A lightweight torsion-reducing structure suitable for a front end of a front-hinged engine hood

Abstract

The application discloses a lightweight torque reduction structure suitable for the front end of a front-up engine hood, which comprises a base assembly fixed to the front end of a vehicle frame, a crossbeam assembly rotationally connected to the middle end of the base assembly, the top of the two ends of the crossbeam assembly is hinged to the front end of the engine hood through a hinge, and the bottom of the two ends is in contact with a buffer mechanism. When the vehicle frame is twisted due to road bumps, the crossbeam assembly is limited by the buffer mechanism, so that the twisting angle of the crossbeam assembly is smaller than that of the vehicle frame, thereby achieving the purpose of reducing the twisting deformation of the engine hood. In the application, the crossbeam assembly comprises a crossbeam, a first U-shaped reinforcing piece and a triangular connecting piece, which are formed by laying corresponding layers according to different angles. The base assembly comprises a base and a second U-shaped reinforcing piece, and the second U-shaped reinforcing piece supports the base to improve the structural strength of the base. The torque reduction structure of the application greatly reduces the overall weight under the condition of ensuring the structural strength through the lightweight design of the crossbeam assembly and the base assembly.

Description

Technical Field

[0001] This invention belongs to the technical field of buffer limiting devices, and more specifically, relates to a lightweight torque reduction structure suitable for the front end of a front-tilting engine hood. Background Technology

[0002] The integrated front-tilting hood, located in front of the windshield, is an outer cover for the engine compartment. Its front end (relative to the vehicle's direction of travel) is hinged to the frame or body, while the rear end is connected to the body via a locking device. When opened, the rear end of the hood lifts up, flipping open from back to front. It integrates all or part of the functions of the fenders and front bumper, serving as the mounting base for accessories such as grilles, lights, wheel arches, mudguards, and bumper blocks. For off-road vehicles using an integrated front-tilting hood, road surface excitation transmitted through the wheels is directly transferred to the hood via the body. Because the front end of the hood is hinged to the body and the rear end is connected to the body, the loads transmitted to the front and rear ends of the hood differ significantly, causing considerable hood sway. To prevent interference between the hood sway and environmental components such as the body and engine compartment parts, the amount of hood sway needs to be limited.

[0003] Patent CN109515526A describes a front-flipping engine hood, a connecting structure, and an automobile. The overall front-flipping engine hood retainer in this patent only includes a hinged hinge, which can only realize the basic function of rotating the hood around the hinge axis to open and close, and does not involve any related structures to reduce the torsional deformation of the engine hood.

[0004] Patent CN116101383A discloses a multi-directional variable stiffness buffer device for limiting the overall forward-tilting engine hood. This device is used to limit the swing of the rear end of the engine hood, but has limited vibration reduction effect on the front end of the engine hood. Moreover, its components are basically metal parts, which cannot meet the current requirements for lightweight automotive parts. Summary of the Invention

[0005] In view of the lack of a device to limit the swing of the front end of the engine hood in the existing technology and the design requirement of lightweight device, the present invention provides a lightweight torque reduction structure suitable for the front end of a front-tilting engine hood to solve such problems.

[0006] To achieve the above objectives, the present invention provides a lightweight torque-reducing structure suitable for the front end of a front-tilting engine hood, comprising: a base assembly fixed to the front end of the vehicle frame, and a crossbeam assembly rotatably connected to the base assembly at its middle end, both made of carbon fiber composite material; the top ends of the crossbeam assembly are hinged to the front end of the engine hood via hinges, and the bottom ends abut against a buffer mechanism; the crossbeam assembly includes a crossbeam, a triangular connector bonded and fixed to the middle part of the bottom of the crossbeam, and a first U-shaped reinforcing member mounted on both sides of the crossbeam and the triangular connector; the first U-shaped reinforcing member is bonded and fixed integrally with the crossbeam and the triangular connector; a rotating connecting member is fixedly mounted on the triangular connector, which includes a rubber bushing and a pin fixedly mounted inside the rubber bushing, the two ends of the pin being rotatably mounted on the base assembly.

