Vehicle

Abstract

The utility model discloses a vehicle which comprises a vehicle body, a first vehicle door and a second vehicle door, and the first vehicle door and the second vehicle door are arranged on the vehicle body to form split vehicle doors. The vehicle body is provided with a first hinge device and a second hinge device, rotationally connected with the first vehicle door through the first hinge device and rotationally connected with the second vehicle door through the second hinge device. In the opening process of the second vehicle door, the second vehicle door can be opened outwards in the direction away from the first vehicle door through the second hinge device so as to be separated from interference of the first vehicle door. In the closing process of the second vehicle door, the second vehicle door can be closed inwards in the direction close to the first vehicle door through the second hinge device so as to break away from interference of the first vehicle door. According to the technical scheme, the technical problem that in the prior art, if a column B is omitted, due to the fact that interference exists between the first automobile door and the second automobile door, only the front door needs to be opened first and then the rear door needs to be opened, or the rear door needs to be closed first and then the front door needs to be closed is solved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a vehicle. Background Technology

[0002] Car doors are connected to the vehicle body to open and close. Currently, there are cars with suicide doors on the market, where the front and rear doors are restricted by the B-pillar. The use of the B-pillar restricts passengers from getting in and out of the car, making it inconvenient. If the B-pillar is removed from this type of suicide door car, the interference between the front and rear doors means that the front door can only be opened first and then the rear door, or the rear door can be closed first and then the front door, which is quite inconvenient. Utility Model Content

[0003] This application provides a vehicle designed to effectively solve the technical problem in the prior art where, if the B-pillar is removed from a car with double doors, the interference between the first and second doors forces the driver to either open the front door first and then the rear door, or close the rear door first and then the front door, which is quite inconvenient.

[0004] This application provides a vehicle, including: a body and a first door and a second door, the first door and the second door being mounted on the body to form a double-opening door; the body is provided with a first hinge device and a second hinge device, the body and the first door are rotatably connected via the first hinge device, and the body and the second door are rotatably connected via the second hinge device; wherein, during the opening of the second door, the second door can be opened outward in a direction away from the first door via the second hinge device to detach from the interference of the first door; during the closing of the second door, the second door can be closed inward in a direction closer to the first door via the second hinge device to detach from the interference of the first door.

[0005] In one embodiment of this application, the second hinge device is capable of rotating at a first angle α to drive the second door away from the interference of the first door.

[0006] In one embodiment of this application, the second hinge device is capable of rotating a second angle β to drive the second door to open or close.

[0007] In one embodiment of this application, the second hinge device includes: a third mounting assembly for connection to the vehicle body; a rotating arm assembly rotatably connected to the third mounting assembly, the rotating arm assembly being rotatable at a first angle α or a second angle β; and a fourth mounting assembly for connection to a second door, the fourth mounting assembly being rotatably connected to the rotating arm assembly.

[0008] In one embodiment of this application, the fourth mounting component is detachably disposed from the rotating arm assembly.

[0009] In one embodiment of this application, the rotating arm assembly includes: a first rotating arm, which is rotatably connected to a third mounting assembly and a fourth mounting assembly respectively. The first rotating arm is capable of rotating at a first angle α to drive the second door away from the interference of the first door, and the first rotating arm and the fourth mounting assembly are detachably connected.

[0010] In one embodiment of this application, the rotating arm assembly includes: a second rotating arm, which is rotatably connected to a third mounting assembly and a fourth mounting assembly respectively. The second rotating arm is capable of rotating a second angle β to drive the second vehicle door to open or close via the fourth mounting assembly, and the second rotating arm and the fourth mounting assembly are detachably connected.

[0011] In one embodiment of this application, the rotating arm assembly further includes: a first rotating connector, the first rotating arm having a first connecting hole, and the fourth mounting assembly having a second connecting hole. The first rotating connector is detachably inserted through the first connecting hole and the second connecting hole, so that the first rotating arm is rotatably connected to the fourth mounting assembly.

[0012] In one embodiment of this application, the rotating arm assembly further includes: a second rotating connector, the second rotating arm having a third connecting hole, and the fourth mounting assembly having a fourth connecting hole. The second rotating connector is detachably inserted through the third connecting hole and the fourth connecting hole, so that the second rotating arm is rotatably connected to the fourth mounting assembly.

[0013] In one embodiment of this application, the vehicle further includes a first drive device for driving the second hinge device to rotate by a first angle α or a second angle β, so as to open or close the second door.

[0014] In one embodiment of this application, the first driving device includes a driving arm and a driving member. The driving member is disposed on the second door. The driving arm includes a connecting end and a driving end disposed opposite to each other. The connecting end is rotatably connected to the vehicle body, and the driving end is connected to the second door. The driving member can drive the driving end to move in a direction closer to or farther from the first door, so as to drive the rotating arm assembly to rotate by a first angle α, so that the second door moves in a direction away from or closer to the first door.

[0015] In one embodiment of this application, the rotating arm assembly is also connected to a drive member, and the rotating arm assembly rotates by a second angle β under the drive member to open or close.

[0016] In one embodiment of this application, the first driving device further includes a first sensor disposed on the driving member. The first sensor is used to sense the rotation angle of the rotating arm assembly. Before the first sensor senses that the rotating arm assembly has rotated to a first angle α, the driving member is used to limit the rotation of the rotating arm assembly to a second angle β.

[0017] In one embodiment of this application, the first driving device further includes: a transmission rod for mounting on the second door and extending along the length direction of the second door, one end of the transmission rod being connected to a driving member; a sliding member disposed on the transmission rod, the driving end of the driving arm being connected to the sliding member; wherein, the driving member is capable of driving the transmission rod to move the sliding member along the length direction of the second door, and the sliding member driving the driving end to move along the length direction of the second door.

[0018] In one embodiment of this application, the vehicle further includes a second drive device, which is disposed at the door sill of the vehicle body. The second drive device includes: a guide member connected to a second door; a connector connected to the guide member; and a driver connected to the connector and capable of driving the connector to move along a target moving direction.

[0019] In one embodiment of this application, the second driving device further includes a second sensor disposed on the driver. The second sensor is used to sense the rotation angle of the second hinge device. Before the second hinge device is sensed to rotate to the second angle β, the second sensor restricts the second hinge device from rotating in the direction of the first angle α.

[0020] In one embodiment of this application, the driver includes: a transmission part that passes through the connector and a guide that can restrict the rotation of the connector; and a drive part that is connected to one end of the transmission part and can rotate the transmission part to drive the connector to move along a target moving direction.

[0021] In one embodiment of this application, the connector has a limiting groove on one side perpendicular to the target moving direction; the second driving device further includes a limiting member connected to the guide member, and the limiting member can enter the limiting groove in a direction perpendicular to the target moving direction.

[0022] In one embodiment of this application, the first hinge device has intersecting first and second directions, wherein the first hinge device includes: a first mounting component, a pin, and a second mounting component, the pin extends along the second direction, the first mounting component is rotatably connected to the second mounting component via the pin, the first mounting component is used for fixed connection with the vehicle body, and the second mounting component is used for fixed connection with the first vehicle door.

[0023] In one embodiment of this application, the first mounting component has a dimension of L1 mm in the first direction and a dimension of L2 mm in the second direction, satisfying: 0.7 ≤ L2 / L1 ≤ 0.889.

[0024] In one embodiment of this application, the first mounting component includes a first mounting part and a first adapter part, wherein the first adapter part is connected to the side of the first mounting part near the second mounting component.

[0025] In one embodiment of this application, the second mounting component includes a second mounting part and a second adapter part. The second adapter part is connected to the side of the second mounting part near the first mounting component, and the second adapter part is rotatably connected to the first adapter part via a pin.

[0026] In one embodiment of this application, the first mounting component further includes: a first limiting part connected to the first adapter part.

[0027] In one embodiment of this application, the second mounting component further includes a second limiting part connected to the second adapter part, wherein the second limiting part may selectively abut against the first limiting part.

[0028] In one embodiment of this application, the vehicle further includes a first locking member and a second locking member. Both the first locking member and the second locking member are disposed on the first door and the vehicle body, and are used to lock the first door. The first locking member is located on the first door and the vehicle body near the chassis and near the second door, and the second locking member is located on the first door and the vehicle body away from the chassis and near the second door, and is used to lock the first door near the second door.

[0029] In one embodiment of this application, the vehicle further includes a third locking member and a fourth locking member, both of which are disposed on the second door and the vehicle body for locking the second door. The third locking member is located on the second door and the vehicle body near the chassis and close to the first door, while the fourth locking member is located on the second door and the vehicle body away from the chassis and close to the first door for locking the second door near the first door.

[0030] In one embodiment of this application, the vehicle further includes an electronic lock disposed on the second door and the vehicle body, wherein the electronic lock is located on the side of the second door away from the first door, and is used to lock the second door in a position away from the first door.

[0031] In one embodiment of this application, the vehicle further includes: a first sealing strip disposed on the side of the first door facing the second door; and a second sealing strip disposed on the side of the second door facing the first door, wherein the first sealing strip is disposed closer to the outside than the second sealing strip when the first door and the second door are closed; and a second hinge device is configured to guide the second sealing strip to move away from the vehicle body and the first door with the second door to avoid the first sealing strip.

[0032] In one embodiment of this application, the vehicle has no B-pillar.

[0033] In the technical solution disclosed in this application, the double-door design allows passengers to get on and off the vehicle more conveniently. The second door can be opened outwards away from the first door via a second hinge device, which ensures that the second door does not interfere with the first door when it is open, thus allowing the second door to be opened independently, which is more convenient. When the second door is closed, it can be closed inwards towards the first door via the second hinge device, which also does not interfere with the first door, thus allowing the second door to be closed independently, which is more convenient. Attached Figure Description

[0034] The technical solution and other beneficial effects of this application will become apparent from the following detailed description of specific embodiments in conjunction with the accompanying drawings.

[0035] Figure 1 Assembly drawings of the vehicle provided in the embodiments of this application;

[0036] Figure 2 This is a schematic diagram of the structure of the first hinge device of the vehicle provided in the embodiments of this application;

[0037] Figure 3 A schematic diagram of the structure of the first hinge device of the vehicle provided in the embodiments of this application, after concealing the first fastener and the first fastener;

[0038] Figure 4 for Figure 3 Exploded view;

[0039] Figure 5 A schematic diagram of the structure of the first hinge device of the vehicle provided in this application embodiment, showing the first fastener and another view after the first fastener is hidden;

[0040] Figure 6 for Figure 5 Exploded view;

[0041] Figure 7 A front view of the first hinge device of a vehicle provided in an embodiment of this application;

[0042] Figure 8 A top view of the first hinge device of a vehicle provided in an embodiment of this application;

[0043] Figure 9 A top view of another state of the first hinge device of the vehicle provided in the embodiments of this application;

[0044] Figure 10 An assembly diagram of the first door and the first hinge device of a vehicle provided in an embodiment of this application;

[0045] Figure 11 A schematic diagram of the structure of an embodiment of the vehicle provided in this application;

[0046] Figure 12 A schematic diagram of another embodiment of the vehicle provided in this application;

[0047] Figure 13 This is a schematic diagram of the structure of the second hinge device for a vehicle provided in an embodiment of this application;

[0048] Figure 14 A schematic diagram of the assembly of the second hinge device of the vehicle with the vehicle body provided in the embodiments of this application;

[0049] Figure 15 A schematic diagram of the assembly of the second hinge device of a vehicle with another vehicle body provided in an embodiment of this application;

[0050] Figure 16 A schematic diagram of the combined structure of the vehicle body, the first door, and the first drive device provided in the embodiments of this application, with the first door in a closed state;

[0051] Figure 17 A schematic diagram of the combined structure of the vehicle body, the first door, and the first drive device provided in the embodiments of this application, wherein the first door is in a first open state;

[0052] Figure 18 A schematic diagram of the combined structure of the vehicle body, the first door, and the first drive device provided in the embodiments of this application, wherein the first door is in a second open state;

[0053] Figure 19 A schematic diagram of the structure of the first drive device and hinge assembly of a vehicle provided in an embodiment of this application;

[0054] Figure 20 A partial structural schematic diagram of the drive assembly in the first drive device of a vehicle provided in this application embodiment;

[0055] Figure 21 A schematic diagram of the combined structure of the vehicle drive assembly and the first door provided in an embodiment of this application;

[0056] Figure 22 for Figure 21 Cross-sectional view along the AA direction;

[0057] Figure 23 A schematic diagram of the structure of the second drive device and support member of the vehicle provided in the embodiments of this application;

[0058] Figure 24 A cross-sectional view of the second drive unit and support member of the vehicle provided in the embodiments of this application;

[0059] Figure 25This is a schematic diagram showing the position of the support member when the vehicle door is closed, provided in an embodiment of this application.

[0060] Figure 26 This is a schematic diagram showing the position of the support member when the vehicle door is opened, provided in an embodiment of this application.

[0061] Figure 27 A schematic diagram showing the position of the support member when the vehicle door is fully open, as provided in an embodiment of this application.

