Engine hood, engine hood locking structure assembly and vehicle

Abstract

This application provides an engine hood, an engine hood locking structure assembly, and a vehicle, belonging to the field of vehicle body structure technology. The engine hood includes a hood center beam and at least one butterfly-shaped hood body. One end of the hood center beam is hinged to the rear end of the vehicle body of the engine compartment, and the other end is locked to a first electric unlocking device located on the front side of the engine compartment. Each butterfly-shaped hood body is connected to the hood center beam, and the edge of each butterfly-shaped hood body is respectively locked to a second electric unlocking device located on both sides of the engine compartment. The engine hood provided by this application can be configured to open independently on one side, open all butterfly-shaped hood bodies, or open forward as a whole along with the hood center beam, thereby improving the convenience and diversity of engine hood opening methods and enhancing the user experience.

Description

Technical Field

[0001] This application belongs to the field of vehicle body structure technology, and more specifically, relates to an engine hood, an engine hood locking structure assembly, and a vehicle. Background Technology

[0002] Currently, the common engine hood opening methods for vehicles include front-opening and side-opening butterfly hoods, each with its own advantages and disadvantages. For example, a front-opening hood requires a complete upward flip, demanding significant power and opening space. Furthermore, for vehicles with storage compartments on both sides of the engine bay, the front-opening hood's operation is limited by the front of the hood and the restricted opening angle, affecting the open space at the rear of the engine bay, thus hindering the retrieval of items. A butterfly hood, on the other hand, allows for complete exposure of the storage compartments through side opening, facilitating item access. However, it cannot meet the requirement of fully opening the hood to expose the repair area and provide sufficient space for maintenance operations. Given these limitations of different hood opening methods, it is necessary to develop diverse hood opening solutions suitable for various scenarios to improve the user experience. Utility Model Content

[0003] The purpose of this application is to provide an engine hood, an engine hood locking structure assembly, and a vehicle, which aims to improve the convenience and versatility of engine hood opening methods.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: Firstly, embodiments of this application provide an engine hood, comprising: The hood beam is hinged at one end to the rear side of the vehicle body in the engine compartment, and the other end overlaps and is locked to the front side of the vehicle body in the engine compartment. At least one butterfly cover is connected to the central beam of the hood, and the edges of the butterfly cover overlap and are locked to the two sides of the vehicle body in the engine compartment. When the central beam of the hood is locked, the butterfly cover can be unlocked independently and flipped up to form a side-open state; when both the butterfly cover and the central beam of the hood are unlocked, the two butterfly covers can be flipped up together to form an overall front-open state.

[0005] The engine hood design provided in this application, compared to existing technologies, involves hinged one end of the hood's central beam to the rear side of the engine compartment and locking the other end to the front side of the engine compartment. The butterfly hood is then connected to the central beam, and its edges are locked to the sides of the engine compartment. With a single butterfly hood, the engine hood can open in two ways: a single front opening and individual side opening. With multiple butterfly hoods, any one hood can flip upwards to form a single-opening state after being unlocked, or all hoods can flip upwards to form a multi-opening state after being unlocked. When the central beam is unlocked, all butterfly hoods can also flip upwards together with the central beam to form a single front opening state. This improves the convenience and versatility of the engine hood's opening methods, allowing users to choose the opening method according to their needs, thereby enhancing the user experience.

[0006] In conjunction with the first aspect, in one possible implementation, the engine hood includes two butterfly-shaped hood bodies, which are symmetrically connected to both sides of the central beam of the hood via a first hood hinge. The first hood hinge includes a first hinge base and two first hinge arms, with the two first hinge arms respectively hinged to both sides of the first hinge base; wherein, the first hinge base is fixedly connected to the central beam of the hood, and the two first hinge arms are respectively connected to one of the butterfly-shaped hood bodies.

[0007] In the above technical solution, the first engine hood hinge adopts a structure in which a first hinge arm is hinged to each side of the first hinge seat. This allows two butterfly engine hoods to share the first engine hood hinge to achieve connection with the engine hood beam. Compared with the existing technology, which requires at least one conventional hinge for each butterfly engine hood, this reduces the number of hinges. This not only improves the overall structural compactness and reduces the space occupied by the installation structure in the engine compartment, but also helps to reduce weight and cost.

[0008] In some embodiments, the two first hinge arms are respectively connected to the first hinge seat via the first hinge shaft, and the two first hinge arms are respectively sleeved and fixed to their respective first hinge shafts; The first hood hinge also includes two first drive components controlled by the vehicle control system. The two first drive components are respectively fixed to the first hinge seat, and the output ends of the two first drive components are respectively connected to the two first hinge axes one by one.

