Damping-variable vehicle door stepless rotating device, vehicle door and vehicle
By adopting a damping shaft and pure mechanical structure in the door design, combined with the coordination of elastic parts and adjusting parts, the stepless adjustment of the door opening angle and dynamic adjustment of the damping force are achieved, solving the problem that traditional door design cannot be fully opened in a narrow space, improving convenience and safety, and reducing costs.
Patent Information
- Application Number
- CN202422178046.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-05
- Publication Date
- 2025-06-10
- Estimated Expiration
- 2034-09-05
AI Technical Summary
Due to the limited opening angle of the traditional car door design, it cannot be fully opened in a narrow space, which makes it inconvenient for passengers to get on and off the vehicle, and may even cause safety hazards. In the prior art, the technical solution to achieve stepless adjustment is costly and has low reliability.
Using the principle of damping shaft, a purely mechanical structure of the door stepless rotation device is designed. Through the cooperation of the shaft and the shaft sleeve, the elastic parts and the adjustment parts are used to realize the stepless adjustment of the door opening angle, and the damping force is dynamically adjusted through the meshing design of the concave and convex ring teeth.
The vehicle doors are adjusted steplessly under different space conditions, providing the best convenience of getting on and off the car, reducing impact and instability, improving passenger comfort and safety, while reducing manufacturing and use costs.
Smart Images
Figure CN222962674U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of door opening and closing devices, in particular to a stepless rotation device for a vehicle door with variable damping, a vehicle door and a vehicle. Background Technique
[0002] With the rapid development of the automotive industry and the continuous improvement of consumers' requirements for vehicle comfort and convenience, the design and innovation of vehicle doors have become one of the focuses of automotive manufacturers. Traditional door opening methods mostly adopt mechanical hinge structures to achieve fixed-angle opening and closing. This design restricts the flexibility and usage scenarios of vehicle doors to a certain extent. Especially when parking or opening the door in a narrow space, traditional vehicle doors may not be able to fully open due to space limitations, causing inconvenience for passengers to get on and off, and even potentially posing safety hazards, such as the door colliding with surrounding objects due to sudden acceleration.
[0003] Currently, although there have been various attempts at door opening methods in the market, technical solutions that truly achieve stepless adjustment and controllable costs are still relatively rare. Most existing technologies rely on complex electric or hydraulic drive systems, which not only increase the manufacturing cost but also may reduce the reliability due to the complexity of the system. Therefore, it is urgent to solve this problem. Summary of the Utility Model
[0004] To solve at least one of the technical problems in the above background technique, the utility model provides a stepless rotation device for a vehicle door with variable damping, a vehicle door and a vehicle. By using the principle of a damping rotating shaft, stepless adjustment of the door opening angle is achieved. This pure mechanical structure design breaks the limitation of the traditional fixed door opening angle, enabling the door to smoothly and continuously adjust the opening angle as needed, thus providing the best convenience for getting on and off under different space conditions, and the setting of the adjusting member can achieve variable control of the damping force.
[0005] To achieve the above object, the utility model provides the following technical solutions:
[0006] The utility model provides a stepless rotation device for a vehicle door with variable damping, including a rotating shaft and a sleeve movably sleeved on the rotating shaft; one of the rotating shaft and the sleeve is used to be fixed to the vehicle door, and the other is used to be fixed to the vehicle body; two groups of elastic members are further arranged on the rotating shaft, which can generate axial elastic forces by being pressed to respectively press two groups of damping members against both ends of the sleeve, and the elastic forces generated by the two groups of elastic members under the same deformation amount are different; the device further includes an adjusting member for enabling the sleeve to generate an axial displacement relative to the rotating shaft when rotating around the axis, so as to adjust the compression deformation degrees of the two groups of elastic members to change the total damping force applied to the sleeve.
[0007] As a further improvement of the above solution, the adjusting member includes two concave-convex ring teeth. One of the concave-convex ring teeth is fixedly connected to the outside of the rotating shaft, and the other concave-convex ring tooth is fixedly connected to the inside of the bushing. And the two are kept in contact under the action of the elastic force. Wherein, when the rotating shaft and the bushing rotate relative to each other, the meshing degree between the two concave-convex ring teeth can be switched, so as to cause the bushing to generate the axial displacement.