[0007] Furthermore, the base assembly is symmetrically fixed with anti-friction bushings at both ends, and the two ends of the pin are respectively rotatably disposed in the anti-friction bushings.

[0008] Furthermore, wear-resistant pads are threaded onto the shafts at both ends of the pin, and the wear-resistant pads are located between the base assembly and the crossbeam assembly.

[0009] Furthermore, the crossbeam is a hollow square bar structure with first fixing holes at both ends. Hinges are fixed to both ends of the crossbeam using bolts that mate with the first fixing holes, thus achieving a hinged connection between the crossbeam and the engine hood. The triangular connector is a triangular block structure with an internal cavity and symmetrical mounting holes at the center of both sides. A second flange, which is tubular, is fixed to the outside of the mounting holes. Rubber bushings are bonded to the triangular connector using structural adhesive. The first U-shaped reinforcement is a U-shaped structure with outward-flaring first flanges at the bottom center of both sides and a first U-shaped groove inside. The width of the first U-shaped groove is the same as the width of the crossbeam and the triangular connector. The first flange is an arc-shaped structure, its curvature matching the second flange, and is fitted and fixed to the outside of the second flange.

[0010] Furthermore, the crossbeam has a wall thickness of 3.0 mm and a ply structure of [0 / 0 / 45 / 90 / -45 / 0 / 0 / 45 / -45 / 0 / 0 / -45 / 90 / 45 / 0 / 0], for a total of 16 layers.

[0011] Furthermore, the wall thickness of the first U-shaped reinforcing member and the triangular connector is 5.0 mm, and the ply angles are [0 / 45 / 90 / -45 / 0 / 45 / 90 / -45 / 0 / 45 / 90 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0], for a total of 25 layers.

[0012] Furthermore, the base assembly includes a base and a second U-shaped reinforcing member, wherein: the base includes a bottom plate, side plates vertically fixed on both sides of the top of the bottom plate, and a third flange turned outward from the top of the side plates; the bottom plate has an arched structure, including a central protrusion and support portions fixedly connected to both ends of the central protrusion; the support portions have a second fixing hole, which, in conjunction with bolts, fixes the base assembly to the front end of the vehicle frame; the side plates include a central pressure-bearing portion in the middle section, and a central pressure-bearing portion... The outer pressure-bearing parts on both sides; the middle pressure-bearing part has a through hole for bearing the rotating connecting parts to achieve a rotating connection with the crossbeam assembly; the second U-shaped reinforcing member is a U-shaped structure with flanges on both sides and a fourth flange at the edge. Its width is equal to that of the middle pressure-bearing part of the base. It is clamped on the outside of the base to support the middle protrusion and the middle pressure-bearing part. Structural adhesive is applied between its contact surface with the base to fix the two together; the flanges are aligned with the through holes, and their inner walls are fixedly connected to the friction-reducing bushing.

[0013] Furthermore, the side plate has an arched structure, with the highest point in the middle and the height gradually decreasing towards both sides, and its cross-section is a V-shaped structure; the cross-section of the two symmetrically arranged side plates is X-shaped as a whole.

[0014] Furthermore, the outer diameter of the rubber bushing is adapted to the space of the mounting hole and is fixed in the mounting hole by structural adhesive. It includes an outer layer, a middle rubber layer and an inner sleeve layer arranged sequentially from the outside to the inside. The middle rubber layer is made of rubber, and the outer layer and the inner sleeve layer are made of carbon fiber reinforced composite material.

