Vehicle body acoustic superstructure noise reduction ventilation frame

Abstract

The invention belongs to the technical field of ventilation, and discloses a vehicle body acoustic superstructure noise reduction ventilation frame which comprises a ventilation frame body and an acoustic superstructure. The ventilation frame comprises a ventilation frame body and blades rotationally connected to the ventilation frame body, the ventilation frame body is provided with a pressure relief channel, and the blades can open or close the pressure relief channel under the action of external force; an acoustic superstructure body of the acoustic superstructure is fixedly connected to the ventilation frame body, the acoustic superstructure body is provided with a communicating channel communicating with the pressure relief channel, and at least two acoustic noise reduction cavities are formed in the inner circumferential wall of the communicating channel in a concave mode and distributed in the circumferential direction of the communicating channel at intervals. By the adoption of the vehicle body acoustic superstructure noise reduction ventilation frame, in the vehicle outer circulation process, on the basis that the ventilation and pressure relief efficiency of the ventilation frame is not affected, the intensity of noise transmitted into a vehicle cab can be effectively weakened, and therefore the riding experience of people in a vehicle can be effectively improved.

Description

Technical Field

[0001] This invention relates to the field of ventilation technology, and more particularly to a vehicle body acoustic superstructure noise reduction ventilation frame. Background Technology

[0002] Automotive ventilation frames are important structures used in vehicles to achieve air pressure balance and airflow direction regulation. They are typically fixed to the vehicle's sheet metal and located near the rear wheels. Their working principle is that when the vehicle's external air circulation is activated, the pressure difference between the inside and outside of the vehicle causes the blades on the ventilation frame to open a pressure relief channel, allowing high-pressure gas inside the vehicle to flow smoothly out. However, when the ventilation frame blades are open, noise from external motors, such as whistling, can be directly transmitted into the passenger compartment through the pressure relief channel, affecting the passenger experience.

[0003] Currently, in order to reduce the impact of external noise on the passenger experience, related technologies typically involve covering the ventilation frame with a soundproof cover or other structures. For the soundproof cover, a flap or another ventilation frame that connects the outside world to the space inside the soundproof cover is usually installed. Although this can achieve the effect of noise reduction, the flap or ventilation frame on the soundproof cover, as well as the soundproof cover itself, will affect the ventilation and depressurization efficiency to some extent, and the noise reduction effect during the ventilation and depressurization process is poor. Summary of the Invention

[0004] The purpose of this invention is to provide a vehicle body acoustic superstructure noise reduction ventilation frame to solve the above-mentioned problems existing in automotive ventilation frames in related technologies.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] The vehicle body acoustic superstructure noise reduction ventilation frame includes:

[0007] A ventilation frame, comprising a ventilation frame body and blades rotatably connected to the ventilation frame body, wherein the ventilation frame body is provided with a pressure relief channel, and the blades can open or close the pressure relief channel under the action of external force;

[0008] An acoustic superstructure, wherein the acoustic superstructure body is fixedly connected to the ventilation frame, the acoustic superstructure body is provided with a connecting channel connecting to the pressure relief channel, and at least two acoustic noise reduction cavities are recessed in the inner peripheral wall of the connecting channel, and the at least two acoustic noise reduction cavities are distributed circumferentially along the connecting channel.

[0009] As an alternative to the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the acoustic noise reduction cavity includes a first sub-chamber and at least one second sub-chamber that are connected to each other. The second sub-chamber is also connected to the connecting channel, and the volume of the second sub-chamber is smaller than the volume of the first sub-chamber.

[0010] As an alternative to the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the orthographic projection of the second sub-chamber along the depth direction of the acoustic noise reduction cavity is completely located within the orthographic projection of the first sub-chamber along the depth direction of the acoustic noise reduction cavity.

[0011] As an alternative to the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the first sub-chamber is a cuboid chamber; and / or, the second sub-chamber is a cuboid chamber.