[0062] Figure 28 This is a cross-sectional view of the vehicle body provided in this application embodiment, showing the junction of the first and second doors along the inside to the outside of the vehicle body. Detailed Implementation

[0063] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0064] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Furthermore, the character " / " in this document, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0065] Car doors are connected to the vehicle body to open and close. Currently, there are cars with suicide doors on the market, where the front and rear doors are restricted by the B-pillar. The use of the B-pillar restricts passengers from getting in and out of the car, making it inconvenient. If the B-pillar is removed from this type of suicide door car, the interference between the front and rear doors means that the front door can only be opened first and then the rear door, or the rear door can be closed first and then the front door, which is quite inconvenient.

[0066] To address the aforementioned issues, this application provides a vehicle in which there is no interference between the first door and the second door, and the second door can be opened or closed in any state of the first door, which is quite convenient.

[0067] Figure 1The vehicle shown in this application embodiment includes: a body 1 and a first door 2 and a second door 3. The first door 2 and the second door 3 are disposed on the body 1 to form a double-opening door. The body 1 is provided with a first hinge device 11 and a second hinge device 12. The body 1 and the first door 2 are rotatably connected by the first hinge device 11, and the body 1 and the second door 3 are rotatably connected by the second hinge device 12.

[0068] Specifically, during the opening of the second door 3, the second door 3 can be opened outward away from the first door 2 via the second hinge device 12 to break free from the interference of the first door 2; during the closing of the second door 3, the second door 3 can be closed inward towards the first door 2 via the second hinge device 12 to break free from the interference of the first door 2.

[0069] In this embodiment, the ends of the two doors (i.e., the first door 2 and the second door 3) that are far apart from each other are rotatably connected to the vehicle body 1, while the ends that are close together are open or closed relative to the vehicle body 1. The second door 3 can be opened independently when the first door 2 is in any state, without interference from the first door 2. Similarly, the second door 3 can be closed independently when the first door 2 is in any state, without interference from the first door 2. Furthermore, in this embodiment, one of the first door 2 and the second door 3 is a front door and the other is a rear door. For example, in this embodiment, the first door 2 is a front door and the second door 3 is a rear door; in other embodiments, the first door 2 is a rear door and the second door 3 is a front door.

[0070] The vehicle provided in this embodiment features a double-door design that allows passengers to easily get on and off the vehicle. The second door 3 can be opened outwards away from the first door 2 via the second hinge device 12. This ensures that the second door 3 does not interfere with the first door 2 when it is open, allowing the second door 3 to be opened independently, which is quite convenient. When the second door is closed, it can be closed inwards towards the first door 2 via the second hinge device 12 without interfering with the first door 2, allowing the second door 3 to be closed independently, which is also quite convenient.

[0071] Furthermore, the vehicle provided in this embodiment is applicable to situations where there is no B-pillar, that is, the vehicle provided in this embodiment has no B-pillar, which can further facilitate passengers getting on and off the vehicle.

[0072] In some embodiments, the first hinge device 11 includes: a first mounting assembly 111, a pin 112, and a second mounting assembly 113. The pin 112 extends along a second direction Z. The first mounting assembly 111 is rotatably connected to the second mounting assembly 113 via the pin 112. The first mounting assembly 111 is mounted on the vehicle body 1 and is fixedly connected to the vehicle body 1. The second mounting assembly 113 is mounted on the first door 2 and is fixedly connected to the first door 2.

[0073] Specifically, refer to Figures 2 to 3 The first mounting component 111 has a dimension of L1 mm in the first direction X and a dimension of L2 mm in the second direction Z, satisfying: 0.7 ≤ L2 / L1 ≤ 0.889. That is, the ratio of the dimension L2 mm of the first mounting component 111 in the second direction Z to the dimension L1 mm of the first mounting component 111 in the first direction X can be controlled within the range of 0.7 to 0.889. For example, L2 / L1 can be one or any combination of 0.7, 0.72, 0.74, 0.76, 0.78, 0.8, 0.82, 0.84, 0.88, or 0.889. The specific values ​​of L2 / L1 given above are merely illustrative; any value within the range of 0.7 to 0.889 is within the protection scope of this application.

[0074] Understandably, when the value of L2 / L1 is less than 0.7, the overall structure of the first mounting component 111 is small and the overall structural strength is low, making it impossible to effectively connect the vehicle body 1 and the first door 2; when the value of L2 / L1 is greater than 0.889, the overall structure of the first mounting component 111 is large, and the space occupied affects the size and strength of other components.

[0075] This application controls the ratio of the dimension L2 mm of the first mounting component 111 in the second direction Z to the dimension L1 mm of the first mounting component 111 in the first direction X within the range of 0.7 to 0.889, so as to reasonably design the overall structural size of the first mounting component 111 and optimize the structural size of the first mounting component 111. This effectively improves the structural strength and rigidity of the first mounting component 111, ensures the overall structural stability of the first hinge device 11, and ensures that the first door 2 is free from abnormalities during use, thus meeting the door usage conditions of cars with no B-pillar design.

[0076] In one embodiment, the dimension L1 mm of the first mounting component 111 in the first direction X further satisfies: 90mm ≤ L1 ≤ 100mm. That is, the dimension L1 mm of the first mounting component 111 in the first direction X can be controlled within the range of 90mm to 100mm. For example, L1 mm can be one or any combination of 90mm, 91mm, 92mm, 93mm, 94mm, 95mm, 96mm, 97mm, 98mm, 99mm, or 100mm. The specific values ​​of L1 mm mentioned above are only given as examples, and any value within the range of 90mm to 100mm is within the protection scope of this application.

[0077] This application limits the dimension L1 mm of the first mounting component 111 in the first direction X to within the range of 90 mm to 100 mm, so as to further rationally design the overall structural size of the first mounting component 111, optimize the structural size of the first mounting component 111, effectively improve the structural strength and rigidity of the first mounting component 111, and ensure the overall structural stability of the first hinge device 11.

[0078] The dimension L2 mm of the first mounting component 111 in the second direction Z also satisfies: 70mm ≤ L2 ≤ 80mm. That is, the dimension L2 mm of the first mounting component 111 in the second direction Z can be controlled within the range of 70mm to 80mm. For example, L2 mm can be one or any combination of 70mm, 71mm, 72mm, 73mm, 74mm, 75mm, 76mm, 77mm, 78mm, 79mm or 80mm. The specific values ​​of L2 mm given above are only illustrative examples, and any value within the range of 70mm to 80mm is within the protection scope of this application.

[0079] This application limits the size L2 mm of the first mounting component 111 in the second direction Z to within the range of 70 mm to 80 mm, thereby further optimizing the overall structural size of the first mounting component 111, effectively improving the structural strength and rigidity of the first mounting component 111, and ensuring the overall structural stability of the first hinge device 11.

[0080] To enhance the structural strength of the second mounting assembly 113, in one embodiment, referring to... Figures 2 to 3The second mounting component 113 has a dimension of L3 mm in the third direction Y and a dimension of L4 mm in the second direction Z, satisfying: 0.37 ≤ L3 / L4 ≤ 0.43. That is, the ratio of the dimension L3 mm of the second mounting component 113 in the third direction Y to the dimension L4 mm of the second mounting component 113 in the second direction Z can be controlled within the range of 0.37 to 0.43. For example, L3 / L4 can be a range consisting of one or any two of the following: 0.37, 0.375, 0.38, 0.385, 0.39, 0.395, 0.40, 0.405, 0.41, 0.415, 0.42, 0.425, or 0.43. The specific values ​​of L3 / L4 given above are merely illustrative; any value within the range of 0.37 to 0.43 is within the protection scope of this application.

[0081] The dimension L3 mm of the second mounting component 113 in the third direction Y can be obtained by disassembling the first hinge device 11 in the actual car, measuring the distance between the two relatively positioned outer wall surfaces of the second mounting component 113 in the third direction Y multiple times using a measuring tool, and calculating the average value. The measuring tool can be any one of a ruler, vernier caliper, or other dimensional measuring instruments, but is not limited to this.

[0082] The dimension L4 mm of the second mounting assembly 113 in the second direction Z can be obtained by disassembling the first hinge device 11 in the actual car, measuring the distance between the two opposite outer wall surfaces of the second mounting assembly 113 in the second direction Z multiple times using a measuring tool, and calculating the average value. The measuring tool can be any one of a ruler, vernier caliper, or other dimensional measuring instruments, but is not limited to this.

[0083] Understandably, when the L3 / L4 ratio is less than 0.37, the overall structure of the second mounting component 113 is small and the overall structural strength is low, making it impossible to effectively connect the vehicle body 1 and the first door 2. When the L3 / L4 ratio is greater than 0.43, the overall structure of the second mounting component 113 is large, which takes up a lot of space and affects the size and strength of other components.

[0084] This application optimizes the overall structural size of the second mounting component 113 by setting the ratio of its dimension L3 mm in the third direction Y to its dimension L4 mm in the second direction Z within the range of 0.37 to 0.43. This effectively improves the structural strength and rigidity of the second mounting component 113, further ensuring the overall structural stability of the first hinge device 11 and guaranteeing that the first door 2 operates without abnormalities during use, thus meeting the door usage requirements of vehicles without B-pillars.

[0085] In one embodiment, the dimension L3 mm of the second mounting component 113 in the third-party Y direction further satisfies: 55mm ≤ L3 ≤ 65mm. That is, the dimension L3 mm of the second mounting component 113 in the third-party Y direction can be controlled within the range of 55mm to 65mm. For example, L3 mm can be one or any combination of 55mm, 56mm, 57mm, 58mm, 59mm, 60mm, 61mm, 62mm, 63mm, 64mm, or 65mm. The specific values ​​of L3 mm given above are merely illustrative, and any value within the range of 55mm to 65mm is within the protection scope of this application.

[0086] This application limits the dimension L3 mm of the second mounting component 113 in the third direction Y to within the range of 55 mm to 65 mm, so as to further rationally design the overall structural size of the second mounting component 113, optimize the structural size of the second mounting component 113, effectively improve the structural strength and rigidity of the second mounting component 113, and further ensure the overall structural stability of the first hinge device 11.

[0087] The dimension L4 mm of the second mounting component 113 in the second direction Z also satisfies: 150mm ≤ L4 ≤ 160mm. That is, the dimension L4 mm of the second mounting component 113 in the second direction Z can be controlled within the range of 150mm to 160mm. For example, L4 mm can be one or any combination of 150mm, 151mm, 152mm, 153mm, 154mm, 155mm, 156mm, 157mm, 158mm, 159mm, or 160mm. The specific values ​​of L4 mm given above are only illustrative examples, and any value within the range of 150mm to 160mm is within the protection scope of this application.

[0088] This application limits the dimension L4 mm of the second mounting component 113 in the second direction Z to within the range of 150 mm to 160 mm, so as to further rationally design the overall structural size of the second mounting component 113 and optimize the structural size of the second mounting component 113, thereby effectively improving the structural strength and rigidity of the second mounting component 113 and further ensuring the overall structural stability of the first hinge device 11.

[0089] In one embodiment, reference is made to Figures 2 to 4 The first mounting component 111 includes a first mounting part 1111 and a first adapter part 1112. The first mounting part 1111 is mounted on the vehicle body 1, and the first adapter part 1112 is connected to the side of the first mounting part 1111 near the second mounting component 113.

[0090] The first mounting part 1111 and the first adapter part 1112 are integrally die-cast.

[0091] The second mounting assembly 113 includes a second mounting part 1311 and a second adapter part 1316. The second mounting part 1311 is mounted on the first door 2, and the second adapter part 1316 is connected to the side of the second mounting part 1311 near the first mounting assembly 111. The second adapter part 1316 is rotatably connected to the first adapter part 1112 via a pin 112.

[0092] The second mounting portion 1311 and the second adapter portion 1316 can be integrally formed, meaning they are a single, integrated structure. Alternatively, the second mounting portion 1311 and the second adapter portion 1316 can be separately configured and fixedly connected. For example, the second adapter portion 1316 is fixedly connected to the second mounting portion 1311 via welding or other processes. This application does not impose specific limitations and can be configured according to actual circumstances. For example, in this application, the second mounting portion 1311 and the second adapter portion 1316 are integrally die-cast.

[0093] To further enhance the structural strength of the first mounting component 111, in one embodiment, referring to... Figures 3 to 4 The first mounting component 111 further includes a bending portion 1114, which connects the first mounting portion 1111 to the first adapter portion 1112.

[0094] The first mounting part 1111, the bending part 1114 and the first connecting part 1112 are integrally die-cast.

[0095] Specifically, the thickness of the first mounting part 1111 is H1 mm, and the thickness of the bending part 1114 is H2 mm, satisfying: H1 < H2. That is, the thickness H2 mm of the bending part 1114 is greater than the thickness H1 mm of the first mounting part 1111. This allows for a more rational design of the overall structural size of the first mounting assembly 111, thereby improving the structural strength of the bending part 1114 and enhancing the overall structural strength and rigidity of the first mounting assembly 111. This ensures that the bending part 1114 can effectively support the first door 2 during use, ensuring that the first door 2 operates without abnormalities and meeting the door usage requirements of cars without B-pillars.

