An engine bay rotating bearing structure and method

Abstract

The present application relates to the technical field of engineering vehicle engine compartment supporting structure, and particularly relates to an engine compartment rotating supporting structure and method, which comprises an engine compartment, the inside of which is provided with functional components; a supporting assembly connected between the side of the engine compartment and the corresponding side of the vehicle body frame and forming a vertical rotating axis for the rotation of the engine compartment relative to the vehicle body frame; the supporting assembly comprises a first supporting seat connected to the vehicle body frame, a second supporting seat connected to the engine compartment, and a rotating shaft penetrating through the first supporting seat and the second supporting seat; wherein the end of the first supporting seat towards the second supporting seat is provided with an axial bearing surface. The present application forms an end surface axial bearing path in addition to the rotating shaft when the engine compartment rotates at the side, reduces the risk of stress deformation, increased opening resistance and rotational jamming of the rotating shaft due to the concentration of bearing load, and improves the rotating supporting reliability of the engine compartment.

Description

Technical Field

[0001] This invention relates to the field of engine compartment support structure technology for engineering vehicles, and in particular to a rotating support structure and method for engine compartments. Background Technology

[0002] Cargo loaders, airport ground support equipment, and similar engineering vehicles typically have engine compartments to house or install functional components such as engine assemblies, radiators, hydraulic tanks, electrical cabinets, and piping assemblies. For ease of inspection, maintenance, and replacement, engine compartments are usually designed to be openable, allowing maintenance personnel access to the interior space.

[0003] In common equipment, some hatches or access covers primarily serve a concealing and protective function, and are typically thin sheet metal, shell components, or lightweight covers, with internal functional components mainly fixed to the vehicle chassis or independent supports. For these lightweight hatches, existing technology usually employs hinges, pivots, pins, or ordinary swivel joints for opening. However, for equipment such as container loaders, the engine compartment is not simply a lightweight cover. To improve the compactness of the equipment structure and ease of maintenance, some engine compartments integrate multiple functional components such as the engine assembly, radiator, hydraulic oil tank, electrical cabinet, and piping assemblies into the compartment, making the engine compartment itself an integrated compartment structure that bears the functional components. This type of engine compartment is relatively heavy and usually requires opening relative to the vehicle chassis via a side-mounted rotating connection.

[0004] Existing engine compartment side swivel bearing structures mostly employ a rotating shaft and support seat combination for rotational connection. This means the shaft passes through a support seat on the vehicle chassis side and a support seat on the engine compartment side, allowing the engine compartment to rotate around the shaft. For engine compartments that integrate multiple functional components and have a significant overall weight, the vertical load of the engine compartment tends to concentrate on the shaft and its support location. This means the shaft not only bears the rotational connection function but also the vertical load from the weight of the engine compartment. As the weight of the engine compartment increases or the number of uses increases, problems such as concentrated load on the shaft, increased resistance to opening the engine compartment, stiff rotation, and even jamming can easily occur, affecting the ease of maintenance of the engine compartment and the reliability of the swivel bearing.

[0005] To address the aforementioned issues, existing solutions typically improve the strength of the rotary bearing structure by increasing the shaft diameter, lengthening the shaft hole fit length, increasing the support seat wall thickness, or adding reinforcing ribs. While these methods can improve the load-bearing capacity of the shaft and its mating structure to some extent, their focus remains primarily on enhancing the structural strength of the shaft itself or its mating parts, and they do not adequately address the issue of concentrated loads on the rotary bearing during the side rotation of a heavy engine compartment. If the vertical load of the engine compartment still relies mainly on the shaft support, the problems of increased opening resistance and rotational jamming will remain difficult to effectively improve.

[0006] Therefore, it is necessary to provide a rotary support structure suitable for engine compartments with internal functional components, so that when the engine compartment is opened by rotating from the side, in addition to forming a rotary connection through the rotating shaft, an axial support path on the end face located radially outside the rotating shaft can be formed between the support seats to share the vertical load that was originally concentrated on the rotating shaft, and reduce the increase in opening resistance and the risk of rotation jamming caused by the concentrated load of the rotating shaft. Summary of the Invention

[0007] In this section, as well as in the abstract and title of this application, some simplifications or omissions may be made to avoid obscuring the purpose of this section, the abstract, and the title of this application, and such simplifications or omissions shall not be used to limit the scope of the invention.

[0008] To address the shortcomings of existing integrated engine compartment side rotary supports, which rely primarily on swivel bearings to bear vertical loads, easily leading to load concentration on the swivel bearings and increasing the resistance to opening the engine compartment, one objective of this invention is to provide an engine compartment rotary support structure.

[0009] To achieve the above objectives, the present invention adopts the following technical solution: an engine compartment rotation support structure, including an engine compartment with functional components inside; a support assembly connected between the side of the engine compartment and the corresponding side of the vehicle chassis, forming a vertical rotation axis for the engine compartment to rotate relative to the vehicle chassis; the support assembly includes a first support seat connected to the vehicle chassis, a second support seat connected to the engine compartment, and a rotating shaft passing through the first support seat and the second support seat; wherein, the end of the first support seat facing the second support seat has an axial support surface, the end of the second support seat facing the first support seat has an axial pressure surface, the axial support surface and the axial pressure surface are in axial contact with each other along the axial direction of the rotating shaft, forming an axial support contact pair located radially outside the rotating shaft.

[0010] As a preferred embodiment of the engine compartment rotary support structure of the present invention, the support assembly is configured as two sets, the two sets of support assemblies are spaced apart along the vertical rotation axis, and the rotation shafts of the two sets of support assemblies are coaxially arranged; wherein, the axial support contact pairs of the two sets of support assemblies jointly generate a total rotational frictional resistance torque M when the engine compartment rotates around the vertical rotation axis.

[0011] As a preferred embodiment of the engine compartment rotation support structure of the present invention, the engine compartment has a rotation side close to the vertical rotation axis and a free side away from the vertical rotation axis, and the free side is provided with a force-applying member.

[0012] As a preferred embodiment of the engine compartment rotating support structure of the present invention, wherein: the preset manual opening force acting on the force-applying component is F, the vertical distance from the line of action of the preset manual opening force F to the vertical rotation axis is the effective force-applying arm L, and the total rotational frictional resistance torque M satisfies: M≤F·L.

[0013] As a preferred embodiment of the engine compartment rotating support structure of the present invention, wherein: the first support seat forms a first support length S1 along the axial direction of the rotating shaft, the second support seat forms a second support length S2 along the axial direction of the rotating shaft, the overall axial length of the rotating shaft is S3, and satisfies: S1+S2≥0.9·S3.

[0014] In a preferred embodiment of the engine compartment rotary support structure of the present invention, the axial support surface and the axial pressure bearing surface are both annular surfaces arranged around the rotating shaft, and the axial support contact pair is an annular axial support contact pair.

