frame 241; side section of window frame 242; Top section of outer panel: 250; Glass guide rail 260; First sidewall 261; Guide groove 262; Installation space 270; Cover plate 280; 290mm edging structure; Fourth mounting part 300; connecting plate 310; mounting plate 320; second assembly hole 323; positioning hole 322; Window glass 340; mud trough structure 360. Detailed Implementation

[0026] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0027] The following is for reference. Figures 1-28 A pillarless vehicle according to an embodiment of the present invention is described.

[0028] like Figure 2 , Figure 6 As shown, a pillarless vehicle according to an embodiment of the present invention includes: a pillarless body, wherein a passenger entrance / exit 23 is formed on at least one side panel 21 of the body in the left-right direction of the vehicle; a door assembly 22, which is mounted on the body and adapted to open or close the passenger entrance / exit 23, the door assembly 22 including: a front door 221 and a rear door 222; and a plurality of sealing structures 24, wherein at least one of the rear end of the front door 221 and the front end of the rear door 222 is fixedly provided with a sealing structure 24, wherein when the door assembly 22 closes the passenger entrance / exit 23, the plurality of sealing structures 24 are arranged in the left-right direction of the vehicle, and the plurality of sealing structures 24 are all connected between the front door 221 and the rear door 222.

[0029] Among them, when the vehicle is like Figure 1 When the direction is set as shown, Figure 1 The X direction in the equation can be the forward or backward direction of the vehicle. Figure 1 The Z direction can be the vertical direction of the vehicle. The left and right directions of the vehicle are on the same plane as the front and back directions of the vehicle and are perpendicular to the front and back directions of the vehicle.

[0030] The vehicle body is designed without a B-pillar; in other words, the side panel 21 does not have a B-pillar structure between the front door 221 and the rear door 222. A passenger entrance / exit 23 is formed on at least one side of the vehicle body along the left-right direction. As an example, a passenger entrance / exit 23 can be formed on one side of the vehicle body along the left-right direction. Specifically, the passenger entrance / exit 23 can be formed on the left side of the vehicle body, or it can be formed on the right side of the vehicle body. Because the B-pillar-less vehicle eliminates the B-pillar, the size of the passenger entrance / exit 23 is increased, facilitating passenger entry and exit.

[0031] The door assembly 22 can be mounted on the vehicle body and is adapted to open or close the passenger entrance / exit 23. The door assembly 22 can be rotatably mounted on the vehicle body, i.e., the door assembly 22 can be a revolving door. The door assembly 22 can also be slidably mounted on the vehicle body in the longitudinal direction of the vehicle, i.e., the door assembly 22 can be a sliding door.

[0032] The door assembly 22 may include a front door 221 and a rear door 222. At least one of the rear end of the front door 221 and the front end of the rear door 222 is fixedly provided with a sealing structure 24. As one embodiment, multiple sealing structures 24 may be fixedly provided at the rear end of the front door 221. As another embodiment, multiple sealing structures 24 may be fixedly provided at the front end of the rear door 222. As yet another embodiment, a portion of the multiple sealing structures 24 may be fixedly provided at the rear end of the front door 221, and another portion of the multiple sealing structures 24 may be fixedly provided at the front end of the rear door 222.

[0033] The sealing structure 24 can be a sealing strip, sealing block, etc., and can be fixed to the rear end of the front door 221 or the front end of the rear door 222 by means of snap-fit, screw connection, etc. When the door assembly 22 closes the passenger entrance 23, multiple sealing structures 24 can be arranged along the left and right direction of the vehicle, and multiple sealing structures 24 can be located between the front door 221 and the rear door 222. That is, the sealing structure 24 can be fixed to one of the front door 221 and the rear door 222. When the door assembly 22 closes the passenger entrance 23, the sealing structure 24 can contact the other of the front door 221 and the rear door 222, so that the sealing structure 24 can seal the gap between the front door 221 and the rear door 222, reduce the risk of rainwater, dust, etc. entering the passenger compartment through the gap between the front door 221 and the rear door 222, and improve the sealing performance of the vehicle. Furthermore, by setting multiple sealing structures 24 arranged along the left and right directions of the vehicle, if one of the sealing structures 24 is damaged or fails, the remaining sealing structures 24 can still seal the gap between the front door 221 and the rear door 222, thereby improving the sealing reliability between the front door 221 and the rear door 222.

[0034] In some embodiments of the present invention, such as Figure 6As shown, multiple sealing structures 24 are fixed to the front end of the rear door 222. Therefore, when the door assembly 22 closes the passenger entrance / exit 23, the multiple sealing structures 24 can be located on the rear side of the front door 221 and contact the rear end of the front door 221. By placing multiple sealing structures 24 at the front end of the rear door 222, the installation process of the sealing structures 24 can be completed on the same door, eliminating the need for separate assembly operations on the front door 221 and the rear door 222, thus simplifying the assembly process of the multiple sealing structures 24. Simultaneously, since multiple sealing structures 24 are fixed to the front end of the rear door 222, there is no need to install sealing structures 24 at the rear end of the front door 221, which helps reduce the number of parts in the front door 221, reduces its weight, and facilitates its manufacturing and assembly.

[0035] As one embodiment, the front door 221 can be a revolving door, and the rear door 222 can be a sliding door, with the rear door 222 slidably mounted on the vehicle body along the front-rear direction. If the sealing structure 24 is located at the rear end of the front door 221, the sealing structure 24 may interfere with other structures around the front door 221 during the rotational opening and closing process. However, in this embodiment of the invention, by placing multiple sealing structures 24 at the front end of the rear door 222, the multiple sealing structures 24 can slide together with the rear door 222 along the front-rear direction, which helps to reduce the risk of interference between the sealing structure 24 and other structures during the opening and closing of the door.

[0036] In some embodiments of the present invention, such as Figure 2 As shown, the side panel 21 includes: a top section 211, a bottom section 212, a front section 213, and a rear section 214. The top section 211 and the bottom section 212 are arranged at intervals along the vertical direction of the vehicle. The front section 213 and the rear section 214 are arranged at intervals along the longitudinal direction of the vehicle and are both connected between the top section 211 and the bottom section 212 to define a passenger entrance / exit 23. The front end of the front door 221 is rotatably disposed on the front section 213 of the side panel. The rear door 222 is slidably disposed on at least one of the top section 211, the bottom section 212, and the rear section 214 along the longitudinal direction.

[0037] The top section 211 and bottom section 212 of the side panel can be arranged opposite each other and spaced apart along the vertical direction of the vehicle, and the top section 211 can be located above the bottom section 212. The front section 213 and rear section 214 of the side panel can be arranged opposite each other and spaced apart along the longitudinal direction of the vehicle, and the front section 213 can be located in front of the rear section 214. Along the longitudinal direction of the vehicle (i.e.... Figure 2In the X direction of the vehicle, the top section 211 and the bottom section 212 of the side panel can both be connected between the front section 213 and the rear section 214 of the side panel. Along the vertical direction of the vehicle (i.e., Figure 2 In the Z direction), the front side section 213 and the rear side section 214 of the side wall can be connected between the top side section 211 and the bottom side section 212 of the side wall. The top side section 211, the bottom side section 212, the front side section 213 and the rear side section 214 of the side wall can jointly define the passenger entrance / exit 23.

[0038] The front end of the front door 221 is rotatably disposed on the front side section 213 of the side panel, that is, the front door 221 is a revolving door. For example, the front end of the front door 221 can be rotatably connected to the front side section 213 of the side panel through a hinge, and the front door 221 can rotate about the axis of the hinge to realize the opening and closing actions of the front door 221.

[0039] The rear door 222 can be slidably disposed in at least one of the top section 211, bottom section 212, and rear section 214 of the side wall in the front-rear direction, that is, the rear door 222 is a sliding door. As an example, the rear door 222 can be slidably disposed in one of the top section 211, bottom section 212, and rear section 214 of the side wall in the front-rear direction. Specifically, the rear door 222 can be slidably disposed in the top section 211 of the side wall in the front-rear direction, or the rear door 222 can be slidably disposed in the bottom section 212 of the side wall in the front-rear direction, or the rear door 222 can be slidably disposed in the rear section 214 of the side wall in the front-rear direction. In another embodiment, the rear door 222 can be slidably disposed on two of the side panel top section 211, side panel bottom section 212, and side panel rear section 214 in the front-rear direction. Specifically, the rear door 222 can be slidably disposed on the side panel top section 211 and side panel bottom section 212 in the front-rear direction, or the rear door 222 can be slidably disposed on the side panel top section 211 and side panel rear section 214 in the front-rear direction, or the rear door 222 can be slidably disposed on the side panel bottom section 212 and side panel rear section 214 in the front-rear direction. In another embodiment, the rear door 222 can be slidably disposed on the side panel top section 211, side panel bottom section 212, and side panel rear section 214 in the front-rear direction.

[0040] For example, the corresponding section of the side panel 21 may be provided with a guide rail extending in the front-rear direction of the vehicle, and the rear door 222 is slidably disposed on the guide rail so that the rear door 222 can slide in the front-rear direction of the vehicle.

[0041] By arranging the front side section 213 and the rear side section 214 of the side panel at intervals in the front-rear direction and connecting them between the top side section 211 and the bottom side section 212 of the side panel to define the passenger entrance 23, the passenger entrance 23 is larger in size due to the elimination of the B-pillar in the B-pillarless vehicle, which is beneficial to improving the convenience of passengers getting on and off the vehicle. At the same time, the front end of the front door 221 is rotatably located on the front side section 213 of the side panel, and the rear door 222 is slidably located in the front-rear direction on at least one of the top side section 211, the bottom side section 212, and the rear side section 214 of the side panel, so that the front door 221 and the rear door 222 can be opened or closed in different ways respectively.

[0042] In some embodiments of the present invention, at least one of the side panel top section 211 and the side panel bottom section 212 is fixedly provided with a front door locking structure 25, the front door locking structure 25 being configured to lock the front door 221 when the front door 221 is closed.

[0043] In one embodiment, the front door locking structure 25 can be fixed to the top section 211 of the side panel. In another embodiment, the front door locking structure 25 can be fixed to the bottom section 212 of the side panel. In yet another embodiment, the front door locking structure 25 can be fixed to both the top section 211 and the bottom section 212 of the side panel.

[0044] The front door locking structure 25 can be one, or it can be multiple. For example... Figure 2 As shown, the front door locking structure 25 may include a front door locking structure 251 and a front door locking structure 252. The front door locking structure 251 may be fixed to the top section 211 of the side panel, and the front door locking structure 252 may be fixed to the bottom section 212 of the side panel. When the front door 221 closes the passenger entrance 23, both the front door locking structure 251 and the front door locking structure 252 can form a locking engagement with the front door 221, thereby reliably locking the front door 221 in the closed state.

[0045] By setting the front door locking structure 25, when the front door 221 is closed, the front door locking structure 25 can form a locking engagement with the front door 221, so that the front door 221 is reliably locked in the closed position, which helps to reduce the risk of the front door 221 being accidentally opened during vehicle operation and helps to improve vehicle safety.

[0046] As one embodiment, the front door locking structure 25 may include a first latch, which may be fixedly mounted on at least one of the top section 211 and the bottom section 212 of the side panel. The first latch may have a first lock hole, and a first latch bolt may be fixedly mounted on the front door 221. When the front door 221 is in the closed state, the first latch bolt may be inserted into the first lock hole of the first latch bolt to form a locking engagement with the first latch bolt. As another embodiment, the front door locking structure 25 may include a second latch bolt, and a second latch may be fixedly mounted on the front door 221. The second latch bolt may have a second lock hole. When the front door 221 is in the closed state, the second latch bolt may be inserted into the second lock hole of the second latch bolt to form a locking engagement with the second latch bolt, thereby locking the front door 221 in the closed position.

[0047] In some embodiments of the present invention, a rear door locking structure is fixedly provided on the rear side section 214 of the side panel, and the rear door locking structure is configured to lock the rear door 222 when the rear door 222 is closed.

[0048] The rear door locking structure can be located on the front side of the rear side section 214 of the side panel. Since the rear door 222 is a sliding door that slides along the front-rear direction of the vehicle, when the rear door 222 is closed, the rear door locking structure can lock with the rear door 222, which can restrict the sliding of the rear door 222 in the front-rear direction. This helps to reduce the risk of the rear door 222 accidentally opening due to vibration or inertia during vehicle operation, and further improves vehicle safety.

[0049] As one embodiment, the rear door locking structure may include a third latch. The third latch may be fixed to the rear side section 214 of the side panel, and the third latch may have a third lock hole. A third latch may be fixed to the rear side of the rear door 222. When the rear door 222 is in the closed state, the third latch may be inserted into the third lock hole of the third latch and engage with the third latch, thereby locking the rear door 222 in the closed position. As another embodiment, the rear door locking structure may include a fourth latch, and the rear door 222 may be provided with a fourth latch, which may have a fourth lock hole. When the rear door 222 is in the closed state, the fourth latch may be inserted into the fourth lock hole of the fourth latch and engage with the fourth latch, thereby locking the rear door 222 in the closed position.

[0050] In some embodiments of the present invention, a rear door locking structure is fixedly provided at the front end of the rear side section 214 of the side enclosure.

[0051] The rear side panel section 214 can extend vertically along the vehicle, with its front end located on the side closest to the passenger entrance / exit 23. When the rear door 222 is closed, the rear end of the rear door 222 and the front end of the rear side panel section 214 can be positioned opposite each other. When the rear door 222 is closed, its rear end can engage with the rear door locking structure to form a locking mechanism.

[0052] By fixing the rear door locking structure to the front end of the rear side section 214, it is advantageous to align the rear door locking structure with the rear end position of the rear door 222 when it is closed. When the rear door 222 is closed, the rear end of the rear door 222 can engage with the locking structure, further reducing the risk of the rear door 222 accidentally opening due to vibration or inertia during vehicle operation, thus improving vehicle safety. Simultaneously, with the rear door locking structure fixed to the front end of the rear side section 214, the top side section 211 and bottom side section 212 do not require rear door locking structures. This simplifies the structure of the top and bottom side sections 211 and reduces the number of components and manufacturing costs.

[0053] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the top section 211 of the side wall is fixed with an upper guide rail 271 extending in the front-rear direction, the bottom section 212 of the side wall is fixed with a lower guide rail 272 extending in the front-rear direction, and the rear section 214 of the side wall is fixed with a middle guide rail 273 extending in the front-rear direction. The middle guide rail 273 is set at a height higher than the lower guide rail 272 and lower than the upper guide rail 271. The rear door 222 is slidably mounted on the upper guide rail 271, the lower guide rail 272 and the middle guide rail 273.

[0054] The rear door 222 can be slidably engaged with the upper guide rail 271, lower guide rail 272, and middle guide rail 273 via components such as sliders and rollers 62. By setting the upper guide rail 271, lower guide rail 272, and middle guide rail 273, and by sliding the rear door 222 on the upper guide rail 271, lower guide rail 272, and middle guide rail 273, the rear door 222 is guided and supported simultaneously from the upper, lower, and middle positions during sliding. This helps reduce the risk of the rear door 222 wobbling during sliding and improves the smoothness of the sliding of the rear door 222.