[0096] The thickness H1 mm of the first mounting part 1111 can be obtained by disassembling the first hinge device 11 in an actual automobile, measuring the thickness of the first mounting part 1111 at different locations in the first mounting assembly 111 multiple times using a measuring tool, and calculating the average value. The measuring tool can be any one of a ruler, vernier caliper, or other dimensional measuring instruments, but is not limited to this.

[0097] The thickness H2 mm of the bent portion 1114 can be obtained by disassembling the first hinge device 11 in an actual automobile, measuring the thickness of the bent portion 1114 at different locations in the first mounting assembly 111 multiple times using a measuring tool, and calculating the average value. The measuring tool can be any one of a ruler, vernier caliper, or other dimensional measuring instruments, but is not limited to these.

[0098] Specifically, the thickness of the bending portion 1114 can be uniform or non-uniform. When it is a uniform thickness structure, the thickness ratio between the bending portion 1114 and the first mounting portion 1111 is fixed. If the bending portion 1114 is not a uniform thickness structure, the thickness ratio is a range value rather than a single point value.

[0099] Typically, for ease of processing and forming, the thickness of the bent portion 1114 is consistent at different locations, or if it is inconsistent, it is only due to the existence of small thickness differences in processing.

[0100] Specifically, the thickness H1 mm of the first mounting portion 1111 and the thickness H2 mm of the bending portion 1114 also satisfy the following condition: 1.38 ≤ H2 / H1 ≤ 3.5. That is, the ratio of the thickness H2 mm of the bending portion 1114 to the thickness H1 mm of the first mounting portion 1111 can be controlled within the range of 1.38 to 3.5. For example, when the thickness ratio between the bending portion 1114 and the first mounting portion 1111 is fixed, H2 / H1 can be 1.38, 1.4, 1.6, 1.8, 2, 2.2, 2.4, 2.6, 2.8, 3, 3.2, 3.4, or 3.5. It should be noted that when the thickness ratio between the bent portion 1114 and the first mounting portion 1111 is within a range, any value of H2 / H1 within the range of 1.38–1.8, 1.7–2.5, 2.5–3, or 2.9–3.5 is within the protection scope of this application. It is worth noting that the specific values ​​of H2 / H1 are given only as examples; any value within the range of 1.38–3.5 is within the protection scope of this application.

[0101] This application limits the ratio of the thickness H2 mm of the bending portion 1114 to the thickness H1 mm of the first mounting portion 1111 to within the range of 1.38 to 3.5, thereby further optimizing the overall structural size of the first mounting component 111, improving the structural strength of the bending portion 1114 of the first mounting component 111, and thus enhancing the overall structural strength and rigidity of the first mounting component 111. This ensures that the bending portion 1114 can effectively support the first door 2 during use, making the first door 2 function without abnormalities, and meeting the door usage conditions of cars without B-pillar designs.

[0102] In one embodiment, the thickness H1 mm of the first mounting portion 1111 further satisfies: 8mm ≤ H1 ≤ 13mm. That is, the thickness H1 mm of the first mounting portion 1111 can be controlled within the range of 8mm to 13mm. For example, H1 mm can be one or any combination of 8mm, 8.5mm, 9mm, 9.5mm, 10mm, 10.5mm, 11mm, 11.5mm, 12mm, 12.5mm, or 13mm. The specific values ​​of L4 mm mentioned above are only given as examples, and any value within the range of 8mm to 13mm is within the protection scope of this application. By limiting the thickness H1 mm of the first mounting portion 1111 to the range of 8mm to 13mm, this application further rationally designs the overall structural size of the first mounting assembly 111, thereby improving the structural strength of the first mounting portion 1111 of the first mounting assembly 111, effectively improving the structural strength and rigidity of the first mounting assembly 111, and ensuring the overall structural stability of the first hinge device 11.

[0103] The thickness H2 mm of the bent portion 1114 also satisfies: 18 mm ≤ H2 ≤ 28 mm. That is, the thickness H2 mm of the bent portion 1114 can be controlled within the range of 18 mm to 28 mm. For example, when the thickness of the bent portion 1114 is fixed, H2 mm can be 18 mm, 19 mm, 20 mm, 21 mm, 22 mm, 23 mm, 24 mm, 25 mm, 26 mm, 27 mm, or 28 mm. It should be noted that when the thickness of the bent portion 1114 is not uniform, any value of H2 mm within the range of 18–20 mm, 20–25 mm, or 25–28 mm is within the protection scope of this application. It is worth noting that the specific value of H2 mm is only given as an example, and any value within the range of 18 mm to 28 mm is within the protection scope of this application.

[0104] This application limits the thickness H2 mm of the bending portion 1114 to the range of 18 mm to 28 mm to further enhance the structural strength of the bending portion 1114 of the first mounting component 111, thereby improving the overall structural strength and rigidity of the first mounting component 111. This ensures that the bending portion 1114 can effectively support the first door 2 during use, so that the first door 2 can be used without abnormalities, thus meeting the door usage conditions of cars without B-pillar designs.

[0105] In one embodiment, reference is made to Figures 3 to 5 The first mounting portion 1111 has multiple first mounting holes 1011, each of which is located in a corner area of ​​the first mounting portion 1111. This application utilizes multiple first mounting holes 1011 on the first mounting portion 1111 to achieve installation between the first mounting component 111 and the vehicle body 1, thereby improving the structural strength and modal characteristics of the first mounting component 111. This ensures that the first hinge device 11 can effectively support the first door 2 during use, resulting in smooth operation of the first door 2 and meeting the door usage requirements of vehicles without B-pillars.

[0106] For example, in this application, the first mounting part 1111 is provided with four first mounting holes 1011, and the four first mounting holes 1011 are respectively disposed in the four corner areas of the first mounting part 1111.

[0107] In one embodiment, the first hinge device 11 further includes a plurality of first fasteners 114, each of the first fasteners 114 being respectively disposed in a corresponding first mounting hole 1011, and the first fasteners 114 being fixedly connected to the vehicle body 1 to realize the installation of the first mounting component 111 on the vehicle body 1.

[0108] The first fastener 114 can be a bolt, but is not limited to this.

[0109] To further enhance the structural strength of the second mounting assembly 113, in one embodiment, referring to... Figure 5 The thickness of the second mounting portion 1311 is H3 mm, satisfying the condition: 7mm ≤ H3 ≤ 15mm. That is, the thickness H3 mm of the second mounting portion 1311 can be controlled within the range of 7mm to 15mm. For example, H3 mm can be any one or any combination of 7mm, 7.5mm, 8mm, 8.5mm, 9mm, 9.5mm, 10mm, 10.5mm, 11mm, 11.5mm, 12mm, 12.5mm, 13mm, 13.5mm, 14mm, 14.5mm, or 15mm. The specific values ​​of H3 mm given above are merely illustrative; any value within the range of 8mm to 13mm is within the scope of protection of this application. This application limits the thickness H3 mm of the second mounting part 1311 to the range of 7 mm to 15 mm to further optimize the overall structural size of the second mounting assembly 113, thereby improving the structural strength of the second mounting part 1311 in the second mounting assembly 113. This effectively enhances the structural strength and rigidity of the second mounting assembly 113 and ensures the overall structural stability of the first hinge device 11.

[0110] The thickness H3 mm of the second mounting part 1311 can be obtained by disassembling the first hinge device 11 in an actual automobile, measuring the thickness of the second mounting part 1311 at different positions in the second mounting assembly 113 multiple times using a measuring tool, and calculating the average value. The measuring tool can be any one of a ruler, vernier caliper, or other dimensional measuring instruments, but is not limited to this.

[0111] In one embodiment, reference is made to Figures 2 to 4 The second mounting portion 1311 has multiple second mounting holes 1312, each of which is located in a corner area of ​​the second mounting portion 1311. This application utilizes multiple second mounting holes 1312 on the second mounting portion 1311 to facilitate the installation of the second mounting assembly 113 and the first door 2. This improves the structural strength and modal characteristics of the second mounting assembly 113, ensuring that the first hinge device 11 can effectively support the first door 2 during use, thus ensuring the first door 2 operates without abnormalities and meeting the door usage requirements of vehicles without B-pillar designs.

[0112] For example, in this application, the second mounting portion 1311 is provided with four second mounting holes 1312, which are respectively located in the four corner areas of the second mounting portion 1311. Specifically, three second mounting holes 1312 are located in the upper part of the second mounting portion 1311, and one second mounting hole 1312 is located in the lower part of the second mounting portion 1311.

[0113] In one embodiment, the first hinge device 11 further includes a plurality of second fasteners 115, each second fastener 115 being respectively disposed in a corresponding second mounting hole 1312, and the second fasteners 115 being fixedly connected to the first door 2, so as to realize the installation of the second mounting component 113 on the first door 2.

[0114] The second fastener 115 can be a bolt, but is not limited to this.

[0115] In order to achieve the opening limit of the first door 2, in one embodiment, referring to Figures 2 to 9 The first mounting component 111 further includes a first limiting part 1113, which is connected to the first adapter part 1112.

[0116] The second mounting component 113 further includes a second limiting part 1313, which is connected to the second adapter part 1316. The second limiting part 1313 can selectively abut against the first limiting part 1113 to limit the opening of the first door 2.

[0117] The first limiting part 1113 and the first transition part 1112 can be integrally formed, that is, the first limiting part 1113 and the first transition part 1112 are a one-piece structure; the first limiting part 1113 and the first transition part 1112 can also be separately provided, and the two are fixedly connected. For example, the first limiting part 1113 is fixedly connected to the first transition part 1112 by welding or other processes. This application does not make specific limitations, and can be specifically set according to the actual situation. For example, in this application, the first limiting part 1113 and the first transition part 1112 are integrally die-cast.

[0118] The second limiting part 1313 and the second transition part 1316 can be integrally formed, that is, the second limiting part 1313 and the second transition part 1316 are a one-piece structure; the second limiting part 1313 and the second transition part 1316 can also be separately provided, and the two are fixedly connected. For example, the second limiting part 1313 is fixedly connected to the second transition part 1316 by welding or other processes. This application does not make specific limitations, and can be specifically set according to the actual situation. For example, in this application, the second limiting part 1313 and the second transition part 1316 are integrally die-cast.

[0119] Understandably, the car's first door 2 has two states: open and closed. (Refer to...) Figure 8 When the first door 2 is in the open state, the second limiting part 1313 is not in contact with the first limiting part 1113. When the first door 2 opens, it synchronously drives the second mounting assembly 113 to rotate around the central axis of the pin 112. Figure 9As shown, when the first door 2 is opened to a certain angle, the second limiting part 1313 abuts against the first limiting part 1113 to limit the second mounting component 113, thereby limiting the first door 2 and preventing the door from opening too wide and causing damage to the components.

[0120] In one embodiment, reference is made to Figures 2 to 4 The first adapter 1112 has a first through hole 1116 and the second adapter 1316 has a second through hole 1314. The pin 112 passes through the first through hole 1116 and the second through hole 1314 to rotatably connect the first mounting component 111 and the second mounting component 113. The overall structure is simple and easy to process and assemble.

[0121] In one embodiment, reference is made to Figures 5 to 6 The first adapter 1112 has a third through hole 1115. The first hinge device 11 also includes a third fastener 116, which passes through the third through hole 1115 to be fixedly connected to the pin 112, so as to fix the pin 112.

[0122] The third fastener 116 can be a bolt, but is not limited to this.

[0123] In one embodiment, reference is made to Figures 5 to 6 The second mounting part 1311 is provided with a clearance hole 1315, and part of the third fastener 116 is located in the clearance hole 1315 to avoid the third fastener 116, so that the first hinge device 11 has a compact overall structure and occupies little space.

[0124] It should be understood that the third fastener 116 is not limited to cooperating with the first mounting component 111 to fix the pin 112. In this application, the third fastener 116 can also be inserted through the second adapter 1316 of the second mounting component 113 and fixedly connected to the pin 112 to fix the pin 112. This should also be regarded as an embodiment of this application.

[0125] In some embodiments, the second hinge device 12 can rotate at a first angle α to drive the second door 3 away from the interference of the first door 2.

[0126] In this embodiment, when the second door 3 is opened, the second hinge device 12 rotates by a first angle α, causing the second door 3 to move away from the first door 2 and break free from the interference of the first door 2. When the second door 3 is closed, the second hinge device 12 rotates by a first angle α, causing the second door 3 to move closer to the first door 2 and break free from the interference of the first door 2.

[0127] In some embodiments, the second hinge device 12 can rotate a second angle β to open or close the second door 3.

[0128] In this embodiment, when the second door 3 is opened, the second hinge device 12 rotates by a second angle β, causing the second door 3 to move away from the vehicle body 1, thereby opening the second door 3; when the second door 3 is closed, the second hinge device 12 rotates by a second angle β, causing the second door 3 to move closer to the vehicle body 1, thereby closing the second door 3.