[0015] As a preferred embodiment of the engine compartment rotating support structure of the present invention, wherein: a bearing is provided in the first support seat, the inner ring of the bearing is sleeved outside the rotating shaft, and the outer ring of the bearing is provided in the first support seat; a receiving groove is provided in the second support seat, a copper sleeve is provided in the receiving groove, and the copper sleeve is sleeved outside the rotating shaft.

[0016] As a preferred embodiment of the engine compartment rotating support structure of the present invention, both ends of the rotating shaft are provided with retaining rings through retaining ring grooves, and the two retaining rings are respectively located on the axial outer side of the first support seat and the second support seat.

[0017] As a preferred embodiment of the engine compartment rotation support structure of the present invention, a locking assembly is provided between the free side of the engine compartment and the corresponding side of the vehicle body frame. The locking assembly includes a locking seat on the free side, a threaded lug on the corresponding side of the vehicle body frame, a limiting member on the corresponding side of the vehicle body frame and located above the threaded lug, and a locking screw that passes through the locking seat and is threadedly connected to the threaded lug.

[0018] As a preferred embodiment of the engine compartment rotary support structure of the present invention, wherein: the threaded lug has a guide ramp and a seating plane arranged sequentially along the closing direction of the engine compartment, the guide ramp extends obliquely from the entry end of the threaded lug toward the seating plane, and the seating plane is arranged opposite to the locking seat; wherein, the distance from the bottom end of the limiting member to the seating plane is B1, the length of the locking seat along the vertical rotation axis is B2, and the relationship satisfies: B1=B2.

[0019] The beneficial effects of the engine compartment rotating support structure of the present invention are as follows: This invention creates an axial support contact pair between the first and second support seats on the radially outer side of the rotating shaft, thus forming an axial support path on the end face of the engine compartment besides the rotating shaft when it rotates sideways. As a result, the vertical load of the engine compartment is no longer concentrated on the rotating shaft, reducing the risk of deformation, stiff rotation, or jamming caused by concentrated load on the rotating shaft. It also avoids increased opening resistance and improves the reliability and maintenance convenience of the rotating support for engine compartments with internal functional components.

[0020] This invention arranges two sets of support components spaced apart along the vertical axis of rotation, and places a force-applying component on the free side of the engine compartment. This ensures that the total rotational frictional resistance torque generated by the two sets of axial support contact pairs is no greater than the opening torque generated by a preset manual opening force acting on the effective force-applying arm. Thus, while the axial support contact pairs share the vertical load of the engine compartment, it also ensures that the operator can push the engine compartment to rotate and open using the force-applying component, thereby balancing heavy-load support stability with ease of manual opening.

[0021] To address the shortcomings of existing integrated engine compartment side rotation supports, which rely primarily on swivel bearings to bear vertical loads, easily leading to load concentration on the swivel bearings and increasing the resistance to engine compartment opening, another objective of this invention is to provide an engine compartment rotation support method.

[0022] To achieve the above objectives, the present invention adopts the following technical solution: a method for rotating support of an engine compartment, comprising: rotating an engine compartment with internal functional components about a vertical rotation axis located on its side relative to the vehicle chassis; during the rotation of the engine compartment, keeping the axial support surface and the axial pressure surface in the support assembly in relative contact along the axial direction of the rotating shaft, and forming an axial support contact pair on the radially outer side of the rotating shaft; when opening the engine compartment, applying a preset manual opening force F to the free side of the engine compartment, such that the opening torque formed by the preset manual opening force F overcomes the total rotational frictional resistance torque M generated by the axial support contact pair; when closing the engine compartment, moving a locking seat located on the free side along the guide slope of the threaded lug to a position opposite to the seating plane; and threading a locking screw passing through the locking seat to the threaded lug to lock the engine compartment in the closed position.

[0023] The beneficial effects of the engine compartment rotary support method of the present invention are the same as those of the engine compartment rotary support structure, and will not be repeated here. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a structural schematic diagram of the engine compartment, support assembly, and vehicle chassis of the present invention.

[0026] Figure 2 This is a schematic diagram of the support assembly of the present invention.

[0027] Figure 3 This is a schematic diagram of the axial support surface, axial pressure surface, and axial support contact pair of the present invention.

[0028] Figure 4 This is a structural schematic diagram of the engine compartment and functional components of the present invention.

[0029] Figure 5 This is a schematic diagram of the engine compartment and vehicle chassis of the present invention.

[0030] Figure 6 This is a schematic diagram of the rotating side, free side, and force-applying component of the present invention.

[0031] Figure 7 This is a schematic diagram of the structure of the first support, the second support, and the rotating shaft of the present invention.

[0032] Figure 8 This is a schematic diagram of the structure of the receiving groove, copper sleeve and retaining spring of the present invention.

[0033] Figure 9 This is a schematic diagram of the locking component of the present invention.

[0034] Figure 10 This is a schematic diagram of the structure of the threaded lug plate, guide slope, and seating plane of the present invention. Detailed Implementation

[0035] To make the objectives, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0036] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0037] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0038] Example 1

[0039] Reference Figures 1-4 This embodiment provides an engine compartment swivel support structure, including an engine compartment 100, a support assembly 200, and a vehicle chassis 300. The engine compartment 100 houses functional components 101, which may include one or more of the following: an engine assembly, a radiator, a hydraulic oil tank, an electrical cabinet, piping assemblies, and an exhaust assembly. Unlike lightweight covers used only for concealment and protection, the engine compartment 100 in this embodiment is designed to house or support the aforementioned functional components 101. Therefore, the overall mass of the engine compartment 100 is relatively large, placing higher load-bearing requirements on the swivel support position during side-rotation opening and closing.

[0040] The support assembly 200 connects the side of the engine compartment 100 to the corresponding side of the vehicle chassis 300, forming a vertical rotation axis Z for the engine compartment 100 to rotate relative to the vehicle chassis 300. In one embodiment, the vertical rotation axis Z is arranged along the height direction of the engine compartment 100, allowing the engine compartment 100 to rotate and open relative to the vehicle chassis 300 in a manner similar to a side-opening door. This arrangement facilitates maintenance personnel's side access to the interior space of the engine compartment 100 for inspection and maintenance of functional components 101.

[0041] The support assembly 200 includes a first support seat 201, a second support seat 202, and a rotating shaft 203. The first support seat 201 is connected to the vehicle body chassis 300 and can be fixed to the corresponding side of the vehicle body chassis 300 by welding, bolting, or integral molding. The second support seat 202 is connected to the engine compartment 100 and can be fixed to the side wall, side beam, reinforcing frame, or rotating connecting plate of the engine compartment 100. The rotating shaft 203 passes through the first support seat 201 and the second support seat 202 to establish a rotational connection between the engine compartment 100 and the vehicle body chassis 300.