[0055] In some embodiments of the present invention, such as Figure 19 , Figure 20 , Figure 23As shown, the vehicle without a B-pillar also includes two limiting structures 28, which are fixed to the rear end of the front door 221 and the front end of the rear door 222, respectively. When the door assembly 22 closes the passenger entrance / exit 23, the two limiting structures 28 are opposite each other in the left and right directions, and the limiting structure 28 on the rear door 222 is located inside the limiting structure 28 on the front door 221.

[0056] It should be noted that in the event of a side collision in a vehicle without a B-pillar, the front door tends to intrude excessively into the passenger compartment, encroaching on the occupants' survival space and causing crush injuries. Simultaneously, when the outer side of the rear door is impacted, the front end of the rear door tends to warp outwards, creating a large gap between the front and rear doors, thus affecting the vehicle's side-impact safety capabilities. Furthermore, when the rear door is subjected to outward pushing force, the entire rear door is prone to moving outwards from the vehicle body, potentially detaching from the vehicle and posing a safety hazard.

[0057] Based on this, in the embodiment of the present invention, the vehicle without B-pillars is provided with two limiting structures 28 at the rear end of the front door 221 and the front end of the rear door 222. When the door assembly 22 closes the passenger entrance 23, the two limiting structures 28 can be opposite each other in the left and right direction of the vehicle, and the limiting structure 28 on the rear door 222 can be located inside the limiting structure 28 on the front door 221.

[0058] One of the two limiting structures 28 can be fixed to the rear end of the front door 221, and the other limiting structure 28 can be fixed to the front end of the rear door 222.

[0059] When the door assembly 22 closes the passenger entrance / exit 23, the two limiting structures 28 can be arranged opposite each other and spaced apart along the left and right directions of the vehicle to reduce the risk of interference between the two limiting structures 28 affecting the normal opening and closing of the front door 221 and the rear door 222. When the front door 221 is involved in a side collision or the rear door 222 is subjected to an outward pushing force, the two limiting structures 28 can form a limiting cooperation along the left and right directions. When the door assembly 22 closes the passenger entrance / exit 23, when the rear door 222 is subjected to an inward-outward pushing force along the left and right directions, the rear door 222 can move outwards from the vehicle body. The limiting structure 28 located at the front end of the rear door 222 can move the rear door 222 outwards from the vehicle body and form a limiting cooperation with the limiting structure 28 at the rear end of the front door 221 to limit the displacement of the rear door 222 outwards from the vehicle body, thereby helping to reduce the risk of the rear door 222 detaching from the vehicle body. Furthermore, when the door assembly 22 closes the passenger entrance / exit 23, in the event of a side collision, the front door 221 tends to intrude into the passenger compartment. Along the left-right direction, the limiting structure 28 on the front door 221 can move inwards towards the passenger compartment (i.e., the inner side of the vehicle body) with the front door 221 and form a limiting engagement with the limiting structure 28 on the rear door 222, thereby restricting further intrusion of the front door 221 into the passenger compartment. This helps reduce the amount of intrusion of the front door 221 into the passenger compartment and helps reduce the risk of injury. 21 reduces the risk of occupants being crushed in the passenger compartment, which helps ensure occupant safety. Furthermore, when the rear door 222 is involved in a side collision, the front end of the rear door 222 is prone to tilting outward. The limiting structure 28 located at the front end of the rear door 222 can move outward to the side of the vehicle body and form a limiting cooperation with the limiting structure 28 on the rear end of the front door 221 to limit further tilting of the front end of the rear door 222. This helps reduce the risk of a large gap forming between the front door 221 and the rear door 222, thereby improving the safety protection performance of the vehicle under side collision conditions.

[0060] As one embodiment, the front end of the rear door 222 may be provided with a first protrusion, which is a limiting structure 28. The rear end of the front door 221 may be provided with a first mounting seat, which is another limiting structure 28, and the first mounting seat may form a first receiving groove that opens toward the first protrusion in the left-right direction. When the door assembly 22 closes the passenger entrance 23, the first protrusion may be positioned opposite the first receiving groove in the left-right direction, and the first protrusion is located inside the first mounting seat. When the rear door 222 is subjected to an outward pushing force or when the rear door 222 is involved in a side collision, the first protrusion may extend into the first receiving groove, which helps to reduce the risk of the rear door 222 continuously moving outward when subjected to an outward pushing force, and also helps to limit the amount of lifting of the front end of the rear door 222 when the vehicle is involved in a side collision, thereby helping to reduce the risk of a large gap forming between the front door 221 and the rear door 222, and improving the vehicle's safety protection performance.

[0061] In some embodiments of the present invention, when the two limiting structures 28 are engaged, the two limiting structures 28 can also limit the movement along the front-rear direction of the vehicle.

[0062] With the two limiting structures 28 engaged, not only can the relative movement of the front door 221 and the rear door 222 in the left-right direction be restricted, but also their relative movement in the front-back direction. When the vehicle is impacted, the front door 221 and the rear door 222 tend to have a slight relative displacement along the front-back direction. With the two limiting structures 28 engaged, unnecessary relative displacement between the front door 221 and the rear door 222 in the front-back direction can be restricted, which helps improve the relative positional accuracy between the front door 221 and the rear door 222. This further reduces the risk of a large gap forming between the front door 221 and the rear door 222, and helps reduce the risk of occupants being ejected.

[0063] As one embodiment, the limiting structure 28 provided on the rear door 222 can be a first boss, and the limiting structure 28 provided on the front door 221 can be a first mounting seat. Along the left-right direction, the first mounting seat can form a first receiving groove that opens towards the first boss. The first receiving groove has front sidewalls and rear sidewalls that are opposite to each other and spaced apart along the front-rear direction. When the rear door 222 is subjected to an outward pushing force or a side collision occurs, the first boss can extend into the first receiving groove. The front and rear sidewalls of the first receiving groove can engage with the first boss in the front-rear direction of the vehicle to limit the relative displacement of the rear door 222 and the front door 221 in the front-rear direction.

[0064] In some embodiments of the present invention, such as Figure 6 As shown, there are two sealing structures 24. When the door assembly 22 closes the passenger entrance / exit 23, the two limiting structures 28 are located between the two sealing structures 24.

[0065] Among them, such as Figure 6 As shown, when the door assembly 22 closes the passenger entrance / exit 23, the two limiting structures 28 are located between the two sealing structures 24 along the left-right direction of the vehicle. In other words, when the door assembly 22 closes the passenger entrance / exit 23, one sealing structure 24 can be located outside the two limiting structures 28, and the other sealing structure 24 can be located inside the two limiting structures 28.

[0066] By placing the two limiting structures 28 between the two sealing structures 24, it is beneficial to reduce the risk of interference between the limiting structures 28 and the sealing structures 24. It is also beneficial to allow the two sealing structures 24 to seal the gap between the front door 221 and the rear door 222 from both sides of the two limiting structures 28 in the left and right directions. This is beneficial to reduce the risk of external rainwater, dust and other substances entering the vehicle and causing corrosion and pollution to the limiting structures 28.

[0067] In some embodiments of the present invention, one of the front door 221 and the rear door 222 can be a first door, and the other of the front door 221 and the rear door 222 can be a second door. The two limiting structures 28 are a third limiting structure 29 provided on the first door and a fourth limiting structure 30 provided on the second door. The third limiting structure 29 includes a first fixing part 291 and a limiting hook 294. The first fixing part 291 is fixed to the first door, and the limiting hook 294 is located on the side of the first fixing part 291 near the second door and fixed to the first fixing part 291. The limiting hook 294 is configured to limit the fourth limiting structure 30 in the left-right direction and the front-back direction when the two limiting structures 28 are engaged.

[0068] In one embodiment, the front door 221 can be the first door, and the rear door 222 can be the second door. In this case, the third limiting structure 29 can be fixed to the rear end of the front door 221, and the fourth limiting structure 30 can be fixed to the front end of the rear door 222. In another embodiment, the rear door 222 can be the first door, and the front door 221 can be the second door. In this case, the third limiting structure 29 can be fixed to the front end of the rear door 222, and the fourth limiting structure 30 can be fixed to the rear end of the front door 221.

[0069] The limiting hook 294 has a hook-shaped structure, and the limiting hook 294 and the first fixing part 291 can be fixedly connected by welding, integral molding, bolt connection or other methods. The first fixing part 291 can be fixedly connected to the first door. Specifically, the first fixing part 291 can be fixed to the first door by screwing, welding, riveting or other methods.

[0070] like Figure 22 , Figure 25 As shown, the fourth limiting structure 30 can form a first insertion space 311. When the vehicle is involved in a side collision or the rear door 222 is subjected to an outward pushing force, the limiting hook 294 can be inserted into the first insertion space 311. This helps to maintain a relatively stable limiting engagement state between the third limiting structure 29 and the fourth limiting structure 30 when the vehicle is involved in a side collision or the rear door 222 is subjected to an outward pushing force. This helps to reduce the risk of misalignment or excessive separation between the front door 221 and the rear door 222.

[0071] As one embodiment, the first fixing part 291 can be fixed to the first door. The first fixing part 291 can be constructed as a plate-like structure, and the first fixing part 291 can be formed with at least one first mounting hole 2911 for fasteners to pass through.

[0072] By fixing the first fixing part 291 to the first door, and the first fixing part 291 being a plate-shaped structure, the contact area between the first fixing part 291 and the first door can be increased. On the one hand, this can disperse the clamping force generated when the fastener is locked, reducing the risk of the first door being deformed by pressure when the third limiting structure 29 is assembled with the first door. On the other hand, in the event of a side collision, the larger contact area between the first fixing part 291 and the first door can evenly distribute and transfer the impact load on the third limiting structure 29 to the first door, thereby reducing the risk of fastener breakage and the risk of the third limiting structure 29 falling off the first door, and improving the installation firmness of the limiting structure 28.

[0073] The first fixing part 291 may have at least one first mounting hole 2911 penetrating through it. Specifically, the first fixing part 291 may have one first mounting hole 2911 or multiple first mounting holes 2911. When the first fixing part 291 has multiple first mounting holes 2911, it may have two, three, four, or other numbers of first mounting holes 2911.

[0074] Fasteners (such as bolts, screws, rivets, etc.) can pass through the first mounting hole 2911 and connect with the first mating hole on the first door, thereby reliably fixing the first fixing part 291 to the first door. By setting the first mounting hole 2911 and using fasteners for connection, a detachable connection between the third limiting structure 29 and the door assembly 22 can be achieved. If the third limiting structure 29 is deformed or worn and fails, the third limiting structure 29 can be replaced simply by removing the fasteners, which helps to reduce vehicle maintenance costs.

[0075] In some embodiments of the present invention, such as Figure 21 , Figure 24 As shown, the limiting hook 294 includes a first limiting part 292 and a second limiting part 293. The first limiting part 292 extends from the first fixing part 291 toward the direction close to the second door. The first limiting part 292 is used to be opposite to the fourth limiting structure 30 in the left-right direction. The end of the first limiting part 292 away from the first fixing part 291 is connected to the second limiting part 293. In the left-right direction, the second limiting part 293 bends toward one side of the first limiting part 292. The second limiting part 293 is configured to be able to limit the fourth limiting structure 30 in the front-back direction.

[0076] The first limiting part 292 and the second limiting part 293 can be fixedly connected by means of integral molding, welding, or other methods. As an example, when the first door is a front door 221, the first limiting part 292 can extend rearward from the first fixing part 291, and the second limiting part 293 can be bent inward toward the vehicle body. As another example, when the first door is a rear door 222, the first limiting part 292 can extend forward from the first fixing part 291, and the second limiting part 293 can be bent outward toward the vehicle body.

[0077] One end of the first limiting part 292 can be connected to the first fixing part 291, and the other end of the first limiting part 292 can be connected to the second limiting part 293. The first limiting part 292 extends from the first fixing part 291 toward the direction closer to the second door, which is conducive to making the orthographic projection of the third limiting structure 29 in the left-right direction and the orthographic projection of the fourth limiting structure 30 in the left-right direction at least partially overlap, so that the third limiting structure 29 and the fourth limiting structure 30 can form a limiting engagement in the left-right direction when the vehicle is involved in a side collision or the rear door 222 is subjected to an outward pushing force.

[0078] Along the left-right direction, the second limiting part 293 bends toward one side of the first limiting part 292, so that the limiting hook 294 is formed as a hook-shaped structure. As an embodiment, the fourth limiting structure 30 may form a first insertion space 311, and along the left-right direction, the first insertion space 311 is open toward the third limiting structure 29. When the limiting hook 294 is engaged with the fourth limiting structure 30, the second limiting part 293 can be inserted into the first insertion space 311 of the fourth limiting structure 30, thereby limiting the relative displacement of the first door and the second door in the left-right direction and the front-back direction, which helps to further reduce the risk of a large gap forming between the front door 221 and the rear door 222.

[0079] In some embodiments of the present invention, such as Figure 23 and Figure 24 As shown, along the vertical direction of the vehicle, the second limiting part 293 is connected to the middle position of the first limiting part 292.

[0080] In one embodiment, along the vertical direction of the vehicle, the second limiting part 293 can be connected to the middle position of the first limiting part 292, and the second limiting part 293 can be spaced apart from both the upper and lower ends of the first limiting part 292. In other words, the upper end of the second limiting part 293 is spaced a certain distance from the upper end of the first limiting part 292, and the lower end of the second limiting part 293 is spaced a certain distance from the lower end of the first limiting part 292. That is, along the vertical direction of the vehicle, the size of the second limiting part 293 is smaller than the size of the first limiting part 292. Therefore, when the third limiting structure 29 and the fourth limiting structure 30 are engaged in limiting, the third limiting structure 29 and the fourth limiting structure 30 do not interfere with each other. This is beneficial for the third limiting structure 29 and the fourth limiting structure 30 to play their limiting role independently and reliably, and it is also beneficial for optimizing the layout of the third limiting structure 29 and the fourth limiting structure 30, and improving the layout rationality of the first limiting part 292 and the second limiting part 293.

[0081] Furthermore, since the second limiting part 293 is connected to the middle position of the first limiting part 292 along the vertical direction of the vehicle, when the two limiting structures 28 are engaged, the second limiting part 293 can transmit and disperse the pressure to the middle position of the first limiting part 292. This helps to reduce the risk of breakage at the connection between the second limiting part 293 and the first limiting part 292, and helps to maintain the structural stability of the third limiting structure 29. This, in turn, helps to improve the reliability of the engagement between the third limiting structure 29 and the fourth limiting structure 30.

[0082] In some embodiments of the present invention, such as Figure 20 and Figure 23 As shown, the third limiting structure 29 is located outside the fourth limiting structure 30, and an obtuse angle is formed between the first limiting part 292 and the second limiting part 293; or the third limiting structure 29 is located inside the fourth limiting structure 30, and an acute angle is formed between the first limiting part 292 and the second limiting part 293.

[0083] As one example, such as Figure 23 and Figure 24 As shown, the third limiting structure 29 can be located outside the fourth limiting structure 30. In other words, the third limiting structure 29 is fixed to the rear end of the front door 221, and the fourth limiting structure 30 is fixed to the front end of the rear door 222. At this time, an obtuse angle can be formed between the first limiting part 292 and the second limiting part 293, so that the limiting hook 294 is generally outwardly expanding, which makes it easy for the limiting hook 294 to be smoothly inserted into the fourth limiting structure 30.