[0012] As an alternative to the aforementioned vehicle acoustic superstructure noise reduction ventilation frame, both the first sub-chamber and the second sub-chamber are rectangular parallelepiped chambers:

[0013] The length of the first sub-chamber ranges from 12mm to 15mm, the width of the first sub-chamber ranges from 6mm to 8mm, and the depth of the first sub-chamber ranges from 11mm to 16mm.

[0014] The length of the second sub-chamber ranges from 12mm to 15mm, the width of the second sub-chamber ranges from 2.5mm to 3.5mm, and the depth of the second sub-chamber ranges from 1mm to 1.5mm.

[0015] As an alternative to the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the orthographic projection of the maximum flow cross-section of the pressure relief channel completely coincides with the orthographic projection of the flow cross-section of the connecting channel.

[0016] As an optional solution for the aforementioned acoustic superstructure noise reduction ventilation frame for vehicle body, the acoustic superstructure body is located on the inlet side of the pressure relief channel.

[0017] As an optional solution for the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the number of the pressure relief channel, the blade, and the connecting channel are all at least two, and the at least two pressure relief channels, the at least two blades, and the at least two connecting channels are all arranged in a one-to-one correspondence, and the inner wall of each connecting channel is recessed with at least two acoustic noise reduction cavities.

[0018] As an optional solution for the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the acoustic superstructure body is fixedly connected to a first snap-fit ​​part, and the ventilation frame body is fixedly connected to a second snap-fit ​​part, with the first snap-fit ​​part and the second snap-fit ​​part snap-fitted together.

[0019] As an optional solution for the aforementioned vehicle body acoustic superstructure noise reduction ventilation frame, the acoustic superstructure body and the first snap-fit ​​portion are integrally formed; and / or, the ventilation frame body and the second snap-fit ​​portion are integrally formed.

[0020] The beneficial effects of this invention are:

[0021] This invention provides a vehicle body acoustic superstructure noise reduction ventilation frame, which includes a ventilation frame and an acoustic superstructure. The ventilation frame includes a frame body and blades rotatably connected to the frame body. The frame body has a pressure relief channel, and the blades can open or close the pressure relief channel under external force. The acoustic superstructure body is fixedly connected to the ventilation frame body. The acoustic superstructure body has a connecting channel that communicates with the pressure relief channel. The inner peripheral wall of the connecting channel has at least two acoustic noise reduction cavities recessed therein, and the at least two acoustic noise reduction cavities are distributed at circumferential intervals along the connecting channel.

[0022] By setting a connecting channel on the acoustic superstructure body, which is connected to the pressure relief channel, when the vehicle's external circulation is turned on, there is a pressure difference between the air inside the vehicle's cab and the air outside the vehicle. The air entering the vehicle's cab drives the blades of the ventilation frame to rotate and open the pressure relief channel, so that the high-pressure air entering the vehicle's cab can flow smoothly and directly through the connecting channel and the pressure relief channel and finally flow out of the vehicle to achieve external circulation. Therefore, compared with the existing technology, it can effectively avoid the problems that affect the ventilation and pressure relief efficiency caused by the soundproof cover itself, the flaps on the soundproof cover or the ventilation frame.

[0023] Secondly, by recessing at least two acoustic noise reduction cavities in the inner circumferential wall of the connecting channel, and distributing these cavities circumferentially along the connecting channel, during the vehicle's external circulation process, external noise is simultaneously transmitted as sound waves through the pressure relief channel and the connecting channel into the acoustic noise reduction cavities. The sound waves entering the acoustic noise reduction cavities resonate with the air column within them. During this resonance, the sound waves rub against the cavity walls of the acoustic noise reduction cavities, and the viscosity of the air molecules converts the sound energy into heat energy, effectively reducing the noise intensity transmitted to the vehicle's cabin. Simultaneously, the unabsorbed portion of the sound waves within the acoustic noise reduction cavities, after reflection and scattering, interferes with and cancels out the noise intensity with subsequent sound waves entering the acoustic noise reduction cavities, further reducing the noise intensity transmitted to the vehicle's cabin.