[0042] Unlike ordinary hinged structures that rely solely on the shaft 203 to bear the vertical load of the engine compartment 100, in this embodiment, the end of the first support 201 facing the second support 202 has an axial support surface 201a, and the end of the second support 202 facing the first support 201 has an axial pressure surface 202a. The axial support surface 201a and the axial pressure surface 202a are in axial contact with each other along the shaft 203, forming an axial support contact pair P on the radially outer side of the shaft 203. The axial support contact pair P is not an independently mounted part, but rather an end-face contact area formed by the mutual contact of the axial support surface 201a and the axial pressure surface 202a.

[0043] With the above structure, when the engine compartment 100 is opened or closed around the vertical rotation axis Z, it still forms a rotational constraint through the pivot 203. Simultaneously, at least a portion of the vertical load of the engine compartment 100 can be transferred to the first support 201 via the second support 202, the axial bearing surface 202a, the axial support contact pair P, and the axial support surface 201a, and then from the first support 201 to the vehicle chassis 300. Therefore, this embodiment forms an end-face axial support path outside the pivot 203, so that the pivot 203 no longer bears the vertical load of the engine compartment 100 alone.

[0044] In conventional shaft connection structures, the shaft typically bears both the rotational connection and primary load-bearing function. When the engine compartment is heavy, the shaft is prone to problems such as concentrated load, stress deformation, and increased opening resistance. This embodiment utilizes the opposing end faces of the first support 201 and the second support 202 to establish an axial support contact pair P, transforming the load-bearing path from "relying solely on the shaft bearing load" to "the rotational connection of the shaft and the end face support cooperation." This structure eliminates the need for additional complex support mechanisms, achieving load sharing through the support body itself, making it particularly suitable for integrated engine compartments.

[0045] Example 2

[0046] Reference Figure 1 , Figure 2 and Figure 5Based on Embodiment 1, the support assembly 200 is configured as two sets, with the two sets of support assemblies 200 spaced apart along the vertical rotation axis Z, and the rotation shafts 203 of the two sets of support assemblies 200 are coaxially arranged. In a specific implementation, the two sets of support assemblies 200 can be respectively arranged in the upper and lower regions of the side of the engine compartment 100, so that the engine compartment 100 forms two rotation support points in the height direction.

[0047] The coaxial arrangement of the two sets of support assemblies 200 serves two purposes. First, it ensures that the engine compartment 100 rotates smoothly around the same vertical axis of rotation Z, preventing rotational stiffness or localized jamming caused by misalignment of the upper and lower support assemblies 200 axes. Second, the two sets of support assemblies 200 can jointly bear the load of the engine compartment 100, making it less prone to significant swaying during opening and closing.

[0048] Both sets of support assemblies 200 have axial support contact pairs P formed by axial support surfaces 201a and axial pressure surfaces 202a. When the engine nacelle 100 rotates about the vertical rotation axis Z, the two sets of axial support contact pairs P will jointly participate in end-face support and jointly generate a total rotational frictional resistance torque M. Here, the total rotational frictional resistance torque M refers to the total resistance torque exhibited by the two sets of axial support contact pairs P during the rotation of the engine nacelle 100 due to end-face contact friction, which hinders the rotation of the engine nacelle 100 about the vertical rotation axis Z.

[0049] It is important to emphasize that while the axial support contact pair P can share the vertical load of the shaft 203, the end-face contact inevitably introduces a certain amount of frictional resistance. This invention does not simply press the end faces of the two support seats into close contact; rather, while forming the end-face support path, it coordinates the number of support components, the shape of the contact pair, the support length, and the position of the force applied on the free side to ensure that the total rotational frictional resistance torque M is within the range that can be overcome by manual opening force. Therefore, this embodiment simultaneously considers shaft load reduction and ease of manual opening.

[0050] In one specific embodiment, the two sets of support components 200 can respectively adopt the first support seat 201, the second support seat 202 and the rotating shaft 203 of the same size, so as to facilitate processing, assembly and stress analysis; in another embodiment, the two sets of support components 200 can also be set with different lengths or different contact areas according to the center of gravity height and structural space of the engine compartment 100, as long as the two sets of rotating shafts 203 are coaxial and can both form an axial support contact pair P.

[0051] Example 3

[0052] Reference Figure 6Based on Embodiment 2, the engine compartment 100 has a rotating side C1 close to the vertical rotation axis Z and a free side C2 away from the vertical rotation axis Z. The rotating side C1 is the side of the engine compartment 100 close to the support assembly 200, and the free side C2 is the side of the engine compartment 100 away from the support assembly 200 when it is opened.

[0053] A force-applying component 102 is provided on the free side C2. The force-applying component 102 can be a handle, pull handle, push-pull rod, grip hole, reinforced handle plate, or a force-bearing structure provided on the free side C2 of the engine compartment 100. The force-applying component 102 is preferably located in the middle of the free side C2 or in a position that is easy for personnel to operate, so that maintenance personnel can apply a preset manual opening force F to the engine compartment 100 by pushing, pulling, or rotating.

[0054] The reason for arranging the force-applying component 102 on the free side C2 is that the free side C2 is far from the vertical rotation axis Z, which can form a larger effective force arm L. For the same manual opening force F, the larger the effective force arm L, the larger the opening torque F·L formed by the manual opening force, which is more conducive to overcoming the total rotational frictional resistance torque M generated by the axial support contact pair P.

[0055] In one embodiment, the force-applying component 102 is disposed at the free side end of the engine compartment 100, such that the effective force-applying arm L can approach the overall width of the engine compartment 100 along the direction away from the vertical rotation axis Z. If the force-applying component 102 is disposed slightly inward relative to the free side end due to installation space, appearance arrangement, or safety protection requirements, the effective force-applying arm L can be determined according to the vertical distance from the actual force-bearing position of the force-applying component 102 to the vertical rotation axis Z. With the above arrangement, without increasing the amount of force applied by the operator, the opening torque formed by the preset manual opening force F can be increased, thereby helping to overcome the total rotational frictional resistance torque M generated by the axial support contact pair P during the rotation of the engine compartment 100.

[0056] In this embodiment, the rotating side C1 and the free side C2 are used to illustrate the orientation relationship of the engine compartment 100 relative to the vertical rotation axis Z, and do not limit the engine compartment 100 to having independent fixed side components. Through the above orientation relationship, a larger effective force arm L can be formed by utilizing the distance of the free side C2 away from the vertical rotation axis Z, thereby providing a structural basis for the correspondence between the subsequent total rotational frictional resistance torque M and the manual opening torque.

[0057] Example 4

[0058] This embodiment further illustrates the relationship between the total rotational frictional resistance torque M and the preset manual opening force F, based on the aforementioned embodiments.