[0084] As another embodiment, such as Figure 20 and Figure 21As shown, the third limiting structure 29 can be located inside the fourth limiting structure 30. In other words, the fourth limiting structure 30 is fixed to the rear end of the front door 221, and the third limiting structure 29 is fixed to the front end of the rear door 222. At this time, an acute angle can be formed between the first limiting part 292 and the second limiting part 293, so that the limiting hook 294 tends to converge. This is beneficial to increasing the insertion depth of the limiting hook 294 into the fourth limiting structure 30, making the cooperation between the limiting hook 294 and the fourth limiting structure 30 more in-depth and reliable, and enhancing the reliability of the limiting cooperation between the limiting hook 294 and the fourth limiting structure 30.

[0085] In some embodiments of the present invention, such as Figure 20 , Figure 22 , Figure 23 , Figure 25 As shown, the fourth limiting structure 30 includes a third limiting part 31 and two second fixing parts 32. The third limiting part 31 is connected between the two second fixing parts 32. The second fixing parts 32 are fixed to the second door. The third limiting part 31 is used to be opposite to the third limiting structure 29 in the left-right direction, and the third limiting part 31 defines a first insertion space 311 that opens toward the third limiting structure 29. The first insertion space 311 is used for the insertion of the third limiting structure 29 so that the two limiting structures 28 are limited in the front-rear direction of the vehicle.

[0086] The fourth limiting structure 30 may include a third limiting part 31. Along the left-right direction of the vehicle, the third limiting part 31 defines a first insertion space 311 that opens toward the third limiting structure 29. When the two limiting structures 28 are engaged, the limiting hook 294 of the third limiting structure 29 can be inserted into the first insertion space 311, which facilitates the engagement of the third limiting structure 29 and the fourth limiting structure 30 and improves the smoothness of the engagement between the third limiting structure 29 and the fourth limiting structure 30.

[0087] As an example, such as Figure 22 As shown, to ensure reliable limiting cooperation between the two limiting structures 28 while reducing the risk of interference between the two limiting structures 28 and the normal opening and closing of the front door 221 and the rear door 222, a clearance structure 50 can be formed on the side of the fourth limiting structure 30 facing the third limiting structure 29. Specifically, the clearance structure 50 can be a clearance opening. When the fourth limiting structure 30 is fixed to the rear end of the corresponding front door 221 or the front end of the corresponding rear door 222, by setting the clearance structure 50, the risk of collision or friction between the two limiting structures 28 can be reduced, which helps to ensure the smooth opening and closing of the front door 221 and the rear door 222.

[0088] like Figure 22 , Figure 25As shown, the second fixing part 32 is formed with at least one second mounting hole 321 for fasteners (such as screws, bolts, etc.) to pass through. Specifically, the second mounting hole 321 can penetrate the second fixing part 32. After the fastener passes through the second mounting hole 321, it can be fixedly connected with the second mating hole on the second door, thereby reliably locking the second fixing part 32 to the second door.

[0089] The two second fixing parts 32 can be constructed as plate-like structures, and the two second fixing parts 32 can be located at both ends of the third limiting part 31 respectively. Each second fixing part 32 is connected to the third limiting part 31. Specifically, the second fixing part 32 and the third limiting part 31 can be connected by welding, integral molding or other methods.

[0090] When the door assembly 22 closes the passenger entrance / exit 23, the fourth limiting structure 30 can be spaced apart from the third limiting structure 29 in the left-right direction. When the rear door 222 is subjected to an inward-outward pushing force, the limiting hook 294 of the third limiting structure 29 can be inserted into the first insertion space 311 of the fourth limiting structure 30 to prevent the rear door 222 from continuing to detach outward from the vehicle body. In the case of a side collision or pole impact, when the front door 221 is pressed inward, the front door 221 moves into the passenger compartment. The limiting hook 294 of the third limiting structure 29 can be inserted into the first insertion space 311 of the fourth limiting structure 30 to prevent the front door 221 from continuing to intrude into the passenger compartment. At the same time, when the front end of the rear door 222 is tilted outward, the limiting hook 294 can be inserted into the first insertion space 311 of the fourth limiting structure 30, which helps to reduce the risk of the rear door 222 continuing to tilt outward with a large area of ​​gap.

[0091] Compared to a single-point fixing method, in this embodiment, the two second fixing parts 32 are respectively fixed to the second door, which can effectively improve the connection strength between the fourth limiting structure 30 and the second door. Since the third limiting part 31 is connected between the two second fixing parts 32, the two second fixing parts 32 can form a stable support constraint on the third limiting part 31 from both ends. When the third limiting part 31 comes into contact with the third limiting structure 29, the third limiting part 31 is not prone to deflection or torsional deformation under the constraint of the two second fixing parts 32, which helps to ensure that the third limiting part 31 can form a stable limiting engagement with the third limiting structure 29 in a predetermined posture.

[0092] like Figure 19As shown, the front door 221 may include an outer front door panel 41 and an inner front door panel 42. The outer front door panel 41 may be located outside the inner front door panel 42, and the inner front door panel 42 may be fixedly connected to the outer front door panel 41. The rear door 222 may include an outer rear door panel 43 and an inner rear door panel 44, and the outer rear door panel 43 may be fixedly connected to the inner rear door panel 44. Along the longitudinal direction of the vehicle, the inner front door panel 42 and the inner rear door panel 44 are arranged opposite to each other and spaced apart. Along the longitudinal direction of the vehicle, two limiting structures 28 may be located between the inner front door panel 42 and the inner rear door panel 44, and the two limiting structures 28 may be fixedly connected to the inner front door panel 42 and the inner rear door panel 44 respectively.

[0093] In some embodiments of the present invention, such as Figure 20 , Figure 22 As shown, the fourth limiting structure 30 may further include: a third fixing part 33 and a first connecting part 34. The third fixing part 33 is fixed to the second door. The third fixing part 33 and the third limiting part 31 are opposite to each other and spaced apart. The first insertion space 311 is located between the third fixing part 33 and the third limiting part 31. The first connecting part 34 is connected between the side of the third fixing part 33 away from the third limiting structure 29 and the side of the third limiting part 31 away from the third limiting structure 29.

[0094] The third fixing part 33 can be constructed as a plate-like structure, such as... Figure 20 , Figure 22 As shown, the fourth limiting structure 30 may further include a first connecting part 34, which may be connected between the third fixing part 33 and the third limiting part 31, so that the third fixing part 33 and the third limiting part 31 are indirectly connected through the first connecting part 34.

[0095] For example, such as Figure 22 As shown, the third fixing part 33 may have at least one third mounting hole 331 for fasteners (such as screws, bolts, etc.) to pass through. Specifically, the third mounting hole 331 may penetrate the third fixing part 33 along the thickness direction of the third fixing part 33. After the fastener passes through the third mounting hole 331, it can be fixedly connected with the third mating hole on the second door, thereby reliably locking the third fixing part 33 onto the second door.

[0096] The third fixing part 33 and the third limiting part 31 can be arranged opposite to each other and spaced apart along the front-rear direction of the vehicle, and the first insertion space 311 is located between the third fixing part 33 and the third limiting part 31. When the two limiting structures 28 are engaged, the third fixing part 33 and the third limiting part 31 can respectively engage with the third limiting structure 29 along the front-rear direction of the vehicle. That is, the third fixing part 33 and the third limiting part 31 can respectively limit the third limiting structure 29 inserted into the first insertion space 311 from the front and rear sides.

[0097] The first connecting part 34 can be constructed as a plate-like structure. Both ends of the first connecting part 34 can be fixedly connected to the third fixing part 33 and the third limiting part 31, respectively. Specifically, the first connecting part 34 can be fixedly connected to the third fixing part 33 and the third limiting part 31 by welding, integral molding, or other methods. The first connecting part 34 can participate in defining the first insertion space 311. By providing the first connecting part 34, the relative position between the third fixing part 33 and the third limiting part 31 remains fixed, thereby improving the dimensional stability of the first insertion space 311 and facilitating the smooth insertion of the third limiting structure 29 into the first insertion space 311 when the two limiting structures 28 are engaged. Meanwhile, the first connecting part 34 is disposed on the side of the third fixing part 33 and the third limiting part 31 away from the third limiting structure 29, so that the side of the first insertion space 311 facing the third limiting structure 29 remains open. This helps to reduce the risk of interference between the third limiting structure 29 and the first connecting part 34 when the third limiting structure 29 is inserted into the first insertion space 311, and helps to improve the smoothness of the limiting cooperation between the third limiting structure 29 and the fourth limiting structure 30.

[0098] In some embodiments of the present invention, such as Figure 19 As shown, when the door assembly 22 closes the passenger entrance / exit 23, the front door 221 and the rear door 222 together define a first receiving space 45 located between the front door 221 and the rear door 222, and the two limiting structures 28 are located within the first receiving space 45.

[0099] When the door assembly 22 closes the passenger entrance / exit 23, the first accommodating space 45 is located between the inner panel of the front door 42 and the inner panel of the rear door 44 along the front-rear direction of the vehicle. Both limiting structures 28 can be set in the first accommodating space 45 so that the two limiting structures 28 can be opposite each other along the front-rear direction of the vehicle. The two limiting structures 28 are also opposite each other and spaced apart along the left-right direction to ensure that the front door 221 and the rear door 222 can be opened and closed normally.

[0100] By placing the two limiting structures 28 within the first accommodating space 45, the space occupied by the door lock, window regulator, and other components of the door assembly 22 is eliminated, and significant modifications to the existing vehicle structure are not required. This reduces the cost of vehicle structural modifications and the complexity of design and development. Furthermore, since both limiting structures 28 are located within the first accommodating space 45 between the front door 221 and the rear door 222, and the first accommodating space 45 is relatively small, the distance between the two limiting structures 28 is close. In the event of a collision or outward displacement, the two limiting structures 28 can quickly contact and form a limiting fit within the first accommodating space 45, thereby promptly restricting the relative position of the front door 221 and the rear door 222. This reduces the risk of a large gap forming between the front door 221 and the rear door 222, further reducing the risk of occupants being ejected and improving the vehicle's safety performance in collision situations.

[0101] In some embodiments of the present invention, the vehicle without a B-pillar further includes: a device body, which is fixed to the rear door 222 and slidably mounted on the vehicle body. The device body includes a first limiting structure 80 and a second limiting structure 90, which is fixed to the vehicle body and located in front of the first limiting structure 80. The rear door 222 is a sliding door. During the closing process of the rear door 222, the second limiting structure 90 is adapted to cooperate with the first limiting structure 80 in a limiting engagement along the front-rear direction of the vehicle.

[0102] As an example, the device body may also include a sliding block that can slide and engage with a guide rail on the vehicle body. The device body may also be provided with a first limiting structure 80, and a second limiting structure 90 may be fixed to the vehicle body. During the closing process of the rear door 222, the rear door 222 slides forward in the front-rear direction, and the device body moves forward along with the rear door 222, with the first limiting structure 80 gradually approaching the second limiting structure 90. When the rear door 222 slides to the closed position, the first limiting structure 80 and the second limiting structure 90 engage in a limiting engagement in the front-rear direction.

[0103] It should be noted that existing vehicles without B-pillars have weaker overall rear door holding force due to the lack of B-pillar structure. During vehicle operation, the rear door is prone to swaying and shaking in the front and rear directions, resulting in poor stability and NVH performance of the rear door.

[0104] By setting a first limiting structure 80 and a second limiting structure 90, when the rear door 222 moves forward to the closed position, the first limiting structure 80 and the second limiting structure 90 can form a limiting engagement in the front-rear direction to restrict the rear door 222 from continuing to move forward after it has moved to the closed position. Thus, when the rear door 222 is in the closed position, the limiting engagement between the first limiting structure 80 and the second limiting structure 90 constitutes a definite front-rear stop, which can accurately position the rear door 222 in the closed position, thereby achieving a reliable positioning effect for the rear door 222. Furthermore, the limiting engagement between the first limiting structure 80 and the second limiting structure 90 can be effective at the same front-rear position in each closing stroke, thus providing a repeatable and consistent positioning reference for the rear door 222.

[0105] When the vehicle is in motion and the rear door 222 is closed, road bumps, vehicle acceleration and deceleration, etc., will cause the rear door 222 to move in the front and rear directions. At this time, the limiting cooperation between the first limiting structure 80 and the second limiting structure 90 can limit the front and rear vibration of the rear door 222, reduce the risk of abnormal noise from the rear door 222, and improve the stability and NVH performance of the rear door 222.

[0106] When the rear door 222 needs to be opened, the rear door 222 moves backward, the first limiting structure 80 and the second limiting structure 90 gradually separate and completely disengage, the contact and cooperation relationship between the first limiting structure 80 and the second limiting structure 90 is released, and the normal opening and closing function of the rear door 222 is not affected.

[0107] Meanwhile, the second limiting structure 90 is fixed to the vehicle body, and the position of the second limiting structure 90 is fixed relative to the vehicle body. The second limiting structure 90 does not move with the movement of the rear door 222. When the rear door 222 is closed to the closed position, the first limiting structure 80 and the second limiting structure 90 form a limiting cooperation, so that the closing position of the rear door 222 is uniquely determined by the fixed position of the second limiting structure 90. This is beneficial to ensure that the rear door 222 can be positioned to the same closed position every time it is closed.

[0108] As one embodiment, the first limiting structure 80 can be constructed as a first magnetic component, and the second limiting structure 90 can be constructed as a second magnetic component corresponding to and cooperating with the first magnetic component. The second magnetic component can be fixed to a corresponding position on the vehicle body. Both the first and second magnetic components can be permanent magnets, and the magnetic poles of the first and second magnetic components are opposite. When the rear door 222 moves forward to the closed position, the first magnetic component and the second magnetic component can be attracted to each other in the front-rear direction by magnetic force, so that the first limiting structure 80 and the second limiting structure 90 form a limiting cooperation in the front-rear direction. When the rear door 222 is in the closed state, the magnetic attraction cooperation between the first and second magnetic components can restrict the rear door 222 in the front-rear direction, reduce the risk of front-rear vibration of the rear door 222 caused by road bumps or acceleration and deceleration, reduce abnormal noise, and help improve the NVH performance of the rear door 222. When it is necessary to open the rear door 222, simply move the rear door 222 backward to separate the first magnetic component from the second magnetic component, and then the rear door 222 can be opened normally.

[0109] In some embodiments of the present invention, such as Figure 7 As shown, the device body also includes: a wheel structure 60, which includes a mounting seat 61 fixed to the rear door 222 and slidably mounted on the vehicle body; and a mounting bracket 70, which includes a first body 71, at least a portion of the first limiting structure 80 located on the front side of the first body 71 and fixed to the first body 71, the first body 71 located on the front side of the mounting seat 61, and the mounting seat 61 contacting the rear surface of the first body 71 to support the first body 71.

[0110] Among them, reference Figure 7 As shown, the wheel structure 60 may include a mounting base 61, which can be fixed to the lower area of ​​the rear door 222. Specifically, the mounting base 61 can be fixed to the rear door 222 by means of bolt connection, welding, or other methods. It should be noted that the mounting base 61 can also be fixedly mounted to the upper area of ​​the rear door 222.

[0111] like Figure 7 As shown, the wheel structure 60 may further include a roller 62, which is rotatably mounted on the mounting base 61. The roller 62 can be used to roll in cooperation with the guide rail on the vehicle body to drive the rear door 222 to slide in the front-to-back direction, thereby opening or closing the passenger entrance 23. It should be noted that the specific structure of the roller 62 and the rolling cooperation method between the roller 62 and the guide rail on the vehicle body can adopt conventional forms known in the art, and the present invention does not impose any special limitations on them.