[0024] Therefore, by adopting this vehicle body acoustic superstructure noise reduction ventilation frame, the noise intensity transmitted to the vehicle cabin can be effectively reduced during the external circulation process without affecting the ventilation and depressurization efficiency of the ventilation frame, thereby effectively improving the riding experience of the passengers. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the vehicle acoustic superstructure noise reduction ventilation frame from a first-view perspective, provided in a specific embodiment of the present invention;

[0026] Figure 2This is a schematic diagram of the vehicle acoustic superstructure noise reduction ventilation frame from a second perspective, provided in a specific embodiment of the present invention;

[0027] Figure 3 yes Figure 1 A partial view at point A;

[0028] Figure 4 This is a schematic diagram of the acoustic superstructure provided in a specific embodiment of the present invention;

[0029] Figure 5 This is a structural schematic diagram of the ventilation frame provided in a specific embodiment of the present invention;

[0030] Figure 6 This is a comparison chart of sound transmission loss between ventilation frames with and without acoustic superstructure noise reduction features on the vehicle body.

[0031] In the picture:

[0032] 1. Ventilation frame; 11. Ventilation frame body; 111. Pressure relief channel; 12. Blades; 13. Second snap-fit ​​part;

[0033] 2. Acoustic superstructure; 21. Acoustic superstructure body; 211. Connecting channel; 212. Acoustic noise reduction cavity; 2121. First sub-chamber; 2122. Second sub-chamber; 22. First snap-fit ​​part. Detailed Implementation

[0034] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0035] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0036] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0037] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0038] This invention provides a vehicle body acoustic superstructure noise reduction ventilation frame, such as... Figure 1-5 As shown, the vehicle body acoustic superstructure noise reduction ventilation frame includes a ventilation frame 1 and an acoustic superstructure 2. The ventilation frame 1 includes a ventilation frame body 11 and blades 12 rotatably connected to the ventilation frame body 11. The ventilation frame body 11 has a pressure relief channel 111, and the blades 12 can open or close the pressure relief channel 111 under external force. The acoustic superstructure body 21 of the acoustic superstructure 2 is fixedly connected to the ventilation frame body 11. The acoustic superstructure body 21 has a connecting channel 211 that connects to the pressure relief channel 111. At least two acoustic noise reduction cavities 212 are recessed in the inner peripheral wall of the connecting channel 211, and the at least two acoustic noise reduction cavities 212 are distributed circumferentially along the connecting channel 211.

[0039] Taking the application of this body acoustic superstructure noise reduction ventilation frame in a vehicle as an example.

[0040] By setting a connecting channel 211 on the acoustic superstructure body 21, and connecting channel 211 and pressure relief channel 111 are connected, when the vehicle starts external circulation, there is a pressure difference between the air in the vehicle cab and the air outside the vehicle. The air entering the vehicle cab drives the blades 12 of the ventilation frame 1 to rotate and open the pressure relief channel 111, so that the high-pressure air entering the vehicle cab can flow smoothly and directly through the connecting channel 211 and pressure relief channel 111 and finally flow out of the vehicle to achieve external circulation. Therefore, compared with the existing technology, it can effectively avoid the problems of the soundproof cover itself, the flaps on the soundproof cover or the ventilation frame affecting the ventilation and pressure relief efficiency.