[0009] In the above technical solution, two first driving components are installed on the first hinge seat. The first driving components execute the control commands issued by the vehicle control system to drive the two first hinge shafts to rotate respectively. Since the two first hinge arms are fixedly connected to the two first hinge shafts respectively, the rotation of the first hinge shaft can drive the first hinge arms to swing, thereby opening or closing the butterfly cover fixed to the first hinge arms. Compared with the method of manually opening and closing the butterfly cover, this is more conducive to improving the user experience.

[0010] Since the first driving component drives the first hinge shaft to rotate, the butterfly cover is opened and closed. When the first driving component stops, the first hinge shaft cannot rotate. This means that the stopping state of the first driving component can lock the movement of the first hinge shaft, thus ensuring that the butterfly cover can maintain a stable open state. There is no need to configure an opening support component for the butterfly cover, which not only saves internal space in the engine compartment, but also reduces the cost and weight of parts, thereby promoting cost reduction and weight reduction of the vehicle.

[0011] For example, the hood beam is connected to the rear end of the vehicle body via a second hood hinge; the second hood hinge includes a second hinge seat, a second hinge shaft, and a second hinge arm; wherein, the second hinge seat is fixed to the rear end of the vehicle body, the second hinge shaft is rotatably connected to the front end of the second hinge seat, and the rear end of the second hinge arm is fixedly sleeved on the second hinge shaft.

[0012] In the above technical solution, considering that the hood beam should not occupy too much internal space of the engine compartment, the hood beam is a slender beam structure. Its rear end can be directly connected to the rear side of the vehicle body of the engine compartment through a second hood hinge. The rotational cooperation between the second hinge shaft and the second hinge seat provides the hood beam with the freedom of movement to flip up and down. When it is necessary to open the entire structure forward, the front end of the hood beam can be unlocked and the two butterfly-shaped covers can be flipped up simultaneously. The structure is simple and compact.

[0013] For example, the second hood hinge also includes at least one second driving member, each of which is fixed to the second hinge seat, and the output end of each of the second driving members is connected to the second hinge shaft.

[0014] In the above technical solution, the second hinge shaft is rotated by executing the control command issued by the vehicle control system through the second driving component. Since the second hinge arm is fixedly sleeved on the second hinge shaft, the rotation of the second hinge shaft can cause the second hinge arm to swing up and down, thereby driving the hood beam fixed to the second hinge arm to complete the opening or closing action. Compared with the traditional manual opening and closing method, the operation is more convenient and helps to improve the user experience.

[0015] Since the second hinge shaft cannot rotate when the second drive component stops, the stopping state of the second drive component can lock the movement of the second hinge shaft. Therefore, a stable overall forward-opening state can be guaranteed without additional opening support components. This not only saves internal space in the engine compartment, but also reduces parts cost and weight, thereby promoting cost reduction and weight reduction of the vehicle.

[0016] In one possible implementation, the second hood hinge includes two second drive members located at both ends of the second hinge axis; The second drive component includes a housing, a motor disposed within the housing, and a speed reduction and torque amplification transmission component. The housing is fixedly connected to the second hinge seat, and the speed reduction and torque amplification transmission component is used to reduce the power of the motor and transmit it to the second hinge shaft.

[0017] In the above technical solution, considering that the front-opening method requires two butterfly-shaped covers to move together with the central beam of the cover, the rotational power requirement of the second hinge shaft is relatively high. Therefore, two second drive components are used to drive the second hinge shaft to rotate. On this basis, the second drive component can use its speed reduction and torque amplification transmission component to convert the high-speed, low-torque power of the motor into low-speed, high-torque power and transmit it to the second hinge shaft, thereby ensuring sufficient rotational power of the second hinge shaft and improving the stability of the overall front-opening action.

[0018] In some embodiments, the speed reduction and torque amplification transmission component includes: The worm gear and the worm are connected coaxially to the power output end of the motor, and the worm gear is rotatably connected inside the housing and meshes with the worm. The reduction gear set includes an input gear and an output gear. The input gear is coaxially connected to the worm gear, and the output gear has a gear shaft passing through its center. The gear shaft passes through the housing and is coaxially connected to the second hinge shaft.

[0019] In the above technical solution, the meshing transmission of the worm gear and worm has a high transmission ratio and self-locking characteristics. Thus, a good speed reduction and torque increase effect can be achieved with a small space. The space difference between the worm gear and the second hinge shaft is used to arrange a reduction gear set to further reduce speed and increase torque, thereby ensuring that the second hinge shaft can obtain sufficient rotational power. In addition, the transmission self-locking characteristics of the worm gear and worm are manifested in that the worm can drive the worm gear to rotate, but the worm gear cannot drive the worm gear to rotate in the opposite direction. Therefore, after the second hinge arm drives the central beam of the machine cover to open, the reaction force of the central beam of the machine cover acting on the second hinge shaft through the second hinge arm can only be transmitted to the worm gear through the reduction gear set, and cannot continue to transmit the reaction force to the motor through the worm. Therefore, when the motor stops rotating, the transmission self-locking characteristics of the worm gear and worm can be used to replace the opening support component supporting the central beam of the machine cover, thereby saving installation space, reducing component costs, and reducing weight.