[0112] refer to Figure 7As shown, the mounting base 61 may include a first mounting portion 611 and a second mounting portion 612 that are bent and connected. The first mounting portion 611 can be fixedly connected to the rear door 222, the mounting bracket 70 can be fixed to the second mounting portion 612, and the roller 62 is rotatably disposed on the second mounting portion 612. It should be noted that the specific structure of the first mounting portion 611 and the second mounting portion 612, as well as the assembly form of the roller 62 and the second mounting portion 612, can all adopt conventional implementation forms known in the art.

[0113] The mounting bracket 70 includes a first body 71, as shown in the reference. Figure 7 As shown, the first body 71 can be constructed as a plate-like structure. The first body 71 is located on the front side of the mounting base 61, and the rear surface of the first body 71 is in contact with the front end surface of the mounting base 61, so that the mounting base 61 can support the first body 71.

[0114] At least a portion of the first limiting structure 80 is located on the front side of the first body 71. As an example, a portion of the first limiting structure 80 may be located on the front side of the first body 71. As another example, the entire structure of the first limiting structure 80 may be located on the front side of the first body 71. The first limiting structure 80 can be fixedly connected to the first body 71. Specifically, the first limiting structure 80 and the first body 71 can be connected by welding, threaded connection, integral molding, etc., so that the first limiting structure 80 is reliably fixed to the first body 71. Based on the above, it can be seen that the first limiting structure 80 is a component fixed to the front side of the first body 71 and extending forward, which facilitates the limiting engagement of the first limiting structure 80 and the second limiting structure 90 in the front-rear direction.

[0115] The second limiting structure 90 can be fixed to the vehicle body, and the second limiting structure 90 is located in front of the first limiting structure 80. When the rear door 222 is closed, the first limiting structure 80 and the second limiting structure 90 can form a limiting engagement in the front-rear direction. The second limiting structure 90 restricts the first limiting structure 80 and the rear door 222 from moving forward, thereby restricting the displacement of the rear door 222 in the front-rear direction.

[0116] According to the embodiment of the present invention, the device body, by arranging the first main body 71 on the front side of the mounting base 61 and making the rear surface of the first main body 71 in close contact with the front surface of the mounting base 61, enables the mounting base 61 to support the first main body 71. When the rear door 222 is closed, and the first limiting structure 80 and the second limiting structure 90 are in a limiting engagement, the first limiting structure 80 is subjected to a rearward reaction force from the second limiting structure 90. This reaction force can be directly transmitted from the first main body 71 to the mounting base 61, and then from the mounting base 61 to the rear door 222. This helps to reduce the risk of local stress concentration in the mounting bracket 70. Furthermore, the mounting base 61 reliably supports the first main body 71, which helps to reduce the risk of deformation of the first main body 71 under load, improves the installation stability of the first limiting structure 80, and ensures the positional accuracy of the first limiting structure 80. This effectively improves the reliability and engagement accuracy of the limiting engagement between the first limiting structure 80 and the second limiting structure 90.

[0117] In some embodiments of the present invention, such as Figure 7 As shown, the mounting bracket 70 may further include: a second body 72, the first body 71 and the second body 72 are fixedly connected, and the second body 72 overlaps with and is fixed to the mounting base 61 on multiple surfaces.

[0118] The second body 72 and the first body 71 can be connected by means of integral molding, welding, or threaded connection. For example... Figure 7 As shown, the second body 72 may include multiple overlapping walls 721, which may overlap different outer surfaces of the mounting base 61. When the second body 72 includes multiple overlapping walls 721, the overlapping walls 721 may be arranged along the circumferential edge of the first body 71, and adjacent overlapping walls 721 may be bent and connected. The overlapping walls 721 may be fixedly connected to the mounting base 61; specifically, the overlapping walls 721 may be fixed to the mounting base 61 by welding, bolting, or other methods.

[0119] By lapping together the second main body 72 and the mounting base 61, the contact area between the mounting bracket 70 and the mounting base 61 can be increased. The larger contact area between the mounting bracket 70 and the mounting base 61 can evenly distribute and transfer external loads, which helps to reduce failure problems such as plastic deformation and fatigue cracking in the lap area between the mounting bracket 70 and the mounting base 61, and helps to improve the structural strength and long-term durability of the device body.

[0120] When the first limiting structure 80 and the second limiting structure 90 are engaged in a limiting action, the first limiting structure 80 is subjected to a rearward reaction force from the second limiting structure 90. This reaction force is transmitted to the mounting base 61 via the mounting bracket 70. When the second main body 72 includes multiple overlapping walls 721, and all of the multiple overlapping walls 721 overlap the outer surface of the mounting base 61, the risk of plastic deformation or fatigue cracking due to local overload at the joint between the mounting bracket 70 and the mounting base 61 can be effectively reduced, which is beneficial to improving the structural strength and long-term durability of the device body.

[0121] In some embodiments of the present invention, such as Figure 7 As shown, the second body 72 is bent and connected to the first body 71, and the second body 72 is bent toward the rear side of the first body 71 relative to the first body 71.

[0122] The first main body 71 and the second main body 72 form a certain angle. The second main body 72 bends towards the rear of the first main body 71, allowing it to overlap and engage with the mounting base 61. This bending of the second main body 72 towards the rear of the first main body 71 allows it to naturally cover and conform to the surface of the mounting base 61, ensuring that the engagement between the mounting bracket 70 and the mounting base 61 does not occupy the space in front of the first main body 71, further guaranteeing the reliability of the limiting engagement.

[0123] In some embodiments of the present invention, the second body 72 extends along the circumferential edge of the first body 71 to define a first assembly space, and the front end of the mounting base 61 is formed with an insertion part, which is assembled in the first assembly space, and the insertion part contacts and limits the first body 71 and overlaps with the second body 72.

[0124] The second body 72 extends along at least a portion of the circumferential edge of the first body 71. As an example, when the first body 71 is constructed as a rectangular plate, the second body 72 can extend rearward from at least two of the upper, lower, left, and right edges of the first body 71. Thus, the second body 72 can form a first assembly space open to the rear. This first assembly space can have a certain depth in the front-rear direction and certain dimensions in the vertical and horizontal directions, facilitating the insertion and mating of the mounting bracket 70 with the insertion part.

[0125] When the mounting bracket 70 is assembled on the mounting base 61, at least a portion of the insert portion can be inserted into the first assembly space. Specifically, when the mounting bracket 70 is assembled on the mounting base 61, a portion of the insert portion can be inserted into the first assembly space, or the entire structure of the insert portion can be inserted into the first assembly space.

[0126] Since the front end of the insert portion can overlap the rear surface of the first body 71, and the second body 72 overlaps with multiple surfaces of the mounting base 61, the surface of the insert portion can overlap with the second body 72. The insert portion can be configured to match the shape of the first assembly space so that the insert portion can be inserted into the first assembly space. As an embodiment, the insert portion can be configured as a protrusion extending forward from the front end of the mounting base 61.

[0127] The first assembly space defined by the second body 72 provides a clear installation position and direction for the insert part. During assembly, the insert part only needs to be inserted into the first assembly space from the rear and made to contact and limit the insertion part with the first body 71 and the second body 72 to achieve reliable positioning of the mounting bracket 70. There is no need to repeatedly adjust the position of the mounting bracket 70, which helps to simplify the assembly operation and improve the assembly efficiency.

[0128] In some embodiments of the present invention, such as Figure 7 As shown, the second body 72 may include: a plurality of overlapping walls 721, the plurality of overlapping walls 721 being arranged along the circumferential edge of the first body 71, the insertion part having a plurality of limiting surfaces, the plurality of limiting surfaces being located on different sides of the insertion part, and the plurality of overlapping walls 721 and the plurality of limiting surfaces overlapping one-to-one.

[0129] The second body 72 may include two, three, four, or other overlapping walls 721. As one embodiment, any two adjacent overlapping walls 721 may be spaced apart circumferentially around the first body 71. As another embodiment, at least two adjacent overlapping walls 721 may be connected; specifically, only two adjacent overlapping walls 721 may be connected, or all two adjacent overlapping walls 721 may be connected. When all two adjacent overlapping walls 721 are connected, they may be bent to connect, so that the second body 72 and the first body 71 together define a first assembly space for assembling the insert portion. The surface of the insert portion has multiple limiting surfaces, each located on a different side of the insert portion, and each overlapping wall 721 may overlap with a corresponding limiting surface.

[0130] When the first limiting structure 80 is subjected to a rearward reaction force from the second limiting structure 90, the reaction force can be transmitted to the mounting base 61 via the first main body 71. By setting multiple limiting surfaces located on different sides of the insertion part and making multiple overlapping walls 721 overlap with multiple limiting surfaces one by one, the mounting bracket 70 and the mounting base 61 form contact constraints in multiple directions. This is beneficial for distributing external loads to multiple surfaces of the mounting base 61, reducing the risk of plastic deformation or fatigue cracking in the overlapping area of ​​the mounting bracket 70 and the mounting base 61, and improving the overall structural strength and long-term durability of the device body.

[0131] Multiple overlapping walls 721 are arranged along the circumferential edge of the first main body 71, and each of the multiple overlapping walls 721 overlaps with a multiple limiting surface in a one-to-one manner. This makes the fit between the mounting bracket 70 and the mounting seat 61 a multi-point, multi-directional contact fit. During vehicle operation, even if subjected to vibration and impact loads, the mounting bracket 70 and the mounting seat 61 can still maintain a stable assembly relationship because the insert part constrains the multiple overlapping walls 721 from different directions. This ensures the positional stability of the mounting bracket 70, which in turn helps to ensure the positional accuracy of the first limiting structure 80 and ensures a reliable limiting fit between the first limiting structure 80 and the second limiting structure 90.

[0132] In some embodiments of the present invention, such as Figure 7 As shown, the first limiting structure 80 may include an elastic limiting part 81, which is located on the front side of the first main body 71 and is adapted to limit and cooperate with the second limiting structure 90 in the front-rear direction.

[0133] The elastic limiting part 81 can be made of elastic materials such as rubber, polyurethane, and silicone. The elastic limiting part 81 has elastic deformation capability. Specifically, the elastic limiting part 81 can undergo elastic deformation when it forms a limiting fit with the second limiting structure 90. After the elastic limiting part 81 and the second limiting structure 90 are released from the limiting fit, it can return to its initial shape.

[0134] At least a portion of the structure of the elastic limiting part 81 is located on the front side of the first body 71. Specifically, only a portion of the structure of the elastic limiting part 81 may be located on the front side of the first body 71, or all of the structure of the elastic limiting part 81 may be located on the front side of the first body 71.

[0135] As an example, the elastic limiting part 81 can be constructed as an elastic buffer block. The elastic buffer block can be fixed to the front surface of the first body 71, and the rear surface of the elastic buffer block can be attached to the front surface of the first body 71. The elastic buffer block and the first body 71 can be fixedly connected by means of adhesive, bolt connection or other methods.

[0136] For example, the second limiting structure 90 may include a fourth fixing part 92 and a buffer structure 93. The fourth fixing part 92 may be fixed to the vehicle body, and the fourth fixing part 92 may be fixed to the vehicle body sill beam. The buffer structure 93 may be made of an elastic material, and the buffer structure 93 may be assembled to the fourth fixing part 92, with at least a portion of the buffer structure 93 located at the rear side of the fourth fixing part 92. The buffer structure 93 may include a rearwardly protruding buffer part 931. When the first limiting structure 80 and the second limiting structure 90 are engaged, the buffer part 931 may abut against the elastic limiting part 81 in the front-rear direction to limit further forward movement of the rear door 222. (Reference) Figure 7As shown, the fourth fixing part 92 may include a first fixing plate 921 and a plurality of fixing flanges 922. The plurality of fixing flanges 922 may be arranged along the circumferential edge of the first fixing plate 921. The plurality of fixing flanges 922 may be connected to the vehicle body to enhance the connection reliability between the second limiting structure 90 and the vehicle body.

[0137] As another example, the elastic limiting part 81 can be constructed as an elastic pad, which can be provided on the front side of the first body 71. When the first limiting structure 80 and the second limiting structure 90 are engaged in limiting cooperation, the buffer part 931 of the second limiting structure 90 can abut against the elastic pad in the front-rear direction to limit the further forward movement of the rear door 222.

[0138] The elastic material of the elastic limiting part 81 has good vibration reduction and sound absorption characteristics. When the rear door 222 approaches the closed position, the elastic limiting part 81 contacts the second limiting structure 90 and is gradually compressed. While restricting the rear door 222 from continuing to move forward, it can convert the closing impact energy into elastic potential energy and gradually release it, thereby reducing the closing impact noise and further improving the vehicle's NVH performance and ride comfort.

[0139] In some embodiments of the present invention, such as Figure 7 As shown, the first limiting structure 80 may further include: a limiting pin 82, the limiting pin 82 being located on the front side of the first body 71 and extending obliquely in the front-back direction, the limiting pin 82 being fixed to the first body 71, the elastic limiting part 81 being sleeved on the limiting pin 82, and the limiting pin 82 being adapted to be inserted into the second limiting structure 90.

[0140] The limiting pin 82 can be constructed as a columnar structure, and can extend obliquely in the front-rear direction. At least a portion of the limiting pin 82 is located on the front side of the first body 71. Specifically, a portion of the structure of the limiting pin 82 is located on the front side of the first body 71, or the entire structure of the limiting pin 82 can be located on the front side of the first body 71. As an embodiment, in the front-rear direction and from back to front, the limiting pin 82 can gradually extend obliquely from the outside of the vehicle to the inside of the vehicle.

[0141] The limiting pin 82 can be fixed to the first body 71 by welding, threaded connection, integral molding, etc. The elastic limiting part 81 can be formed with a first mounting hole 811, the first mounting hole 811 can pass through the elastic limiting part 81 in the front-back direction, and the limiting pin 82 can be inserted into the first mounting hole 811, so that the elastic limiting part 81 is sleeved on the limiting pin 82.

[0142] refer to Figure 8As shown, the second limiting structure 90 can form a rearward-opening mating space 932. The mating space 932 can be constructed as a mating groove or mating hole that opens to the rear. When the rear door 222 moves forward to the closed position, the limiting pin 82 can be inserted into the mating space 932 of the second limiting structure 90. The outer peripheral wall of the limiting pin 82 can contact and engage with the inner peripheral wall of the mating space 932 to realize the insertion and engagement of the limiting pin 82 and the second limiting structure 90. When the outer peripheral wall of the limiting pin 82 contacts and engages with the inner peripheral wall of the mating space 932, the second limiting structure 90 can guide the limiting pin 82, so that the limiting pin 82 can be smoothly inserted into the mating space 932.

[0143] As one embodiment, the first fixing plate 921 of the second limiting structure 90 may have a fifth mounting hole that penetrates the first fixing plate 921 in the front-rear direction. The buffer structure 93 of the second limiting structure 90 may be inserted through the fifth mounting hole. The buffer structure 93 may have a mating space 932. When the rear door 222 moves forward to the closed position, the limiting pin 82 may be inserted into the mating space 932. At this time, the elastic limiting part 81 of the first limiting structure 80 may abut against the buffer part 931 of the second limiting structure 90 in the front-rear direction to achieve the limiting fit between the first limiting structure 80 and the second limiting structure 90.