[0008] As a further improvement of the above solution, when the door is switched from the closed state to the open state, the bushing increases the axial displacement in a specified direction to compress a group of elastic members with a larger elastic force generated under the same deformation, so as to gradually increase the total damping force applied to the bushing; otherwise, the total damping force is gradually reduced.
[0009] As a further improvement of the above solution, the meshing surface of each concave-convex ring tooth presents a plurality of continuous concave-convex structures along the circumferential direction, and the convex platform and the concave platform are transitioned by a smooth curve. Wherein, along the circumferential direction of the concave-convex ring tooth, the positions of 0° and 180° are the midpoints of the convex platforms, and the positions of 90° and 270° are the midpoints of the concave platforms.
[0010] As a further improvement of the above solution, one end of the rotating shaft is coaxially fixedly connected to the inside of a sleeve, and the other end of the rotating shaft passes through the bushing and is threadedly connected with a locknut to restrict the axial movement range of the bushing between the sleeve and the locknut.
[0011] As a further improvement of the above solution, one group of elastic members adopts a single helical spring, which is arranged in the sandwich space formed by the rotating shaft and the inner wall of the sleeve; the other group of elastic members adopts a plurality of disc springs coaxially stacked between the bushing and the locknut; the equivalent stiffness coefficient of the disc spring is greater than that of the helical spring, so as to realize that the corresponding elastic member of the former generates a larger elastic force under the same deformation.
[0012] As a further improvement of the above solution, one group of damping members includes a first friction gasket, which is located between one end of the bushing and one group of elastic members; the other group of damping members includes at least two second friction gaskets, and all the second friction gaskets are stacked between the other end of the bushing and the other group of elastic members, and a third friction gasket is also arranged between the other group of elastic members and the locknut.
[0013] As a further improvement of the above solution, the stepless rotation device of the door further includes a first fixing frame and a second fixing frame; the first fixing frame is fixedly connected to the outside of the sleeve by bolts, and the rotating shaft is fixed to the vehicle body through the first fixing frame; the second fixing frame is welded to the outside of the bushing, and the bushing is fixed to the door through the second fixing frame.
[0014] The present utility model also discloses a vehicle door which is equipped with at least one stepless rotation device for a vehicle door with variable damping as described above, thereby realizing the rotational connection with the vehicle body.
[0015] The present utility model also discloses a vehicle, including a vehicle door and a vehicle body, and the vehicle door is the vehicle door as described above.
[0016] Compared with the prior art, the beneficial effects of the present utility model are as follows:
[0017] 1. The present utility model utilizes the principle of a damping rotating shaft to realize stepless adjustment of the opening angle of the vehicle door. This design breaks through the limitation of the traditional fixed opening angle of the vehicle door, enabling the vehicle door to smoothly and continuously adjust the opening angle as needed, thereby providing the best convenience for getting on and off the vehicle under different space conditions. On this basis, by equipping elastic parts and adjusting parts that can dynamically adjust the damping size with the rotation angle of the vehicle door, it is ensured that the vehicle door gradually unfolds at a stable speed, avoiding impacts and instability caused by sudden acceleration. This smooth opening process not only improves the comfort of passengers but also reduces the risk of the vehicle door colliding with surrounding objects.
[0018] 2. The present utility model utilizes the synergistic effect of a spiral spring and a disc spring, as well as the precise adjustment of a friction gasket, to realize stepless rotation of the vehicle door during the opening and closing processes. This design enables the vehicle door to stop smoothly at any position without specific stop points or slots, greatly improving the convenience and flexibility of use.
[0019] 3. Through the meshing design of concave and convex ring teeth in the present utility model, when the vehicle door is in the opening process, the damping force gradually increases as the distance between the concave and convex teeth increases. This dynamic damping adjustment mechanism ensures that the vehicle door gradually unfolds at a stable and controllable speed, effectively avoiding impacts and instability caused by sudden acceleration or deceleration, thereby improving the comfort and safety of passengers. When the vehicle door approaches the closed position, the gradually decreasing damping force enables the vehicle door to reach the final closed state more easily. In addition, the concave and convex ring tooth design can provide a resilience when the vehicle door is nearly closed, helping to ensure that the vehicle door can closely fit to the door frame, thereby enhancing the sealing performance of the vehicle door.