[0020] For example, a first locking ring is provided at the front end of the central beam of the hood, and a second locking ring is provided at both the front and rear ends of the butterfly cover away from the edge of the central beam of the hood.

[0021] In the above technical solution, the first locking ring at the front end of the hood beam can be used to lock the hood beam in conjunction with the hood lock located at the front end of the vehicle body. At the same time, the butterfly hood can be reliably locked by using each second locking ring in conjunction with the corresponding hood locks arranged at both ends of the vehicle body.

[0022] Secondly, embodiments of this application also provide a hood locking structure assembly, including the aforementioned engine hood, at least one first electric unlocking mechanism, and multiple second electric unlocking mechanisms; both the first and second electric unlocking mechanisms are controlled by a vehicle control system; wherein... The first electric unlock is connected to the front end of the vehicle body and is used to lock the front end of the engine hood beam; each of the second electric unlocks is arranged on the two sides of the vehicle body and is used to lock the edge of the butterfly hood away from the engine hood beam.

[0023] The engine hood locking structure assembly provided in this application embodiment, compared with the prior art, uses a first electric unlocking mechanism to lock the front end of the engine hood beam and a second electric unlocking mechanism to lock the edge of the butterfly hood, thereby ensuring the reliability of the closed state of the engine butterfly hood.

[0024] The vehicle control system can automatically unlock the second electric unlock of any of the butterfly hoods, allowing for individual opening of one side, or it can automatically unlock all the second electric unlocks, opening both butterfly hoods for a double-sided opening. When full opening is required, unlocking all the first and second electric unlocks raises the engine hood's center beam, causing both butterfly hoods to move together and open fully. Users can freely choose the opening method according to their needs, ensuring convenient and diverse engine hood opening options and enhancing the user experience.

[0025] Thirdly, embodiments of this application also provide a vehicle including the aforementioned hood locking structure assembly.

[0026] Compared with the prior art, the vehicle provided in this application embodiment adopts the above-mentioned hood locking structure assembly. Users can freely choose to open the butterfly hood on one side, both sides, or the entire front according to their actual needs, thereby ensuring the convenience and diversity of the engine butterfly hood opening method and improving the user experience. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a three-dimensional structural diagram of the engine hood provided in an embodiment of this application; Figure 2 A schematic diagram of the engine hood in a single-sided open state provided in an embodiment of this application; Figure 3 A schematic diagram of the engine hood in the double-sided open state provided in an embodiment of this application; Figure 4 This is a three-dimensional structural diagram of the first hood hinge used in the embodiments of this application; Figure 5 This is a three-dimensional structural diagram of the first hinge seat used in the embodiments of this application; Figure 6 This is a three-dimensional structural diagram of the first driving component used in the embodiments of this application; Figure 7 This is a three-dimensional structural diagram of the second hood hinge used in the embodiments of this application; Figure 8 This is a schematic diagram of the internal structure of the second driving component used in the embodiments of this application; Figure 9 for Figure 1 A magnified schematic diagram of the structure at point A in the middle.

[0029] In the diagram: 10. Central beam of the hood; 11. First locking ring; 20. Butterfly-opening hood body; 21. Second locking ring; 30. First hood hinge; 31. First hinge seat; 311. Hinge ear; 312. Limiting groove; 313. Assembly hole; 314. Mounting plane; 32. First hinge arm; 33. First hinge shaft; 34. First driving component; 341. Ear plate; 342. Limiting post; 40. Second hood hinge; 41. Second hinge seat; 42. Second hinge shaft; 43. Second hinge arm; 44. Second driving component; 441. Housing; 442. Motor; 443. Reduction and torque-increasing transmission component; 4431. Worm gear; 4432. Worm; 4433. Reduction gear set; 44331. Input gear; 44332. Output gear; 50. First electric unlock; 60. Second electric unlock. Detailed Implementation

[0030] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0031] It should be noted that when an element is referred to as being "set on" another element, it can be directly on the other element or indirectly on the other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0032] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0033] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "upper", and "lower" in this embodiment are based on the vehicle's own orientation. Among them, the front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "upper", the bottom of the vehicle represents "lower", the "inner" side refers to the side facing the engine compartment, and the "outer" side refers to the side facing the outside of the engine compartment.