[0144] The limiting pin 82 extends obliquely in the front-to-back direction. During the closing process, the limiting pin 82 gradually inserts into the mating space 932 of the second limiting structure 90. At the same time, after the limiting pin 82 is inserted into the mating space 932 of the second limiting structure 90, the inner sidewall of the mating space 932 can limit the limiting pin 82, which can reduce the risk of the rear door 222 shaking or vibrating when closed, thereby further reducing abnormal noise and further improving the vehicle's NVH performance and ride comfort.

[0145] In some embodiments of the present invention, such as Figure 3 As shown, at least one of the front door 221 and the rear door 222 includes: a door body 100, in which an assembly space 120 is formed; a vertical reinforcing beam 130, which is disposed within the assembly space 120 and extends along the height direction (i.e., the vertical direction) of the door body 100, and is fixed to the door body 100, and is disposed near the front or rear side of the door body 100; and a horizontal reinforcing beam 210, which is disposed within the assembly space 120 and extends along the front-rear direction (i.e., the front-rear direction of the vehicle) of the door body 100, and is fixed to the door body 100 and the vertical reinforcing beam 130.

[0146] At least one of the front door 221 and the rear door 222 includes a door body 100, a vertical reinforcing beam 130, and a horizontal reinforcing beam 210. As an example, either the front door 221 or the rear door 222 may include the door body 100, the vertical reinforcing beam 130, and the horizontal reinforcing beam 210. Specifically, the front door 221 may include the door body 100, the vertical reinforcing beam 130, and the horizontal reinforcing beam 210, or the rear door 222 may include the door body 100, the vertical reinforcing beam 130, and the horizontal reinforcing beam 210. As another example, both the front door 221 and the rear door 222 may include the door body 100, the vertical reinforcing beam 130, and the horizontal reinforcing beam 210.

[0147] It should be noted that existing vehicles without B-pillars have eliminated the B-pillar, resulting in the side panels losing their supporting structure for the door body. In lateral collisions, the collision load acts on the door body, which has relatively low structural strength, causing the door body to easily deform significantly and intrude excessively into the passenger compartment, compressing the occupant's survival space and threatening occupant safety. Therefore, embodiments of the present invention include vertical and horizontal reinforcing beams in at least one of the front and rear doors.

[0148] refer to Figure 3 , Figure 9 As shown, the door body 100 may include a fixedly connected inner door panel 46 and outer door panel 47. The outer door panel 47 may be disposed on the outside of the inner door panel 46. The outer door panel 47 and the inner door panel 46 together define the assembly space 120. The vertical reinforcing beam 130 and the horizontal reinforcing beam 210 are both disposed within the assembly space 120.

[0149] The vertical reinforcing beam 130 is fixed to the door body 100. As an example, the vertical reinforcing beam 130 can be fixedly connected to the inner door panel 46. As another example, the vertical reinforcing beam 130 can be fixedly connected to the outer door panel 47. As yet another example, the vertical reinforcing beam 130 can be fixedly connected to both the inner door panel 46 and the outer door panel 47 simultaneously.

[0150] The horizontal reinforcing beam 210 is fixed to the door body 100. As an example, the horizontal reinforcing beam 210 can be fixedly connected to the inner door panel 46. As another example, the horizontal reinforcing beam 210 can be fixedly connected to the outer door panel 47. As yet another example, the horizontal reinforcing beam 210 can be fixedly connected to both the inner door panel 46 and the outer door panel 47 simultaneously. This invention is described using the example where both the vertical reinforcing beam 130 and the horizontal reinforcing beam 210 are connected to the inner door panel 46.

[0151] The vertical reinforcing beam 130 can be made of materials such as hot-formed steel or aluminum alloy, and can extend along the height direction of the door body 100. The vertical reinforcing beam 130 and the door body 100 can be fixedly connected by processes such as spot welding, screwing, MIG welding, and blind rivets to ensure a reliable connection between the vertical reinforcing beam 130 and the door body 100. When the front door 221 is provided with the vertical reinforcing beam 130 and the horizontal reinforcing beam 210, the vertical reinforcing beam 130 can be positioned close to the rear side of the front door 221 along the front-rear direction of the vehicle, in which case the vertical reinforcing beam 130 can reliably support the front door 221 from the rear side. When the rear door 222 is provided with the vertical reinforcing beam 130 and the horizontal reinforcing beam 210, the vertical reinforcing beam 130 can be positioned close to the front side of the rear door 222 along the front-rear direction of the vehicle, in which case the vertical reinforcing beam 130 can reliably support the rear door 222 from the front side.

[0152] The transverse reinforcing beam 210 can be made of materials such as hot-formed steel and aluminum alloy, for reference. Figure 3 As shown, the horizontal reinforcing beam 210 can extend obliquely along the front-rear direction of the vehicle. The horizontal reinforcing beam 210 can be fixedly connected to both the door body 100 and the vertical reinforcing beam 130. As one embodiment, the horizontal reinforcing beam 210 can be fixedly connected to the door body 100 and the vertical reinforcing beam 130 by welding, screwing, riveting, or other methods. As one embodiment, refer to... Figure 3 As shown, when a vertical reinforcing beam 130 and a horizontal reinforcing beam 210 are provided in the front door 221, the vertical reinforcing beam 130 can be positioned close to the rear side of the front door 221. In this case, the front end of the horizontal reinforcing beam 210 can be fixedly connected to the inner door panel 46 of the front door 221, and the rear end of the horizontal reinforcing beam 210 can be fixedly connected to the corresponding vertical reinforcing beam 130. As another embodiment, when a vertical reinforcing beam 130 and a horizontal reinforcing beam 210 are provided in the rear door 222, the vertical reinforcing beam 130 can be positioned close to the front side of the rear door 222. In this case, the front end of the horizontal reinforcing beam 210 can be fixedly connected to the vertical reinforcing beam 130, and the rear end of the horizontal reinforcing beam 210 can be fixedly connected to the inner door panel 46 of the rear door 222.

[0153] By placing the vertical reinforcing beam 130 and the horizontal reinforcing beam 210 within the assembly space 120, the vertical reinforcing beam 130 and the horizontal reinforcing beam 210 do not need to occupy additional external space of the door body 100, nor do they need to change the appearance of the door body 100, which helps to protect the original appearance integrity of the door body 100.

[0154] Along the front-rear direction of the vehicle, the vertical reinforcing beam 130 is set near the front or rear side of the door body 100. When the vehicle is hit from the side, the collision force first acts on the outer door panel 47 and is transmitted to the vertical reinforcing beam 130 through the outer door panel 47. The vertical reinforcing beam 130 can reliably support the outer door panel 47 inside the door body 100, reducing the risk of excessive deformation of the door body 100 into the passenger compartment and reducing the risk of excessive intrusion of the door body 100 into the passenger compartment. This helps protect the occupant survival space and improves the side collision safety performance of the vehicle.

[0155] The transverse reinforcing beam 210 extends along the front-rear direction of the vehicle and is fixed to the door body 100 and the vertical reinforcing beam 130. When the vehicle is involved in a side collision, the transverse reinforcing beam 210 can also reliably support the outer door panel 47 inside the door body 100, reducing the risk of excessive deformation and intrusion of the door body 100 into the passenger compartment. This helps to improve the deformation resistance of the door body 100 and further improve the side collision safety performance of the vehicle.

[0156] Based on the above, by setting up vertical reinforcing beams 130 and horizontal reinforcing beams 210, when a side collision occurs, the vertical reinforcing beams 130 and horizontal reinforcing beams 210 can support the door body 100 inside the door body 100, which helps to reduce the risk of excessive deformation of the door body 100 and excessive intrusion into the passenger compartment. At the same time, when a side collision occurs, the collision load can be transferred to the vertical reinforcing beams 130 and horizontal reinforcing beams 210 through the door body 100 respectively. The vertical reinforcing beams 130 and horizontal reinforcing beams 210 can effectively disperse the collision load, thereby helping to reduce the risk of stress concentration in the door body 100 and improving the side collision safety performance of the door body 100.

[0157] As an example, such as Figure 11 and Figure 17 As shown, along the extension direction of the vertical reinforcing beam 130 (i.e., the vertical direction of the door body 100), a plurality of third mounting portions 200 can be spaced apart on the side wall of the vertical reinforcing beam 130. The third mounting portions 200 can be fixedly connected to the vertical reinforcing beam 130 and to the door body 100, so that the vertical reinforcing beam 130 can be reliably fixed to the door body 100 through the third mounting portions 200.

[0158] As an example, the third mounting portion 200 may have a sixth mounting hole, through which fasteners such as bolts can pass and be inserted into the inner door panel 46, thereby indirectly fixing the vertical reinforcing beam 130 to the inner door panel 46 via the third mounting portion 200. As another example, the third mounting portion 200 may be fixed to the inner door panel 46 via a snap-fit ​​mechanism. Specifically, the third mounting portion 200 may have a snap-fit ​​mechanism, and the inner door panel 46 may have a slot or hole that engages with the snap-fit ​​mechanism. The snap-fit ​​mechanism on the third mounting portion 200 can snap into the slot or hole on the inner door panel 46, thereby achieving a snap-fit ​​fixation between the third mounting portion 200 and the inner door panel 46.

[0159] As an example, see reference Figure 3 As shown, the vertical reinforcing beam 130 can extend in the vertical direction. In the vertical direction, the top end of the vertical reinforcing beam 130 can extend to the top end of the door body 100, and the bottom end of the vertical reinforcing beam 130 can extend to the bottom end of the door body 100.

[0160] In some embodiments of the present invention, such as Figure 3 As shown, along the extension direction of the horizontal reinforcing beam 210, one end of the horizontal reinforcing beam 210 is fixed to the door body 100, and the other end of the horizontal reinforcing beam 210 is fixed to the vertical reinforcing beam 130.

[0161] As one example, refer to Figure 3 As shown, when the front door 221 includes a door body 100, a vertical reinforcing beam 130, and a horizontal reinforcing beam 210, the vertical reinforcing beam 130 can be disposed near the rear side of the front door 221. Along the extension direction of the horizontal reinforcing beam 210 (i.e., the vehicle's longitudinal direction), the front end of the horizontal reinforcing beam 210 can be fixedly connected to the inner door panel 46 of the door body 100, and the rear end of the horizontal reinforcing beam 210 can be fixedly connected to the vertical reinforcing beam 130. As another embodiment, when the rear door 222 includes a door body 100, a vertical reinforcing beam 130, and a horizontal reinforcing beam 210, the vertical reinforcing beam 130 can be disposed near the front side of the rear door 222. Along the extension direction of the horizontal reinforcing beam 210, the front end of the horizontal reinforcing beam 210 can be fixedly connected to the vertical reinforcing beam 130, and the rear end of the horizontal reinforcing beam 210 can be fixedly connected to the inner door panel 46 of the door body 100.

[0162] As an example, refer to Figure 3 As shown, along the left and right direction of the vehicle, the horizontal reinforcing beam 210 can be set on the outside of the vertical reinforcing beam 130. When the vehicle is involved in a side collision, the horizontal reinforcing beam 210 located on the outside of the vertical reinforcing beam 130 can resist the deformation of the door outer panel 47 first, which helps to reduce the risk of the vertical reinforcing beam 130 breaking due to instantaneous overload.

[0163] Along the extension direction of the transverse reinforcing beam 210, one end of the transverse reinforcing beam 210 is fixed to the door body 100, and the other end of the transverse reinforcing beam 210 is fixed to the vertical reinforcing beam 130, thus forming a closed-loop mechanical connection structure between the transverse reinforcing beam 210, the inner door panel 46, and the vertical reinforcing beam 130. When a side collision occurs, the collision load can first act on the outer door panel 47, and then be transferred to the transverse reinforcing beam 210 and the vertical reinforcing beam 130 through the outer door panel 47. This helps to reduce the risk of collision load accumulation on the door body 100 and reduces the risk of stress concentration on the door body 100.

[0164] Furthermore, along the extension direction of the transverse reinforcing beam 210, both ends of the transverse reinforcing beam 210 are fixed to the door body 100 and the vertical reinforcing beam 130, respectively, so that the inner door panel 46 and the vertical reinforcing beam 130 respectively constrain both ends of the transverse reinforcing beam 210. This helps to reduce the risk of the transverse reinforcing beam 210 shifting or moving during a side impact of the vehicle, improves the positional stability of the transverse reinforcing beam 210, and enhances the reliability of the transverse reinforcing beam 210 in supporting the door body 100.

[0165] In some embodiments of the present invention, such as Figure 3 As shown, from front to back, the horizontal reinforcing beam 210 extends downward at an angle.

[0166] In this configuration, along the longitudinal direction of the vehicle, the front end of the transverse reinforcing beam 210 is higher than its rear end. By setting the transverse reinforcing beam 210 to extend downwards at an angle along the door body 100 from front to back, it is beneficial for the transverse reinforcing beam 210 to better adapt to the internal space layout of the door body 100, which helps to reduce the risk of interference between the transverse reinforcing beam 210 and other components inside the door body 100, and improves the rationality of the layout of the transverse reinforcing beam 210.

[0167] Meanwhile, compared to the horizontal reinforcing beam 210 extending straight along the front-rear direction of the vehicle, the present invention, by setting the horizontal reinforcing beam 210 to extend obliquely downward along the door body 100 from front to back, is beneficial to increasing the length of the horizontal reinforcing beam 210, increasing the coverage area of ​​the horizontal reinforcing beam 210 in the front-rear direction of the vehicle, increasing the support range of the horizontal reinforcing beam 210 on the outer door panel 47 in the front-rear direction of the vehicle, improving the support effect of the horizontal reinforcing beam 210 on the outer door panel 47 in the front-rear direction of the vehicle, further reducing the risk of excessive deformation of the door body 100 in the event of a side collision, further reducing the intrusion of the door body 100 into the passenger compartment, and further protecting the safety of the occupants inside the vehicle.

[0168] In some embodiments of the present invention, such as Figure 3 As shown, the horizontal reinforcing beam 210 is located below the height center line of the door body 100.

[0169] In this embodiment, the door body 100 has a height centerline along the vertical direction. This height centerline is the geometric centerline of the door body 100 in the height direction and extends along the front-rear direction. As an example, refer to... Figure 3 As shown, the door body 100 may have a window 110. The window 110 may be formed above the height center line of the door body 100 in the vertical direction. The window 110 may be provided with a window glass 340, which can be used to open or close the window 110.

[0170] The transverse reinforcing beam 210 is positioned below the height centerline of the door body 100, meaning its height is lower than that of the window 110. This design allows the transverse reinforcing beam 210 to avoid the area of ​​the window 110, reducing the risk of interference between the transverse reinforcing beam 210 and the window glass 340, thus ensuring the normal opening and closing function of the window glass 340. On the other hand, the area below the height centerline of the door body 100 is directly opposite the occupant's chest, abdomen, and other critical parts of the body. In the event of a side collision, the transverse reinforcing beam 210, located below the height centerline of the door body 100, can provide effective support for the door body 100 below its height centerline, reducing the risk of the door body 100 intruding into the passenger compartment and compressing the occupant's chest, abdomen, and other parts of the body, thereby improving the protection of the occupants.

[0171] In some embodiments of the present invention, such as Figure 3 , Figure 10 , Figure 11 and Figure 17 As shown, the vertical reinforcing beam 130 may include: an upper connecting part 131, a reinforcing beam body 140, and a lower connecting part 160. The upper connecting part 131 is fixed to the upper end of the reinforcing beam body 140, and the lower connecting part 160 is fixed to the lower end of the reinforcing beam body 140. At least the upper connecting part 131 and the lower connecting part 160 are fixed to the door body 100.