[0041] Secondly, by recessing at least two acoustic noise reduction cavities 212 in the inner peripheral wall of the connecting channel 211, and distributing the at least two acoustic noise reduction cavities 212 circumferentially along the connecting channel 211, during the vehicle's external circulation process, external noise is simultaneously transmitted into the acoustic noise reduction cavity 212 in the form of sound waves through the pressure relief channel 111 and the connecting channel 211. The sound waves entering the acoustic noise reduction cavity 212 resonate with the air column within the acoustic noise reduction cavity 212. During the resonance process, the sound waves rub against the cavity wall of the acoustic noise reduction cavity 212, and the viscosity of the air molecules converts the sound energy into heat energy, thereby effectively reducing the noise intensity transmitted to the vehicle's cab. At the same time, the unabsorbed part of the sound waves in the acoustic noise reduction cavity 212, after reflection and scattering, interferes and cancels out with the subsequent sound waves entering the acoustic noise reduction cavity 212, further reducing the noise intensity, thereby further reducing the noise intensity transmitted to the vehicle's cab.

[0042] Therefore, by adopting this vehicle body acoustic superstructure noise reduction ventilation frame, the noise intensity transmitted to the vehicle cabin can be effectively reduced during the external circulation process without affecting the ventilation and depressurization efficiency of the ventilation frame 1, thereby effectively improving the riding experience of the passengers.

[0043] Specifically, the acoustic noise reduction cavity 212 refers to a chamber with noise reduction function.

[0044] Specifically, the superstructure refers to the installation of acoustic noise reduction cavities 212 on the base structure, enabling the base structure to exceed the performance of the original structure and thus possess noise reduction capabilities. In this vehicle body acoustic superstructure noise reduction ventilation frame, the base structure is the acoustic superstructure body 21. More specifically, the acoustic superstructure body 21 is made of polypropylene, polyethylene, metal, or a lightweight composite material with good mechanical properties. Taking the acoustic superstructure body 21 made of polypropylene as an example, the acoustic superstructure body 21 itself does not have noise reduction capabilities. By recessing at least two acoustic noise reduction cavities 212 in the inner peripheral wall of the connecting channel 211 of the acoustic superstructure body 21, the acoustic superstructure body 21 exceeds the performance of the original structure and thus possesses noise reduction capabilities.

[0045] Optionally, such as Figure 1 , Figure 3 and Figure 4As shown, the acoustic noise reduction cavity 212 includes a first sub-cavity 2121 and at least one second sub-cavity 2122 connected to each other. The second sub-cavity 2122 is also connected to the connecting channel 211, and the volume of the second sub-cavity 2122 is smaller than the volume of the first sub-cavity 2121. It can be understood that when sound waves enter the acoustic noise reduction cavity 212, they enter the first sub-cavity 2121 through the second sub-cavity 2122. By setting the volume of the first sub-cavity 2121 to be smaller than the volume of the second sub-cavity 2122, it is possible to ensure that sound waves can effectively enter the first sub-cavity 2121, and also to effectively improve the attenuation effect of sound waves within the first sub-cavity 2121, thereby further enhancing the effect of reducing the noise intensity transmitted to the vehicle's passenger compartment.

[0046] In this embodiment, each acoustic noise reduction cavity 212 is configured to include a second sub-cavity 2122, and the volume of the second sub-cavity 2122 is smaller than the volume of the first sub-cavity 2121.

[0047] In other embodiments, at least one acoustic noise reduction cavity 212 may be adapted to include at least two second sub-cavities 2122 according to actual working conditions, and the at least two second sub-cavities 2122 of the acoustic noise reduction cavity 212 are all connected to their own first sub-cavities 2121.

[0048] In other embodiments, the volume of the second sub-chamber 2122 may be adapted to be equal to the volume of the first sub-chamber 2121 according to actual working conditions.

[0049] Optionally, in this embodiment, as Figure 1 , Figure 3 and Figure 4 As shown, the orthographic projection of the second sub-cavity 2122 along the depth direction of the acoustic noise reduction cavity 212 is completely located within the orthographic projection of the first sub-cavity 2121 along the depth direction of the acoustic noise reduction cavity 212. This arrangement, relative to the fact that the orthographic projection of the second sub-cavity 2122 along the depth direction of the acoustic noise reduction cavity 212 is partially located within the orthographic projection of the first sub-cavity 2121 along the depth direction of the acoustic noise reduction cavity 212, allows the second sub-cavity 2122 to completely serve as a channel for sound waves to enter the first sub-cavity 2121, thereby effectively improving the efficiency and effect of reducing the noise intensity transmitted to the vehicle's passenger compartment; secondly, it effectively enhances the aesthetics of the acoustic noise reduction cavity 212.