[0034] In addition, the front-rear direction of the vehicle body as defined in the embodiments of this application refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body as defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body as defined refers to the up-down direction of the vehicle's forward direction during driving.

[0035] In existing technology, the front-opening engine hood is connected to the vehicle body via two hinges at the rear end, and the front end is locked via electric unlocking. At least one side of the hood also has an opening support component, such as a gas spring rod or rigid support rod for manually operated models, or an electric telescopic rod for electrically operated models. For vehicles with storage space in the engine compartment, this method is inconvenient because the entire engine hood needs to be opened and closed to access items.

[0036] In existing technology, butterfly-type engine hoods consist of two butterfly sections, each connected to the vehicle body via at least one hinge. They also require opening support components such as gas springs, rigid support rods, or electrically telescopic rods to support the hood after it is opened. Because the area between the two butterfly sections cannot be opened, this method is extremely inconvenient for maintenance work inside the engine compartment.

[0037] Furthermore, considering the different hinge arrangements for front-opening and disc-opening hoods, it is difficult to make the engine hood have both front-opening and disc-opening functions. The only solution is to make openings in a local area of ​​the traditional front-opening hood and then install a disc-opening part that can be opened independently. However, the disc-opening part is unlikely to have a sufficient opening area, and the problem of inconvenience in taking and putting away items cannot be fundamentally solved after opening.

[0038] Please refer to the following: Figures 1 to 9 The engine hood provided in this application will now be described. The engine hood includes a central beam 10 and at least one butterfly-shaped cover 20; one end of the central beam 10 is hinged to the rear end of the vehicle body of the engine compartment, and the other end overlaps and is locked to the front end of the vehicle body of the engine compartment; the butterfly-shaped cover 20 is connected to the central beam 10, and the edges of the butterfly-shaped cover 20 overlap and are locked to the two sides of the vehicle body of the engine compartment.

[0039] In this embodiment, the aforementioned engine hood beam 10 can be a tubular beam or a channel beam, and the upper surface of the engine hood beam 10 can be directly used as the outer surface of the engine hood, or an outer trim panel can be attached to the upper surface of the engine hood beam 10. The upper surfaces of the two butterfly-shaped covers 20 can also be directly used as the outer surface, and after being closed, they are aligned with the upper surface boundary of the engine hood beam 10, thereby forming an integral engine hood outer surface.

[0040] It should be noted that rubber support blocks can be arranged on the front side of the engine compartment to support the front end of the hood beam 10, and the front end of the hood beam 10 can be locked with a hood lock, thereby ensuring the locking reliability of the hood beam 10. Similarly, rubber support blocks can be arranged on both sides of the engine compartment corresponding to the edge areas of each butterfly cover 20, and the edges of the butterfly cover 20 can be locked with a hood lock, thereby ensuring the locking reliability of the butterfly cover 20. Of course, the above-mentioned rubber support blocks can also be set on the hood beam 10 and the butterfly cover 20, which has the same effect, and is not limited here.

[0041] When the central beam 10 of the hood is locked, the butterfly cover 20 can be unlocked independently and flipped up to form a side-open state; when both the butterfly cover 20 and the central beam 10 of the hood are unlocked, the butterfly cover 20 can be randomly covered by the central beam 10 and flipped up together to form an overall front-open state.

[0042] It should be noted that in this embodiment, one or more butterfly-shaped covers 20 can be provided on one side of the engine hood beam 10, or one or more butterfly-shaped covers 20 can be provided on both sides of the engine hood beam 10. The specific location and number of butterfly-shaped covers 20 can be determined according to the location and number of storage spaces in the engine compartment, and are not specifically limited here.

[0043] Taking the example of a butterfly-shaped cover 20 installed on each side of the engine hood beam 10, the engine hood provided in this application has the following three opening methods: The single-sided butterfly cover 20 opens, as follows: Figure 2 As shown, unlock the butterfly cover 20 that needs to be opened and flip it upwards.

[0044] The double-sided butterfly-shaped cover opens 20 degrees, as follows: Figure 3 As shown, after both butterfly covers 20 are fully unlocked, they flip upwards. This opening method is the same as that of a regular butterfly cover.

[0045] The entire front-opening method involves unlocking both butterfly-shaped covers 20 and the central beam 10 of the hood, then flipping up the front end of the central beam 10 of the hood, causing both butterfly-shaped covers 20 to flip up together with the central beam 10 of the hood.