[0172] The vertical reinforcing beam 130 extends vertically. The upper end of the reinforcing beam body 140 is fixedly connected to the upper connecting part 131, and the lower end of the reinforcing beam body 140 is fixedly connected to the lower connecting part 160. The reinforcing beam body 140 can be fixedly connected to the upper connecting part 131 and the lower connecting part 160 through welding, bolting, or integral molding. (Reference) Figure 3 As shown, along the extension direction of the horizontal reinforcing beam 210 (i.e., the front-rear direction of the vehicle), one end of the horizontal reinforcing beam 210 can be fixed to the door body 100, and the other end of the horizontal reinforcing beam 210 can be fixed to the reinforcing beam body 140 of the vertical reinforcing beam 130.

[0173] In one embodiment, the upper connecting portion 131 and the lower connecting portion 160 are fixed to the door body 100, while the reinforcing beam body 140 is not fixedly connected to the door body 100. In another embodiment, the upper connecting portion 131, the reinforcing beam body 140, and the lower connecting portion 160 are all fixedly connected to the door body 100, which helps to ensure that all parts of the vertical reinforcing beam 130 are effectively fixed to the door body 100 in the vertical direction, thereby improving the connection reliability between the vertical reinforcing beam 130 and the door body 100.

[0174] As can be seen from the above, the upper connecting part 131 and the lower connecting part 160 are fixedly connected to the door body 100 at the upper and lower ends of the vertical reinforcing beam 130, respectively. When the vehicle is involved in a side collision, the vertical reinforcing beam 130 can provide effective support for the door body 100, which helps to reduce the risk of excessive deformation of the door body 100.

[0175] In some embodiments of the present invention, such as Figure 10 and Figure 16 As shown, the main body 140 of the reinforcing beam is provided with an installation point 190 that connects to the transverse reinforcing beam 210.

[0176] The mounting point 190 provides a clear positioning and installation benchmark for the horizontal reinforcing beam 210 and the vertical reinforcing beam 130. During the assembly process of the horizontal reinforcing beam 210 and the vertical reinforcing beam 130, the operator can align the horizontal reinforcing beam 210 with the mounting point 190 for installation and fixation without the need for repeated position calibration using additional tooling. This simplifies the assembly steps of the horizontal reinforcing beam 210 and the vertical reinforcing beam 130 and improves the assembly accuracy and efficiency between them.

[0177] In some embodiments of the present invention, such as Figure 14 As shown, the upper connecting part 131 may include: a connecting frame 132, the connecting frame 132 having a first recess 133 that opens to one side along the left and right direction of the door body 100, and the lower end of the first recess 133 is open, the upper end of the reinforcing beam body 140 is inserted into the first recess 133 and fixedly connected to the connecting frame 132, and the connecting frame 132 is fixed to the door body 100.

[0178] Along the left and right direction of the door body 100, the first recess 133 is open towards the outer door panel 47. The first recess 133 provides precise insertion positioning and guidance for the upper end of the reinforcing beam body 140. Specifically, when the upper connecting part 131 and the reinforcing beam body 140 are assembled, the upper end of the reinforcing beam body 140 can be inserted into the first recess 133 first, and then welding, screwing and other fixing operations can be performed. There is no need for additional tooling to repeatedly calibrate the installation posture of the reinforcing beam body 140, which helps to improve the convenience of assembly, thereby improving the assembly efficiency of the door body 100.

[0179] The connecting frame 132 can be fixed to the door body 100 by welding, bolting, or other methods, which facilitates a reliable connection between the upper connecting part 131 and the door body 100. When a side collision occurs, the collision load can be transferred from the door body 100 to the connecting frame 132, and then from the connecting frame 132 to the reinforcing beam body 140, which helps improve the efficiency of collision load transfer. In addition, the connecting frame 132, fixed to the door body 100, can support the upper part of the door body 100, which helps reduce the risk of excessive deformation of the upper part of the door body 100 in the event of a side collision.

[0180] In some embodiments of the present invention, such as Figure 10 and Figure 14 As shown, the connecting frame 132 includes a base plate 137 and a reinforcing plate 136, with at least a portion of the reinforcing plate 136 disposed between the reinforcing beam body 140 and the base plate 137.

[0181] The reinforcing plate 136 can be fixedly connected to the upper end of the base plate 137 and the reinforcing beam body 140. At least a portion of the reinforcing plate 136 can be disposed between the reinforcing beam body 140 and the base plate 137. Specifically, a portion of the structure of the reinforcing plate 136 can be disposed between the reinforcing beam body 140 and the base plate 137, or the entire structure of the reinforcing plate 136 can be disposed between the reinforcing beam body 140 and the base plate 137.

[0182] By setting a base plate 137 and a reinforcing plate 136, with at least a portion of the reinforcing plate 136 located between the reinforcing beam body 140 and the base plate 137, when the reinforcing beam body 140 is inserted into the first cavity 133 and fixedly connected to the connecting frame 132, the reinforcing plate 136 can fill the assembly gap between the reinforcing beam body 140 and the base plate 137, which is beneficial to improving the tightness and fit of the connection between the reinforcing beam body 140 and the connecting frame 132.

[0183] At least a portion of the reinforcing plate 136 is sandwiched between the reinforcing beam body 140 and the base plate 137. The reinforcing plate 136 can reliably support the reinforcing beam body 140. When a vehicle is involved in a side collision, the reinforcing beam body 140 is subjected to a collision load and tends to move towards the base plate 137 in the left and right directions. At this time, the reinforcing plate 136 can form an abutment support on the upper end of the reinforcing beam body 140, which helps to limit the displacement of the reinforcing beam body 140 towards the base plate 137 in the left and right directions.

[0184] In some embodiments of the present invention, reference is made to Figure 14 As shown, the substrate 137 may include a first plate 134 and two second plates 135. The two second plates 135 may be opposite to each other and spaced apart in the front-rear direction of the vehicle. The first plate 134 may be connected between the two second plates 135 so that the first plate 134 and the two second plates 135 together define a first cavity 133. At least one of the first plate 134 and the two second plates 135 may be fixedly connected to the reinforcing beam body 140.

[0185] Wherein, after the upper end of the reinforcing beam body 140 is inserted into the first cavity 133, the first plate 134 can be located on one side of the upper end of the reinforcing beam body 140 along the left and right direction of the door body 100, so that the first plate 134 can limit the upper end of the reinforcing beam body 140 in the left and right direction. The two second plates 135 can be located on the front and rear sides of the upper end of the reinforcing beam body 140 respectively, so that the two second plates 135 can limit the upper end of the reinforcing beam body 140 in the front and rear directions respectively. This helps to reduce the risk of the reinforcing beam body 140 coming out of the first cavity 133 under the conditions of vehicle driving, vibration and collision, thereby helping to make the vertical reinforcing beam 130 stably and reliably support the door body 100.

[0186] At least one of the first plate 134 and the two second plates 135 can be fixedly connected to the main body of the reinforcing beam 140, which helps to form a reliable connection between the base plate 137 and the main body of the reinforcing beam 140. When a vehicle collision occurs, the collision load can be efficiently transferred between the base plate 137 and the main body of the reinforcing beam 140, which helps to reduce the probability of deformation of the base plate 137 or the main body of the reinforcing beam 140 and helps to ensure the structural stability of the vertical reinforcing beam 130.

[0187] In some embodiments of the present invention, such as Figure 15As shown, the lower connecting part 160 may include: a connecting part body 161 and a second fixing plate 162 that are fixedly connected. The connecting part body 161 forms a second recess 1611 that opens to one side in the left-right direction along the door body 100, and the upper end of the second recess 1611 is open. The lower end of the reinforcing beam body 140 is inserted into the second recess 1611 and fixedly connected to the connecting part body 161. The second fixing plate 162 is fixed to the door body 100.

[0188] The connecting body 161 and the second fixing plate 162 can be fixedly connected by welding, screwing, or integral molding. The second cavity 1611 opens to one side along the left-right direction of the door body 100, which facilitates the assembly of the lower end of the reinforcing beam body 140 into the second cavity 1611. During assembly, the lower end of the reinforcing beam body 140 can be inserted into the second cavity 1611 first, and then welding, screwing, and other fixing operations can be performed. There is no need for additional tooling to repeatedly calibrate the installation posture of the reinforcing beam body 140, which helps to improve the convenience and efficiency of assembly.

[0189] The lower end of the reinforcing beam body 140 is inserted into the second recess 1611 and fixedly connected to the connecting body 161, thus forming a reliable connection between the lower end of the reinforcing beam body 140 and the connecting body 161. The second fixing plate 162 can be fixed to the door body 100 by welding, bolting, or other methods, which helps to achieve a reliable connection between the lower connecting part 160 and the door body 100. When the vehicle is involved in a side collision, the collision load can be transferred to the second fixing plate 162 through the door body 100, and then transferred from the second fixing plate 162 to the reinforcing beam body 140 through the connecting body 161. This helps to improve the efficiency of collision load transfer and reduce the risk of stress concentration in the door body 100. At the same time, the lower connecting part 160 supports the outer door panel 47 at the lower part of the door body 100, which helps to reduce the risk of excessive deformation of the lower part of the door body 100 during a side collision, thereby helping to protect the safety of the occupants' legs.

[0190] As one embodiment, the second recess 1611 can be opened towards the inside of the vehicle body in the left-right direction of the door body 100. As another embodiment, the second recess 1611 can also be opened towards the outside of the vehicle body in the left-right direction of the door body 100.

[0191] In some embodiments of the present invention, such as Figure 15 As shown, the second fixing plate 162 is located below the connecting body 161.

[0192] The second fixing plate 162 and the connecting body 161 can be integrally formed, and the second fixing plate 162 and the connecting body 161 can also be fixedly connected by welding, screwing, or other methods. The second fixing plate 162 can be fixedly connected to the door body 100. Specifically, the second fixing plate 162 can be fixedly connected to the door body 100 by bolting, welding, or other methods.

[0193] By placing the second fixing plate 162 below the connecting body 161, the second fixing plate 162 is located at the bottom of the lower connecting part 160 in the vertical direction, and the second fixing plate 162 can support the connecting body 161.

[0194] In some embodiments of the present invention, such as Figure 16 As shown, the lower connecting portion 160 defines a second insertion space 170 with an open upper end, and the lower end of the reinforcing beam body 140 is inserted into the second insertion space 170 and fixed to the lower connecting portion 160.

[0195] The second insertion space 170 can extend vertically. As one embodiment, the second insertion space 170 can penetrate the lower connecting portion 160 vertically, meaning the second insertion space 170 can be constructed as a hole-like structure extending vertically. As another embodiment, the second insertion space 170 can also be constructed as a groove-like structure extending vertically. This invention will be described using an example where the second insertion space 170 is a groove-like structure with an open upper end.

[0196] By defining the upper open second insertion space 170 through the lower connecting portion 160, precise insertion positioning and guidance are provided for the lower end of the reinforcing beam body 140. During assembly, the lower end of the reinforcing beam body 140 can be inserted into the second insertion space 170 from top to bottom along the vertical direction, forming an insertion fit between the lower end of the reinforcing beam body 140 and the lower connecting portion 160. Welding, screwing, and other fixing operations are then performed. This reduces the assembly difficulty of the reinforcing beam body 140 and the lower connecting portion 160, and improves the ease of assembly. Furthermore, in this embodiment, the second insertion space 170 can be constructed as an open-top groove structure. When the lower end of the reinforcing beam body 140 is inserted into the second insertion space 170, the lower connecting portion 160 can provide support for the reinforcing beam body 140.

[0197] In some embodiments of the present invention, such as Figure 12 and Figure 13 As shown, the vertical reinforcing beam 130 forms a second receiving space 141 for accommodating the wire harness.

[0198] The vertical reinforcing beam 130 extends vertically and forms a second accommodating space 141 within it. This second accommodating space 141 can also extend vertically and can accommodate wiring harnesses arranged inside the door body 100. These wiring harnesses can include power and control wires for the window regulator motor, audio wires for the speaker, and door lock control wires, etc. The wiring harnesses are routed within the second accommodating space 141, and the vertical reinforcing beam 130 provides effective isolation and protection for them. In the event of a side collision, the vertical reinforcing beam 130 effectively limits the deformation of the door body 100. The wiring harnesses housed within the vertical reinforcing beam 130 are structurally protected, reducing the risk of the wiring harnesses being squeezed, pulled, or even broken due to deformation of the door body 100.

[0199] As one embodiment, the reinforcing beam body 140 of the vertical reinforcing beam 130 may have a second receiving space 141 for accommodating the wiring harness. By providing a second receiving space 141 for accommodating the wiring harness inside the reinforcing beam body 140 of the vertical reinforcing beam 130, the reinforcing beam body 140 can serve both as a structural reinforcement and as a wiring harness routing function. The wiring harness is arranged in the second receiving space 141 inside the reinforcing beam body 140, eliminating the need for additional structures for mounting the wiring harness. This helps reduce the number of parts in the door body 100, reduces the weight of the door body 100, and lowers the manufacturing cost of the door body 100.

[0200] In some embodiments of the present invention, such as Figure 12 and Figure 13 As shown, the vertical reinforcing beam 130 includes a reinforcing beam body 140, which is formed as a tube extending in the vertical direction. The second receiving space 141 is located inside the reinforcing beam body 140. The upper end of the reinforcing beam body 140 is open to form a first opening 142 communicating with the second receiving space 141. The side wall of the reinforcing beam body 140 forms a second opening 143 communicating with the second receiving space 141.

[0201] The first opening 142 is located at the upper end of the reinforcing beam body 140, facilitating the entry of the wiring harness from the upper part of the door body 100 into the second receiving space 141 through the first opening 142. The second opening 143 is located on the side wall of the reinforcing beam body 140, allowing the wiring harness in the second receiving space 141 to pass through the second opening 143 on the side wall of the reinforcing beam body 140 and connect to the adapters (such as speakers, door lock actuators, etc.) inside the door body 100.

[0202] In some embodiments of the present invention, such as Figure 12 and Figure 13As shown, the vertical reinforcing beam 130 may include a guide structure 180, which is disposed in the second receiving space 141 and extends to the second opening 143. The guide structure 180 is used to guide the wire harness passing through the second receiving space 141 and the second opening 143.

[0203] The guide structure 180 can be constructed in various forms. As an example, the guide structure 180 can be a guide plate. As another example, the guide structure 180 can be a guide sleeve, which can be constructed as a hollow tubular structure.

[0204] By providing a guide structure 180 within the second accommodating space 141 and extending the guide structure 180 to the second opening 143, the guide structure 180 can guide the wire harness along the path from the second accommodating space 141 to the second opening 143. This facilitates the wire harness passing through the second accommodating space 141 and the second opening 143 to extend along a preset path, thereby improving the regularity of the wiring harness layout inside the door body 100.

[0205] As one embodiment, the guide structure 180 can be fixedly connected to the inner wall of the second receiving space 141 so that the guide structure 180 is reliably fixed to the vertical reinforcing beam 130.

[0206] In some embodiments of the present invention, such as Figure 16 and Figure 17 As shown, a buffer space 150 can be formed within the vertical reinforcing beam 130.