[0015] Furthermore, the bottom ends of both ends of the crossbeam abut against the buffer mechanism, which includes a sliding rod, a sliding hole, and a buffer spring. The sliding rod is slidably disposed in the sliding hole, and its two ends are provided with abutment heads. The buffer spring is provided in two sets, which are respectively sleeved on the rod body located on both sides of the sliding hole. The abutment heads at both ends of the sliding rod abut against the two sets of buffer springs respectively. The top ends of both ends of the crossbeam are connected to the hinge components, which include hinges and torsion springs. One set of hinges is fixedly connected to the front end of the engine hood, and the other set of hinges is connected to the top of the crossbeam. The two ends of the torsion spring are fixedly connected to the two sets of hinges respectively.

[0016] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects:

[0017] 1. The torsion reduction structure of the present invention, when the frame is torn due to road bumps during driving, the crossbeam assembly can rotate a certain angle through the rotating connector. Under the restriction of the torsion springs on the buffer mechanisms on both sides and the hinge, although the crossbeam will generate a certain torsion angle with the frame, the torsion angle of the crossbeam is smaller than the torsion angle of the frame, thereby achieving the purpose of reducing the torsional deformation of the engine hood.

[0018] 2. The torque reduction structure of the present invention, except for the central rubber layer of the pin shaft and rubber bushing, is made of carbon fiber composite material for all other components, thus achieving the lightweight design requirements of automotive parts. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of a lightweight torque reduction structure suitable for the front end of a front-tilting engine hood in an embodiment of the present invention;

[0020] Figure 2 This is a front view of a lightweight torque reduction structure suitable for the front end of a front-tilting engine hood in an embodiment of the present invention;

[0021] Figure 3 This is an exploded view of a lightweight torque reduction structure suitable for the front end of a front-tilting engine hood in an embodiment of the present invention;

[0022] Figure 4 This is an exploded view of the crossbeam assembly in an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the triangular connector and rubber bushing in an embodiment of the present invention;

[0024] Figure 6 This is an exploded view of the base assembly in an embodiment of the present invention;

[0025] Figure 7 This is a schematic diagram showing the connection between the torque reduction structure and the vehicle frame and engine hood in an embodiment of the present invention;

[0026] Figure 8 This is a schematic diagram of the connection structure between the crossbeam, the hinge, and the buffer mechanism in an embodiment of the present invention.

[0027] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically:

[0028] 1-Crossbeam assembly, including: 11-Crossbeam, 111-First fixing hole, 12-First U-shaped reinforcement, 121-First U-shaped groove, 122-Reinforcing rib, 123-First flange, 13-Triangular connector, 131-Cavity, 132-Mounting hole, 133-Second flange;

[0029] 2-Base assembly, including: 21-base, 211-base plate, 2111-middle protrusion, 2112-support part, 212-side plate, 2121-middle pressure bearing part, 2122-outer pressure bearing part, 213-second fixing hole, 214-through hole, 215-third flange, 22-second U-shaped reinforcement, 221-second U-shaped reinforcement plate, 222-flange part, 223-fourth flange;

[0030] 3-Rotary connecting component, including: 31-Pin, 32-Friction-reducing bushing, 33-Rubber bushing, 331-Outer layer, 332-Middle rubber layer, 333-Inner sleeve layer;

[0031] 4-Anti-wear pads;

[0032] 5-Hinged joint;

[0033] 6-Buffer mechanism

[0034] 7-Frame

[0035] 8- Engine hood. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0037] like Figure 1-7 As shown, this invention provides a lightweight torsion reduction structure suitable for the front end of a front-tilting engine hood, including a base assembly 2 fixed to the front end of a frame 7, and a crossbeam assembly 1 rotatably connected to the base assembly 2 at its middle end; the top ends of the crossbeam assembly 1 are respectively hinged to the front end of the engine hood 8 via hinges 5, and the bottom ends respectively abut against a buffer mechanism 6. When the frame 7 twists due to road bumps, the buffer mechanism 6 restricts the torsion angle of the crossbeam assembly 1 to be less than the torsion angle of the frame 7, thereby reducing the torsional deformation of the engine hood 8. In this invention, the crossbeam assembly 1 includes a crossbeam 11, a first U-shaped reinforcing member 12, and a triangular connecting member 13, which are formed by laying layers of composite material at different angles; the base assembly includes a base 21 made of composite material and a second U-shaped reinforcing member 22, the second U-shaped reinforcing member 22 supporting the side wall of the base 21 to improve its structural strength. The torsion reduction structure of this invention, through the lightweight design of the crossbeam assembly 1 and the base assembly 2, greatly reduces the overall weight while ensuring structural strength.