[0046] Compared with the prior art, the engine hood provided in this application has one end of the hood beam 10 hinged to the rear side of the engine compartment and the other end locked to the front side of the engine compartment. Based on this, a butterfly cover 20 is connected to the hood beam 10, and the edges of the butterfly cover 20 are locked to the left and right sides of the engine compartment. If there is only one butterfly cover 20, the engine hood can have two opening methods: a fully front-opening and a individually side-opening butterfly cover. If there are two or more butterfly covers 20, any one butterfly cover 20 can be flipped upwards to form a single-opening state after being unlocked, and all butterfly covers 20 can also be flipped upwards to form a multi-opening state after being unlocked. When the hood beam 10 is unlocked, all butterfly covers 20 can also be flipped upwards together with the hood beam 10 to form a fully front-opening state. This improves the convenience and versatility of the engine hood opening method, allowing users to choose the opening method according to their actual needs, thereby enhancing the user's driving experience.

[0047] In some embodiments, please refer to Figure 1 and Figure 4The engine hood includes two butterfly-shaped hood bodies 20, which are symmetrically connected to both sides of the engine hood center beam 10 via a first engine hood hinge 30. The first engine hood hinge 30 includes a first hinge base 31 and two first hinge arms 32, which are respectively hinged to both sides of the first hinge base 31; wherein, the first hinge base 31 is fixedly connected to the engine hood center beam 10, and the two first hinge arms 32 are respectively connected to one of the butterfly-shaped hood bodies 20.

[0048] The first hood hinge 30 adopts a structure in which a first hinge arm 32 is hinged to each side of the first hinge seat 31. This allows two butterfly hoods to share the first hood hinge 30 to connect with the hood beam 10. Compared with the existing technology that requires at least one conventional hinge for each butterfly hood, this reduces the number of hinges. This not only improves the overall structural compactness and reduces the space occupied by the installation structure in the engine compartment, but also helps to reduce weight and cost.

[0049] It should be noted that, considering that the butterfly cover 20 has a certain curvature in the front-rear direction of the vehicle body, the first hood hinge 30 is preferably arranged in the middle position of the hood beam 10 along the front-rear direction of the vehicle body in this embodiment. This not only ensures the force balance of the butterfly cover 20, but also minimizes the range of motion envelope of the butterfly cover 20 near the edge of the hood beam 10, thereby avoiding motion interference during the opening and closing process of the butterfly cover 20.

[0050] It should be noted that you should refer to [link / reference]. Figure 4 The two first hinge arms 32 are respectively connected to the first hinge seat 31 through the first hinge shaft 33, and the two first hinge arms 32 are respectively sleeved and fixed to their respective first hinge shafts 33.

[0051] It should be noted that the first hinge seat 31 is provided with hinge ears 311 on the left and right sides respectively, and the area between the hinge ears 311 on the left and right sides of the first hinge seat 31 forms an installation plane 314; wherein, the two first hinge shafts 33 are respectively passed through one of the hinge ears 311, and the installation plane 314 is fitted and fixed to the beam 10 of the machine cover.

[0052] A first hinge shaft 33 is inserted along the front-rear direction of the vehicle body via hinge ears 311 on both sides of the first hinge seat 31. The first hinge shaft 33 and the hinge ears 311 are in a rotational fit. The hinge ears 311 ensure that the first hinge arm 32 has sufficient swing space after being connected to the first hinge shaft 33, avoiding motion interference. A mounting plane 314 is formed between the two hinge ears 311. The mounting plane 314 is used to fit and fix with the hood beam 10, thereby ensuring the fixation stability of the first hinge seat 31 on the hood beam 10, and thus improving the connection reliability and opening and closing stability of the butterfly cover 20.

[0053] The first hood hinge 30 also includes two first drive members 34 controlled by the vehicle control system. The two first drive members 34 are respectively fixed to the first hinge seat 31, and the output ends of the two first drive members 34 are respectively connected to the two first hinge shafts 33 in a one-to-one correspondence.

[0054] By installing two first drive members 34 on the first hinge seat 31, the first drive members 34 execute the control commands issued by the vehicle control system to drive the two first hinge shafts 33 to rotate respectively. Since the two first hinge arms 32 are fixedly connected to the two first hinge shafts 33 respectively, the rotation of the first hinge shafts 33 can drive the first hinge arms 32 to swing, thereby opening or closing the butterfly cover 20 fixed to the first hinge arms 32. Compared with the method of manually opening and closing the butterfly cover 20, it is more conducive to improving the user experience.

[0055] Since the first driving member 34 drives the first hinge shaft 33 to rotate, thus realizing the opening and closing of the butterfly cover 20, when the first driving member 34 stops, the first hinge shaft 33 cannot rotate. This is equivalent to the stopping state of the first driving member 34 forming a motion lock on the first hinge shaft 33. This ensures that the butterfly cover 20 can maintain a stable open state, eliminating the need to configure an opening support component for the butterfly cover 20. This not only saves internal space in the engine compartment but also reduces parts cost and weight, thereby promoting cost reduction and weight reduction in the vehicle.