[0059] In this embodiment, the axial support contact pairs P of the two sets of support assemblies 200 jointly generate a total rotational frictional resistance torque M when the engine compartment 100 rotates about the vertical rotation axis Z. The total rotational frictional resistance torque M does not refer to the linear frictional force on a certain contact surface, but rather to the equivalent resistance torque formed by the axial support contact pairs P on the rotational opening of the engine compartment 100 when the engine compartment 100 rotates about the vertical rotation axis Z.

[0060] Specifically, the axial support contact pair P is formed by the axial support surface 201a of the first support seat 201 and the axial bearing surface 202a of the second support seat 202 in axial contact along the shaft 203. When at least a portion of the vertical load of the engine nacelle 100 is transmitted to the first support seat 201 via the second support seat 202, an axial support load N is formed at the axial support contact pair P. When the engine nacelle 100 rotates about the vertical rotation axis Z, the axial support load N causes end-face contact friction between the axial support surface 201a and the axial bearing surface 202a, and this end-face contact friction generates a rotational frictional resistance torque relative to the vertical rotation axis Z.

[0061] According to the relationship between the end face friction torque, the rotational friction resistance torque generated by the axial support contact pair P is related to the axial support load borne by the axial support contact pair P, the friction coefficient of the contact pair, and the equivalent friction radius of the contact pair relative to the vertical rotation axis Z.

[0062] For the i-th group of support components 200, when the axial support load on its axial support contact pair P is Ni, the equivalent friction coefficient is μi, and the equivalent friction radius is Ri, the rotational friction resistance torque Mi generated by the axial support contact pair P of this group of support components 200 satisfies: .

[0063] Wherein, Ni represents the axial load actually supported by the i-th axial support contact pair P; μi represents the equivalent friction coefficient formed between the axial support surface 201a and the axial bearing surface 202a under the combined action of material, surface roughness and lubrication state; Ri represents the equivalent radius of action of the friction on the axial support contact pair P relative to the vertical rotation axis Z.

[0064] When the support assembly 200 is configured as two sets, the total rotational frictional resistance torque M generated by the two sets of axial support contact pairs P can be expressed as: .

[0065] When the structural dimensions, contact materials, surface treatment methods, lubrication conditions, and load distribution of the two sets of support assemblies 200 are the same or similar, the two sets of axial support contact pairs P can be converted into an equivalent contact pair for design verification. In this case, the total rotational frictional resistance torque M can be approximately expressed as: .

[0066] Where μ is the equivalent friction coefficient of the two sets of axial support contact pairs P after conversion, N is the total axial support load borne by the two sets of axial support contact pairs P, and R is the equivalent friction radius of the two sets of axial support contact pairs P after conversion.

[0067] The above formula explains the origin of the total rotational frictional resistance torque M. In other words, the axial support contact pair P can share the vertical load of the engine compartment 100, but it also generates rotational frictional resistance due to the end-face contact. The magnitude of this rotational frictional resistance is not solely determined by the weight of the engine compartment 100, but is jointly determined by the support load, the friction state of the contact pair, and the equivalent friction radius. In actual products, the total rotational frictional resistance torque M is also affected by factors such as machining accuracy, assembly coaxiality, end-face roughness, and the fit between the bearing 204 and the copper sleeve 205. Therefore, in engineering, M can be verified through an opening resistance test.

[0068] Specifically, in the opening resistance test, a measured opening force Ft is applied along the opening tangential direction of the engine compartment 100 at the force application position of the force application component 102. When the engine compartment 100 can rotate continuously and smoothly within the corresponding opening angle range, the torque formed by the measured opening force Ft and the effective force application arm L can be used to calculate the total rotational frictional resistance torque M within that angle range, that is: .

[0069] Therefore, the M obtained from the test actually includes the end face friction of the axial support contact pair P, the fitting resistance of the bearing 204 and the copper sleeve 205, and the comprehensive resistance brought about by the assembly state, which can more directly reflect the manual opening performance of the engine compartment 100.

[0070] To verify that the axial support contact pair P in this embodiment can still meet the requirements for manual opening after forming end face support, the opening resistance of a prototype was verified. In this prototype, the overall mass of the engine compartment 100 is approximately 1753 kg, the overall width of the engine compartment 100 is approximately 3060 mm, the diameter of the rotating shaft 203 is 50 mm, and the overall axial length of the rotating shaft 203 is 290 mm. In each set of support components 200, the total support length formed by the first support seat 201 and the second support seat 202 along the axial direction of the rotating shaft 203 is approximately 273 mm, and there is essentially no gap between the first support seat 201 and the second support seat 202, making the unsupported axial length of the rotating shaft 203 relatively short. The rotating shaft 203, the first support seat 201, and the second support seat 202 are all made of 45# steel and have all undergone tempering and quenching treatment, with a hardness of HRC28~32.

[0071] In this embodiment, the force-applying component 102 is located near the free side C2 end of the engine compartment 100, and the line of action of the preset manual opening force F is basically consistent with the rotational tangential direction of the engine compartment 100. Therefore, the effective force-applying arm L can be designed and checked according to the overall width of the engine compartment 100, i.e., L = 3.06m. The preset manual opening force F is taken as 120N. This preset manual opening force is approximately equivalent to a push-pull force of 12.2kgf, which is within the range that is easy to apply in single-person maintenance operations and will not cause significant operational burden. Therefore, the designed opening torque formed by the operator through the force-applying component 102 is: .

[0072] The experiment included tests of opening resistance during the initial opening phase, the intermediate continuous rotation phase, and the phase approaching the maximum opening angle. During the test, the locking mechanism 500 was first released, allowing the engine compartment 100 to rotate around the vertical axis of rotation Z. Then, a thrust was applied along the opening tangential direction of the engine compartment 100 at the force application point 102, and the measured opening force Ft required to maintain continuous and smooth rotation of the engine compartment 100 within different opening angle ranges was recorded using a push-pull force gauge. Each angle range was tested three times, and the average value was taken. The corresponding total rotational frictional resistance torque M was then calculated using the formula M=Ft·L. The opening angles set in the experiment covered the entire process of the engine compartment 100 from the closed position to the preferred opening position, as detailed in Table 1 below.

[0073] Table 1 1 0~10 3.06 96 293.8 120 367.2 80.0% satisfy 2 10~25 3.06 91 278.5 120 367.2 75.8% satisfy 3 25~40 3.06 86 263.2 120 367.2 71.7% satisfy 4 40~55 3.06 81 247.9 120 367.2 67.5% satisfy 5 55~70 3.06 78 238.7 120 367.2 65.0% satisfy 6 70~85 3.06 76 232.6 120 367.2 63.3% satisfy 7 85~100 3.06 79 241.7 120 367.2 65.8% satisfy 8 100~110 3.06 83 254.0 120 367.2 69.2% satisfy 9 110~120 3.06 88 269.3 120 367.2 73.3% satisfy 10 120~130 3.06 93 284.6 120 367.2 77.5% satisfy

[0074] As shown in Table 1 above, during the process of opening the engine compartment 100 from the closed position to 120°–130°, the measured opening force Ft varies between 76N and 96N, and the corresponding calculated total rotational frictional resistance torque M varies between 232.6Nm and 293.8Nm, both of which are less than the design opening torque of 367.2Nm formed by the preset manual opening force F and the effective force arm L. Taking the maximum calculated total rotational frictional resistance torque in Table 1 as the check value, i.e., Mmax = 293.8Nm, then: .