[0129] It should be noted that when the second door 3 is in the closed state, i.e. Figure 16 As shown, the second door 3 and the body 1 are in a parallel state. After the second hinge device 12 rotates by a first angle α, causing the second door 3 to move away from the first door 2, as... Figure 17 As shown, the second door 3 and the body 1 are still in a parallel state. After the second hinge device 12 rotates by a second angle β, causing the second door 3 to move away from the body 1, as... Figure 18 As shown, the second door 3 is in the open state, and the angle between the second door 3 and the body 1 is β.

[0130] During the process of the second door 3 opening from closing, the second hinge device 12 first rotates at a first angle α, causing the second door 3 to move away from the first door 2, so that the second door 3 is freed from the interference of the first door 2. Then, the second hinge device 12 rotates at a second angle β, causing the second door 3 to move away from the vehicle body 1, and then the door is opened.

[0131] During the process of opening and closing the second door 3, the second hinge device 12 first rotates the second angle β to move the second door 3 towards the direction of the vehicle body 1, so that the second door 3 is parallel to the vehicle body. Then, the second hinge device 12 rotates the first angle α to move the second door 3 towards the direction of the first door 2 to close the door.

[0132] In some embodiments, the second hinge device 12 includes a third mounting assembly 121, which is mounted on the vehicle body 1. The second hinge device 12 also includes a rotating arm assembly 122, which is rotatably connected to the third mounting assembly 121 and is rotatable by a first angle α or a second angle β. The second hinge device 12 also includes a fourth mounting assembly 123, which is mounted on the second door 3 and is rotatably connected to the rotating arm assembly 122.

[0133] In this embodiment, the rotating arm assembly 122 is rotatably connected to both the third mounting assembly 121 and the fourth mounting assembly 123, meaning the second hinge device 12 in this embodiment adopts a dual-rotation-axis design. The connection between the rotating arm assembly 122 and the third mounting assembly 121 has a first rotation axis O1, allowing relative rotation between them. The connection between the rotating arm assembly 122 and the fourth mounting assembly 123 has a second rotation axis O2, allowing relative rotation between them. In this way, the second hinge device 12 in this embodiment constrains the movement trajectory of the second door 3 through the cooperation of the first rotation axis O1 and the second rotation axis O2, enabling the second door 3 to achieve specific composite movements during opening and closing, thus reducing the risk of interference between the second door 3 and other structures during opening and closing. Especially for vehicles with a pillarless double-door design, the second hinge device 12 in this embodiment can reduce the risk of interference between the second door 3 and other doors (such as the first door 2 mentioned above).

[0134] For example, such as Figure 11 and Figure 12 As shown, the movement trajectory of the second door 3 in this embodiment includes a closed position S1, a transition position S2, and an open position S3. In the open position S3, the angle at which the second door 3 opens relative to the vehicle body 1 is greater than the angle at which the second door 3 opens relative to the vehicle body 1 in the closed position S1. During the opening process, the second door 3 moves from the closed position S1 through the transition position S2 to the open position S3, and during the closing process, the second door 3 moves from the open position S3 through the transition position S2 to the closed position S1. Taking the opening process of the second door 3 as an example, during the process of the second door 3 moving from the closed position S1 to the transition position S2, the rotating arm assembly 122 and the third mounting assembly 121 rotate relative to each other, and the rotating arm assembly 122 and the fourth mounting assembly 123 rotate relative to each other. During the process of the second door 3 moving from the closed position S1 to the transition position S2, the rotating arm assembly 122 and the third mounting assembly 121 stop rotating relative to each other, while the rotating arm assembly 122 and the fourth mounting assembly 123 continue to rotate relative to each other, so that the second door 3 moves from the transition position S2 to the open position S3, thus completing the opening process of the second door 3.

[0135] Please refer to the following: Figure 14 and Figure 15 , Figure 14 This is a schematic diagram of an embodiment of the hinge device of this application installed on a vehicle body. Figure 15 yes Figure 14 The diagram shows the hinge device installed in another state of the vehicle body.

[0136] In one embodiment, the interior of the vehicle body 1 has an installation space, and the vehicle body 1 also has a clearance through hole 101 communicating with the installation space. A third mounting assembly 121 is installed in the installation space, and a rotating arm assembly 122 is movably inserted through the clearance through hole 101, allowing the rotating arm assembly 122 to be rotatably connected to both the third mounting assembly 121 and the fourth mounting assembly 123. The fourth mounting assembly 123 and the rotating arm assembly 122 are detachably connected.

[0137] Furthermore, in this embodiment, the vehicle body 1 also has a clearance through-hole 101 connecting the installation space. The rotating arm assembly 122 is movably inserted through the clearance through-hole 101, allowing the rotating arm assembly 122 to be connected to the third mounting assembly 121 and the fourth mounting assembly 123 respectively. In this embodiment, the fourth mounting assembly 123 and the rotating arm assembly 122 are detachably connected, which facilitates the installation of the second hinge device 12 and eliminates the need for the fourth mounting assembly 123 to pass through the clearance through-hole 101. This allows for a smaller opening area in the clearance through-hole 101, thereby helping to ensure the structural strength of the vehicle body 1. If the fourth mounting assembly 123 and the rotating arm assembly 122 were not detachable, it would mean that the entire fourth mounting assembly 123 would need to pass through the clearance through-hole 101 to be installed on the second door 3. This would require the clearance through-hole 101 to have a larger opening area, which would weaken the structural strength of the vehicle body 1 to some extent.

[0138] Of course, in other embodiments of this application, the rotating arm assembly 122 and the third mounting assembly 121 are detachably connected, which can further facilitate the installation of the second hinge device 12, and is not limited here.

[0139] It should be noted that, in the example where the second door 3 is the rear door of the vehicle, the installation space is located within the C-pillar structure 102 of the vehicle body 1. In this embodiment, at least a portion of the third mounting assembly 121 and the rotating arm assembly 122 are located within the C-pillar structure 102 of the vehicle body 1. This not only enhances the structural strength of the vehicle body 1 and improves the overall structural safety performance, but also optimizes the structural layout of the second hinge device 12, which is beneficial for improving space utilization. Furthermore, the compact structure of the second hinge device 12 facilitates the installation design of embedding the second hinge device 12 into the C-pillar structure 102, while saving space in the vehicle body 1. In addition, the second hinge device 12 is manufactured using a forging process, which helps to ensure the structural stability and safety of the second hinge device 12, meeting stringent automotive industry standards.

[0140] Please see Figure 13In one embodiment, the rotating arm assembly 122 includes a first rotating arm 1221 and a second rotating arm 1222. The first rotating arm 1221 is rotatably connected to both a third mounting assembly 121 and a fourth mounting assembly 123, and is capable of rotating by a first angle α. The second rotating arm 1222 is rotatably connected to both the third mounting assembly 121 and the fourth mounting assembly 123, and is capable of rotating by a second angle β. The first and second rotating arms 1221 and the third mounting assembly 121 are rotatable relative to each other about a first rotation axis O1, and the first and second rotating arms 1221 and the fourth mounting assembly 123 are rotatable relative to each other about a second rotation axis O2. The first rotating arm 1221 and the fourth mounting assembly 123 are detachably connected, thus enabling the rotating arm assembly 122 and the fourth mounting assembly 123 to be detachably connected. The clearance through hole 101 includes a first clearance through hole 1101 and a second clearance through hole 1102 spaced apart from each other. The first rotating arm 1221 is movably inserted through the first clearance through hole 1101, and the second rotating arm 1222 is movably inserted through the second clearance through hole 1102.

[0141] In the above manner, the rotating arm assembly 122 is connected to the third mounting assembly 121 and the fourth mounting assembly 123 via the first rotating arm 1221 and the second rotating arm 1222, respectively. The first rotating arm 1221 and the second rotating arm 1222 can cooperate to improve the connection strength. Furthermore, avoidance through holes 101, namely the first avoidance through hole 1101 and the second avoidance through hole 1102, are designed for the first rotating arm 1221 and the second rotating arm 1222, respectively. This allows the avoidance through hole 101 to have a smaller opening area while ensuring the overall structural stability of the second hinge device 12, which is beneficial to ensuring the structural strength of the vehicle body 1. If only one avoidance through hole 101 is designed, and both the first rotating arm 1221 and the second rotating arm 1222 pass through this avoidance through hole 101 to connect to the fourth mounting assembly 123, the opening area of ​​this avoidance through hole 101 will inevitably be larger than the sum of the opening areas of the first avoidance through hole 1101 and the second avoidance through hole 1102, which will undoubtedly weaken the structural strength of the vehicle body 1.

[0142] Figure 14 The diagram shows the state of the first rotating arm 1221 and the second rotating arm 1222 when the second door 3 is closed. Figure 15 The state of the first rotating arm 1221 and the second rotating arm 1222 is shown when the second door 3 is opened.

[0143] Furthermore, the first rotating arm 1221 and the second rotating arm 1222 are spaced apart along the height direction of the vehicle body 1. Correspondingly, the first clearance through hole 1101 and the second clearance through hole 1102 are also spaced apart along the height direction of the vehicle body 1, such that the first rotating arm 1221 can be movably inserted through the first clearance through hole 1101, and the second rotating arm 1222 can be movably inserted through the second clearance through hole 1102.

[0144] Optionally, both the first rotating arm 1221 and the second rotating arm 1222 can be shaped like a gooseneck, etc., which is not limited here.

[0145] In one embodiment, the rotating arm assembly 122 further includes a first rotating connector 1223 and a second rotating connector 1224. The first rotating arm 1221 has a first connecting hole, and the fourth mounting assembly 123 has a second connecting hole. The first rotating connector 1223 is detachably inserted through the first and second connecting holes, thereby rotatably connecting the first rotating arm 1221 to the fourth mounting assembly 123. The second rotating arm 1222 has a third connecting hole, and the fourth mounting assembly 123 has a fourth connecting hole. The second rotating connector 1224 is detachably inserted through both the third and fourth connecting holes, thereby rotatably connecting the second rotating arm 1222 to the fourth mounting assembly 123. The central axis of both the first rotating connector 1223 and the second rotating connector 1224 coincides with the second rotation axis O2.

[0146] In one embodiment, the rotating arm assembly 122 further includes a third rotating connector 1225. The third rotating connector 1225 passes through the third mounting assembly 121, the first rotating arm 1221, and the second rotating arm 1222, such that both the first rotating arm 1221 and the second rotating arm 1222 are rotatably connected to the third mounting assembly 121. The central axis of the third rotating connector 1225 coincides with the first rotation axis O1.

[0147] In one embodiment, the third mounting assembly 121 includes a mounting base 1211 and a connecting arm 1212. The mounting base 1211 is used to connect to the vehicle body 1, and the connecting arm 1212 protrudes from the mounting base 1211 and is rotatably connected to the rotating arm assembly 122. Specifically, the first rotating arm 1221 and the second rotating arm 1222 are both rotatably connected to the connecting arm 1212 via a third rotating connector 1225. The mounting base 1211 is used to abut against the rotating arm assembly 122 to restrict the rotation of the rotating arm assembly 122. During the closing process of the second door 3, the second door 3 moves from the transition position to the closed position. At this time, the rotating arm assembly 122 rotates toward the third mounting assembly 121 until the first rotating arm 1221 and the second rotating arm 1222 abut against the mounting base 1211, and the mounting base 1211 restricts the first rotating arm 1221 and the second rotating arm 1222 from further rotation.

[0148] In one embodiment, the rotating arm assembly 122 further includes a first support member 1226, which is detachably supported between the first rotating arm 1221 and the second rotating arm 1222. The first support member 1226 is configured to enhance the structural strength of the rotating arm assembly 122, thereby helping to ensure the overall structural stability of the second hinge device 12. Furthermore, the first support member 1226 is detachably disposed from the first rotating arm 1221 and the second rotating arm 1222, meaning that during the installation of the second hinge device 12, the first support member 1226 does not need to pass through the clearance hole 101, further allowing for a smaller opening area in the clearance hole 101, thus helping to ensure the structural strength of the vehicle body 1.

[0149] Specifically, the first support member 1226 is positioned close to the fourth mounting assembly 123. In this embodiment, the first support member 1226 is detachably supported between the first rotating arm 1221 and the second rotating arm 1222. This detachable arrangement means that during the installation of the second hinge device 12, the first support member 1226 does not need to pass through the clearance hole 101, further allowing for a smaller opening area in the clearance hole 101, thus helping to ensure the structural strength of the vehicle body 1. Especially in the case where the first support member 1226 is positioned close to the fourth mounting assembly 123 in this embodiment, if the first rotating arm 1221 and the second rotating arm 1222 were not detachable from the fourth mounting assembly 123, the first support member 1226 would inevitably need to pass through the clearance hole 101 during the installation of the second hinge device 12, requiring the clearance hole 101 to have a larger opening area, thereby weakening the structural strength of the vehicle body 1.

