Automobile

Abstract

The invention discloses an automobile. The automobile comprises a machine cover, a ventilation cover plate and a noise reduction assembly. Specifically, the ventilation cover plate is arranged on the lower side of the machine cover, and a cavity is formed between the machine cover and the ventilation cover plate; and the noise reduction assembly is arranged in the cavity, and the noise reduction assembly is used for blocking the cavity. According to the air conditioner, the noise reduction assembly is arranged in the cavity between the machine cover and the ventilation cover plate so as to block the cavity, and when the cavity below the machine cover is reduced, it means that air flow entering the cavity is also reduced. In this way, vortexes in the cavity can be reduced, energy of a noise source can be reduced, and therefore wind noise can be reduced, the influence on a driver and passengers can be reduced, and high practicability is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile performance optimization, and in particular to an automobile. Background Art

[0002] With the rapid development of new energy vehicles, competition in the automotive industry is becoming increasingly fierce, and consumers are paying more and more attention to the various performance and functions of automobiles. Automobile NVH (Noise, Vibration, Harshness) has become an important performance reference for customers to choose vehicles. With the development of automobile manufacturing technology, the NVH design of automobiles is becoming more and more refined. Near the front windshield of the car, especially the ventilation cover, the turbulence intensity is high and the wind noise generated is relatively strong. This area is close to the front passengers, and the front side windows are weak parts of sound insulation. It is difficult to adopt measures to enhance sound absorption on the glass. Therefore, the wind noise of the ventilation cover has a significant impact on the noise inside the passenger compartment, so the design of the shape of the ventilation cover is very critical.

[0003] In the prior art, such as the patent document "Air Flow Guide" (its publication number: "CN201720103799.6"), there is disclosed an air flow guide, which is arranged on the hood of the vehicle engine to guide the airflow from the hood to the front windshield equipped with a wiper. The air flow guide has: a main body and a guide surface, wherein the main body is fixed on the hood and extends along the width direction of the vehicle; the guide surface is formed on one side of the main body close to the head of the vehicle, and extends upward from the hood to guide the airflow to the front windshield above the wiper.

[0004] Therefore, in the prior art, in order to improve the wind noise at the ventilation cover, the airflow is generally guided onto the front windshield. However, eddy currents are still generated in the cavity between the ventilation cover and the front windshield, and the noise of the eddy currents is still relatively large. Summary of the invention

[0005] In view of the problems existing in the background technology, the purpose of this application is to provide a car to solve the problem in the prior art that when the car is driving, the airflow is guided onto the front windshield, but vortices are still generated in the cavity between the ventilation cover and the front windshield, and the noise of the vortex is still relatively large.

[0006] In order to solve the above technical problems, a technical solution adopted by the present application is: to provide a car, which includes a hood, a ventilation cover plate and a noise reduction component. The ventilation cover plate is arranged on the lower side of the hood, and a cavity is formed between the hood and the ventilation cover plate; the noise reduction component is arranged in the cavity, and the noise reduction component is used to block the cavity.

[0007] In some specific embodiments, the noise reduction assembly is connected to the cover.

[0008] In some specific embodiments, the shape of the upper surface of the noise reduction component is adapted to the shape of the lower surface of the machine cover, so that the upper surface of the noise reduction component fits the lower surface of the machine cover, and there is a gap between the lower surface of the noise reduction component and the upper surface of the ventilation cover.

[0009] In some specific embodiments, the noise reduction component is formed with a receiving cavity, and a surface of the noise reduction component is provided with a plurality of noise reduction holes communicating with the receiving cavity.

[0010] In some specific embodiments, a partition is provided in the accommodating cavity, which separates the noise reduction component into a first noise reduction component and a second noise reduction component, and the first noise reduction component is closer to the opening of the cavity than the second noise reduction component, wherein a first noise reduction hole connected to the accommodating cavity is provided on the surface of the first noise reduction component, and a second noise reduction hole connected to the accommodating cavity is provided on the surface of the second noise reduction component, wherein the aperture of the first noise reduction hole is larger than the aperture of the second noise reduction hole.