[0038] like Figure 4-5As shown in the embodiment of the present invention, the crossbeam assembly 1 includes a crossbeam 11, a first U-shaped reinforcing member 12, and a triangular connecting member 13.

[0039] The crossbeam 11 is a hollow square rod structure made of composite material. Since each of its two ends has a first fixing hole 111, the hinge 5 is fixed to both ends of the crossbeam 11 by bolts that engage with the first fixing holes 111, thus achieving a hinged connection between the crossbeam 11 and the engine hood 8. The crossbeam 11 is mainly subjected to vertical tensile force. When using composite material for plying, a uniaxial structure plying design is adopted, with the principal stress direction along the length of the crossbeam 11, and the 0° ply direction corresponding to the principal stress direction. The number of ply layers in a single direction is designed according to this principle: 0°: 50% to 60%; ±45°: 30% to 40%; 90°: approximately 10%. In this embodiment of the invention, the crossbeam 11 has a wall thickness of 3.0 mm, and its ply angles are [0 / 0 / 45 / 90 / -45 / 0 / 0 / 45 / -45 / 0 / 0 / -45 / 90 / 45 / 0 / 0], for a total of 16 layers.

[0040] The triangular connector 13 supports the middle end of the bottom of the crossbeam 11 and simultaneously achieves a rotatable connection with the base assembly 2. It has a triangular block structure with an internal cavity 131 to reduce weight. Symmetrical mounting holes 132 are provided at the center of both sides, allowing for the installation of the rotatable connector 3 to achieve a rotatable connection with the base assembly 2. Furthermore, to prevent damage due to pressure deformation at the mounting holes 132, a second flange 133 is fixedly provided on the outer side of the mounting holes 132. This flange is tubular, increasing the stress-bearing area and reducing the pressure at the stress-bearing points.

[0041] The first U-shaped reinforcing member 12 has a U-shaped structure with outwardly turned first flanges 123 at the middle of the bottom on both sides, and a first U-shaped groove 121 inside. The width of the first U-shaped groove 121 is the same as the width of the crossbeam 11 and the triangular connector 13, which presses the crossbeam 10 onto the top of the triangular connector 13. The first flange 123 has an arc-shaped structure, the curvature of which matches the second flange 133, and is fitted and fixed to the outside of the second flange 133. Furthermore, to improve the structural strength, two sets of reinforcing ribs 122 are also provided around the outside of the first U-shaped reinforcing member 12.

[0042] The first U-shaped reinforcing member 12 and the triangular connector 13 have a large bearing capacity and can withstand multi-directional loads. When designing composite material layups, good stress performance is required in all directions. In this embodiment of the invention, the wall thickness of the first U-shaped reinforcing member 12 and the triangular connector 13 is 5.0 mm, and their layup angles are [0 / 45 / 90 / -45 / 0 / 45 / 90 / -45 / 0 / 45 / 90 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0], for a total of 25 layers.

[0043] In this embodiment of the invention, when the crossbeam assembly 1 is assembled, the bottom middle of the crossbeam 11 is glued and fixed to the top of the triangular connector 13. The first U-shaped reinforcing member 12 is clamped to the crossbeam 11 and the outside of the crossbeam 11 through the first U-shaped groove 121, and the bottom of the first U-shaped groove 121 contacts the top of the crossbeam 11. The two side groove walls respectively contact the sides of the crossbeam 11 and the triangular connector 13. The first flange 123 contacts the outside of the second flange 133. Further, the first U-shaped reinforcing member 12 forms an adhesive layer between the contact surfaces of the crossbeam 11 and the triangular connector 13 by applying structural adhesive, so that the three are fixed together as one.