[0056] It should be understood that, in order to ensure the stability of the two butterfly covers 20 when the engine hood is opened as a whole, the first drive component 34 locks the first hinge shaft 33 when the whole is opened, thereby ensuring that the two butterfly covers 20 can open smoothly along with the central beam 10.

[0057] like Figures 4 to 6 As shown, each of the two first driving members 34 is provided with an ear plate 341 that fits against the first hinge seat, and at least two limiting posts 342 are also provided at intervals on the first driving member 34. The first hinge seat is provided with a plurality of assembly holes 313, and each ear plate 341 corresponds to one of the assembly holes 313 and is fixed to the central beam 10 of the machine cover by fasteners, thereby improving the compactness of the assembly structure of the first driving member 34 and the first hinge seat 31. The first hinge seat is also provided with a plurality of limiting grooves 312, and each limiting post 342 is inserted into each limiting groove 312 in turn, thereby improving the assembly convenience and reliability of the first driving member 34 and preventing the first driving member 34 from being misaligned under force.

[0058] Please see Figure 1 and Figure 7The aforementioned hood beam 10 is connected to the rear end of the vehicle body via a second hood hinge 40. Specifically, the second hood hinge 40 includes a second hinge seat 41, a second hinge shaft 42, and a second hinge arm 43; wherein, the second hinge seat 41 is fixed to the rear end of the vehicle body, the second hinge shaft 42 is rotatably connected to the front end of the second hinge seat 41, and the rear end of the second hinge arm 43 is fixedly sleeved on the second hinge shaft 42.

[0059] Considering that the hood beam 10 should not occupy too much space inside the engine compartment, the hood beam 10 is a slender beam structure. Its rear end can be directly connected to the rear side of the engine compartment via a second hood hinge 40. The rotational cooperation between the second hinge shaft 42 and the second hinge seat 41 provides the freedom of movement for the hood beam 10 to flip up and down. When it is necessary to open the entire structure forward, the front end of the hood beam 10 can be unlocked, which will cause the two butterfly-shaped covers 20 to flip up simultaneously. The structure is simple and compact.

[0060] It should be noted that in this embodiment, please refer to... Figure 7 The second housing hinge 40 also includes at least one second driving member 44, each of which is fixed to the second hinge seat 41, and the output end of each of the second driving members 44 is connected to the second hinge shaft 42.

[0061] The second drive unit 44 executes the control command issued by the vehicle control system, which drives the second hinge shaft 42 to rotate. Since the second hinge arm 43 is fixedly sleeved on the second hinge shaft 42, the rotation of the second hinge shaft 42 can cause the second hinge arm 43 to swing up and down, thereby driving the hood beam 10 fixed to the second hinge arm 43 to complete the opening or closing action. Compared with the traditional manual opening and closing method, it is more convenient to operate and helps to improve the user experience.

[0062] Since the second hinge shaft 42 cannot rotate when the second drive member 44 stops, the stopping state of the second drive member 44 can form a motion lock on the second hinge shaft 42. Therefore, there is no need to configure additional opening support components to ensure a stable overall forward opening state. This not only saves internal space in the engine compartment, but also reduces parts cost and weight, thereby promoting cost reduction and weight reduction of the vehicle.

[0063] For example, the second hood hinge 40 described above adopts as follows: Figure 7 The structure shown. The second hood hinge 40 includes two second drive members 44 respectively located at both ends of the second hinge shaft 42.

[0064] Considering that the front-opening method requires two butterfly-shaped cover bodies 20 to move together with the central beam 10 of the cover, the rotational power requirement of the second hinge shaft 42 is relatively high. Therefore, two second driving members 44 are used to drive the second hinge shaft 42 to rotate, thereby ensuring sufficient opening and closing power.

[0065] For details, see Figure 8 The second driving component 44 includes a housing 441, a motor 442 disposed in the housing 441, and a speed reduction and torque amplification transmission component 443. The housing 441 is fixedly connected to the second hinge seat 41, and the speed reduction and torque amplification transmission component 443 is used to reduce the power of the motor 442 and transmit it to the second hinge shaft 42.

[0066] Considering that the front-opening mechanism requires two butterfly-shaped cover bodies 20 to move together with the central beam 10 of the cover, the rotational power requirement for the second hinge shaft 42 is relatively high. Therefore, two second drive members 44 are used to drive the second hinge shaft 42 to rotate. On this basis, the second drive member 44 can use its speed reduction and torque amplification transmission member 443 to convert the high-speed, low-torque power of the motor 442 into low-speed, high-torque power and transmit it to the second hinge shaft 42. This ensures that the rotational power of the second hinge shaft 42 is sufficient and helps to improve the stability of the overall front-opening action.