[0150] In one embodiment, the rotating arm assembly 122 further includes a second support member 1227, which is supported between the first rotating arm 1221 and the second rotating arm 1222, and is disposed close to the third mounting assembly 121. In this embodiment, the first support member 1226 and the second support member 1227 cooperate to enhance the structural strength of the rotating arm assembly 122, thereby helping to ensure the overall structural stability of the second hinge device 12.

[0151] In one embodiment, a second hinge device 12 is provided. The second hinge device 12 includes a third mounting assembly 121 for connection to the vehicle body 1. The second hinge device 12 also includes a rotating arm assembly 122 rotatably connected to the third mounting assembly 121. The second hinge device 12 further includes a fourth mounting assembly 123 for connection to a second door 3 of the vehicle, and the fourth mounting assembly 123 is rotatably connected to the rotating arm assembly 122, and the fourth mounting assembly 123 and the rotating arm assembly 122 are detachably disposed.

[0152] In this manner, the rotating arm assembly 122 of the second hinge device 12 is rotatably connected to the third mounting assembly 121 and the fourth mounting assembly 123, respectively. That is, the second hinge device 12 in this embodiment adopts a dual-rotation-axis design, which can reduce the risk of interference between the second door 3 and other structures during opening and closing. Especially for vehicles with a pillarless, double-door design, the second hinge device 12 in this embodiment can reduce the risk of interference between the second door 3 and other doors. Furthermore, the fourth mounting assembly 123 and the rotating arm assembly 122 are detachably connected, facilitating the installation of the second hinge device 12.

[0153] The vehicle also includes a first drive unit 4 for driving the second hinge device 12 to rotate at a first angle α or a second angle β to open or close the second door 3.

[0154] The first drive device 4 includes a hinge assembly 401 and a first drive assembly 402.

[0155] Reference Figures 16-18 The hinge assembly 401 includes a rotating arm 4010, which includes a first end 4111 and a second end 4112 disposed opposite to each other, as shown in the figure. Figure 2 , Figures 4-6 The first end 4111 is used to rotatably connect with the body 1 of the vehicle body 1, and the second end 4112 is used to rotatably connect with the second door 3 of the vehicle body 1. Specifically, the second end 4112 is used to rotatably connect with the connecting side 31 of the second door 3.

[0156] Reference Figures 16-18 as well as Figures 20-21 The first drive assembly 402 includes a drive arm 41, which includes a connecting end 411 and a drive end 412 disposed opposite to each other. The connecting end 411 is used to rotatably connect with the vehicle body 1, and the drive end 412 is used to connect with the second door 3.

[0157] The rotating arm 4010 can rotate by a first angle α about the first end 4111 as an axis, so that the second door 3 switches between a closed state Z1 and a first open state Z2; the driving end 412 can move along the length direction of the second door 3 to drive the second door 3 to rotate by a second angle β about the second end 4112 as an axis, so that the second door 3 switches between a second open state Z3 and a first open state Z2.

[0158] In some embodiments, the first driving device 4 further includes a first sensor disposed on the driving member 42. The first sensor is used to sense the angle of rotation of the rotating arm assembly 122. Before the first sensor senses that the rotating arm assembly 122 has rotated to the first angle α, the driving member 42 is used to limit the rotation of the rotating arm assembly 122 to the second angle β.

[0159] In this embodiment, the first sensor can be a Hall sensor. In other embodiments, the first sensor can also be an angle detector. In this embodiment, the rotation angle of the rotating arm assembly 122 can be obtained through the first sensor. Thus, when the second door 3 is opened or closed, the first sensor can sense that the rotating arm assembly 122 has rotated to the first angle α, and the drive member 42 can be used to limit the rotation of the rotating arm assembly 122 to the second angle β.

[0160] The first driving device 4 provided in this application embodiment is provided with a hinge assembly 401 and a first driving assembly 402 to realize the rotational connection between the body 1 of the vehicle body 1 and the second door 3. Specifically, the hinge assembly 401 includes a rotating arm 4010, which includes a first end 4111 and a second end 4112 arranged opposite to each other. The first end 4111 of the rotating arm 4010 is used to be rotatably connected to the body 1, and the second end 4112 is used to be rotatably connected to the second door 3. The first driving assembly 402 includes a driving arm 41, which includes a connecting end 411 and a driving end 412 arranged opposite to each other. The connecting end 411 is used to be rotatably connected to the body 1, and the driving end 412 is used to be connected to the second door 3.

[0161] The rotating arm 4010 can rotate by a first angle α about its first end 4111, allowing the second door 3 to switch between a closed state Z1 and a first open state Z2. The driving end 412 of the driving arm 41 can move along the length of the second door 3, driving the second door 3 to rotate by a second angle β about its second end 4112, allowing the second door 3 to switch between a second open state Z3 and a first open state Z2. Thus, the rotating arm 4010 in the hinge assembly 401 and the driving arm 41 in the first driving assembly 402 form a dual-drive structure for the second door 3.

[0162] In some embodiments, the first drive assembly 402 further includes a drive member 42, which is mounted on the second door 3. The drive end 412 of the drive arm 41 is connected to the drive member 42, and the drive member 42 can drive the drive end 412 to move along the length direction of the second door 3. The drive member 42 is configured to drive the drive end 412 to move along the length direction of the second door 3. Combined with the structural design of the drive arm 41's connecting end 411 being rotatably connected to the third mounting part 4022, the drive end 412 can generate a force through the drive arm 41 during movement. The drive arm 41 then generates a reaction force on the second door 3 through the drive end 412 to drive the second door 3 to rotate around the second end 4112 as an axis. This ensures the rotational stability of the second door 3 and improves the automaticity of opening and closing the second door 3, saving passengers the effort required to open and close the second door 3.

[0163] In some embodiments, the first drive assembly 402 further includes a transmission rod 43 and a slider 44. The transmission rod 43 is mounted on the second door 3 and extends along the length of the second door 3. One end of the transmission rod 43 is connected to a drive member 42. The slider 44 is disposed on the transmission rod 43. The drive end 412 of the drive arm 41 is connected to the slider 44. The drive member 42 is a rotary motor. The drive member 42 can drive the transmission rod 43 to move the slider 44 along the length of the second door 3. The slider 44 drives the drive end 412 to move along the length of the second door 3, thereby driving the second door 3 to switch between a first open state Z2 and a second open state Z3. The cooperative design of the transmission rod 43 and the slider 44 can ensure the stability of the movement of the drive end 412 along the length of the second door 3, thereby ensuring the stability and smoothness of the second door 3 switching between the first open state Z2 and the second open state Z3.

[0164] In some embodiments, the first drive assembly 402 further includes a limiting member 54, which includes an elastic position 541 and a stop position 542. The elastic position 541 and the stop position 542 are connected sequentially. The stop position 542 is mounted on the second door 3 via the elastic position 541. The end of the stop position 542 facing away from the elastic position 541 faces the drive rod 43. (Refer to...) Figure 11 The sliding member 44 has a groove 441. The sliding member 44 moves along the length of the second door 3. The stop position 542 can be inserted into the groove 441 to restrict the movement of the sliding member 44. The driving member 42 can drive the transmission rod 43 to separate the sliding member 44 from the stop position 542. The cooperation design of the elastic position 541 and the stop position 542 in the limiting member 54 can keep the sliding member 44 in a specific position during the movement of the sliding member 44 along the length of the second door 3, thereby keeping the second door 3 in a specific state and ensuring the stability and smoothness of the opening or closing of the second door 3.

[0165] In some embodiments, refer to Figures 16-19 The first drive assembly 402 also includes a receiving member 4021, which extends along the length of the second door 3. The receiving member 4021 is located on the side of the second door 3 facing the vehicle body 1. A receiving groove is provided on the side of the receiving member 4021 facing the vehicle body 1. The drive member 42, the transmission rod 43, the sliding member 44, and the limiting member 54 are all located in the receiving groove of the receiving member 4021. The end of the elastic position 541 that is away from the stop position 542 abuts against the bottom of the receiving groove.

[0166] In some embodiments, refer to Figure 4 The second door 3 moves from the closed state Z1 to the first open state Z2. The movement trajectory of the second door 3 is the first trajectory A1, that is, the movement trajectory of the movable side 32 of the second door 3 forms the first trajectory A1. The shape of the first trajectory A1 is arc-shaped. Specifically, during the process of the second door 3 moving from the closed state Z1 to the first open state Z2, along the first trajectory A1, the movable side 32 of the second door 3 moves away from the first door 2, thereby avoiding interference between the second door 3 and the first door 2 during the opening process and ensuring the smooth opening of the second door 3. Conversely, during the process of the second door 3 moving from the first open state Z2 to the closed state Z1, the movement trajectory of the second door 3 is also the first trajectory A1. Specifically, during the process of the second door 3 moving from the first open state Z2 to the closed state Z1, along the first trajectory A1, the movable side 32 of the second door 3 moves closer to the first door 2, thereby avoiding interference between the second door 3 and the first door 2 during the closing process and ensuring the smooth closing of the second door 3.

[0167] In some embodiments, refer to Figure 18 The second door 3 moves from the first open state Z2 to the second open state Z3. The movement trajectory of the second door 3 is the second trajectory A2. That is, the movement trajectory of the movable side 32 of the second door 3 forms the second trajectory A2. The shape of the second trajectory A2 is arc-shaped. Specifically, during the process of the second door 3 moving from the first open state Z2 to the second open state Z3, along the second trajectory A2, the movable side 32 of the second door 3 moves further away from the first door 2, and the length of the second trajectory A2 is greater than the length of the first trajectory A1, thereby realizing the large angle opening of the second door 3 and increasing the opening range of the second door 3.

[0168] In some embodiments, refer to Figures 16-19 The hinge assembly 401 also includes a first mounting member 4011 and a second mounting member 4012, as shown in the figure. Figure 2 , Figure 4 as well as Figure 6The first mounting member 4011 is used to mount on the vehicle body 1. The rotating arm 4010 is rotatably connected to the first mounting member 4011 via a first end 4111. The second mounting member 4012 is used to mount on the second door 3, and the second door 3 is rotatably connected to the second end 4112 via the second mounting member 4012. The first mounting member 4011 ensures the connection stability between the rotating arm 4010 and the vehicle body 1, thereby ensuring the stability of the rotating arm 4010's rotation about the first end 4111. The second mounting member 4012 ensures the connection stability between the rotating arm 4010 and the second door 3, thereby ensuring the stability of the second door 3's rotation about the second end 4112.

[0169] In some embodiments, refer to Figures 16-19 The first mounting member 4011 has a first protrusion 4013 protruding from one end adjacent to the first end 4111, as shown in the figure. Figure 8 A second protrusion 4113 protrudes from the first end 4111. When the second door 3 moves from the closed state Z1 to the first open state Z2, the first protrusion 4013 abuts against the second protrusion 4113 to restrict the rotation of the rotating arm 4010. The design of the cooperation between the first protrusion 4013 and the second protrusion 4113 ensures that when the second door 3 moves from the closed state Z1 to the first open state Z2, the first protrusion 4013 abuts against the second protrusion 4113, so that after the rotating arm 4010 rotates by a first angle α about the first end 4111 as the axis, it no longer continues to rotate about the first end 4111 as the axis. That is, during the process of the second door 3 moving from the first open state Z2 to the second open state Z3, the rotating arm 4010 remains stationary, ensuring that the second door 3 moves smoothly and easily from the first open state Z2 to the second open state Z3.

[0170] In some embodiments, refer to Figures 16-19 The first mounting component 4011 includes a first mounting base 4014 and a first connecting arm 4015 connected together, as shown in the figure. Figure 2 , Figure 4 as well as Figure 6 The first mounting component 4011 is mounted on the vehicle body 1 via the first mounting base 4014. Specifically, the first mounting base 4014 is detachably mounted on the vehicle body 1 by bolts. One end of the first connecting arm 4015 is rotatably connected to the first end 4111 of the rotating arm 4010, and the other end is fixedly connected to the first mounting base 4014 to ensure the installation stability between the first mounting base 4014 and the vehicle body 1, thereby ensuring the connection stability between the rotating arm 4010 and the vehicle body 1. (Refer to...) Figure 4 , Figure 6 as well as Figure 8 The first protrusion 4013 protrudes from one end of the first connecting arm 4015 adjacent to the first end 4111.