[0044] In this embodiment of the invention, the middle part of the crossbeam assembly 1 is rotatably mounted on the base assembly 2. According to the stress conditions, its two sides can be simplified as cantilever beams with the middle fixed, that is, the stress is greatest at the middle support and less at both ends. Therefore, in order to prevent the crossbeam 11 from being damaged due to excessive pressure in the middle, the long side of the triangular connector 13 is bonded and fixed to the bottom of the crossbeam 11 to strengthen the middle part of the crossbeam 11. At the same time, the concentrated force borne by the middle part is distributed on the contact surface between the triangular connector and the crossbeam, reducing the local stress. Furthermore, the bonding surface between the triangular connector 13 and the crossbeam 11 is also a weak point. When the two ends of the crossbeam 11 are subjected to upward torque, the two will separate. To avoid this situation, a first U-shaped reinforcing member 12 is provided and bonded to the crossbeam 11 to strengthen the weak point on the outside of the triangular connector 13, thereby improving the overall structural strength and preventing the shear force in the middle part of the crossbeam 11 from increasing when the two ends of the crossbeam 11 are subjected to different torques, which would lead to the crossbeam 11 cracking and being damaged in the middle.

[0045] In this embodiment of the invention, by using composite materials with different layup angles to form a crossbeam 11, a first U-shaped reinforcing member 12, and a triangular connector 13 according to the direction of the stress, and fixing the three together, the structural strength of the crossbeam assembly 1 is improved and the service life is extended while meeting the lightweight requirements of automotive parts.

[0046] In embodiments of the present invention, such as Figure 6 As shown, the base assembly 2 includes a base 21 and a second U-shaped reinforcing member 22.

[0047] The base 2 includes a base plate 211, side plates 212 vertically fixed to both sides of the top of the base plate 211, and a third flange 215 that flares outward from the top of the side plates 212. The base plate 211 has an arched structure, including a central protrusion 2111 and support portions 2112 fixedly connected to both ends of the central protrusion 2111. The support portions 2112 have a second fixing hole 213, which, in conjunction with bolts, fixes the base assembly 2 to the front end of the frame 7. The side plates 212 include a central pressure-bearing portion 2121 located in the middle, and outer pressure-bearing portions 2122 located on both sides of the central pressure-bearing portion 2121. The central pressure-bearing portion 2121 has a through hole 214 for supporting the rotating connector 3 to achieve a rotating connection with the crossbeam assembly 1.

[0048] In this embodiment of the invention, the side plate 212 has an arched structure, with the highest point in the middle and gradually decreasing in height towards both sides. This design ensures that the rigidity of the base 2 meets the requirements while providing relatively uniform stress distribution and reducing the overall weight. Furthermore, the side plate 212 has a V-shaped cross-section, and the cross-sections of the two symmetrically arranged side plates 212 are X-shaped, increasing the stress-bearing area of ​​the base 2 and enabling the side plate 212 to stably withstand stresses in different directions. At the same time, the third flange 215 at the top of the side plate 212 enhances the structural strength of the composite material side plate 212, preventing excessive local stress from causing structural cracking and improving the service life of the base 2.

[0049] The second U-shaped reinforcing member 22 has a U-shaped structure, and its width is equal to the width of the middle pressure-bearing part 2121 of the base 21. It can be clamped on the outside of the base 2 to support the middle protrusion 2111 and the middle pressure-bearing part 2121. The contact surface between it and the base 21 is fixed together by structural adhesive. Furthermore, the second U-shaped reinforcing member 22 has flanges 222 on both sides. The flanges 222 are aligned with the through holes 214, which can increase the load-bearing area of ​​the rotating connecting member 3 and distribute part of the load to the second U-shaped reinforcing member 22, avoiding excessive local load on the middle of the base 2 and causing cracking. Furthermore, the second U-shaped reinforcing member 22 has a fourth flange 223 at its edge to increase the structural strength of the second U-shaped reinforcing member 22 and prevent edge cracking.