[0067] For examples, please refer to Figure 8 The aforementioned speed reduction and torque amplification transmission component 443 includes a worm gear 4431 and a worm 4432, and a speed reduction gear set 4433. The worm 4432 is coaxially connected to the power output end of the motor 442, and the worm gear 4431 is rotatably connected inside the housing 441 and meshes with the worm 4432. The speed reduction gear set 4433 includes an input gear 44331 and an output gear 44332. The input gear 44331 is coaxially connected to the worm gear 4431, and a gear shaft passes through the center of the output gear 44332. The gear shaft passes through the housing 441 and is coaxially connected to the second hinge shaft 42.

[0068] The meshing transmission between the worm gear 4431 and the worm 4432 has a high transmission ratio and self-locking characteristics, thus achieving good speed reduction and torque increase effects with a small space. Furthermore, the space difference between the worm gear 4431 and the second hinge shaft 42 is used to arrange the reduction gear set 4433 for further speed reduction and torque increase, ensuring that the second hinge shaft 42 receives sufficient rotational power. In addition, the transmission self-locking characteristic of the worm gear 4431 and the worm 4432 is manifested in that the worm 4432 can drive the worm gear 4431 to rotate, while the worm gear 4431 cannot drive the worm 4432 in the opposite direction. When the second hinge arm 43 rotates, the reaction force of the machine cover beam 10 acting on the second hinge shaft 42 through the second hinge arm 43 can only be transmitted to the worm gear 4431 through the reduction gear set 4433, and cannot continue to transmit the reaction force to the motor 442 through the worm 4432. Therefore, the motor 442 stops rotating, and the transmission self-locking characteristics of the worm gear 4431 and the worm 4432 can replace the opening support component that supports the machine cover beam 10, thereby saving installation space, reducing component costs and weight.

[0069] It should be understood that the aforementioned reduction gear set 4433 can be a single-stage gear reduction, a two-stage gear reduction, or even a gear reduction with more stages. The specific setting can be adapted based on the overall transmission ratio requirements and installation space. Since the principle of gear reduction is to use a small gear to drive a large gear to rotate, it will not be described in detail here.

[0070] It should be noted that the connection method between the first driving member 34 and the first hinge seat and the connection method between the second driving member 44 and the second hinge seat are the same. The first driving member 34 and the second driving member 44 can also adopt the same structure, that is, both include the motor 442 and the speed reduction and torque amplification transmission member 443.

[0071] It should be noted that, based on the above embodiments, see also... Figure 1 and Figure 9 The front end of the central beam 10 of the hood is provided with a first locking ring 11, and the front and rear ends of the butterfly cover 20 away from the edge of the central beam 10 of the hood are provided with second locking rings 21.

[0072] The engine hood beam 10 can be locked by using the first locking ring 11 at the front end of the engine hood beam 10 in conjunction with the engine hood lock located at the front end of the vehicle body. At the same time, the butterfly cover 20 can be reliably locked by using each of the second locking rings 21 in conjunction with the corresponding engine hood locks located at the ends of the vehicle body on both sides.

[0073] Based on the same inventive concept, please combine Figures 1 to 9 It is understood that this application embodiment also provides a hood locking structure assembly, including the aforementioned engine hood, at least one first electric unlock 50, and a plurality of second electric unlocks 60; both the first electric unlock 50 and the second electric unlock 60 are controlled by the vehicle control system; wherein, The first electric unlock 50 is connected to the front end of the vehicle body and is used to lock the front end of the engine hood beam 10; each of the second electric unlocks 60 is arranged on both sides of the vehicle body and is used to lock the edge of the butterfly cover 20 away from the engine hood beam 10.

[0074] It should be noted that, in order to ensure the stability of the overall locked state of the engine hood, a first locking ring 11 adapted to the first electric unlocking 50 is set at the front end of the engine hood beam 10. Second locking rings 21 are set at both ends of the two butterfly-shaped cover bodies 20 away from the edges of the engine hood beam 10. A corresponding number of second electric unlocking 60s are set at the two sides of the vehicle body corresponding to each second locking ring 21. This ensures that all corners of the engine hood can be reliably fixed, avoiding vibration and abnormal noise of the engine hood.

[0075] Compared with the prior art, the engine hood locking structure assembly provided in this embodiment uses a first electric unlocking 50 to lock the front end of the engine hood beam 10 and a second electric unlocking 60 to lock the edge of the butterfly hood body 20, thereby ensuring the reliability of the closed state of the engine butterfly hood.