[0050] In other embodiments, the orthographic projection of the second sub-chamber 2122 along the depth direction of the acoustic noise reduction cavity 212 is located within the orthographic projection of the first sub-chamber 2121 along the depth direction of the acoustic noise reduction cavity 212.

[0051] Optionally, in this embodiment, as Figure 1 , Figure 3 and Figure 4 As shown, the first sub-chamber 2121 is a rectangular parallelepiped chamber. This facilitates the design, fabrication, and manufacturing of the first sub-chamber 2121, and also makes it easy to control the volume of the formed first sub-chamber 2121.

[0052] Optionally, in this embodiment, as Figure 1 , Figure 3 and Figure 4 As shown, the second sub-chamber 2122 is a cuboid chamber. This facilitates the design, fabrication, and manufacturing of the second sub-chamber 2122, and also makes it easier to control the volume of the formed second sub-chamber 2122. In this embodiment, it is convenient to control the volume of the second sub-chamber 2122 to be smaller than the volume of the first sub-chamber 2121.

[0053] In other embodiments, the shape of the first sub-chamber 2121 may be set to other shapes such as prism, cylinder, or spheroid, depending on the actual working conditions. The shape of the second sub-chamber 2122 may also be set to other shapes such as prism, cylinder, or spheroid, depending on the actual working conditions.

[0054] Further optionally, in this embodiment, the length of the first sub-chamber 2121 ranges from 12mm to 15mm, the width of the first sub-chamber 2121 ranges from 6mm to 8mm, and the depth of the first sub-chamber 2121 ranges from 11mm to 16mm; the length of the second sub-chamber 2122 ranges from 12mm to 15mm, the width of the second sub-chamber 2122 ranges from 2.5mm to 3.5mm, and the depth of the second sub-chamber 2122 ranges from 1mm to 1.5mm. This configuration ensures that the volume of the second sub-chamber 2122 of the acoustic noise reduction cavity 212 is smaller than that of the first sub-chamber 2121. Secondly, in this embodiment, the vehicle body acoustic superstructure noise reduction ventilation frame is primarily used to reduce the noise frequency band of the motor whine at the rear wheels of the vehicle. The length, width, and depth ranges of the first sub-chamber 2121 and the second sub-chamber 2122 are empirical ranges obtained from extensive prior testing, capable of reducing the noise frequency band of the motor whine, which is 4000Hz to 5000Hz. Figure 6 As shown, by adopting the above value range, the sound transmission loss of noise in the range of 4000Hz to 5000Hz is significantly increased, which can effectively reduce the noise in the 4000Hz to 5000Hz noise frequency band, thereby effectively reducing the noise intensity transmitted to the vehicle's cab.

[0055] It is understandable that, for the first sub-chamber 2121 to have a prismatic, cylindrical, or spherical shape or other shapes, and for the first sub-chamber 2121 to have a prismatic, cylindrical, or spherical shape or other shapes, for the noise frequency band of the motor whistling at the rear wheel of the vehicle, the volume of the second sub-chamber 2122 of the acoustic noise reduction cavity 212 is smaller than that of the first sub-chamber 2121. Moreover, by reasonably setting the volume of the first sub-chamber 2121 and the volume of the second sub-chamber 2122 of the acoustic noise reduction cavity 212, it is also possible to effectively reduce noise in the 4000Hz to 5000Hz noise frequency band.

[0056] It is understandable that, for the purpose of noise reduction in other noise frequency bands, a reasonable design of the volume of the first sub-chamber 2121 and the volume of the second sub-chamber 2122 of the acoustic noise reduction cavity 212 can also achieve noise reduction in the corresponding noise frequency band.