[0075] Therefore, in this embodiment, although the axial support contact pair P participates in supporting the vertical load of the engine compartment 100 and generates a certain amount of end-face friction during the rotation of the engine compartment 100, the total rotational frictional resistance torque M, calculated from this end-face friction and the actual mating resistance of the support assembly 200, is always less than the manual opening torque F·L. In other words, this embodiment does not reduce rotational resistance by eliminating the end-face contact between the support seats, but rather, while retaining the axial support contact pair P's participation in support, ensures that the rotational resistance generated by the end-face support remains within a range that can be overcome manually, thereby simultaneously achieving the effects of "sharing the vertical load of the shaft" and "maintaining the convenience of manual opening."

[0076] As shown in Table 1, during the initial opening stage from 0° to 10°, the measured opening force Ft is 96N, corresponding to a total rotational frictional resistance torque M of 293.8Nm, with a resistance torque ratio of M / F·L of 80.0%. The resistance is relatively large during this stage, mainly because when the engine compartment 100 moves from the closed state to the initial rotational state, the axial support contact pair P is in an initial contact state, and the support assembly 200 needs to overcome static friction, the initial pressing state, and the local resistance under the closed posture.

[0077] Within the intermediate opening range of 40° to 85°, the engine compartment 100 enters a relatively stable continuous rotational state, and the measured opening force Ft gradually decreases. Specifically, the measured opening force Ft in the 70°–85° range is 76 N, with a converted total rotational frictional resistance torque M of 232.6 Nm, representing a resistance torque ratio of M / F·L of 63.3%, the lowest value in Table 1. This range indicates that the axial support contact pair P can maintain a relatively stable support and sliding fit under continuous rotation, and the end face support does not cause significant jamming of the support assembly 200. Therefore, from the perspective of rotational resistance and opening smoothness, the 70°–85° range is the optimal resistance range.

[0078] Furthermore, within the 120°–130° range, the measured opening force Ft is 93 N, and the calculated total rotational frictional resistance torque M is 284.6 Nm, with a resistance torque ratio of M / F·L of 77.5%. Although this is slightly higher than the intermediate stable rotational range, it is still significantly less than 100%. This range provides a more adequate maintenance opening, making it easier for maintenance personnel to access the functional components 101 inside the engine compartment 100, while still meeting the manual opening condition of M ≤ F·L. Therefore, considering maintenance space, ease of opening to the correct position, and the margin of manual opening torque, 120°–130° is the preferred opening angle range in this embodiment.

[0079] Therefore, the technical effect of this embodiment is not simply to reduce rotational resistance, but to form an axial support path on the end face through the axial support contact pair P, so that the vertical load of the engine compartment 100 is no longer concentrated on the rotating shaft 203; at the same time, by setting the force-applying member 102 on the free side C2 and forming an effective force-applying arm L, the total rotational frictional resistance torque M generated by the end face support can be overcome by the manual opening torque F·L. This structure can achieve a balance between heavy-load support stability and manual opening convenience, thereby improving the problems of concentrated bearing load, increased opening resistance and rotational jamming in traditional rotating shaft support structures.

[0080] In summary, by incorporating M≤F·L into the support structure design, the problem that the end face support contact pair P, although able to share the load of the rotating shaft 203, makes it difficult to manually open the engine compartment 100 is avoided. This makes the technical solution of the present invention not only solve the problem of concentrated rotating shaft load, but also take into account actual maintenance operations.

[0081] Example 5

[0082] Reference Figure 7 Based on any one of the embodiments 1 to 4, the first support seat 201 forms a first support length S1 along the axial direction of the rotating shaft 203, the second support seat 202 forms a second support length S2 along the axial direction of the rotating shaft 203, and the overall axial length of the rotating shaft 203 is S3, and satisfies: S1+S2≥0.9·S3.

[0083] This formula illustrates that the first support 201 and the second support 202 provide near-full-length support for the rotating shaft 203. S1 can be understood as the effective axial fit length between the first support 201 and the rotating shaft 203, S2 as the effective axial fit length between the second support 202 and the rotating shaft 203, and S3 as the overall axial length of the rotating shaft 203 from one end to the other. By ensuring that the ratio of S1+S2 to S3 is not less than 0.9, the unsupported length of the rotating shaft 203 can be reduced, making it less prone to significant local bending when the engine compartment 100 is under load.

[0084] In one specific embodiment, the diameter of the rotating shaft 203 is 50 mm, and the overall axial length S3 is 290 mm. In each set of support components 200, the total support length S1+S2 formed by the first support seat 201 and the second support seat 202 on the rotating shaft 203 is approximately 273 mm. At this time, the ratio of S1+S2 to S3 is 273 / 290≈0.941, which satisfies S1+S2≥0.9·S3. This ratio indicates that most of the axial length of the rotating shaft 203 is within the constraint range of the first support seat 201 and the second support seat 202, and the free section of the rotating shaft 203 is relatively short.

[0085] Compared to structures with hinged lugs or short sleeves only along a small portion of the axial length, near-full-length support allows for more balanced stress distribution on the shaft 203. Even after the vertical load of the engine compartment 100 is distributed via the axial support contact pair P, the shaft 203 still needs to maintain rotational guidance and axial position; a larger total support length at this point helps reduce tilting, swaying, and localized stress concentration in the shaft 203.

[0086] In one embodiment, the shaft 203 is made of 45# steel and undergoes quenching and tempering treatment to achieve a hardness of HRC28 to HRC32. This material and heat treatment method improve the overall mechanical properties of the shaft 203, giving it good strength, toughness, and wear resistance. It should be noted that the material and hardness of the shaft 203 are not the only embodiments of this invention; those skilled in the art can select alloy steel, stainless steel, or other suitable shaft materials based on the weight of the engine compartment 100, maintenance frequency, and environmental conditions.

[0087] Example 6

[0088] Reference Figure 3 Based on any of the embodiments 1 to 5, both the axial support surface 201a and the axial bearing surface 202a are annular surfaces arranged around the rotating shaft 203, and the axial support contact pair P is an annular axial support contact pair. Here, the annular shape can be a complete circle, or it can be an annular contact area that is basically arranged around the rotating shaft 203 when there is a mounting structure, a clearance groove, or a local notch.