[0171] In some embodiments, refer to Figures 16-19 The second mounting member 4012 has a third protrusion 4016 protruding from one end adjacent to the second end 4112, as shown in the reference. Figure 2 , Figure 4 as well as Figure 6 When the second door 3 is in the closed state Z1 and the second door 3 is in the first open state Z2, there is a gap between the third protrusion 4016 and the second end 4112 of the rotating arm 4010, that is, the third protrusion 4016 and the second end 4112 do not contact each other, as shown in the reference. Figure 6 and Figure 8 , Figure 6 The diagram shown is a structural schematic of the second door 3 moving to the second open state Z3. Figure 8 The diagram shows the structural state of the rotating arm 4010 when the second door 3 is moved to the second open state Z3. When the second door 3 is moved to the second open state, the third protrusion 4016 abuts against the second end 4112 to restrict the rotation of the second door 3. The third protrusion 4016 can block and restrict the rotation of the second door 3 when it is rotated to the second open state Z3, thereby preventing the second door 3 from opening too wide and avoiding damage caused by collision with the vehicle body 1 due to excessive opening of the second door 3. This ensures the opening safety of the second door 3 and guarantees the service life and safety of the vehicle body 1.

[0172] In some embodiments, refer to Figures 16-19 The second mounting component 4012 includes a second mounting base 4017 and a second connecting arm 4018. The second mounting component 4012 is mounted on the second door 3 via the second mounting base 4017. Specifically, the second mounting base 4017 is detachably mounted on the second door 3 by bolts. One end of the second connecting arm 4018 is fixedly connected to the second mounting base 4017, and the other end is rotatably connected to the second end 4112 of the rotating arm 4010 to ensure the installation stability between the second mounting base 4017 and the second door 3, thereby ensuring the connection stability between the rotating arm 4010 and the second door 3. A third protrusion 4016 protrudes from one end of the second connecting arm 4018 adjacent to the second end 4112.

[0173] In some embodiments, refer to Figure 19The third protrusion 4016 can rotate by a third angle θ, satisfying: β = θ. Specifically, the second mounting seat 4017 is mounted on the second door 3, and the second connecting arm 4018 is fixedly connected to the second mounting seat 4017. Thus, during the process of the second door 3 rotating from the first open state Z2 to the second open state Z3, the second door 3 can drive the second connecting arm 4018 and the third protrusion 4016 to rotate synchronously through the second mounting seat 4017. This makes the rotation angle β of the second door 3 the same as the rotation angle θ of the third protrusion 4016. When the second door 3 rotates and moves to the second open state Z3, the third protrusion 4016 can abut against the second end 4112 of the rotating arm 4010 to prevent the second door 3 from continuing to rotate around the second end 4112 as an axis, ensuring the opening safety of the second door 3 and ensuring the service life and safety of the vehicle body 1.

[0174] In some embodiments, a rotary drive (not shown in the figure) may be provided on the vehicle body 1 to drive the rotary arm 4010 to rotate about the first end 4111 as an axis, thereby forming an automatic drive for the rotary arm 4010 to drive the second door 3 to switch between a closed state Z1 and a first open state Z2. The rotary drive can be a cylinder or a telescopic motor. In other implementations, the second door 3 can be manually switched between the closed state Z1 and the first open state Z2 by the passenger. That is, the second door 3 drives the rotary arm 4010 to rotate about the first end 4111 as an axis. Specifically, the passenger can switch the second door 3 between the closed state Z1 and the first open state Z2 by using a handle (not shown in the figure) provided on the second door 3 along its length direction adjacent to the end of the first door 2.

[0175] In some embodiments, refer to Figures 16-19 The hinge assembly 401 also includes a first pivot 421 and a second pivot 431. The first pivot 421 is inserted into the first end 4111 and the first connecting arm 4015, so that the rotating arm 4010 can rotate around the first pivot 421 as the axis by a first angle α, ensuring the rotational stability of the rotating arm 4010. The second pivot 431 is inserted into the second end 4112 and the second connecting arm 4018, so that the second door 3 can rotate around the second pivot 431 as the axis by the second mounting member 4012 by a second angle β, ensuring the rotational stability of the second door 3.

[0176] In some embodiments, refer to Figures 16-21 The first drive assembly 402 also includes a third mounting part 4022, which is used to mount on the vehicle body 1. The connecting end 411 of the drive arm 41 is rotatably connected to the third mounting part 4022. The setting of the third mounting part 4022 can ensure the connection stability between the drive arm 41 and the vehicle body 1, thereby ensuring the stability of the drive arm 41 driving the second door 3 to rotate around the second end 4112 as an axis.

[0177] The vehicle also includes a second drive unit 5, see [link / reference]. Figure 24 , Figure 25 and Figure 26 The second drive device 5 is located at the door sill of the vehicle body 1. The second drive device 5 includes a guide 51, a connector 52 and a driver 53. The guide 51 is connected to the vehicle body 1. The connector 52 is connected to the guide 51 and is rotatably connected to the support 55. The driver 53 is connected to the connector 52 and can drive the connector 52 to move along the target moving direction O.

[0178] In some embodiments, the actuator 53 is an electric push rod.

[0179] In some embodiments, the guide member 51 is a guide rail, and the connector 52 is slidably connected to the guide rail and guided by the guide member 51 along the target movement direction O.

[0180] In the above embodiment, by setting the guide member 51 to guide the connector 52 along the target movement direction O, the possibility of the connector 52 deviating from the predetermined trajectory when moving along the target movement direction O is reduced, thereby reducing the possibility of the connector 52 getting stuck during movement, making the operation of the second drive device 5 and the support member 55 smoother, and the opening and closing of the second door 3 also smoother, reducing the possibility of the second door 3 getting stuck during opening and closing, and improving the reliability of the vehicle.

[0181] In some embodiments, please refer to Figure 24 , Figure 25 and Figure 26 The driver 53 includes a transmission part 531 and a drive part 532. The transmission part 531 passes through the connector 52, and the guide part 51 can restrict the rotation of the connector 52. The drive part 532 is connected to one end of the transmission part 531, and the drive part 532 can rotate the transmission part 531 to drive the connector 52 to move along the target moving direction O.

[0182] In some embodiments, the transmission part 531 is a lead screw with external threads, the drive part 532 is a motor capable of rotating the lead screw, and the connecting member 52 is a nut with internal threads that is sleeved on the lead screw. When the transmission part 531, as the lead screw, drives the connecting member 52, as the nut, to move, it can withstand a large axial load, output a large force, and also obtain good motion stability.

[0183] In some embodiments, the guide 51 assembled with the connector 52 can restrict the rotation of the connector 52 to prevent the connector 52 from rotating with the transmission part 531, thereby enabling the connector 52 to rotate relative to the transmission part 531 and be driven by the transmission part 531 to move along the target moving direction O.

[0184] In the above embodiment, the rotatable transmission part 531 is provided to drive the connecting member 52 to move along the target moving direction O. This allows the second drive device 5 to output a larger torque when driving the second door 3 to rotate via the support member 55, which can adapt to door opening methods with high torque requirements. At the same time, it also makes the opening and closing of the second door 3 more stable.

[0185] In some embodiments, please refer to Figure 23 and Figure 24 The connecting member 52 has a limiting groove 521 on one side perpendicular to the target moving direction O; the second driving device 5 also includes a limiter 56, which is connected to the guide member 51 and can enter the limiting groove 521 in a direction perpendicular to the target moving direction O.

[0186] Specifically, when the limiter 56 enters the limiting groove 521, the limiter 56 abuts against the groove wall of the limiting groove 521 along the target movement direction O, and limits the connecting member 52 along the target movement direction O, so that the second door 3 can be suspended during rotation. When the drive unit 532 continues to work or the second door 3 is driven by a large external force, the limiter 56 will move out of the limiting groove 521 so that the second door 3 can continue to rotate.

[0187] In the above embodiment, a limiter 56 is provided so that the second door 3 can be limited after rotation stops.

[0188] In some embodiments, the second drive device 5 includes a plurality of limiters 56, which are spaced apart along the target movement direction O.

[0189] In some embodiments, the second drive device further includes a second sensor disposed on the driver 53. The second sensor is used to sense the angle of rotation of the second hinge device 12. Before the second hinge device 12 rotates to the second angle β, the second sensor restricts the second hinge device 12 from rotating in the direction of the first angle α.

[0190] In this embodiment, the second sensor can be a Hall sensor. In other embodiments, the second sensor can also be an angle detector. In this embodiment, the first sensor and the second sensor can be used together to replace the limiter 56 in the above embodiment. That is, even without using the limiter 56, the rotation angle of the second hinge device 12 can be controlled by the first sensor and the second sensor. So when the second door 3 is opened, the second hinge device can rotate first by an angle α and then by an angle β to open the second door 3. When the second door 3 is closed, the second hinge device 12 can rotate first by an angle β and then by an angle α to close the second door 3.

[0191] See also Figure 21 The first and second sensors are used instead of the limiter 56 in the above embodiment. The drive member 42 is a first motor, and the driver 53 is a second motor. By increasing the damping of the first and second motors, the transmission rod 43 and the sliding member 44 are controlled respectively, as well as the movement of the transmission part 531 and the drive part 532, to achieve the same effect as the limiter 56. For example, when the second door 3 is opened, before or during the rotation of the second hinge device 12 by the first angle α, by increasing the damping force of the first motor, the transmission rod 43 and the sliding member 44 are fixed, thereby making the transmission... The rod 43 and the slider 44 can restrict the second hinge device 12 from rotating in the β direction. When the second hinge device 12 rotates by the first angle α, the first sensor reduces the damping of the first motor and sends a signal to the second sensor. After receiving the signal, the second sensor controls the transmission part 531 and the drive part 532 to remain stationary through the second motor. This allows the transmission part 531 and the drive part 532 to restrict the second hinge device 12 from continuing to rotate in the first angle α, thereby controlling the second hinge device 12 to not exceed the first angle α and the second angle β, thus achieving the limiting effect.

[0192] Correspondingly, when the second door 3 is closed, the damping of the second motor is increased to keep the transmission part 531 and the drive part 532 stationary, thereby restricting the second hinge device 12 from rotating to the first angle α. At this time, the first motor controls the transmission rod 43 and the sliding member 44 to make the second hinge device 12 rotate to the second angle β. When the second hinge device 12 rotates to the second angle β, the first motor controlling the transmission rod 43 and the sliding member 44 increases the damping, making the transmission rod 43 and the sliding member 44 stationary, thereby making the second hinge device 12 rotate to the first angle α under the drive of the transmission part 531 and the drive part 532 until it rotates to the first angle α, closing the second door 3.

[0193] In some embodiments, the limiter 56 and the second sensor can be used simultaneously to make the second hinge device 12 rotate first by a first angle α and then by a second angle β to open the second door 3, or to make the second hinge device 12 rotate first by a second angle β and then by a first angle α to close the second door 3.

[0194] In some embodiments, a plurality of limiters 56 spaced apart along the target movement direction O can respectively limit the connector 52 along the target movement direction O and form a plurality of limiting points. The plurality of limiting points include at least a first limiting point. When the second door 3 is closed, the connector 52 is located at the first limiting point, so as to reduce the probability of the second door 3 being accidentally opened when the second door 3 is closed. Figure 25 The connector 52 is located at the first limiting point.

[0195] In some embodiments, the plurality of limiting points further include a second limiting point. When the second door 3 is opened to its maximum angle, the connector 52 is located at the second limiting point to reduce the probability of the second door 3 accidentally closing when it is opened to its maximum angle. Figure 27 The connector 52 is located at the second limiting point.

[0196] In some embodiments, the plurality of limiting points further includes a third limiting point, which is located between the first and second limiting points along the target movement direction O. When the second door 3 is between the position opened to its maximum angle and the closed position, the connector 52 is located at the third limiting point, so that the second door 3 remains suspended during opening, reducing the possibility of the second door 3 accidentally opening or closing further. Figure 26 The connector 52 is located at the third limiting point.

[0197] In the above embodiment, by setting multiple limiters 56 to limit the second door 3 when it is at different angles, the use of the second door 3 is made more convenient and the comfort of vehicle use is improved.

[0198] In some embodiments, please refer to Figure 24 The limiter 56 includes an elastic part 561 and a third limit part 562. One end of the elastic part 561 is connected to the guide member 51; the third limit part 562 is connected to the other end of the elastic part 561, and at least a portion of the third limit part 562 can enter the limit groove 521 in a direction perpendicular to the target movement direction O.

[0199] In some embodiments, the elastic member is used to position at least a portion of the third limiting portion 562 within the limiting groove 521, and to generate elastic deformation in a direction perpendicular to the target movement direction O when the connector 52 pushes the third limiting portion 562 open, so as to feed a portion of the limiter 56 into the limiting groove 521.

[0200] In some embodiments, the limiter 56 has a guide surface so that, after being connected to the connector 52 along the target movement direction O, it can move away from the connector 52 in a direction perpendicular to the target movement direction O.

[0201] Specifically, when the third limiting part 562 is located in the limiting groove 521 and contacts the groove wall of the limiting groove 521 along the target moving direction O, if the component of the force exerted by the connecting member 52 on the third limiting part 562 along the target moving direction O in the direction perpendicular to the target moving direction O is greater than the force exerted by the elastic part 561 on the third limiting part 562, then the limiting device 56 releases the limiting of the connecting member 52, and the connecting member 52 can continue to move along the target moving direction O, and the second door 3 continues to rotate; if the component of the force exerted by the connecting member 52 on the third limiting part 562 along the target moving direction O in the direction perpendicular to the target moving direction O is less than or equal to the force exerted by the elastic part 561 on the third limiting part 562, then the limiting device 56 limits the connecting member 52, and the connecting member 52 cannot move along the target moving direction O, and the second door 3 remains suspended.