[0020] 4. The present utility model adopts a pure mechanical structure design without a complex electric or hydraulic drive system, thereby greatly reducing the manufacturing cost. At the same time, its structure is relatively simple, easy to manufacture and maintain, further reducing the use cost of users. This design not only improves the reliability and durability of the device but also enables this structure to be more widely applied to various vehicle models to meet the needs of different user groups. Description of the Drawings
[0021] Figure 1Schematic three-dimensional structure diagram of the variable-damping stepless door rotating device in the embodiment of the present utility model installed on a vehicle.
[0022] Figure 2 Schematic three-dimensional structure diagram of the variable-damping stepless door rotating device in the embodiment of the present utility model.
[0023] Figure 3 For Figure 2 Left view of the stepless door rotating device in
[0024] Figure 4 For Figure 3 A-A sectional view in
[0025] Figure 5 For Figure 2 Exploded view of the stepless door rotating device in
[0026] Figure 6 For Figure 5 Perspective structure diagram of the concave-convex ring teeth arranged on the bushing in
[0027] Figure 7 For Figure 5 Perspective structure diagram of the concave-convex ring teeth arranged on the rotating shaft in
[0028] Figure 8 Schematic diagram of the relative positions of two concave-convex ring teeth (after unfolding) when they are closest in meshing.
[0029] Figure 9 Schematic diagram of the relative positions of two concave-convex ring teeth (after unfolding) when they are farthest in meshing.
[0030] In the figure: 1. Rotating shaft; 2. Bushing; 3. Damping member; 31. First friction gasket; 32. Second friction gasket; 4. Elastic member; 5. Adjusting member; 51. Concave-convex ring teeth; 511. Convex platform; 512. Concave platform; 6. Locknut; 7. Third friction gasket; 81. First fixing bracket; 82. Second fixing bracket; 9. Vehicle; 91. Door; 92. Body; 10. Sleeve. Detailed implementation manners
[0031] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.
[0032] Please refer to Figure 1, this embodiment provides a vehicle 9, including a car door 91 and a vehicle body 92. The car door 91 may be equipped with a continuously variable rotational device for the car door with variable damping (Part B in Figure 1 ), so as to achieve rotational connection with the vehicle body 92. In other embodiments, the number of such devices may also be set to two or more. The specific structures of the car door 91 and the vehicle body 92 are not the inventive points of the present utility model and will not be elaborated here.
[0033] Please refer to Figures 2 to 5 , the continuously variable rotational device for the car door with variable damping may include a rotating shaft 1, a shaft sleeve 2, an adjusting member 5, a first fixing bracket 81, and a second fixing bracket 82.
[0034] The shaft sleeve 2 is movably sleeved on the rotating shaft 1, and the two can move axially relative to each other and can also rotate circumferentially relative to each other.
[0035] In this embodiment, one end of the rotating shaft 1 may be coaxially and fixedly connected to the inside of a sleeve 10. The sleeve 10 is threadedly and fixedly connected to the first fixing bracket 81 through three positioning screw holes. The first fixing bracket 81 can be installed on the vehicle body 92, so as to achieve the fixation of the rotating shaft 1 and the vehicle body 92. The other end of the rotating shaft 1 passes through the shaft sleeve 2 and is threadedly connected to a locknut 6, thereby restricting the axial movement range of the shaft sleeve 2 between the sleeve 10 and the locknut 6. Moreover, the locknut 6 can also provide different magnitudes of pre-tightening force by adjusting the thread engagement degree.
[0036] The outer side of the shaft sleeve 2 can be welded to the second fixing bracket 82. The second fixing bracket 82 can be installed on the car door 91, so as to achieve the fixation of the shaft sleeve 2 and the car door 91. Of course, in other embodiments, the connection objects of the rotating shaft 1 and the shaft sleeve 2 can also be opposite, and the remaining components of the rotational device also need to be adjusted adaptively.
[0037] There are two groups of elastic members 4, which can generate axial elastic forces under pressure to respectively press two groups of damping members 3 against both ends of the shaft sleeve 2. The elastic forces generated by the two groups of elastic members 4 are different under the same deformation amount.