[0207] In one embodiment, a buffer space 150 may be formed within the reinforcing beam body 140 of the vertical reinforcing beam 130. The buffer space 150 is formed inside the vertical reinforcing beam 130 and extends along the extension direction of the vertical reinforcing beam 130 (i.e., the height direction of the door body 100). In one embodiment, with the buffer space 150 formed within the reinforcing beam body 140 of the vertical reinforcing beam 130, the upper end of the buffer space 150 may extend to the upper end of the reinforcing beam body 140 along the height direction of the door body 100. In another embodiment, the lower end of the buffer space 150 may extend to the lower end of the reinforcing beam body 140 along the height direction of the door body 100. In yet another embodiment, the upper end of the buffer space 150 may extend to the upper end of the reinforcing beam body 140, and the lower end of the buffer space 150 may extend to the lower end of the reinforcing beam body 140 along the height direction of the door body 100. As another embodiment, along the height direction of the door body 100, the buffer space 150 can be formed in the middle section of the reinforcing beam body 140. In other words, there is a certain distance between the upper end of the buffer space 150 and the upper end of the reinforcing beam body 140, and the upper end of the buffer space 150 is located below the upper end of the reinforcing beam body 140. There is a certain distance between the lower end of the buffer space 150 and the lower end of the reinforcing beam body 140, and the lower end of the buffer space 150 can be located above the lower end of the reinforcing beam body 140.

[0208] By providing a buffer space 150 inside the vertical reinforcing beam 130, when a vehicle is involved in a side collision, the collision force is transmitted through the door body 100 to the reinforcing beam body 140. The side wall of the reinforcing beam body 140 deforms under the action of the collision force. The buffer space 150 provides space for the side wall of the vertical reinforcing beam 130 to deform inward, so that the vertical reinforcing beam 130 can absorb and dissipate the collision energy through the plastic deformation of its own structure, thereby improving the side collision safety performance of the door body 100.

[0209] Meanwhile, compared to a solid vertical reinforcing beam 130, the embodiment of the present invention provides a buffer space 150 inside the vertical reinforcing beam 130, which helps to reduce the weight of the main body 140 of the reinforcing beam, facilitates the lightweight design of the vertical reinforcing beam 130, and also helps to reduce the amount of material used in the main body 140 of the reinforcing beam, thereby helping to reduce the manufacturing cost of the vertical reinforcing beam 130.

[0210] In some embodiments of the present invention, such as Figure 3 As shown, the front door 221 includes a door body 100 and a vertical reinforcing beam 130, which is disposed near the rear side of the door body 100 along the longitudinal direction of the vehicle; and / or the rear door 222 includes a door body 100 and a vertical reinforcing beam 130, which is disposed near the front side of the door body 100 along the longitudinal direction of the vehicle.

[0211] In one embodiment, the front door 221 may include a door body 100 and a vertical reinforcing beam 130. Along the longitudinal direction of the vehicle, the vertical reinforcing beam 130 may be positioned close to the rear side of the front door 221. Thus, the horizontal reinforcing beam 210 extends from the front end of the front door 221 to the vertical reinforcing beam 130 positioned close to the rear side of the front door 221. This increases the coverage area of ​​the horizontal reinforcing beam 210 in the longitudinal direction of the vehicle, increases the support range of the horizontal reinforcing beam 210 for the front door 221 in the longitudinal direction, improves the support effect of the horizontal reinforcing beam 210 for the front door 221 in the longitudinal direction, further reduces the risk of excessive deformation of the front door 221 in the event of a side collision, reduces the intrusion of the front door 221 into the passenger compartment, and helps protect the safety of the occupants.

[0212] In another embodiment, the rear door 222 may include a door body 100 and a vertical reinforcing beam 130. Along the longitudinal direction of the vehicle, the vertical reinforcing beam 130 may be positioned close to the front of the door body 100. Thus, the transverse reinforcing beam 210 extends from the vertical reinforcing beam 130 positioned close to the front of the rear door 222 to the rear end of the rear door 222. This also helps to increase the coverage area and support range of the transverse reinforcing beam 210 in the longitudinal direction of the door body 100, which helps to reduce the risk of deformation of the rear door 222 during a side collision, reduces the intrusion of the rear door 222 into the passenger compartment, and further protects the safety of the occupants.

[0213] In another embodiment, both the front door 221 and the rear door 222 can be equipped with a door body 100 and a vertical reinforcing beam 130. Along the longitudinal direction of the vehicle, the vertical reinforcing beam 130 of the front door 221 is positioned near the rear side of the front door 221, and the vertical reinforcing beam 130 of the rear door 222 is positioned near the front side of the rear door 222. This increases the coverage area of ​​the transverse reinforcing beam 210 in the longitudinal direction, increases the support range of the transverse reinforcing beam 210 for the door assembly 22 in the longitudinal direction, improves the support effect of the transverse reinforcing beam 210 for the door assembly 22 in the longitudinal direction, further reduces the risk of excessive deformation of the door assembly 22 in the event of a side collision, reduces the intrusion of the door assembly 22 into the passenger compartment, and helps protect the safety of the occupants.

[0214] In some embodiments of the present invention, such as Figure 18 As shown, the side panel 21 may have an upper stop edge 220 for the passenger entrance / exit 23, and a portion of the vertical reinforcing beam 130 and the upper stop edge 220 are opposite each other in the left-right direction of the vehicle.

[0215] The upper stop edge 220 is a structure on the side panel 21 of the vehicle body located at the upper edge of the passenger entrance / exit 23, and the upper stop edge 220 extends along the front-rear direction of the vehicle. The vertical reinforcing beam 130 extends along the height direction of the door body 100. When the door body 100 is in the closed state, part of the structure of the vertical reinforcing beam 130 and the upper stop edge 220 are opposite each other along the left-right direction of the vehicle, and the upper stop edge 220 can be located inside the vertical reinforcing beam 130.

[0216] A portion of the vertical reinforcing beam 130 is opposite to the upper stop edge 220 along the left-right direction of the vehicle. The upper stop edge 220 is located on the side of the vertical reinforcing beam 130 facing the passenger compartment, meaning it is closer to the passenger compartment than the vertical reinforcing beam 130. Because the upper stop edge 220 is closer to the passenger compartment than the vertical reinforcing beam 130, and they are opposite each other along the left-right direction of the vehicle, when a side collision occurs, the door body 100 tends to move towards the passenger compartment. The inner door panel 46 of the door body 100 can form a contact limit with the upper stop edge 220, thus restricting the intrusion of the door body 100 into the passenger compartment. The upper stop edge 220 can also support the vertical reinforcing beam 130 on the inner side of the door body 100, thereby reducing the risk of the vertical reinforcing beam 130 denting or deforming into the passenger compartment.

[0217] refer to Figure 18 As shown, a roof cover 230 can be provided on the top of the vehicle body. The roof cover 230 can be opposite the door body 100 in the left-right direction of the vehicle, and the roof cover 230 can be located on the inside of the door body 100. When the vehicle is involved in a side collision, the door body 100 tends to intrude into the passenger compartment. The roof cover 230 can provide abutment support to the door body 100 on the inside of the door body 100, thereby helping to further reduce the risk of the door body 100 intruding excessively into the passenger compartment.

[0218] In some embodiments of the present invention, such as Figure 4 , Figure 5 , Figure 26As shown, at least one of the front door 221 and the rear door 222 includes: an inner door panel 46, the inner door panel 46 including a window frame 240, the window frame 240 including: a top section 241 and two side sections 242, the top section 241 being connected between the two side sections 242; an outer door panel 47 and a glass guide rail 260, the outer door panel 47 including: a top section 250, the top section 250 and the top section 241 being opposite to and fixedly connected, the top section 250 and the top section 241 defining a downward opening. An open installation space 270 is provided, and at least a portion of the glass guide rail 260 is assembled within the installation space 270. The glass guide rail 260 includes: a first sidewall 261 located on the side of the glass guide rail 260 away from the top section 241 of the window frame, and a portion of the top section 250 of the outer panel located on the side of the first sidewall 261 away from the side section 242 of the window frame to cover the first sidewall 261; and a cover plate 280 fixedly provided on the outer side of the side section 242 of the window frame, and the cover plate 280 and the top section 250 of the outer panel are arranged adjacent to each other in the vertical direction of the vehicle.

[0219] At least one of the front door 221 and the rear door 222 includes a cover plate 280. As one embodiment, one of the front door 221 and the rear door 222 includes a cover plate 280; specifically, it could be the front door 221 or the rear door 222 that includes a cover plate 280. As another embodiment, both the front door 221 and the rear door 222 may include a cover plate 280. Figure 5 As shown, the side section 242 of the window frame can extend downward from both ends of the top section 241 of the window frame, and both the top section 241 and the side section 242 of the window frame can participate in defining the window 110.

[0220] The top section 241 of the window frame is located between the two side sections 242 of the window frame, and the top section 241 can be fixedly connected to the two side sections 242 of the window frame. The top section 241 of the window frame and the two side sections 242 of the window frame can be a single piece, or the top section 241 of the window frame and the two side sections 242 of the window frame can be fixedly connected by welding, or the top section 241 of the window frame and the two side sections 242 of the window frame can be detachably connected by screws or other means.

[0221] The outer door panel 47 is located outside the inner door panel 46, meaning the inner door panel 46 is positioned closer to the vehicle's passenger compartment than the outer door panel 47. The top section 250 of the outer door panel 47 can be positioned opposite the top section 241 of the window frame of the inner door panel 46, and the top section 250 and the top section 241 can be fixedly connected. As one embodiment, the top section 250 and the top section 241 can be positioned correspondingly along the left-right direction of the vehicle. The top section 250 and the top section 241 can be fixedly connected by welding, screwing, or integral molding.

[0222] Both the top section 250 of the outer panel and the top section 241 of the window frame contribute to defining the installation space 270, which is located between them, and its lower side can be opened. A glass guide rail 260 guides the lifting and lowering movement of the window glass 340, and at least a portion of the glass guide rail 260 is fitted within the installation space 270. As one embodiment, a portion of the glass guide rail 260 may be fitted within the installation space 270. As another embodiment, the entire structure of the glass guide rail 260 may be fitted within the installation space 270.

[0223] like Figure 26 As shown, a guide groove 262 extending along the extension direction of the glass guide rail 260 can be formed inside the glass guide rail 260. The guide groove 262 is open downwards, and a mud channel structure 360 ​​can be provided inside the guide groove 262. The mud channel structure 360 ​​can extend along the extension direction of the guide groove 262 (i.e., the extension direction of the glass guide rail 260). When the vehicle window glass 340 extends into the guide groove 262, the mud channel structure 360 ​​can be used to clamp the vehicle window glass 340 to seal the gap between the vehicle window glass 340 and the glass guide rail 260, reducing the risk of rainwater, dust, etc. entering the vehicle interior through the gap between the vehicle window glass 340 and the glass guide rail 260.

[0224] The glass guide rail 260 includes a first sidewall 261, which is located on the side of the glass guide rail 260 facing the outer door panel 47, i.e., the first sidewall 261 is located on the side of the glass guide rail 260 away from the top section 241 of the window frame. A portion of the top section 250 of the outer panel is located on the side of the first sidewall 261 away from the side section 242 of the window frame to shield the first sidewall 261. When viewed from outside the vehicle, the top section 250 of the outer panel can shield the first sidewall 261, so that the glass guide rail 260 is not exposed to the outside view.

[0225] The cover plate 280 can be fixed to the outside of the side section 242 of the window frame, and the cover plate 280 can be used to cover the structure of the side section 242 of the window frame. The cover plate 280 and the side section 242 of the window frame can be fixedly connected by means of snap-fit ​​connection, screw connection, integral molding, etc. Along the vertical direction of the vehicle, the cover plate 280 and the top section 250 of the outer panel are arranged adjacent to each other, that is, the upper end of the cover plate 280 is located near the lower end of the top section 250 of the outer panel.

[0226] Since the top section 250 of the outer panel and the top section 241 of the window frame together define a downwardly open mounting space 270, at least a portion of the glass guide rail 260 is fitted within the mounting space 270, and a portion of the top section 250 of the outer panel is located outside the first sidewall 261 to cover the first sidewall 261. Thus, the glass guide rail 260 is hidden within the mounting space 270 and cannot be directly observed from outside the vehicle.

[0227] It should be noted that there is a bright strip structure between the cover plate of the existing vehicle door structure and the top section of the outer panel of the door. There is a gap between the bright strip structure and the cover plate, and there is also a gap between the bright strip structure and the top section of the outer panel. This results in many gaps in the door structure, which affects the appearance quality of the door structure.

[0228] This application, by placing the top section 250 of the outer panel on the outside of the top section 241 of the window frame and the cover plate 280 on the outside of the side section 242 of the window frame, with the cover plate 280 and the top section 250 of the outer panel adjacent to each other along the vertical direction of the vehicle, creates a single visible seam between the top section 250 and the cover plate 280. Compared with the prior art, this reduces the number of seams on the vehicle and improves its appearance. Furthermore, by assembling at least a portion of the glass guide rail 260 within the installation space 270, the top section 250 of the outer panel can protect the glass guide rail 260, reducing the risk of direct corrosion from rainwater, sand, etc., and extending the service life of the glass guide rail 260.

[0229] In some embodiments of the present invention, such as Figure 26 As shown, the lower end of the top section 250 of the outer panel has a edging structure 290 that bends toward the first sidewall 261, and the edging structure 290 covers the lower edge of the first sidewall 261.

[0230] In one embodiment, the edging structure 290 can extend continuously along the length of the top section 250 of the outer panel. By providing the edging structure 290, which covers the lower edge of the first sidewall 261, the edging structure 290 can limit the glass guide rail 260, reducing the risk of the glass guide rail 260 detaching from the installation space 270 and improving the positional stability of the glass guide rail 260. Simultaneously, the edging structure 290 can structurally strengthen the top section 250 of the outer panel, improving its structural rigidity and strength, and also enhancing its shielding effect on the glass guide rail 260.

[0231] In some embodiments of the present invention, the edging structure 290 extends along the length direction of the top section 250 of the outer plate.

[0232] The top section 250 of the outer panel can extend along the front-rear direction of the vehicle. By setting the edging structure 290 to extend along the length of the top section 250 of the outer panel, it is beneficial to increase the mating length between the edging structure 290 and the glass guide rail 260, which is beneficial to further improve the limiting and restraining effect of the edging structure 290 on the glass guide rail 260, further reduce the risk of the glass guide rail 260 moving or shifting, further improve the assembly reliability of the glass guide rail 260, and further improve the shielding effect on the glass guide rail 260.

[0233] In some embodiments of the present invention, such as Figure 5 , Figure 27 and Figure 28 As shown, a fourth mounting part 300 is connected to the lower end of the top section 250 of the outer panel, and the fourth mounting part 300 is fixedly connected to the corresponding side section 242 of the window frame. Therefore, the top section 250 of the outer panel can be indirectly fixedly connected to the side section 242 of the window frame through the fourth mounting part 300, which helps to improve the connection reliability between the top section 250 of the outer panel and the window frame 240, thereby improving the connection reliability between the outer door panel 47 and the inner door panel 46.

[0234] The fourth mounting part 300 is located below the top section 250 of the outer panel, and the fourth mounting part 300 and the top section 250 of the outer panel can be fixedly connected. Specifically, the fourth mounting part 300 and the top section 250 of the outer panel can be fixedly connected by welding, bolting, integral molding, or other methods. As an example, the fourth mounting part 300 can be a mounting bracket structure.