[0202] In the above embodiment, by providing the elastic part 561, the third limiting part 562 can move away from the connector 52 in a direction perpendicular to the target moving direction O after contacting the connector 52, thereby releasing the limiting of the connector 52, and also allowing the third limiting part 562 to enter the limiting groove 521, thereby achieving the limiting of the connector 52.

[0203] In some embodiments, please refer to Figure 23 and Figure 24 The guide member 51 has a guide groove 551 on the side facing the support member 55. The guide groove 551 extends along the target moving direction O. The connector 52 is disposed in the guide groove 551, and the limiting groove 521 communicates with the guide groove 551. The guide member 51 also has a mounting through hole 552, which communicates with the guide groove 551. The limiter 56 is disposed in the mounting through hole 552.

[0204] In some embodiments, the opening of the guide groove 551 faces the vehicle support plane along the height direction Z.

[0205] In some embodiments, the elastic portion 561 passes through the mounting through hole 552, and the third limiting portion 562 is disposed in the mounting through hole 552.

[0206] In some embodiments, the mounting through hole 552 is a through hole that passes through the guide member 51 in a direction perpendicular to the target moving direction O. The limiter 56 also includes a mounting part that is embedded in the through hole. One end of the elastic part 561 away from the third limit part 562 is connected to the mounting part so as to be indirectly connected to the guide member 51.

[0207] In the above embodiment, by providing a mounting through hole 552 to allow a portion of the limiter 56 to pass through the guide member 51, the influence of the limiter 56 on the size of the second drive device 5 is reduced, which allows the outer size of the second drive device 5 to be smaller and reduces the space occupied by the second drive device 5.

[0208] In some embodiments, please refer to Figure 24 The guide groove 551 has a first groove wall 5511, which is located on the side of the connector 52 away from the support member 55, and the mounting through hole 552 is provided in the first groove wall 5511.

[0209] Specifically, when the limiter 56 limits the connector 52, it is located on the side of the connector 52 away from the vehicle support plane.

[0210] In the above embodiment, the limiter 56 connected to the first groove wall 5511 can further reduce the size of the second drive device 5 in the width direction of the vehicle body 1, thereby making the size of the sill 103 in the width direction of the vehicle body 1 larger, thus making the strength of the vehicle body 1 better and the performance of the vehicle better. In this embodiment, the width direction is the third direction Y.

[0211] In some embodiments, please refer to Figure 25 , Figure 26 and Figure 27 The driver 53 is disposed in the guide groove 551 and is connected to the guide member 51.

[0212] In the above embodiments, the guide member 51 of the driver 53 also serves as the housing of the second drive device 5, making the second drive device 5 more compact and facilitating its transportation. Furthermore, when installing the second drive device 5 with the second door 3, only the guide member 51 needs to be connected to the second door 3 to achieve the overall connection between the second drive device 5 and the second door 3, reducing the difficulty of vehicle assembly.

[0213] In some embodiments, the second door 3 is rotatable relative to the vehicle body 1 about a rotation axis 33; the support member 55 includes a first connecting end 553 and a second connecting end 554 spaced apart, the first connecting end 553 being rotatably connected to the second drive device 5, and the second connecting end 554 being rotatably connected to the sill 103; along the width direction of the vehicle body 1, the straight line containing the rotation axis 33 has a first orthographic projection 331 in the longitudinal symmetry plane of the vehicle body 1; the first connecting end 553 has a fourth orthographic projection 5531 in the longitudinal symmetry plane of the vehicle, and the second connecting end 554 has a fifth orthographic projection 5541 in the symmetry plane of the vehicle, the fourth orthographic projection 5531 being located on the side of the fifth orthographic projection 5541 away from the first orthographic projection 331. In this embodiment, the height direction of the vehicle body is the second direction Z.

[0214] Specifically, the connector 52 has a first position and a second position. During the process of the second door 3 rotating from closed to open, the connector 52 moves along the target movement direction O close to the line where the rotation axis 33 is located to move from the first position to the second position. Figure 25The connecting piece 52 is located in the first position; during the process of the second door 3 opening and closing, the connecting piece 52 moves away from the rotation axis 33 along the target moving direction O to move from the second position to the first position. Figure 27 The connector 52 is located in the second position.

[0215] In the above embodiment, the second connecting end 554 of the support member 55 is closer to the side where the body 1 is connected to the second door 3 in the length direction of the body 1. In this embodiment, the length direction is the first direction X. When the second door 3 is opened, the first connecting end 553 of the support member 55 is closer to the side where the second door 3 is connected to the hinge, so that the support member 55 is closer to the connection between the body 1 and the second door 3, thereby reducing the possibility of collision between the support member 55 and the person entering or leaving the vehicle when the second door 3 is opened, and improving the comfort of vehicle use.

[0216] Please see Figure 1 In some embodiments, the vehicle further includes a first locking member 011 and a second locking member 012. The first locking member 011 and the second locking member 012 are both disposed on the first door 2 and the body 1 for locking the first door 2. The first locking member 011 is located on the first door 2 and the body 1 near the chassis and near the second door 3, and the second locking member 012 is located on the first door 2 and the body 1 away from the chassis and near the second door 3 for locking the first door 2 near the second door 3.

[0217] In this embodiment, the first locking member 011 and the second locking member 012 have the same structure but different positions. The use of two locking members for the first door 2 can more firmly lock the first door 2. Furthermore, by placing the first locking member 011 and the second locking member 012 at positions close to and away from the vehicle chassis, respectively, both ends of the front door on the side away from the first hinge device can be locked, thereby further improving the locking stability of the first door 2.

[0218] The first locking component 011 can be a latch and a lock nose, with one latch and lock nose located on the first door 2 and the other on the vehicle body 1. In other embodiments, the first locking component 011 can also be a magnetic attraction device.

[0219] In some embodiments, the vehicle further includes a third locking member 13 and a fourth locking member 14, both of which are disposed on the second door 3 and the body 1 for locking the second door 3. The third locking member 13 is located on the second door 3 and the body 1 near the vehicle chassis and close to the first door 2, while the fourth locking member 14 is located on the second door 3 and the body 1 away from the vehicle chassis and close to the first door 2 for locking the second door 3 near the first door 2.

[0220] In this embodiment, the third locking member 13 and the fourth locking member 14 have the same structure but different positions. The second door 3 can be locked more securely by using two locking members. Furthermore, by placing the third locking member 13 and the fourth locking member 14 at positions close to and away from the vehicle chassis, respectively, both ends of the first door 2 on the side away from the third mounting end can be locked, thereby further improving the locking strength of the second door 3.

[0221] The third locking member 13, the fourth locking member 14, the first locking member 011, and the second locking member 012 have the same structure.

[0222] In some embodiments, the vehicle further includes an electronic lock disposed on the second door 3 and the vehicle body, wherein the electronic lock is located on the side of the second body away from the load-bearing portion, for locking the second door 3 at a position away from the first door 2.

[0223] In this embodiment, an electronic lock can be used to further lock the second door 3, thereby improving the stability of the second door 3 after it is closed.

[0224] In some embodiments, the vehicle further includes: a first sealing strip 15 disposed on the side of the first door 2 facing the second door 3; and a second sealing strip 16 disposed on the side of the second door 3 facing the first door 2, wherein the first sealing strip 15 is disposed closer to the outside than the second sealing strip 16 when the first door 2 and the second door 3 are closed; and a second hinge device 12 is configured to guide the second sealing strip 16 to move away from the vehicle body 1 and the first door 2 with the second door 3 to avoid the first sealing strip 15.

[0225] In this embodiment, when the first door 2 and the second door 3 are closed, the first sealing strip 15 and the second sealing strip 16 ensure the sealing between the first door 2 and the second door 3 and prevent the first door 2 and the second door 3 from directly contacting each other and causing friction, which could damage the first door interior panel 17, the first door sheet metal 18, and the second door sheet metal 19. Furthermore, during the opening of the second door 3, the second sealing strip 16 can be guided by the second hinge device 12 to move away from the vehicle body 1 and the first door 2, thus avoiding interference between the first sealing strip 15 and the second sealing strip 16.

[0226] In some embodiments, the vehicle is also equipped with seats, wherein the driver's seat and the front passenger seat are rotating seats. The rotating seats allow the driver and front passenger seats to rotate even when the vehicle is not in motion, making it easier to communicate with passengers in the rear seats.

[0227] In the prior art, the motion envelopes of the front and rear doors of cars with double doors overlap, which makes it easy for the front and rear doors to interfere with each other during opening and closing. However, in the vehicle provided in this embodiment, when it is necessary to open the door, the second door 3 can move away from the first door 2 under the guidance of an external force by using the second hinge device 12, thereby eliminating the interference between the first door 2 and the second door 3. Then, the first door 2 can be moved away from the vehicle body 1. Closing the rear door 202 is the reverse of the above process, which will not be described in detail here.

[0228] When both the first door 2 and the second door 3 are closed, since the motion envelopes of the first door 2 and the second door 3 overlap, if the door is opened directly away from the vehicle body 1, the first sealing strip 15 and the second sealing strip 16 will also interfere. However, in the car provided in this embodiment, when the second door 3 is opened alone, the first sealing strip 15 of the first door 2 is released as the second door 3 moves away from the first door 2. Since the second door 3 moves away from the first door 2, the first sealing strip 15 will not interfere with the opening of the second door 3. Similarly, the second sealing strip 16 will not interfere with the opening of the front door.

[0229] It should be noted that during the process of opening the second door 3 alone, the second door 3 avoids the first door 2, so that the motion envelope of the second door 3 does not overlap with the motion envelope of the first door 2. This means that during the process of opening the rear door alone, the first door 2 can be opened or closed at will. Similarly, during the process of closing the second door 3 alone, the first door 2 can also be opened or closed at will.

[0230] The technical solutions provided in the embodiments of this application will be described below with reference to specific examples.

[0231] Example 1:

[0232] The vehicle includes a body 1, a first door 2, and a second door 3. The first door 2 and the second door 3 are mounted on the body 1 to form a double-opening door. The body 1 is provided with a first hinge device 11 and a second hinge device 12. The body 1 and the first door 2 are rotatably connected by the first hinge device 11, and the body 1 and the second door 3 are rotatably connected by the second hinge device 12. During the opening of the second door 3, the second door 3 can be opened outward away from the first door 2 through the second hinge device 12 to break free from the interference of the first door 2. During the closing of the second door 3, the second door 3 can be closed inward towards the first door 2 through the second hinge device 12 to break free from the interference of the first door 2.

[0233] The double-opening doors make it easier for passengers to get on and off the vehicle. The second door 3 can be opened outwards away from the first door 2 via the second hinge device 12. This ensures that the second door 3 does not interfere with the first door 2 when it is open, allowing the second door 3 to be opened independently, which is quite convenient. When the second door is closed, the second door 3 can be closed inwards towards the first door 2 via the second hinge device 12 without interfering with the first door 2, allowing the second door 3 to be closed independently, which is also quite convenient.

[0234] Example 2:

[0235] The first hinge device 11 includes: a first mounting component 111, a pin 112, and a second mounting component 113. The pin 112 extends along a third direction Z. The first mounting component 111 is rotatably connected to the second mounting component 113 via the pin 112. The first mounting component 111 is mounted on the vehicle body 1 and is fixedly connected to the vehicle body 1. The second mounting component 113 is mounted on the first door 2 and is fixedly connected to the first door 2.

[0236] The first mounting component 111 has a dimension of L1 mm in the first direction X and a dimension of L2 mm in the third direction Z, satisfying: 0.7 ≤ L2 / L1 ≤ 0.889. That is, the ratio of the dimension L2 mm of the first mounting component 111 in the third direction Z to the dimension L1 mm of the first mounting component 111 in the first direction X can be controlled within the range of 0.7 to 0.889. For example, L2 / L1 can be one or any combination of 0.7, 0.72, 0.74, 0.76, 0.78, 0.8, 0.82, 0.84, 0.88, or 0.889. The specific values ​​of L2 / L1 given above are merely illustrative; any value within the range of 0.7 to 0.889 is within the scope of protection of this application.

[0237] When the value of L2 / L1 is less than 0.7, the overall structure of the first mounting component 111 is small and the overall structural strength is low, making it impossible to effectively connect the vehicle body 1 and the first door 2. When the value of L2 / L1 is greater than 0.889, the overall structure of the first mounting component 111 is large, which occupies a lot of space and affects the size and strength of other components.

[0238] The ratio of the dimension L2 mm of the first mounting component 111 in the third direction Z to the dimension L1 mm of the first mounting component 111 in the first direction X is controlled within the range of 0.7 to 0.889. This allows for a reasonable design of the overall structural size of the first mounting component 111, optimizing its structural size and effectively improving its structural strength and rigidity. This ensures the overall structural stability of the first hinge device 11 and guarantees that the first door 2 operates without abnormalities during use, thus meeting the door usage requirements of cars with a B-pillar-less design.