[0038] In this embodiment, one group of elastic members 4 is a single helical spring, which is arranged in the sandwich space formed by the rotating shaft 1 and the inner wall of the sleeve 10; the other group of elastic members 4 is four disc springs coaxially stacked between the shaft sleeve 2 and the locknut 6. Due to different extrusion deformations, different magnitudes of elastic forces are generated, squeezing the damping members 3, and at the same time, being able to effectively absorb and disperse vibration energy to avoid the shaft sleeve 2 directly impacting other devices at both ends; the equivalent stiffness coefficient of the disc springs is greater than that of the helical spring, so as to achieve that the corresponding elastic member 4 of the former generates a larger elastic force under the same deformation amount. Of course, in other embodiments, the total number of disc springs can also be appropriately adjusted according to actual elastic force requirements.
[0039] Among them, the elastic force (also known as the restoring force or elastic force) of the helical spring is proportional to its deformation, which can be described by Hooke's Law:
[0040] F S =k s ·x S
[0041] In the formula, F S is the elastic force generated by the helical spring, k s is the stiffness coefficient of the helical spring (unit: N / m), and x S is the deformation of the helical spring (the length of compression or tension, unit: m).
[0042] The calculation of the elastic force of the disc spring is relatively complex because it involves multiple factors such as the thickness of the disc spring, material, radius ratio, etc. But generally, the elastic force of the disc spring can also be approximated as being proportional to its deformation:
[0043] F d =k d ·x d
[0044] In the formula, F d is the elastic force generated by the disc spring, k d is the equivalent stiffness coefficient of the disc spring (varying according to the specific design, unit: N / m), and x d is the deformation of the disc spring (the amount of compression, unit: m).
[0045] Among the two groups of damping members 3, one group of damping members 3 includes a first friction gasket 31, which is located between one end of the bushing 2 and one group of elastic members 4, and contacts the bushing 2 under the elastic force of the helical spring, providing a damping force for the opening and closing of the vehicle door 91 during later rotation. The other group of damping members 3 includes at least two second friction gaskets 32, and all the second friction gaskets 32 are stacked between the other end of the bushing 2 and the other group of elastic members 4, providing a frictional damping force for the bushing 2. A third friction gasket 7 is also provided between the other group of elastic members 4 and the locknut 6. The third friction gasket 7 increases the contact area between the locknut 6 and the disc spring, thereby dispersing the pressure, reducing the local pressure, and prolonging the service life of the parts and screws.
[0046] The damping force is mainly generated by the frictional force between the friction gasket and the bushing 2, and this frictional force is proportional to the pressing force between the two, that is:
[0047] F f =μ·F p
[0048] In the formula, F fis the frictional force (damping force), μ is the friction coefficient (dimensionless) between the gasket and the rotating shaft, and F p is the pressing force of the friction gasket on the bushing 2.
[0049] The adjusting member 5 is used to enable the bushing 2 to generate an axial displacement relative to the rotating shaft 1 when rotating around the axis, so as to adjust the compression deformation degree of the two sets of elastic members 4 and change the total damping force applied to the bushing 2.
[0050] Please refer to Figure 6 and Figure 7 In this embodiment, the adjusting member 5 may include two concave-convex ring teeth 51. One of the concave-convex ring teeth 51 is fixedly connected to the outside of the rotating shaft 1, and the other concave-convex ring tooth 51 is fixedly connected to the inside of the bushing 2, and the two are kept in contact under the action of the elastic force. Among them, when the rotating shaft 1 and the bushing 2 rotate relative to each other, the meshing degree between the two concave-convex ring teeth 51 can be switched, so that the bushing 2 generates the axial displacement.
[0051] Please refer to Figure 8 and Figure 9 In this embodiment, the meshing surface of each concave-convex ring tooth 51 presents a plurality of continuous concave-convex structures along the circumferential direction, and the transition between the convex platform 511 and the concave platform 512 is a smooth curve. Among them, along the circumferential direction of the concave-convex ring tooth 51, the midpoints of the convex platforms 511 are at the 0° and 180° positions, and the midpoints of the concave platforms 512 are at the 90° and 270° positions. Of course, in other embodiments, the number of the convex platforms 511 and the concave platforms 512 on each concave-convex ring tooth 51 and the circumferential angle of the midpoint can also be set in other ways, which can be specifically determined according to the maximum opening angle of the car door 91 and the vehicle body 92.