[0057] Optionally, in this embodiment, as Figure 1 , Figure 3 and Figure 4 As shown, the orthographic projection of the maximum flow cross-section of the pressure relief channel 111 completely coincides with the orthographic projection of the flow cross-section of the connecting channel 211. This arrangement ensures that the acoustic superstructure 2 does not affect pressure relief ventilation when the vehicle's external air circulation is activated. Specifically, the flow cross-section of the pressure relief channel 111 is a cross-section perpendicular to the extension direction of the pressure relief channel 111. The flow cross-section of the connecting channel 211 is a cross-section perpendicular to the extension direction of the connecting channel 211. Furthermore, in this embodiment, the connecting channel 211 is directly connected to the pressure relief channel 111. This further ensures the quality of ventilation and pressure relief.

[0058] In other embodiments, the maximum flow cross-section of the pressure relief channel 111 may be adapted to be located within the orthogonal projection of the flow cross-section of the connecting channel 211, depending on the actual working conditions.

[0059] In this embodiment, as Figure 1 , Figure 3 and Figure 4 As shown, the maximum ventilation cross-section of the exemplary pressure relief channel 111 is rectangular, and the flow cross-section of the connecting channel 211 is also rectangular.

[0060] In other embodiments, the ventilation cross-section of the pressure relief channel 111 may be adapted to the actual working conditions, and may be circular, elliptical, or polygonal. Similarly, the ventilation cross-section of the connecting channel 211 may be circular, elliptical, or polygonal, depending on the actual working conditions.

[0061] Optionally, the number of pressure relief channels 111, blades 12, and connecting channels 211 are all at least two, with each of the at least two pressure relief channels 111, at least two blades 12, and at least two connecting channels 211 corresponding to each other. The inner wall of each connecting channel 211 is recessed with at least two acoustic noise reduction cavities 212. This arrangement can further improve ventilation and pressure relief efficiency.

[0062] In this embodiment, as Figure 1 and Figure 3-5 As shown, the exemplary configuration includes three pressure relief channels 111, three blades 12, and three connecting channels 211. In this embodiment, the inner peripheral walls of the two connecting channels 211 at both ends are provided with seventeen acoustic noise reduction cavities 212 spaced circumferentially, and the inner peripheral wall of the connecting channel 211 in the middle is provided with twenty acoustic noise reduction cavities 212 spaced circumferentially. It can be understood that the number of pressure relief channels 111, three blades 12, and three connecting channels 211, as well as the number of acoustic noise reduction cavities 212 recessed in the inner peripheral wall of each connecting channel 211, can be adaptively increased or decreased according to actual operating conditions.

[0063] Optionally, in this embodiment, as Figure 1-5 As shown, the acoustic superstructure body 21 is located on the inlet side of the pressure relief channel 111. It can be understood that after the vehicle body acoustic superstructure noise reduction ventilation frame is applied, the acoustic superstructure body 21 is closer to the vehicle's cab than the ventilation frame 11. The connecting channel 211 directly connects the vehicle's cab and the pressure relief channel 111. This arrangement facilitates assembly and does not affect the sheet metal structures within the vehicle body, effectively avoiding secondary design of the sheet metal structures and further reducing vehicle design and production costs.

[0064] In other embodiments, the acoustic superstructure body 21 may be located on the outlet side of the pressure relief channel 111, depending on actual operating conditions. In other embodiments, the acoustic superstructure body 21 may be provided on both the inlet and outlet sides of the pressure relief channel 111, depending on actual operating conditions.

[0065] Optionally, the acoustic superstructure body 21 is detachably connected to the ventilation frame 11. This facilitates assembly, disassembly, and subsequent maintenance of the ventilation frame 1 and the acoustic superstructure 2.