[0050] like Figure 3 , 5As shown in Figure 6, in this embodiment of the invention, the rotating connector 3 includes a pin 31, a friction-reducing bushing 32, and a rubber bushing 33. The outer diameter of the rubber bushing 33 is adapted to the diameter of the mounting hole 132 and is fixed in the mounting hole 132 by structural adhesive. It includes an outer layer 331, a middle rubber layer 332, and an inner sleeve layer 333 arranged sequentially from the outside to the inside. The middle rubber layer 332 is made of rubber, and the outer layer 331 and the inner sleeve layer 333 are made of carbon fiber reinforced composite material, which has good rigidity and can transfer the load on the outside and the load on the inside of the rubber bushing 33 to the middle rubber layer 332 for shock absorption and energy absorption, thereby reducing some of the road excitation transmitted from the frame 7 and reducing the vibration of the engine hood. The pin 31 is made of metal material, and its outer diameter is adapted to the inner diameter of the rubber bushing 33. It is bonded to the rubber bushing 33 by structural adhesive, thereby driving the rubber bushing 33 to rotate. Its two ends are respectively rotatably disposed in the flange portion 222. Because composite materials are not wear-resistant, to prevent the friction generated by the rotation of the pin 31 during operation from wearing down the flange 222 and the through hole 214 and reducing the overall service life of the torque reduction structure, wear-reducing bushings 32 are provided inside the aligned flange 222 and through hole 214 to reduce wear. The wear-reducing bushings 32 are made of wear-resistant material and are fixed to the inner wall of the flange 222 and through hole 214 by structural bonding or threaded connection. After being rotatably connected to both ends of the pin 31, the rotatable connection between the crossbeam assembly 1 and the base assembly 2 is realized.

[0051] In this embodiment of the invention, during the assembly of the torsion reduction structure, the top of the triangular connector 13 is coated with structural adhesive and bonded to the middle of the bottom of the crossbeam 11. The inner wall of the first U-shaped reinforcing member 12 is coated with structural adhesive and clamped and fixed to the crossbeam 11 and the triangular connector 13, so that the three are connected as one, completing the assembly of the beam assembly 1. The inner side of the second U-shaped reinforcing member 22 is coated with structural adhesive and clamped to the middle of the bottom of the base 21, so that the two are connected as one, completing the assembly of the base assembly. The pin 31 is inserted into the rubber bushing 33. Structural adhesive is used to bond the two together; the outer side of the rubber bushing 33 is coated with structural adhesive and inserted into the mounting hole 132 of the triangular connector 13, so that the rubber bushing 33 and the triangular connector 13 are fixed together; the friction-reducing bushing 32 is fixed in the flange 222 and the through hole 214, and then the anti-wear pads 4 are threaded onto the two ends of the pin 31 and placed in the friction-reducing bushing 3 respectively, thereby completing the assembly of the torque-reducing structure; the anti-wear pads 4 are located between the base assembly 2 and the crossbeam assembly 1 to avoid frictional loss when the two rotate.

[0052] like Figure 8As shown in the embodiment of the invention, the torsion reduction structure is fixedly installed at the front end of the frame 7. The bottom ends of the crossbeam 11 abut against the buffer mechanism 6. The buffer mechanism 6 includes a sliding rod, a sliding hole, and a buffer spring. The sliding rod is slidably installed in the sliding hole, and its two ends are provided with abutment heads. The buffer spring is provided in two sets, which are respectively sleeved on the rod body located on both sides of the sliding hole. The abutment heads at both ends of the sliding rod abut against the two sets of buffer springs respectively. When the crossbeam 11 is subjected to a downward load, it is buffered. At the same time, when the load disappears, it pushes the crossbeam 11 to return to its original position and maintain its balance. The top ends of the crossbeam 11 are connected to the hinge 5. The hinge 5 includes a hinge and a torsion spring. One set of hinges is fixedly connected to the front end of the engine hood 8, and the other set of hinges is connected to the top of the crossbeam 11. The two ends of the torsion spring are fixedly connected to the two sets of hinges respectively. It can play a certain buffering role on the torsional stress transmitted to the engine hood 8, and at the same time, it can drive the engine hood 8 to return to its original position after the torsional stress disappears.