[0076] The vehicle control system can automatically unlock the second electric unlock 60 of any of the butterfly hood covers 20, allowing for individual opening of the unlocked butterfly hood cover 20 to form a single-sided opening state. Alternatively, all the second electric unlock 60s can be automatically unlocked, opening both butterfly hood covers 20 to form a double-sided opening state. When it is necessary to open the entire cover forward, all the first electric unlock 50s and all the second electric unlock 60s are unlocked, causing the engine hood center beam 10 to flip upwards. At this time, both butterfly hood covers 20 move together with the engine hood center beam 10 to form a fully open forward state. Users can freely choose the opening method according to their actual needs, ensuring the convenience and versatility of the engine butterfly hood opening method, which is beneficial to improving the user's driving experience.

[0077] Based on the same inventive concept, this application also provides a vehicle including the above-described hood locking structure assembly.

[0078] Compared with the prior art, the vehicle provided in this application embodiment adopts the above-mentioned engine hood locking structure assembly. Users can freely choose to open the butterfly hood 20 on one side, both sides, or the entire front according to their actual needs, thereby ensuring the convenience and diversity of the engine butterfly hood opening method and improving the user experience.

[0079] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An engine hood, characterized in that, include: The hood beam is hinged at one end to the rear side of the vehicle body of the engine compartment, and the other end overlaps and is locked to the front side of the vehicle body of the engine compartment. At least one butterfly cover is connected to the central beam of the hood, and the edges of the butterfly cover overlap and are locked to the two sides of the vehicle body of the engine compartment. When the beam in the hood is locked, the butterfly hood can be unlocked independently and flipped up to form a side-open state; When the butterfly cover and the central beam of the hood are fully unlocked, the butterfly cover can flip up together with the central beam of the hood to form an overall forward-opening state.

2. The engine hood as described in claim 1, characterized in that, The engine hood includes two butterfly-shaped hood bodies, which are symmetrically connected to both sides of the central beam of the hood via a first hood hinge. The first hood hinge includes a first hinge base and two first hinge arms, with the two first hinge arms respectively hinged to both sides of the first hinge base; wherein, the first hinge base is fixedly connected to the central beam of the hood, and the two first hinge arms are respectively connected to one of the butterfly hood bodies.

3. The engine hood as described in claim 2, characterized in that, The two first hinge arms are respectively connected to the first hinge seat through the first hinge shaft, and the two first hinge arms are respectively sleeved and fixed to their respective first hinge shafts. The first hood hinge also includes two first drive components controlled by the vehicle control system. The two first drive components are respectively fixed to the first hinge seat, and the output ends of the two first drive components are respectively connected to the two first hinge axes one by one.

4. The engine hood as described in claim 1, characterized in that, The hood beam is connected to the rear end of the vehicle body via a second hood hinge; The second hood hinge includes a second hinge seat, a second hinge shaft, and a second hinge arm; wherein the second hinge seat is fixed to the rear end of the vehicle body, the second hinge shaft is rotatably connected to the front end of the second hinge seat, and the rear end of the second hinge arm is fixedly sleeved on the second hinge shaft.

5. The engine hood as described in claim 4, characterized in that, The second hood hinge also includes at least one second driving member, each of the second driving members being fixed to the second hinge seat, and the output end of each of the second driving members being connected to the second hinge shaft.

6. The engine hood as described in claim 5, characterized in that, The second hood hinge includes two second drive members respectively located at both ends of the second hinge axis; The second driving component includes a housing, a motor disposed within the housing, and a speed reduction and torque amplification transmission component. The housing is fixedly connected to the second hinge seat, and the speed reduction and torque amplification transmission component is used to reduce the power of the motor and transmit it to the second hinge shaft.

7. The engine hood as described in claim 6, characterized in that, The speed reduction and torque amplification transmission component includes: A worm gear and a worm, wherein the worm is coaxially connected to the power output end of the motor, and the worm gear is rotatably connected inside the housing and meshes with the worm; The reduction gear set includes an input gear and an output gear. The input gear is coaxially connected to the worm gear, and a gear shaft passes through the center of the output gear. The gear shaft passes through the housing and is coaxially connected to the second hinge shaft.

8. The engine hood as described in any one of claims 1-7, characterized in that, The front end of the central beam of the hood is provided with a first locking ring, and the front and rear ends of the butterfly cover away from the central beam of the hood are provided with second locking rings.

9. A hood locking structure assembly, characterized in that, Includes an engine hood as described in any one of claims 1-8, at least one first electric unlocking device, and a plurality of second electric unlocking devices; both the first and second electric unlocking devices are controlled by a vehicle control system; wherein, The first electric unlocking device is connected to the front side of the vehicle body and is used to lock the front end of the hood beam. Each of the second electric unlocking devices is respectively arranged at the two sides of the vehicle body and is used to lock the edge of the butterfly cover away from the center beam of the hood.

10. A vehicle, characterized in that, Includes the hood locking structure assembly as described in claim 9.

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