[0235] As one embodiment, the fourth mounting part 300 can be provided one-to-one with the window frame side section 242. As another embodiment, each window frame side section 242 can be provided with multiple fourth mounting parts 300. The fourth mounting parts 300 and the window frame side section 242 can be fixedly connected by welding, screwing, or other methods.

[0236] In some embodiments of the present invention, such as Figure 27 As shown, there are multiple fourth mounting portions 300. Parts of these fourth mounting portions 300 are opposite to and fixedly connected to one window frame side section 242, while other parts of the fourth mounting portions 300 are opposite to and fixedly connected to another window frame side section 242. Specifically, there can be two, three, four, or other fourth mounting portions 300. The number of fourth mounting portions 300 corresponding to each window frame side section 242 can be the same or different; this invention does not limit this. By providing multiple fourth mounting portions 300, and having each fourth mounting portion 300 fixedly connected to a corresponding window frame side section 242, the connection reliability between the top section 250 of the outer panel and the window frame side section 242 is improved, further enhancing the connection reliability between the outer door panel 47 and the inner door panel 46.

[0237] In some embodiments of the present invention, such as Figure 27 As shown, there are two fourth mounting parts 300, and the edge-wrapping structure 290 is located between the two fourth mounting parts 300 along the length direction of the top section 250 of the outer panel.

[0238] Along the front-to-back direction, the two fourth mounting parts 300 can be located at opposite ends of the edging structure 290. Thus, the edging structure 290 and the fourth mounting parts 300 do not overlap structurally in the length direction of the top section 250 of the outer panel. The edging structure 290 and the fourth mounting parts 300 are independent and do not interfere with each other. The fourth mounting part 300 is responsible for the fixed connection between the top section 250 of the outer panel and the side section 242 of the window frame, while the edging structure 290 is responsible for covering and limiting the glass guide rail 260. This further improves the reliability of the connection between the top section 250 of the outer panel and the side section 242 of the window frame, and allows the edging structure 290 to cover the lower edge of the first side wall 261 of the glass guide rail 260 without interference from the fourth mounting parts 300, thereby further improving the positional stability of the glass guide rail 260 within the installation space 270.

[0239] Furthermore, by setting two fourth mounting parts 300, each of the two fourth mounting parts 300 can be set one-to-one with the two window frame side sections 242. While ensuring a reliable connection between the top section 250 of the outer panel and the window frame side section 242, the number of fourth mounting parts 300 can be effectively reduced. This is beneficial for reducing the number of parts in the top section 250 of the outer panel, thereby reducing the number of vehicle parts, reducing vehicle weight, achieving lightweight vehicle design, and reducing vehicle manufacturing costs.

[0240] In some embodiments of the present invention, such as Figure 27 , Figure 28 As shown, the fourth mounting part 300 includes a connecting plate 310 and a mounting plate 320. The connecting plate 310 is connected between the top section 250 of the outer panel and the mounting plate 320. The connecting plate 310 bends from the top section 250 of the outer panel toward the inner panel 46 of the door. The mounting plate 320 bends downward from the connecting plate 310. The mounting plate 320 is fixedly connected to the window frame 240.

[0241] The connecting plate 310 is located between the top section 250 of the outer plate and the mounting plate 320, and the connecting plate 310 can be fixedly connected to both the top section 250 of the outer plate and the mounting plate 320. Specifically, the connecting plate 310 can be fixedly connected to the top section 250 of the outer plate and the mounting plate 320 by means of integral molding, welding, screwing, etc.

[0242] By setting the connecting plate 310 to bend from the top section 250 of the outer panel toward the inner panel 46 of the door, and the mounting plate 320 to bend downward from the connecting plate 310, compared with the flat structure, it is beneficial to improve the structural strength and rigidity of the fourth mounting part 300, and to make the mounting plate 320 closer to the inner panel 46 of the door, which facilitates the installation and fixing of the mounting plate 320 to the side section 242 of the window frame.

[0243] In some embodiments of the present invention, the connecting plate 310 is located above the corresponding cover plate 280, and the mounting plate 320 is located between the corresponding cover plate 280 and the window frame side section 242; and / or the mounting plate 320 is formed with a second mounting hole 323; and / or the mounting plate 320 is formed with a positioning hole 322.

[0244] In one embodiment, the connecting plate 310 can be located above the corresponding cover plate 280, and the mounting plate 320 can be located between the corresponding cover plate 280 and the window frame side section 242. In another embodiment, the mounting plate 320 can have a second mounting hole 323. In another embodiment, the mounting plate 320 can have a positioning hole 322. In yet another embodiment, the connecting plate 310 can be located above the corresponding cover plate 280, and the mounting plate 320 can be located between the corresponding cover plate 280 and the window frame side section 242, and the mounting plate 320 can have a second mounting hole 323. In yet another embodiment, the connecting plate 310 can be located above the corresponding cover plate 280, and the mounting plate 320 can be located between the corresponding cover plate 280 and the window frame side section 242, and the mounting plate 320 can have a positioning hole 322. In yet another embodiment, the mounting plate 320 can have both a second mounting hole 323 and a positioning hole 322. In another embodiment, the connecting plate 310 is located above the corresponding cover plate 280, the mounting plate 320 is located between the corresponding cover plate 280 and the window frame side section 242, and the mounting plate 320 may have a second mounting hole 323 and a positioning hole 322.

[0245] The connecting plate 310 can be located above the cover plate 280, and the mounting plate 320 is located between the cover plate 280 and the window frame side section 242. That is, the cover plate 280 is positioned outside the mounting plate 320. This arrangement facilitates the mounting plate 320's placement inside the cover plate 280 and close to the window frame side section 242, making installation and fixation easier. It also allows the cover plate 280 to externally conceal the mounting plate 320, improving the vehicle's appearance. Furthermore, since the cover plate 280 is located outside the mounting plate 320, it also provides protection, reducing the risk of rainwater and dust directly contacting the connection interface between the mounting plate 320 and the window frame side section 242. Moreover, the connecting plate 310's position above the cover plate 280 reduces the risk of spatial interference between them.

[0246] The mounting plate 320 may have a second mounting hole 323, which may be a through hole or a threaded hole. The second mounting hole 323 can be used for fasteners such as bolts or screws to pass through and fix the mounting plate 320 to the window frame side section 242. By having fasteners pass through the second mounting hole 323 and connect to the window frame side section 242, a detachable fixed connection can be formed between the mounting plate 320 and the window frame side section 242, which helps to reduce the difficulty of assembling and disassembling the mounting plate 320 and the window frame side section 242.

[0247] The mounting plate 320 can be formed with positioning holes 322. Before assembling the mounting plate 320, the mounting plate 320 can be reliably positioned with the corresponding positioning structure (such as positioning pin) on the side section 242 of the window frame through the positioning holes 322, thereby improving the relative positional accuracy between the mounting plate 320 and the side section 242 of the window frame.

[0248] The mounting plate 320 can have either a second mounting hole 323 or a positioning hole 322. The second mounting hole 323 and the positioning hole 322 can be independently located in different areas of the mounting plate 320, without interfering with each other. Therefore, the mounting plate 320 can be positioned using the positioning hole 322, and its connection to the window frame side section 242 can be fixed using the second mounting hole 323. This improves the relative positional accuracy between the mounting plate 320 and the window frame side section 242, and enhances the reliability of their connection.

[0249] In some embodiments of the present invention, such as Figure 4 As shown, the upper surface of the cover plate 280 facing away from the window frame side section 242 is aligned vertically with the lower surface of the outer panel top section 250 facing away from the window frame top section 241. Therefore, the outer surfaces of the cover plate 280 and the outer surfaces of the outer panel top section 250 can form a roughly flush or flush transition. When viewed from outside the vehicle, the cover plate 280 and the outer panel top section 250 present a continuous and flat appearance, which helps improve the consistency of the vehicle's appearance and thus enhances its overall quality. It also allows airflow to pass more smoothly over the vehicle's surface during driving, reducing wind noise.

[0250] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0251] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. 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.

[0252] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A B-pillar-free vehicle characterized by comprising: include: The vehicle body without a B-pillar has a passenger entrance (23) formed on at least one side panel (21) along the left-right direction of the vehicle body; A door assembly (22) is mounted on the vehicle body and adapted to open or close the passenger entrance (23), the door assembly (22) comprising: a front door (221) and a rear door (222); Multiple sealing structures (24) are fixed at least one of the rear end of the front door (221) and the front end of the rear door (222). When the door assembly (22) closes the passenger entrance (23), the multiple sealing structures (24) are arranged along the left and right direction of the vehicle, and the multiple sealing structures (24) are connected between the front door (221) and the rear door (222).

2. The pillar-less vehicle according to claim 1, characterized by, Multiple sealing structures (24) are fixed to the front end of the rear door (222).

3. The pillarless vehicle according to claim 1, characterized by The side panel (21) includes: a top section (211), a bottom section (212), a front section (213), and a rear section (214). The top section (211) and the bottom section (212) are arranged at intervals along the vertical direction of the vehicle. The front section (213) and the rear section (214) are arranged at intervals along the longitudinal direction of the vehicle and are both connected between the top section (211) and the bottom section (212) to define the passenger entrance (23). The front end of the front door (221) is rotatably disposed on the front section (213) of the side panel. The rear door (222) is slidably disposed on at least one of the top section (211), the bottom section (212), and the rear section (214) along the longitudinal direction.

4. The pillarless vehicle according to claim 3, characterized by At least one of the top section (211) and the bottom section (212) of the side wall is fixed with a front door locking structure (25), the front door locking structure (25) being configured to lock the front door (221) when the front door (221) is closed.

5. The pillarless vehicle according to claim 3, characterized by The rear section (214) of the side wall is fixed with a rear door locking structure, which is configured to lock the rear door (222) when the rear door (222) is closed.

6. The pillarless vehicle according to claim 5, characterized by The rear door locking structure is fixed at the front end of the rear section (214) of the side enclosure.

7. The pillarless vehicle according to claim 3, characterized by The top section (211) of the side wall is fixed with an upper guide rail (271) extending in the front-rear direction, the bottom section (212) of the side wall is fixed with a lower guide rail (272) extending in the front-rear direction, and the rear section (214) of the side wall is fixed with a middle guide rail (273) extending in the front-rear direction. The middle guide rail (273) is set at a height higher than the lower guide rail (272) and lower than the upper guide rail (271). The rear door (222) is slidably mounted on the upper guide rail (271), the lower guide rail (272) and the middle guide rail (273).

8. The pillar-free vehicle according to any one of claims 1-7, characterized in that, The vehicle without a B-pillar also includes two limiting structures (28), which are respectively fixed to the rear end of the front door (221) and the front end of the rear door (222). When the door assembly (22) closes the passenger entrance (23), the two limiting structures (28) are opposite each other in the left-right direction, and the limiting structure (28) on the rear door (222) is located inside the limiting structure (28) on the front door (221).

9. The pillarless vehicle according to claim 8, characterized by When the two limiting structures (28) are engaged, the two limiting structures (28) can also limit the vehicle in the front-rear direction.

10. The pillarless vehicle according to claim 8, characterized by There are two sealing structures (24), and when the door assembly (22) closes the passenger entrance (23), the two limiting structures (28) are located between the two sealing structures (24).

11. The B-pillarless vehicle according to any one of claims 1-7, characterized in that, The vehicles without B-pillars also include: The device body is fixed to the rear door (222) and slidably mounted on the vehicle body, and the device body includes a first limiting structure (80); The second limiting structure (90) is fixed to the vehicle body and located in front of the first limiting structure (80). The rear door (222) is a sliding door. During the closing process of the rear door (222), the second limiting structure (90) is adapted to cooperate with the first limiting structure (80) in the front-rear direction of the vehicle.

12. The B-pillarless vehicle according to claim 11, characterized in that, The device body also includes: A wheel structure (60) includes a mounting base (61) fixed to the rear door (222) and the wheel structure (60) is slidably mounted on the vehicle body; Mounting bracket (70) includes a first body (71), at least a portion of the first limiting structure (80) is located on the front side of the first body (71) and fixed to the first body (71), the first body (71) is located on the front side of the mounting base (61), and the mounting base (61) contacts the rear surface of the first body (71) so that the mounting base (61) supports the first body (71).

13. The B-pillarless vehicle according to claim 12, characterized in that, The mounting bracket (70) further includes a second body (72), the first body (71) and the second body (72) are fixedly connected, and the second body (72) overlaps with and is fixed to the mounting base (61) on multiple surfaces.

14. The B-pillarless vehicle according to any one of claims 1-7, characterized in that, At least one of the front door (221) and the rear door (222) includes: A door body (100) having an assembly space (120) formed therein; A vertical reinforcing beam (130) is provided in the assembly space (120) and extends along the height direction of the door body (100). The vertical reinforcing beam (130) is fixed to the door body (100) and is provided near the front or rear side of the door body (100). A horizontal reinforcing beam (210) is provided in the assembly space (120) and extends along the front-rear direction of the door body (100). The horizontal reinforcing beam (210) is fixed to the door body (100) and the vertical reinforcing beam (130).

15. The B-pillarless vehicle according to claim 14, characterized in that, The vertical reinforcing beam (130) includes an upper connecting part (131), a reinforcing beam body (140), and a lower connecting part (160). The upper connecting part (131) is fixed to the upper end of the reinforcing beam body (140), and the lower connecting part (160) is fixed to the lower end of the reinforcing beam body (140). At least the upper connecting part (131) and the lower connecting part (160) are fixed to the door body (100).

16. The B-pillarless vehicle according to claim 14, characterized in that, The front door (221) includes the door body (100) and the vertical reinforcing beam (130), and along the longitudinal direction of the vehicle, the vertical reinforcing beam (130) is disposed near the rear side of the door body (100); and / or The rear door (222) includes the door body (100) and the vertical reinforcing beam (130). Along the front-rear direction of the vehicle, the vertical reinforcing beam (130) is disposed near the front side of the door body (100).

17. The B-pillarless vehicle according to any one of claims 1-7, characterized in that, At least one of the front door (221) and the rear door (222) includes: The inner door panel (46) includes a window frame (240), the window frame (240) includes a top section (241) and two side sections (242), the top section (241) being connected between the two side sections (242); The vehicle door outer panel (47) and the glass guide rail (260) are provided. The vehicle door outer panel (47) includes: an outer panel top section (250), the outer panel top section (250) and the window frame top section (241) being opposite to and fixedly connected, the outer panel top section (250) and the window frame top section (241) defining a downwardly open mounting space (270), at least a portion of the glass guide rail (260) being fitted into the mounting space (270), the glass guide rail (260) including: a first sidewall (261), the first sidewall (261) being located on the side of the glass guide rail (260) away from the window frame top section (241), a portion of the outer panel top section (250) being located on the side of the first sidewall (261) away from the window frame side section (242) to cover the first sidewall (261); The cover plate (280) is fixed on the outer side of the window frame side section (242), and the cover plate (280) and the top section (250) of the outer panel are arranged adjacent to each other along the vertical direction of the vehicle.

18. The pillarless vehicle according to claim 17, characterized in that, The upper surface of the cover plate (280) facing away from the side section (242) of the window frame is aligned with the lower surface of the top section (250) of the outer panel facing away from the top section (241) of the window frame along the vertical direction.

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