[0053] The torsion reduction structure of the present invention, when the frame 7 is torn due to road bumps during driving, the crossbeam assembly 1 can rotate a certain angle through the rotating connector 3. Under the restriction of the torsion springs on the buffer mechanisms 6 on both sides and the hinge 5, although the crossbeam 11 will generate a certain torsion angle with the frame, the torsion angle of the crossbeam 11 is less than the torsion angle of the frame 7, thereby achieving the purpose of reducing the torsional deformation of the engine hood 8.

[0054] The torque reduction structure of the present invention, except for the central rubber layer 332 of the pin 31 and the rubber bushing 33, is made of carbon fiber composite material, which realizes the lightweight design requirements of automotive parts.

[0055] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A lightweight torque-reducing structure suitable for the front end of a front-tilting engine hood, characterized in that, include: The base assembly (2) fixed to the front end of the frame (7) and the crossbeam assembly (1) rotatably connected to the base assembly (2) at the middle end are both made of carbon fiber composite material. The top of both ends of the crossbeam assembly (1) are hinged to the front end of the engine hood (8) via hinges (5), and the bottom of both ends abut against the buffer mechanism (6). It includes a crossbeam (11), a triangular connector (13) bonded and fixed to the middle part of the bottom of the crossbeam (11), and a first U-shaped reinforcing member (12) clamped on both sides of the crossbeam (11) and the triangular connector (13). The first U-shaped reinforcing member (12) is bonded and fixed to the crossbeam (11) and the triangular connector (13) as a whole. The crossbeam (11) is a hollow square bar structure, and the top of both ends are provided with first fixing holes (111). The hinges (5) are fixed to both ends of the crossbeam (11) by bolts that cooperate with the first fixing holes (111), thereby realizing the hinge connection between the crossbeam (11) and the engine hood (8). The triangular connector (13) The triangular block structure has an internal cavity (131) and symmetrical mounting holes (132) at the center of both sides. A second flange (133) is fixed on the outside of the mounting hole (132). The second flange (133) is a tubular structure. The mounting hole (132) and the second flange (133) are bonded and fixed to the rubber bushing (33) in the triangular connector (13) by structural adhesive. The first U-shaped reinforcing member (12) is a U-shaped structure. A first flange (123) is provided at the middle of the bottom of both sides. A first U-shaped groove (121) is provided inside. The width of the first U-shaped groove (121) is the same as the width of the crossbeam (11) and the triangular connector (13). The first flange (123) is an arc-shaped structure. Its curvature is adapted to the second flange (133) and is fixed to the outside of the second flange (133). The triangular connector (13) is fixedly provided with a rotating connector (3), which includes a rubber bushing (33) and a pin (31) fixedly provided in the rubber bushing (33). The two ends of the pin (31) are rotatably provided on the base assembly (2).

2. The lightweight torque reduction structure for the front end of a front-tilting engine hood according to claim 1, characterized in that, The base assembly (2) is symmetrically fixed with anti-friction bushings (32) at both ends, and the pin (31) is rotatably disposed in the anti-friction bushings (32) at both ends.

3. A lightweight torque reduction structure for the front end of a front-tilting engine hood according to claim 2, characterized in that, Wear-resistant pads (4) are threaded onto the shafts at both ends of the pin (31), and the wear-resistant pads (4) are located between the base assembly (2) and the crossbeam assembly (1).