[0052] Figure 8 and Figure 9 show the meshing condition of the unfolded concave-convex ring tooth 51. The midpoints of the convex platforms 511 are at the 0° and 180° positions, and the midpoints of the concave platforms 512 are at the 90° and 270° positions. The distance between the convex platform 511 and the concave platform 512 is small, and the transition between them is a smooth curve, ensuring smooth rotation and preventing large vibrations.
[0053] Working principle: During the rotation of the car door 91, the coordinated action of the helical spring and the disc spring is the key to realizing the damping force adjustment. The helical spring continuously presses the friction gasket at the top through its elastic force to ensure the existence of the basic damping force. The disc spring dynamically adjusts its elastic force according to the relative position change between the bushing 2 and the locknut 6, and then adjusts the pressing degree of the upper friction gasket, so as to realize the stepless rotation of the car door and the change of the damping force. At the same time, the disc spring can effectively absorb and disperse the vibration energy and play a buffering role.
[0054] When the car door 91 is in the closed state, the meshing condition of the concave-convex ring teeth 51 of the rotating shaft 1 and the bushing 2 is as shown in Figure 8As shown, the distance between the two concave-convex ring teeth 51 is the closest.
[0055] When the car door 91 is in the open state, the meshing condition of the concave-convex ring teeth 51 between the rotating shaft 1 and the bushing 2 is as Figure 9 shown, and the distance between the two concave-convex ring teeth 51 is the farthest.
[0056] When the car door 91 gradually switches from the closed state to the open state, the meshing condition of the two concave-convex ring teeth 51 changes from Figure 8 to Figure 9 . Since there is a basic frictional damping force between the bushing 2 itself and the friction gaskets at both ends, it can prevent the car door 91 from rotating randomly in the stationary state, so that the car door 91 can stop at any position, realizing the stepless opening of the car door 91. At the same time, the distance between the two components gradually increases, and the bushing 2 increases the axial displacement in the specified direction, that is, the distance between the bushing 2 and the locknut 6 is shortened, further compressing the disc spring, so that the disc spring generates a greater pressing force. At the same time, the increased pressing force of the disc spring is greater than the reduced elastic force of the helical spring, so that the frictional damping force still gradually increases, and there is still damping force at both ends of the bushing 2 to ensure the stability of rotation.
[0057] When the car door 91 gradually switches from the open state to the closed state, the meshing condition of the two concave-convex ring teeth 51 changes from Figure 9 to Figure 8 . Due to the frictional damping force between the bushing 2 and the friction gasket, the car door can stop at any position. At the same time, the distance between the two components gradually decreases, the distance between the bushing 2 and the locknut 6 is pulled away, and the disc spring is gradually released, so that the pressing force generated by the disc spring gradually decreases. At the same time, the reduced pressing force of the disc spring is greater than the increased elastic force of the helical spring, so that the frictional damping force still gradually decreases. At this time, there is still damping force at both ends of the bushing 2 to ensure the stability of rotation. And because the convex platform 511 and the concave platform 512 are connected by a certain smooth arc, a certain resilience is provided when the car door is closed.
[0058] In terms of the adjustment of the damping force, the deformation degree of the helical spring and the disc spring can be adjusted by adjusting the tightness of the locknut 6, so as to adjust the magnitude of the pressing force between the friction gasket and the bushing. When the gasket is worn for a period of time, the magnitude of the pressing force can be restored through this to prevent the wear of the gasket from affecting the damping effect.
[0059] The above is only the preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention, according to the technical solution of the present invention and its inventive concept, makes equivalent substitutions or changes, and should be covered by the protection scope of the present invention.