[0011] In some specific embodiments, the aperture of the first noise reduction hole ranges from 1 to 3 mm.

[0012] In some specific embodiments, the diameter of the second noise reduction hole is less than 1 mm.

[0013] In some specific embodiments, the depth of the accommodating cavity corresponding to the first noise reduction component is greater than the depth of the accommodating cavity corresponding to the second noise reduction component, wherein the depth direction of the accommodating cavity is the spacing direction of the machine cover and the ventilation cover plate.

[0014] In some specific embodiments, a sound absorbing material is disposed in the accommodating cavity.

[0015] In some specific embodiments, a side of the noise reduction component close to the opening of the cavity is inclined toward the outside of the cavity in a direction from the machine cover to the ventilation cover plate.

[0016] The beneficial effects of the present application are as follows: Different from the prior art, the automobile provided by the present application includes a hood, a ventilation cover and a noise reduction component. Among them, the ventilation cover is arranged on the lower side of the hood, and a cavity is formed between the hood and the ventilation cover. The noise reduction component is arranged in the cavity, and the noise reduction component is used to block the cavity. In the automobile provided by the present application, a noise reduction component is arranged in the cavity formed by the hood and the ventilation cover to block the cavity. In this way, the airflow entering the air can be reduced, so that the eddy current in the cavity can be reduced, thereby reducing the eddy current noise, and it has strong practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 It is a schematic diagram of the structure of a car when no noise reduction component is placed between the hood and the ventilation cover;

[0019] Figure 2 It is a structural schematic diagram of an embodiment of a car provided by the present application;

[0020] Figure 3 It is a structural schematic diagram of another embodiment of a car provided by the present application.

[0021] Description of the drawings: 10. Automobile; 1. Hood; 21. Ventilation cover; 2. Wiper; 3. Front windshield; 5. Front cross beam; 6. Hood sealing strip; 7. First noise reduction component; 701. First noise reduction hole; 8. Second noise reduction component; 801. Second noise reduction hole; 70. Noise reduction component; 101. Cavity; 71. Partition; 9. Sound-absorbing material. DETAILED DESCRIPTION

[0022] The present application is further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only used to illustrate the present application, but are not intended to limit the scope of the present application. Similarly, the following examples are only some embodiments of the present application rather than all embodiments, and all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of the present application.

[0023] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0024] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "install", "set", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or connected through an intermediate medium. For ordinary technicians in this field, the above-mentioned specific meanings belonging to this application can be connected according to specific circumstances.

[0025] In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradicting each other.

[0026] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0027] The cavity at the bottom of the hood of a car is one of the main sources of wind noise on the car. The airflow flowing through the hood separates at its edge and then attaches to the front windshield. Because there is a large cavity at the bottom of the hood, the pressure inside the cavity is low. The cavity will suck the external airflow into the cavity, causing strong pressure pulsation and wind noise in the area where the front windshield is located. Since the sound insulation ability of the front windshield is relatively weak, the airflow pressure pulsation and wind noise outside the car can easily affect the interior of the car. Therefore, the shape of the hood and the cavity at the bottom of the hood are very critical to the wind noise of the whole vehicle. If the shape of the rear edge of the hood is not well designed, it will cause the separation of the airflow at the rear end of the hood, that is, the airflow cannot flow close to the hood, and the airflow will produce vortex sound due to the separation. At the same time, the airflow will be sucked into the cavity at the bottom of the hood, which will generate wind noise and bring a poor riding experience to passengers.

[0028] The present application provides a car, in which a noise reduction component is placed between the hood and the ventilation cover, and the noise reduction component has a dual noise reduction function. Specifically, the noise reduction component can have a specific optimized shape, which can make the airflow at the rear edge of the hood flow more smoothly and make less airflow flow into the cavity of the hood and the wiper cover. Many regular holes can be opened on the noise reduction component, and a special porous sound-absorbing material can also be provided in the noise reduction component, so that the noise reduction component can have the ability to absorb the airflow noise at the bottom edge of the hood. The noise reduction component of the present application has a simple structure, low cost, and good noise reduction effect.