[0066] In this embodiment, as Figure 1 and Figure 4 As shown, the preferred acoustic superstructure body 21 is fixedly connected to a first snap-fit ​​portion 22, and the ventilation frame 11 is fixedly connected to a second snap-fit ​​portion 13, with the first snap-fit ​​portion 22 and the second snap-fit ​​portion 13 snapping together. Further, as... Figure 1 and Figure 4As shown, the first snap-fit ​​part 22 is a snap-fit, and the second snap-fit ​​part 13 forms a slot with the ventilation frame body 11. This allows for the detachable connection of the acoustic superstructure body 21 to the ventilation frame body 11. Secondly, since the ventilation frame body 11 in the prior art already has a slot, the snap-fit ​​on the acoustic superstructure body 21 eliminates the need for additional adjustments to the structure of the ventilation frame body 11, effectively reducing the design and production costs of the ventilation frame 1, and facilitating assembly, disassembly, and subsequent maintenance. Furthermore, compared to the existing technology that uses a soundproof cover or other structures around the ventilation frame, this vehicle body acoustic superstructure noise reduction ventilation frame is smaller in size and occupies less space.

[0067] In other embodiments, a slot may be formed between the first snap-fit ​​part 22 and the ventilation frame 11, and the second snap-fit ​​part 13 may be a buckle.

[0068] In other implementations, the acoustic superstructure body 21 and the ventilation frame 11 can also be detachably fixed together by means of screws, bolts and nuts.

[0069] In other embodiments, the acoustic superstructure body 21 and the ventilation frame 1 can also be fixedly connected by welding or other methods.

[0070] Alternatively, in this embodiment, the acoustic superstructure body 21 and the first snap-fit ​​portion 22 of the acoustic superstructure 2 are integrally formed. This reduces the number of parts, facilitates assembly, and effectively improves the structural strength of the acoustic superstructure 2.

[0071] Alternatively, in this embodiment, the ventilation frame 11 and the second snap-fit ​​portion 13 are integrally formed. This further reduces the number of parts, facilitates assembly, and effectively improves the structural strength.

[0072] In other embodiments, the first snap-fit ​​portion 22 can also be fixedly connected to the acoustic superstructure body 21 by means of screw connection or welding. The second snap-fit ​​portion 13 can also be fixedly connected to the ventilation frame 11 by means of screw connection or welding.

[0073] In this embodiment, the number of both the first latching portion 22 and the second latching portion 13 is set to four to improve connection reliability. It is understood that the number of the first latching portion 22 and the second latching portion 13 can be adjusted according to actual operating conditions.

[0074] Specifically, in this embodiment, the acoustic superstructure 2 is formed using 3D printing. In other embodiments, the acoustic superstructure 2 can also be integrally formed using methods such as injection molding. More specifically, before manufacturing the acoustic superstructure 2, the structure of the acoustic superstructure 2 and the dimensions of the acoustic noise reduction cavity 212 are designed and optimized using simulation software to ensure that it has good noise reduction performance and sufficient pressure relief ventilation capacity in the target noise frequency band. Then, the designed acoustic superstructure 2 is manufactured using 3D printing technology to ensure the accuracy and consistency of the acoustic superstructure 2.

[0075] Specifically, in this embodiment, the ventilation frame 11 and the second snap-fit ​​part 13 are integrally formed by injection molding.

[0076] After real-vehicle verification, when the vehicle's external air circulation is activated, the noise reduction ventilation frame of the vehicle's body acoustic superstructure in this embodiment reduces the noise frequency band of the motor whine at the rear wheels of the vehicle, which can significantly reduce the motor whine in the vehicle's cab. Moreover, the pressure relief ventilation capacity is not significantly different from that without the acoustic superstructure 2 installed, which can effectively meet the normal use needs of the vehicle.

[0077] The specific structure of the ventilation frame 1 is existing technology, so it will not be described in detail here.