4. A lightweight torque-reducing structure for the front end of a front-tilting engine hood according to any one of claims 1-3, characterized in that, The crossbeam (11) has a wall thickness of 3.0 mm and its ply angles are [0 / 0 / 45 / 90 / -45 / 0 / 0 / 45 / -45 / 0 / 0 / -45 / 90 / 45 / 0 / 0], for a total of 16 layers.

5. A lightweight torque-reducing structure for the front end of a front-tilting engine hood according to any one of claims 1-3, characterized in that, The wall thickness of the first U-shaped reinforcing member (12) and the triangular connector (13) is 5.0 mm, and the ply angles are [0 / 45 / 90 / -45 / 0 / 45 / 90 / -45 / 0 / 45 / 90 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0 / -45 / 90 / 45 / 0], for a total of 25 layers.

6. A lightweight torque-reducing structure for the front end of a front-tilting engine hood according to any one of claims 1-3, characterized in that, The base assembly (2) includes a base (21) and a second U-shaped reinforcing member (22), wherein: The base (21) includes a base plate (211), side plates (212) vertically fixed on both sides of the top of the base plate (211), and a third flange (215) that is turned outward from the top of the side plate (212); the base plate (211) is an arched structure, including a central protrusion (2111) and a support portion (2112) fixedly connected to both ends of the central protrusion (2111); the support portion (2112) has a third flange (215) on it. Two fixing holes (213) are used to fix the base assembly (2) to the front end of the frame (7) by cooperating with bolts; the side plate (212) includes a middle pressure bearing part (2121) in the middle part and an outer pressure bearing part (2122) on both sides of the middle pressure bearing part (2121); the middle pressure bearing part (2121) has a through hole (214) for bearing the rotating connecting piece (3) to realize the rotating connection with the crossbeam assembly (1); The second U-shaped reinforcing member (22) has a U-shaped structure with flanges (222) on both sides and a fourth flange (223) at the edge. The width of the flange is equal to that of the middle pressure-bearing part (2121). It supports the middle protrusion (2111) and the middle pressure-bearing part (2121) by being clamped on the outside of the base (21). Structural adhesive is applied between the flange and the base (21) to fix them together. The flange (222) is positioned aligned with the through hole (214), and the inner walls of both are fixedly connected to the friction-reducing bushing (32).

7. A lightweight torque-reducing structure for the front end of a front-tilting engine hood according to claim 6, characterized in that, The side plate (212) has an arched structure, with the highest part in the middle and the height gradually decreasing to both sides. Its cross-section is a V-shaped structure. The cross-section of the two symmetrically arranged side plates (212) is X-shaped.

8. A lightweight torque-reducing structure for the front end of a front-tilting engine hood according to any one of claims 1-3, characterized in that, The outer diameter of the rubber bushing (33) is adapted to the diameter of the mounting hole (132) and is fixed in the mounting hole (132) by structural adhesive. It includes an outer layer (331), a middle rubber layer (332) and an inner layer (333) arranged sequentially from the outside to the inside. The middle rubber layer (332) is made of rubber, and the outer layer (331) and the inner layer (333) are made of carbon fiber reinforced composite material.

9. A lightweight torque-reducing structure for the front end of a front-tilting engine hood according to any one of claims 1-3, characterized in that, The bottom ends of the crossbeam (11) abut against the buffer mechanism (6). The buffer mechanism (6) includes a slide rod, a sliding hole and a buffer spring. The slide rod is slidably disposed in the sliding hole and has abutting heads at both ends. The buffer spring is provided in two sets, which are respectively sleeved on the rod body located on both sides of the sliding hole. The abutting heads at both ends of the slide rod abut against the two sets of buffer springs respectively. The top of both ends of the crossbeam (11) is connected to the hinge (5). The hinge (5) includes a hinge chain and a torsion spring. One hinge chain is fixedly connected to the front end of the engine hood (8), and the other hinge chain is connected to the top of the crossbeam (11). The two ends of the torsion spring are fixedly connected to the two hinge chains respectively.

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