[0089] Setting the axial support surface 201a and the axial pressure surface 202a as annular surfaces allows the end-face support load to be distributed more evenly around the rotating shaft 203, avoiding load concentration at a single point or a narrow line segment. For the engine compartment 100, which houses functional components 101, its weight is relatively large. If the end-face support area is too small, it can easily cause excessive local pressure and increase opening resistance. The annular axial support contact pair P can ensure the support area while cooperating with the rotation center of the rotating shaft 203, making it suitable for forming a stable end-face support path.

[0090] In terms of machining, the axial support surface 201a can be formed on the upper end face of the first support 201 or on the end step surface facing the second support 202 by turning, milling, grinding or finishing; the axial bearing surface 202a can be formed on the lower end face of the second support 202 or on the end step surface facing the first support 201 by the same or similar machining method. In order to reduce the rotational resistance generated by the end face contact, the axial support surface 201a and the axial bearing surface 202a can be subjected to flatness control, surface roughness control or lubrication treatment.

[0091] In one embodiment, there is essentially no axial clearance between the axial support surface 201a and the axial bearing surface 202a, enabling the second support 202 to transfer at least a portion of the vertical load to the first support 201 under the weight of the engine compartment 100. Here, "essentially no axial clearance" means that the two surfaces can form a stable support contact in the assembled state, rather than requiring absolutely zero clearance. In actual manufacturing, minor fit clearances due to machining errors, assembly errors, and lubrication film thickness are permissible, as long as these clearances do not affect the axial support contact pair P's participation in support under load.

[0092] Example 7

[0093] Reference Figure 8 Based on embodiment 6, a bearing 204 is provided inside the first support 201, the inner ring of the bearing 204 is sleeved outside the rotating shaft 203, and the outer ring of the bearing 204 is provided inside the first support 201. A receiving groove 202b is provided inside the second support 202, and a copper sleeve 205 is provided inside the receiving groove 202b, which is sleeved outside the rotating shaft 203.

[0094] Bearing 204 provides low-resistance rotational support at the first support 201. Since the first support 201 is connected to the vehicle chassis 300, it serves as a fixed-side support structure and needs to stably maintain the lower position of the shaft 203. Bearing 204 reduces the frictional resistance of the shaft 203 relative to the first support 201 during rotation and improves rotational accuracy.

[0095] A copper sleeve 205 is disposed within the second support 202 to provide sliding guidance and wear-resistant support for the rotating shaft 203. The copper sleeve 205 has good friction-reducing and wear-resistant properties, making it suitable as a guide bushing for the rotating shaft 203 within the support 202 on the engine compartment 100 side. A receiving groove 202b is used to position the copper sleeve 205, preventing axial movement or radial displacement of the copper sleeve 205 during the opening and closing of the engine compartment 100.

[0096] In this embodiment, the combination of bearing 204 and copper sleeve 205 is not a simple superposition, but rather each undertakes different support functions. Bearing 204 is more inclined to provide rolling rotation support, reducing rotational resistance at the first support seat 201; copper sleeve 205 is more inclined to provide sliding guidance and wear-resistant support, ensuring the stability of the movement of the second support seat 202 relative to the rotating shaft 203. Both cooperate with the axial support contact pair P, enabling the rotating shaft 203 to maintain its rotation axis without having to bear the main vertical load of the engine compartment 100 alone.

[0097] In one embodiment, bearing 204 can be a deep groove ball bearing, self-aligning bearing, or other bearing suitable for bearing radial loads and a certain axial force component. The copper bushing 205 can be made of tin bronze, aluminum bronze, or oil-impregnated copper, or a composite bushing with low friction properties. Grease can be provided between the copper bushing 205 and the shaft 203 to reduce friction and wear during engine compartment 100 rotation.

[0098] Example 8

[0099] Reference Figure 8 Based on embodiment 7, the two ends of the rotating shaft 203 are respectively provided with snap ring grooves, and snap rings 206 are installed in each snap ring groove. The two snap rings 206 are respectively located on both sides of the support assembly composed of the first support seat 201 and the second support seat 202.

[0100] The function of the retaining ring 206 is to axially limit the rotating shaft 203, preventing excessive axial movement of the rotating shaft 203 relative to the first support 201 and the second support 202 during the opening and closing of the engine compartment 100 or during equipment vibration. Since the present invention forms an end-face support path through the axial support contact pair P, the relative axial position of the first support 201 and the second support 202 has a significant impact on the support effect, and the retaining ring 206 can help maintain this axial engagement state.

[0101] It should be noted that the snap ring 206 should not be interpreted as applying excessive axial clamping force to the first support 201 and the second support 202. If the snap ring 206 completely and rigidly clamps the support assembly 200, it may cause an abnormal increase in the end face contact pressure of the axial support contact pair P, thereby increasing rotational resistance. Preferably, the snap ring 206 is used to provide axial anti-disengagement and limiting functions, allowing the rotating shaft 203 to maintain assembly stability while allowing the support structure to adapt to machining errors and minor thermal deformations.

[0102] In one embodiment, the retaining ring groove at the end of the shaft 203 can be a standard shaft retaining ring groove, and the retaining ring 206 can be a standard shaft elastic retaining ring. The specifications of the retaining ring 206 can be determined according to the diameter of the shaft 203. For example, when the diameter of the shaft 203 is 50mm, a standard retaining ring matching a 50mm shaft diameter can be selected, and the selection can be verified according to the actual groove width and groove depth.

[0103] Example 9

[0104] Reference Figure 9 and Figure 10 Based on any of the embodiments 3 to 8, a locking assembly 500 is provided between the free side C2 of the engine compartment 100 and the corresponding side of the vehicle body frame 300. The locking assembly 500 includes a locking seat 501 provided on the free side C2, a threaded lug 502 provided on the corresponding side of the vehicle body frame 300, a limiting member 503 provided on the corresponding side of the vehicle body frame 300 and located above the threaded lug 502, and a locking screw 504 passing through the locking seat 501 and threadedly connected to the threaded lug 502.

[0105] The locking assembly 500 is located on the free side C2 because the free side C2 is far from the vertical axis of rotation Z. When the engine compartment 100 is closed, the free side C2 is the position most prone to swaying, displacement, or outward opening. By setting the locking assembly 500 on the free side C2, a reliable constraint can be formed after the engine compartment 100 is closed, reducing the loosening of the engine compartment 100 under equipment operating vibration.

[0106] The locking seat 501 can be fixed to the free side C2 frame, side plate, or reinforcing beam of the engine compartment 100 for the locking screw 504 to pass through. The threaded lug 502 is fixed to the corresponding side of the vehicle body underframe 300 and threadedly connected to the locking screw 504. The limiting member 503 is provided above the threaded lug 502 to form a height limiting relationship with the upper side or adjacent position of the locking seat 501, so that the free side C2 is not easy to move upward or overstep its bounds after the engine compartment 100 is closed.