[0029] The types of vehicles in this application may include internal combustion engine vehicles, electric vehicles, hybrid vehicles, plug-in hybrid vehicles, and fuel cell vehicles. Among them, internal combustion engine vehicles refer to vehicles that use gasoline or diesel as fuel. Electric vehicles refer to vehicles that are completely powered by electricity. Hybrid vehicles refer to vehicles that use both internal combustion engines and electric motors as power sources. Plug-in hybrid vehicles refer to vehicles that can be charged externally and can be driven by both electric motors and internal combustion engines. Fuel cell vehicles refer to vehicles that use hydrogen fuel cells as power sources.

[0030] The specific structure of the noise reduction component in the automobile provided by the present application will be introduced in detail below.

[0031] See also Figure 1 As shown, Figure 1 It is a structural diagram of a car when no noise reduction component is placed between the hood and the ventilation cover. The car 10 includes a hood 1, a ventilation cover 21, a wiper shaft 2, a front windshield 3, a wiper cover 4, a front cross beam 5, a hood sealing strip 6, etc.

[0032] The ventilation cover plate 21 is disposed on the lower side of the machine cover 1, and a cavity 101 is formed between the machine cover 1 and the ventilation cover plate 21. Figure 1 As shown, when the car 10 is driving, the airflow will be divided into two directions after passing through the rear edge of the hood 1, and the two directions are: airflow direction A and airflow direction B. Airflow direction A goes along the rear edge of the hood 1 to hit the front windshield 3. Airflow direction B enters the cavity 101 between the hood 1 and the ventilation cover 21. The airflow entering the cavity 101 will swirl and form eddy noise. Because there is a relatively large cavity 101 under the hood 1 of the car 10, when the airflow from the hood 1 flows through the cavity 101, eddy sound of the cavity 101 will be generated. The frequency of the eddy noise is between 500-2000Hz, which is a noise that is easier for the human ear to perceive. Therefore, it has a greater impact on the driver and passengers.

[0033] In this application, if Figure 2 As shown, Figure 2 1 is a schematic diagram of the structure of an embodiment of a car provided by the present application. Specifically, in the present application, a noise reduction component 70 is added between the hood 1 and the ventilation cover plate 21 of the car 10, and the noise reduction component 70 is placed in the cavity 101 between the hood 1 and the ventilation cover plate 21. The noise reduction component 70 is used to block the cavity 101. The cavity 101 between the hood 1 and the ventilation cover plate 21 is reduced, which means that the airflow entering the cavity 101 will also be reduced. In this way, the energy of the noise source can be reduced, which can reduce the energy of the noise source at the first level.

[0034] Furthermore, the upper surface of the noise reduction component 70 is connected to the lower surface of the cover 1 to fix the noise reduction component 70. In other embodiments, a fixing member (not shown) may also be provided in the cavity 101 to mount the noise reduction component 70 on the fixing member.

[0035] Optionally, the upper surface of the noise reduction component 70 is adapted to the shape of the lower surface of the cover 1 so that the upper surface of the noise reduction component 70 fits the lower surface of the cover 1. That is, the upper surface of the noise reduction component 70 is close to the lower surface of the cover 1 to prevent the airflow from flowing into the gap between them and forming a vortex, thereby reducing wind noise. Optionally, the upper surface of the noise reduction component 70 and the lower surface of the cover 1 can be bonded and fixed. In this way, the fixing structure is simple and the assembly of the noise reduction component 70 is simplified. In other embodiments, the upper surface of the noise reduction component 70 can also be welded and fixed to the lower surface of the cover 1. The fixing reliability of this fixing method is high. In other embodiments, the noise reduction component 70 can also be fixed to the lower surface of the cover 1 by means of assembly holes and fasteners. In this way, the noise reduction component 70 and the cover 1 can be detachably connected, so that the assembly and disassembly of the noise reduction component 70 are convenient. The fixing method of the noise reduction component 70 and the cover 1 can be selected according to actual needs and is not specifically limited here.