[0239] Example 3:

[0240] The second hinge device 12 includes a third mounting assembly 121, which is mounted on the vehicle body 1. The second hinge device 12 also includes a rotating arm assembly 122, which is rotatably connected to the third mounting assembly 121. The second hinge device 12 further includes a fourth mounting assembly 123, which is mounted on the second door 3 and is rotatably connected to the rotating arm assembly 122.

[0241] In this embodiment, the rotating arm assembly 122 is rotatably connected to both the third mounting assembly 121 and the fourth mounting assembly 123, meaning the second hinge device 12 in this embodiment adopts a dual-axis rotation design. The connection between the rotating arm assembly 122 and the third mounting assembly 121 has a first axis of rotation O1, allowing them to rotate relative to each other around this axis. The connection between the rotating arm assembly 122 and the fourth mounting assembly 123 has a second axis of rotation O2, allowing them to rotate relative to each other around this axis. In this way, the second hinge device 12 in this embodiment constrains the movement trajectory of the second door 3 through the cooperation of the first axis of rotation O1 and the second axis of rotation O2, enabling the second door 3 to achieve specific composite movements during opening and closing, thus reducing the risk of interference between the second door 3 and other structures during opening and closing. Especially for vehicles with a pillarless, double-door design, the second hinge device 12 in this embodiment can reduce the risk of interference between the second door 3 and other doors (such as the aforementioned first door 2).

[0242] Example 4:

[0243] The first drive device 4 includes a hinge assembly 401 and a first drive assembly 402.

[0244] Hinge assembly 401 includes a rotating arm 4010, the rotating arm 4010 including a first end 4111 and a second end 4112 disposed opposite to each other, see reference Figure 2 , Figures 4-6The first end 4111 is used to rotatably connect with the body 1 of the vehicle body 1, and the second end 4112 is used to rotatably connect with the second door 3 of the vehicle body 1. Specifically, the second end 4112 is used to rotatably connect with the connecting side 31 of the second door 3.

[0245] Reference Figures 16-18 as well as Figures 20-22 The first drive assembly 402 includes a drive arm 41, which includes a connecting end 411 and a drive end 412 disposed opposite to each other. The connecting end 411 is used to rotatably connect with the vehicle body 1, and the drive end 412 is used to connect with the second door 3.

[0246] The rotating arm 4010 can rotate by a first angle α about the first end 4111 as an axis, so that the second door 3 switches between a closed state Z1 and a first open state Z2; the driving end 412 can move along the length direction of the second door 3 to drive the second door 3 to rotate by a second angle β about the second end 4112 as an axis, so that the second door 3 switches between a second open state Z3 and a first open state Z2.

[0247] The first driving device 4 provided in this application embodiment is provided with a hinge assembly 401 and a first driving assembly 402 to realize the rotational connection between the body 1 of the vehicle body 1 and the second door 3. Specifically, the hinge assembly 401 includes a rotating arm 4010, which includes a first end 4111 and a second end 4112 arranged opposite to each other. The first end 4111 of the rotating arm 4010 is used to rotately connect with the body 1 of the vehicle body 1, and the second end 4112 is used to rotately connect with the second door 3. The first driving assembly 402 includes a driving arm 41, which includes a connecting end 411 and a driving end 412 arranged opposite to each other. The connecting end 411 is used to rotately connect with the body 1, and the driving end 412 is used to connect with the second door 3.

[0248] The rotating arm 4010 can rotate by a first angle α about its first end 4111, allowing the second door 3 to switch between a closed state Z1 and a first open state Z2. The driving end 412 of the driving arm 41 can move along the length of the second door 3, driving the second door 3 to rotate by a second angle β about its second end 4112, allowing the second door 3 to switch between a second open state Z3 and a first open state Z2. Thus, the rotating arm 4010 in the hinge assembly 401 and the driving arm 41 in the first driving assembly 402 form a dual-drive structure for the second door 3.

[0249] Example 5:

[0250] The second drive device 5 includes a guide 51, a connector 52, and a driver 53. The guide 51 is connected to the vehicle body 1; the connector 52 is connected to the guide 51 and is rotatably connected to the support 55; the driver 53 is connected to the connector 52 and can drive the connector 52 to move along a first direction.

[0251] By setting guide member 51 to guide connector 52 along the first direction, the possibility of connector 52 deviating from the predetermined trajectory when moving along the first direction is reduced, thereby reducing the possibility of connector 52 jamming during movement. This makes the operation of the second drive device 5 and support member 55 smoother, and the opening and closing of the second door 3 also smoother, reducing the possibility of the second door 3 jamming during opening and closing, and improving the reliability of the vehicle. In summary, although this application has disclosed the preferred embodiments above, the above preferred embodiments are not intended to limit this application. Those skilled in the art can make various modifications and refinements without departing from the spirit and scope of this application. Therefore, the scope of protection of this application is determined by the scope defined in the claims.

Claims

1. A vehicle, characterized in that, include: The vehicle body includes a first door and a second door, which are mounted on the vehicle body to form a double-opening door. The vehicle body is equipped with a first hinge device and a second hinge device. The vehicle body and the first door are rotatably connected via the first hinge device, and the vehicle body and the second door are rotatably connected via the second hinge device. The second hinge device includes a third mounting assembly, a rotating arm assembly, and a fourth mounting assembly. The third mounting assembly is used to connect to the vehicle body. The rotating arm assembly is rotatably connected to the third mounting assembly and is rotatable at a first angle α or a second angle β. The fourth mounting assembly is used to connect to the second door and is rotatably connected to the rotating arm assembly. Specifically, during the opening of the second door, the second door can be opened outward away from the first door via the second hinge device to break free from the interference of the first door; during the closing of the second door, the second door can be closed inward towards the first door via the second hinge device to break free from the interference of the first door.

2. The vehicle as described in claim 1, characterized in that, The second hinge device can rotate at a first angle α to cause the second door to break free from the interference of the first door.

3. The vehicle as described in claim 2, characterized in that, The second hinge device can rotate at a second angle β to open or close the second door.

4. The vehicle as described in claim 1, characterized in that, The fourth mounting component is detachably connected to the rotating arm assembly.

5. The vehicle of claim 1, wherein The rotating arm assembly includes: The first rotating arm is rotatably connected to the third mounting component and the fourth mounting component respectively. The first rotating arm can rotate at a first angle α to drive the second door away from the interference of the first door. The first rotating arm and the fourth mounting component are detachably connected.

6. The vehicle of claim 1, wherein The rotating arm assembly includes: The second rotating arm is rotatably connected to the third mounting component and the fourth mounting component respectively. The second rotating arm can rotate at a second angle β to drive the second door to open or close through the fourth mounting component. The second rotating arm and the fourth mounting component are detachably connected.

7. The vehicle of claim 5, wherein The rotating arm assembly also includes: The first rotating connector has a first connecting hole in the first rotating arm and a second connecting hole in the fourth mounting assembly. The first rotating connector is detachably inserted through the first connecting hole and the second connecting hole, so that the first rotating arm is rotatably connected to the fourth mounting assembly.

8. The vehicle of claim 6, wherein, The rotating arm assembly also includes: The second rotating connector has a third connecting hole in the second rotating arm and a fourth connecting hole in the fourth mounting assembly. The second rotating connector is detachably inserted through the third connecting hole and the fourth connecting hole, so that the second rotating arm is rotatably connected to the fourth mounting assembly.

9. The vehicle of claim 1, wherein, It also includes a first drive device for driving the second hinge device to rotate by a first angle α or a second angle β, so as to open or close the second door.

10. The vehicle as claimed in claim 9, characterized in that, The first driving device includes a driving arm and a driving component. The driving component is disposed on the second vehicle door. The driving arm includes a connecting end and a driving end disposed opposite to each other. The connecting end is rotatably connected to the vehicle body, and the driving end is connected to the second vehicle door. The driving component can drive the driving end to move in a direction closer to or farther from the first door, so as to drive the rotating arm assembly to rotate by a first angle α, so that the second door moves in a direction farther away from or closer to the first door.

11. The vehicle as claimed in claim 10, characterized in that, The rotating arm assembly is also connected to the drive member, and the rotating arm assembly rotates by a second angle β under the drive member to drive the second door to open or close.

12. The vehicle as claimed in claim 11, characterized in that, The first driving device further includes a first sensor disposed on the driving member. The first sensor is used to sense the rotation angle of the rotating arm assembly. Before the first sensor senses that the rotating arm assembly has rotated to a first angle α, the driving member is used to limit the rotation of the rotating arm assembly to a second angle β.

13. The vehicle of claim 10, wherein, The first driving device further includes: A transmission rod is used to be mounted on the second door and extends along the length of the second door, with one end of the transmission rod connected to the drive component; A sliding member is disposed on the transmission rod, and the driving end of the driving arm is connected to the sliding member; The driving member can drive the transmission rod to move the sliding member along the length direction of the second door, and the sliding member can drive the driving end to move along the length direction of the second door.

14. The vehicle of claim 12, wherein, It also includes a second drive unit, The second driving device is disposed at the door sill of the vehicle body. The second driving device includes: a guide member connected to the second door; a connector connected to the guide member; and a driver connected to the connector and capable of driving the connector to move along the target moving direction.

15. The vehicle as claimed in claim 14, characterized in that, The second drive device further includes a second sensor disposed on the driver. The second sensor is used to sense the rotation angle of the second hinge device. Before the first sensor senses that the second hinge device has rotated to the second angle β, it restricts the second hinge device from rotating in the direction of the first angle α.

16. The vehicle of claim 14, wherein, The driver includes: A transmission part, which passes through the connector, and a guide member that can restrict the rotation of the connector; A drive unit is connected to one end of the transmission unit, and the drive unit is capable of rotating the transmission unit to drive the connecting member to move along the target moving direction.

17. The vehicle as claimed in claim 14, characterized in that, The connector has a limiting groove on one side perpendicular to the target movement direction; The second driving device further includes a limiting member connected to the guide member, and the limiting member is capable of entering the limiting groove in a direction perpendicular to the target movement direction.

18. The vehicle of claim 1, wherein, The first hinge device has intersecting first and second directions, wherein the first hinge device includes: A first mounting component, a pin, and a second mounting component, wherein the pin extends along the second direction, the first mounting component is rotatably connected to the second mounting component via the pin, the first mounting component is used for fixed connection to the vehicle body, and the second mounting component is used for fixed connection to the first vehicle door.

19. The vehicle as claimed in claim 18, characterized in that, The first mounting component has a dimension of L1 mm in the first direction and a dimension of L2 mm in the second direction, satisfying: 0.7 ≤ L2 / L1 ≤ 0.

889.

20. The vehicle as claimed in claim 18, characterized in that, The first mounting component includes a first mounting part and a first adapter part, wherein the first adapter part is connected to the side of the first mounting part near the second mounting component.

21. The vehicle as claimed in claim 20, characterized in that, The second mounting component includes a second mounting part and a second adapter part. The second adapter part is connected to the side of the second mounting part near the first mounting component. The second adapter part is rotatably connected to the first adapter part via a pin.

22. The vehicle as claimed in claim 21, characterized in that, The first mounting component further includes: a first limiting part connected to the first adapter part.

23. The vehicle as claimed in claim 22, characterized in that, The second mounting component further includes a second limiting part connected to the second adapter part, wherein the second limiting part may selectively abut against the first limiting part.

24. The vehicle of claim 1, wherein, Also includes: A first locking member and a second locking member are both disposed on the first vehicle door and the vehicle body, and are used to lock the first vehicle door. The first locking member is located on the first vehicle door and the vehicle body near the chassis and close to the second door, and the second locking member is located on the first door and the vehicle body away from the chassis and close to the second door, and is used to lock the first door near the second door.

25. The vehicle of claim 1, wherein, Also includes: The third and fourth locking components are both disposed on the second door and the vehicle body, and are used to lock the second door. The third locking component is located on the second door and the vehicle body near the chassis and close to the first door, and the fourth locking component is located on the second door and the vehicle body away from the chassis and close to the first door, and is used to lock the second door near the first door.

26. The vehicle of claim 1, wherein, Also includes: An electronic lock is provided on the second door and the vehicle body, wherein the electronic lock is located on the side of the second door away from the first door, and is used to lock the second door away from the first door.

27. The vehicle of claim 1, wherein, The vehicle also includes: A first sealing strip is disposed on the side of the first vehicle door facing the second vehicle door; and The second sealing strip is disposed on the side of the second door facing the first door, and when the first door and the second door are closed, the first sealing strip is disposed closer to the outside of the second sealing strip; the second hinge device is configured to guide the second sealing strip to move with the second door in a direction away from the vehicle body and the first door, so as to avoid the first sealing strip.

28. The vehicle as claimed in any one of claims 1 to 27, characterized in that, The vehicle has no B-pillar.

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