Claims
1. A variable damping vehicle door stepless rotation device, characterized in that: The invention comprises a rotating shaft (1) and a sleeve (2) movably sleeved on the rotating shaft (1); one of the rotating shaft (1) and the sleeve (2) is used to be fixed to a vehicle door (91), and the other is used to be fixed to a vehicle body (92); the rotating shaft (1) is also provided with two groups of elastic members (4) which can generate axial elastic force by being compressed to respectively press two groups of damping members (3) against two ends of the sleeve (2); the elastic forces generated by the two groups of elastic members (4) under the same deformation amount are different in magnitude; the device also comprises an adjusting member (5) for enabling the sleeve (2) to generate axial displacement relative to the rotating shaft (1) when rotating around the axis, thereby adjusting the degree of compression deformation of the two groups of elastic members (4) to change the total damping force applied to the sleeve (2).
2. A vehicle door stepless rotation device with variable damping according to claim 1, characterized in that: The adjusting member (5) comprises two concave-convex ring teeth (51), one of which is fixedly connected to the outside of the rotating shaft (1), and the other is fixedly connected to the inside of the shaft sleeve (2), and the two are kept in close contact under the action of the elastic force; wherein, when the rotating shaft (1) or the shaft sleeve (2) rotates relative to each other, the degree of engagement between the two concave-convex ring teeth (51) can be switched, thereby causing the shaft sleeve (2) to produce the axial displacement.
3. A vehicle door stepless rotation device with variable damping according to claim 2, characterized in that: When the vehicle door (91) switches from a closed state to an open state, the shaft sleeve (2) increases its axial displacement in a specified direction to compress a group of elastic members (4) with a larger elastic force generated under the same deformation amount, thereby gradually increasing the total damping force applied to the shaft sleeve (2); Otherwise, the total damping force is gradually reduced.
4. A vehicle door stepless rotation device with variable damping according to claim 2, characterized in that: The meshing surface of each concave-convex ring tooth (51) presents a plurality of continuous concave-convex structures along the circumferential direction, and the convex platform (511) and the concave platform (512) transition with a smooth curve; wherein, along the circumferential direction of the concave-convex ring tooth (51), the positions of 0° and 180° are the midpoints of the convex platform (511), and the positions of 90° and 270° are the midpoints of the concave platform (512).
5. The variable damping vehicle door stepless rotation device according to claim 1, characterized in that: One end of the rotating shaft (1) is coaxially fixedly connected to the inside of a sleeve (10), and the other end of the rotating shaft (1) passes through the shaft sleeve (2) and is threadedly connected to a locking nut (6), thereby restricting the axial range of movement of the shaft sleeve (2) between the sleeve (10) and the locking nut (6).
6. A vehicle door stepless rotation device with variable damping according to claim 5, characterized in that: One group of elastic members (4) uses a single coil spring, which is arranged in the interlayer space formed by the inner wall of the rotating shaft (1) and the sleeve (10); the other group of elastic members (4) uses a plurality of disc springs coaxially stacked between the shaft sleeve (2) and the anti-loosening nut (6); the equivalent spring coefficient of the disc spring is greater than the spring coefficient of the coil spring, so that the elastic member (4) corresponding to the former can generate a larger elastic force under the same deformation amount.
7. A vehicle door stepless rotation device with variable damping according to claim 6, characterized in that: One group of damping members (3) includes a first friction pad (31), which is located between one end of the shaft sleeve (2) and one group of elastic members (4); another group of damping members (3) includes at least two second friction pads (32), all of the second friction pads (32) are stacked between the other end of the shaft sleeve (2) and the other group of elastic members (4), and a third friction pad (7) is also provided between the other group of elastic members (4) and the anti-loosening nut (6).
8. The variable damping vehicle door stepless rotation device according to claim 5, characterized in that: It also includes a first fixing frame (81) and a second fixing frame (82); the first fixing frame (81) is fixedly connected to the outside of the sleeve (10) by bolts, and the rotating shaft (1) is fixed to the vehicle body (92) by the first fixing frame (81); the second fixing frame (82) is welded to the outside of the shaft sleeve (2), and the shaft sleeve (2) is fixed to the vehicle door (91) by the second fixing frame (82).
9. A vehicle door, characterized in that: It is equipped with at least one vehicle door stepless rotation device with variable damping as claimed in any one of claims 1 to 8, so as to realize rotation connection with the vehicle body (92).
10. A vehicle, comprising a door (91) and a vehicle body (92), characterized in that: The vehicle door (91) is the vehicle door as claimed in claim 9.