[0036] There is a gap between the lower surface of the noise reduction component 70 and the upper surface of the ventilation cover plate 21, so that the ventilation cover plate 21 can be ventilated normally. The gap should be designed to be as small as possible, but at least should meet the needs of normal ventilation of the ventilation cover plate 21.

[0037] The side of the noise reduction component 70 close to the opening of the cavity 101 is inclined toward the outside of the cavity 101 in the direction from the hood 1 to the ventilation cover plate 21. That is, the noise reduction component 70 also includes a side surface (not shown in the figure), the side surface connects the upper surface and the lower surface of the noise reduction component 70, the side surface is located at the opening of the cavity 101, and the distance between the side surface and the front windshield 3 gradually decreases in the direction from the upper surface to the lower surface of the noise reduction component 70. That is, the side surface of the noise reduction component 70 is inclined toward the side close to the front windshield 3, so that the airflow can be guided and the airflow entering the cavity 101 can be reduced.

[0038] Although, in the above embodiment, a noise reduction component 70 is added to the cavity 101, part of the airflow still enters the cavity 101 between the ventilation cover plate 21 and the machine cover 1. In order to reduce the noise of the part of the airflow flowing in, the present application further improves the structure of the noise reduction component 70. The further improvement of the noise reduction component 70 in the present application will be described in detail below.

[0039] Specifically, the noise reduction component 70 is formed with a receiving cavity (not shown in the figure), such as Figure 2As shown, a partition 71 is provided in the accommodating cavity, and the partition 71 is used to separate the noise reduction component 70 into a first noise reduction component 7 and a second noise reduction component 8. The second noise reduction component 8 is provided on the side of the first noise reduction component 7 away from the front windshield 3, that is, the second noise reduction component 8 is provided at the front end, and the first noise reduction component 7 is provided at the rear end. The height of the first noise reduction component 7 in the vertical direction is greater than that of the second noise reduction component 8. The first noise reduction component 7 is provided at a position where the depth of the cavity 101 is greater, and the second noise reduction component 8 is provided at a position where the depth of the cavity 101 is less. The depth of the cavity 101 here refers to the width in the spacing direction between the hood 1 and the ventilation cover 21. That is, the average height of the first noise reduction component 7 is greater than the average height of the second noise reduction component 8, and the height here refers to the length along the spacing direction between the hood 1 and the ventilation cover 21.

[0040] Furthermore, if Figure 2 As shown, the surface of the first noise reduction component 7 is provided with a first noise reduction hole 701 connected to the accommodating cavity, and the surface of the second noise reduction component 8 is provided with a second noise reduction hole 801 connected to the accommodating cavity, and the first noise reduction hole 701 and the second noise reduction hole 801 are arranged regularly. Among them, the aperture of the first noise reduction hole 701 is larger than the aperture of the second noise reduction hole 801. Since the first noise reduction component 7 is located at an upper position, the airflow just enters the cavity 101 at this time, and the noise frequency generated is relatively low, generally 500-1000Hz, and the opening (first noise reduction hole 701) of the first noise reduction component 7 is relatively large in size to silence low-frequency noise. The second noise reduction component 8 at a relatively low position in the vertical direction corresponds to a higher noise frequency, and the surface opening (second noise reduction hole 801) of the second noise reduction component 8 is relatively small in size to correspond to a high-frequency noise source. By opening noise reduction holes of different sizes on the surface of the noise reduction component 70, noise sources of different frequencies can be corresponded.

[0041] Further, the aperture of the first noise reduction hole 701 is about 1-3 mm, for example, the aperture of the first noise reduction hole 701 can be 1 mm, 1.5 mm, 2 mm, 2.5 mm or 3 mm, etc., to silence low-frequency noise. The aperture of the second noise reduction hole 801 is less than 1 mm, for example, the aperture of the second noise reduction hole 801 can be 0.9 mm, 0.8 mm, 0.7 mm, 0.6 mm, 0.5 mm, etc., to absorb high-frequency noise.