[0107] When closing the engine compartment 100, the operator pushes the free side C2, causing the locking seat 501 to gradually approach the threaded lug 502. Once the locking seat 501 enters the locking area, the locking screw 504 passes through the locking seat 501 and screws into the threaded lug 502, thereby locking the engine compartment 100 in the closed position. The locking screw 504 can be a hand-tightening screw, a screw with a handle, an Allen bolt, or other detachable threaded connector.

[0108] In this embodiment, the locking assembly 500 and the support assembly 200 work together: the support assembly 200 solves the problems of side rotation and end face support of the engine compartment 100, while the locking assembly 500 solves the problem of fixing the free side of the engine compartment 100 after it is closed. They correspond to the rotating side C1 and the free side C2 of the engine compartment 100, respectively, ensuring good stability of the engine compartment 100 in open, closed, and operating states.

[0109] Example 10

[0110] Reference Figure 9 and Figure 10 Based on embodiment 9, the threaded lug 502 has a guide ramp 502a and a seating plane 502b arranged sequentially along the closing direction of the engine compartment 100. The guide ramp 502a extends obliquely from the entry end of the threaded lug 502 toward the seating plane 502b, and the seating plane 502b is arranged opposite to the locking seat 501.

[0111] The guide ramp 502a is used to guide the locking seat 501 during the closing of the engine compartment 100. When the engine compartment 100 experiences slight sinking, swaying, or misalignment on the free side C2 due to its own weight, manufacturing errors, or wear, the locking seat 501 first contacts the guide ramp 502a and gradually moves along the guide ramp 502a to a position opposite to the seating plane 502b. Thus, the guide ramp 502a reduces the risk of the locking seat 501 directly impacting the threaded lug 502 or becoming misaligned.

[0112] The seating plane 502b is used to form a stable relative relationship with the locking seat 501 after the engine compartment 100 is closed. Unlike simply setting a ramp for guidance, if the ramp still bears the main contact after closing, the locking seat 501 is prone to slippage or the locking screw 504 may be subjected to bias pressure due to the component force of the ramp. In this embodiment, the seating plane 502b is set so that the locking seat 501 enters a more stable plane corresponding position after the guidance is completed, which is conducive to the smooth screwing of the locking screw 504 into the threaded lug 502.

[0113] Furthermore, the distance from the bottom end of the limiting member 503 to the seating plane 502b is B1, and the length of the locking seat 501 along the vertical rotation axis Z direction is B2, and the relationship satisfies: B1=B2. This dimensional relationship is used to ensure that after the locking seat 501 enters between the limiting member 503 and the seating plane 502b, its vertical height matches the space, thereby reducing the vertical movement of the locking seat 501 when it is closed in place.

[0114] For example, if the length B2 of the locking seat 501 along the vertical rotation axis Z is designed to be 42mm, then the distance B1 from the bottom of the limiting member 503 to the seating plane 502b is also designed to be 42mm. In actual processing, appropriate fit control can be made according to manufacturing tolerances and assembly clearances, such as by chamfering, lubrication, or small assembly allowances to ensure that the locking seat 501 can smoothly enter the space. B1=B2 represents the design datum relationship, the purpose of which is to ensure that the locking seat 501 is jointly limited by the limiting member 503 and the seating plane 502b after it is closed in place, rather than being suspended or loose.

[0115] By utilizing the guide ramp 502a, the seating plane 502b, and the dimensional relationship of B1=B2, the locking assembly 500 can not only achieve threaded locking but also provide guidance, seating, and height limiting during the closing of the engine compartment 100. This is particularly advantageous for the engine compartment 100, which has a relatively large overall weight, because the free side C2 is more prone to positional deviation during closing, and ordinary threaded hole alignment methods may result in difficult operation or damage to the threads.

[0116] Example 11

[0117] Reference Figures 1 to 10 This embodiment provides a method for rotating support of an engine compartment. This method is applicable to the engine compartment rotating support structure in any of the foregoing embodiments, and is used to achieve axial support-type rotating support and locking during the opening and closing of the engine compartment 100.

[0118] Specifically, the engine compartment 100, which houses the functional components 101, rotates relative to the vehicle chassis 300 about a vertical rotation axis Z located on its side. During the rotation of the engine compartment 100, the axial support surface 201a and the axial pressure surface 202a in the support assembly 200 maintain relative contact along the axial direction of the shaft 203, forming an axial support contact pair P on the radially outer side of the shaft 203. Thus, during the opening or closing of the engine compartment 100 about the vertical rotation axis Z, not only is a rotational connection formed through the shaft 203, but an axial support path is also formed at the end face through the axial support contact pair P. This allows at least a portion of the vertical load of the engine compartment 100 to be transferred to the first support 201 via the second support 202 and the axial support contact pair P, thereby reducing the concentration of vertical loads on the shaft 203.

[0119] When opening the engine compartment 100, the operator applies a preset manual opening force F from the free side C2 of the engine compartment 100 via the force application component 102. This preset manual opening force F generates an opening torque that overcomes the total rotational frictional resistance torque M generated by the axial support contact pair P. The effective force arm L is the vertical distance from the line of action of the preset manual opening force F to the vertical rotation axis Z. When the total rotational frictional resistance torque M satisfies M ≤ F·L, the operator can use the force application component 102 to rotate and open the engine compartment 100 around the vertical rotation axis Z. In other words, this method does not reduce opening resistance by eliminating the end-face contact between the support seats. Instead, based on the continuous support provided by the axial support contact pair P, the manual opening torque overcomes the rotational resistance generated by the end-face support through the force application position on the free side C2 and the effective force arm L.

[0120] When closing the engine compartment 100, the operator pushes the free side C2 toward the corresponding side of the vehicle body underframe 300, causing the locking seat 501 located on the free side C2 to move toward the threaded lug 502. As the locking seat 501 approaches the threaded lug 502, it gradually moves along the guide ramp 502a of the threaded lug 502 to a position opposite to the seating plane 502b. The guide ramp 502a is used to guide and correct the locking seat 501 during the closing process, and the seating plane 502b is used to form a stable relative mating position with the locking seat 501 after closing, thereby reducing misalignment between the locking seat 501 and the threaded lug 502.

[0121] After the locking seat 501 moves to be opposite the seating plane 502b, the locking screw 504 passing through the locking seat 501 is threadedly connected to the threaded ear plate 502 to lock the engine compartment 100 in the closed position. In one embodiment, a limiting member 503 is also provided on the corresponding side of the vehicle body frame 300. The limiting member 503 is located above the threaded ear plate 502, and the locking seat 501 can be located between the limiting member 503 and the threaded ear plate 502 after it is closed. By ensuring that the distance B1 from the bottom end of the limiting member 503 to the seating plane 502b and the length B2 of the locking seat 501 along the vertical rotation axis Z satisfy B1=B2, the locking seat 501 can be simultaneously limited by the seating plane 502b and the limiting member 503 after it is closed, thereby improving the stability of the closed position and reducing the risk of vertical movement or bias pressure on the locking screw 504 due to vibration or off-center load after the engine compartment 100 is closed.