[0078] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A vehicle body acoustic superstructure noise reduction ventilation frame, characterized in that, include: A ventilation frame (1) includes a ventilation frame body (11) and blades (12) rotatably connected to the ventilation frame body (11). The ventilation frame body (11) is provided with a pressure relief channel (111). The blades (12) can open or close the pressure relief channel (111) under the action of external force. An acoustic superstructure (2) is provided, wherein the acoustic superstructure body (21) of the acoustic superstructure (2) is fixedly connected to the ventilation frame (11), the acoustic superstructure body (21) is provided with a connecting channel (211) connecting the pressure relief channel (111), and at least two acoustic noise reduction cavities (212) are recessed in the inner peripheral wall of the connecting channel (211), and the at least two acoustic noise reduction cavities (212) are distributed at intervals along the circumference of the connecting channel (211).

2. The vehicle body acoustic superstructure noise reduction ventilation frame according to claim 1, characterized in that, The acoustic noise reduction cavity (212) includes a first sub-chamber (2121) and at least one second sub-chamber (2122) connected to each other. The second sub-chamber (2122) is also connected to the communication channel (211). The volume of the second sub-chamber (2122) is smaller than the volume of the first sub-chamber (2121).

3. The vehicle body acoustic superstructure noise reduction ventilation frame according to claim 2, characterized in that, The orthographic projection of the second sub-chamber (2122) along the depth direction of the acoustic noise reduction cavity (212) lies entirely within the orthographic projection of the first sub-chamber (2121) along the depth direction of the acoustic noise reduction cavity (212).

4. The vehicle body acoustic superstructure noise reduction ventilation frame according to claim 2, characterized in that, The first sub-chamber (2121) is a cuboid chamber; and / or, the second sub-chamber (2122) is a cuboid chamber.

5. The vehicle body acoustic superstructure noise reduction ventilation frame according to claim 2, characterized in that, Both the first sub-chamber (2121) and the second sub-chamber (2122) are rectangular parallelepiped chambers. The length of the first sub-chamber (2121) ranges from 12mm to 15mm, the width of the first sub-chamber (2121) ranges from 6mm to 8mm, and the depth of the first sub-chamber (2121) ranges from 11mm to 16mm. The length of the second sub-chamber (2122) ranges from 12mm to 15mm, the width of the second sub-chamber (2122) ranges from 2.5mm to 3.5mm, and the depth of the second sub-chamber (2122) ranges from 1mm to 1.5mm.

6. The vehicle body acoustic superstructure noise reduction ventilation frame according to any one of claims 1-5, characterized in that, The orthographic projection of the maximum flow cross section of the pressure relief channel (111) completely coincides with the orthographic projection of the flow cross section of the connecting channel (211).

7. The vehicle body acoustic superstructure noise reduction ventilation frame according to any one of claims 1-5, characterized in that, The acoustic superstructure body (21) is located on the inlet side of the pressure relief channel (111).

8. The vehicle body acoustic superstructure noise reduction ventilation frame according to any one of claims 1-5, characterized in that, The number of the pressure relief channel (111), the blade (12) and the connecting channel (211) are all at least two. At least two pressure relief channels (111), at least two blades (12) and at least two connecting channels (211) are provided in a one-to-one correspondence. At least two acoustic noise reduction cavities (212) are recessed in the inner wall of each connecting channel (211).

9. The vehicle body acoustic superstructure noise reduction ventilation frame according to any one of claims 1-5, characterized in that, The acoustic superstructure body (21) is fixedly connected to a first snap-fit ​​part (22), and the ventilation frame body (11) is fixedly connected to a second snap-fit ​​part (13). The first snap-fit ​​part (22) and the second snap-fit ​​part (13) are snap-fitted together.

10. The vehicle body acoustic superstructure noise reduction ventilation frame according to claim 9, characterized in that, The acoustic superstructure body (21) and the first snap-fit ​​part (22) of the acoustic superstructure (2) are integrally formed; and / or, the ventilation frame body (11) and the second snap-fit ​​part (13) are integrally formed.

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