[0122] In one embodiment, the opening angle θ of the engine compartment 100 can be set to 90°–130°, preferably 120°–130°. When the opening angle is less than 90°, although the engine compartment 100 is open, the maintenance space for the internal functional components 101 may be insufficient, and the accessibility of maintenance personnel to parts such as the engine assembly, radiator, hydraulic oil tank, or piping components is poor. When the opening angle is greater than 130°, the lateral space occupied by the engine compartment 100 increases, and it may interfere with the surrounding structures, pipes, wiring harnesses, or limiting structures of the vehicle body underframe 300. At the same time, the closing and resetting stroke will also increase accordingly. Therefore, setting the preferred opening angle of the engine compartment 100 to 120°–130° can achieve a better balance between maintenance space, structural avoidance, operational safety, and closing and resetting convenience.

[0123] The core of this method lies not in simply opening or closing the engine compartment 100, but in the fact that throughout the entire rotational bearing process of the engine compartment 100, an axial support path is continuously formed on the end face radially outside the shaft 203 through the axial support contact pair P, thereby distributing the vertical load originally concentrated on the shaft 203. Simultaneously, the force-applying component 102 on the free side C2 enables the manual opening torque to overcome the total rotational frictional resistance torque M, and the engine compartment 100 is closed and positioned through the guiding, seating, and threaded locking engagement of the locking assembly 500. Therefore, this method can balance the reliability of the rotational bearing of the heavy-duty engine compartment 100, the convenience of manual opening, and the stability of the closing and locking mechanism.

[0124] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An engine compartment rotating support structure, characterized in that: include, Engine compartment (100), which contains functional components (101). The support assembly (200) is connected between the side of the engine compartment (100) and the corresponding side of the vehicle body frame (300), and forms a vertical rotation axis (Z) for the engine compartment (100) to rotate relative to the vehicle body frame (300). The support assembly (200) includes a first support seat (201) connected to the vehicle body frame (300), a second support seat (202) connected to the engine compartment (100), and a pivot (203) passing through the first support seat (201) and the second support seat (202). The first support (201) has an axial support surface (201a) at one end facing the second support (202), and the second support (202) has an axial pressure surface (202a) at one end facing the first support (201). The axial support surface (201a) and the axial pressure surface (202a) are in axial contact with each other along the axis of the rotating shaft (203) and form an axial support contact pair (P) located on the radially outer side of the rotating shaft (203). The support assembly (200) is configured in two sets, the two sets of support assemblies (200) are spaced apart along the vertical rotation axis (Z), and the rotation shaft (203) of the two sets of support assemblies (200) is coaxial; Among them, the axial support contact pairs (P) of the two sets of support assemblies (200) together generate a total rotational frictional resistance torque M when the engine compartment (100) rotates about the vertical rotation axis (Z); The engine compartment (100) has a rotating side (C1) close to the vertical rotation axis (Z) and a free side (C2) away from the vertical rotation axis (Z), and the free side (C2) is provided with a force-applying member (102). The preset manual opening force acting on the force-applying component (102) is F, the vertical distance from the line of action of the preset manual opening force F to the vertical rotation axis (Z) is the effective force-applying arm L, and the total rotational friction resistance torque M satisfies: M≤F·L.

2. The engine compartment rotating support structure as described in claim 1, characterized in that: The first support (201) forms a first support length S1 along the axial direction of the rotating shaft (203), the second support (202) forms a second support length S2 along the axial direction of the rotating shaft (203), and the overall axial length of the rotating shaft (203) is S3, and satisfies: S1+S2≥0.9·S3.

3. The engine compartment rotating support structure as described in claim 1 or 2, characterized in that: Both the axial support surface (201a) and the axial bearing surface (202a) are annular surfaces arranged around the rotating shaft (203), and the axial support contact pair (P) is an annular axial support contact pair.

4. The engine compartment rotating support structure as described in claim 1 or 2, characterized in that: The first support seat (201) is provided with a bearing (204), the inner ring of the bearing (204) is sleeved outside the rotating shaft (203), and the outer ring of the bearing (204) is provided inside the first support seat (201); The second support (202) is provided with a receiving groove (202b), and a copper sleeve (205) is provided in the receiving groove (202b). The copper sleeve (205) is sleeved on the outside of the rotating shaft (203).

5. The engine compartment rotating support structure as described in claim 4, characterized in that: Both ends of the rotating shaft (203) are provided with snap rings (206) through snap ring grooves, and the two snap rings (206) are located on the outer side of the first support (201) and the second support (202) respectively.

6. The engine compartment rotating support structure as described in claim 5, characterized in that: A locking assembly (500) is provided between the free side (C2) of the engine compartment (100) and the corresponding side of the vehicle body frame (300). The locking assembly (500) includes a locking seat (501) on the free side (C2), a threaded lug (502) on the corresponding side of the vehicle body frame (300), a limiting member (503) on the corresponding side of the vehicle body frame (300) and located above the threaded lug (502), and a locking screw (504) that passes through the locking seat (501) and is threadedly connected to the threaded lug (502).

7. The engine compartment rotating support structure as described in claim 6, characterized in that: The threaded lug (502) has a guide ramp (502a) and a seating plane (502b) arranged sequentially along the closing direction of the engine compartment (100). The guide ramp (502a) extends obliquely from the entry end of the threaded lug (502) toward the seating plane (502b). The seating plane (502b) is arranged opposite to the locking seat (501). Wherein, the distance from the bottom end of the limiting member (503) to the sitting plane (502b) is B1, the length of the locking seat (501) along the vertical rotation axis (Z) is B2, and the relationship satisfies: B1=B2.

8. A method for rotating support of an engine compartment, applicable to the rotating support structure of the engine compartment as described in claim 7, characterized in that: include: The engine compartment (100), which has internal functional components (101), rotates relative to the vehicle chassis (300) about a vertical axis of rotation (Z) located on its side; During the rotation of the engine compartment (100), the axial support surface (201a) and the axial pressure surface (202a) in the support assembly (200) are kept in relative contact along the axial direction of the shaft (203), and an axial support contact pair (P) is formed on the radially outer side of the shaft (203). When the engine compartment (100) is opened, a preset manual opening force F is applied to the free side (C2) of the engine compartment (100) so that the opening torque formed by the preset manual opening force F overcomes the total rotational frictional resistance torque M generated by the axial support contact pair (P). When the engine compartment (100) is closed, the locking seat (501) located on the free side (C2) is moved along the guide ramp (502a) of the threaded lug (502) to a position opposite to the seating plane (502b); The locking screw (504) passing through the locking seat (501) is threadedly connected to the threaded lug (502) to lock the engine compartment (100) in the closed position.

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