[0042] The depth of the accommodating cavity corresponding to the first noise reducing member 7 is greater than the depth of the accommodating cavity corresponding to the second noise reducing member 8, wherein the depth direction of the accommodating cavity is the spacing direction between the machine cover 1 and the ventilation cover plate 21. In this way, the first noise reducing member 7 can absorb low-frequency noise, and the second noise reducing member 8 can absorb high-frequency noise. The design principles of the first noise reducing member 7 and the second noise reducing member 8 will be introduced in detail below.

[0043] Each resonant structure has a certain natural frequency, which is determined by the aperture d of the resonant structure, the plate thickness t of the resonant structure, and the depth L of the accommodation cavity formed by the resonant structure. When the frequency of the external sound wave is the same as the natural frequency of the resonant sound absorption, a resonance phenomenon occurs. When the amplitude is the largest, the reciprocating speed of the air column in the aperture is the largest, the friction loss is the largest, and the absorbed sound energy also reaches the maximum value. The formula for calculating the sound frequency absorbed by the resonant structure is as follows:

[0044] f0=c / 2π(P / (t+0.8d)L)0.5

[0045] Wherein: f0 is the frequency of the sound absorbed by the resonant structure; L represents the depth of the accommodation cavity formed by the resonant structure; t is the plate thickness of the resonant structure, d is the aperture diameter d of the small hole of the resonant structure, c is the speed of sound, and P is the perforation rate (perforation area / total area).

[0046] It can be seen that the sound absorption frequency of the resonant structure is inversely proportional to the depth of the accommodation cavity formed by the resonant structure and the aperture of the small hole of the resonant structure. The larger the opening size of the resonant structure, the deeper the depth of the accommodation cavity formed by the resonant structure, and the more low-frequency noise can be absorbed. The smaller the opening size of the resonant structure, the smaller the depth of the accommodation cavity formed by the resonant structure, and the more high-frequency noise can be absorbed.

[0047] Therefore, through the above design, the depth of the accommodating cavity corresponding to the first noise reducing member 7 is greater than the depth of the accommodating cavity corresponding to the second noise reducing member 8, and the size of the first noise reducing hole 701 opened on the first noise reducing member 7 is greater than the size of the second noise reducing hole 801 opened on the second noise reducing member 8, so that the first noise reducing member 7 can absorb low-frequency noise, and the second noise reducing member 8 can absorb high-frequency noise. For the noise that just enters the rear edge of the cover 1, the relatively low-frequency noise is first absorbed, and for the noise that enters the inner side of the cavity 101, the relatively high-frequency noise is absorbed, so that the second level of noise source reduction can be performed.

[0048] Furthermore, if Figure 3 As shown, a sound absorbing material 9 can also be arranged in the accommodation cavity formed by the noise reduction component 70 to further enhance the sound absorption effect. The accommodation cavity is filled with a waterproof and mildew-proof porous sound absorbing material 9, which can further fully absorb the noise entering the noise reduction component 70. This is the third level of noise source reduction.

[0049] The sound absorbing material 9 can be a porous sound absorbing material, wherein the porous sound absorbing material is widely used in the field of acoustics. They absorb sound waves through their unique porous structure, thereby reducing noise. In some specific embodiments, the sound absorbing material 9 can include four categories: organic fiber, inorganic fiber, inorganic foam and foam plastic. Among them, the organic fiber sound absorbing material mainly refers to natural plant fiber and synthetic fiber. Foam plastic sound absorbing material is made of resin as the base material and auxiliary materials such as foaming agent are added, such as polyurethane foam sound absorbing material.

[0050] A first noise reduction hole 701 and a second noise reduction hole 801 are provided on the surface of the noise reduction component 70. The accommodating cavity formed by the noise reduction component 70 acts as a resonance cavity. When the sound wave is transmitted to the noise reduction component 70, the gas in the noise reduction hole reciprocates under the pressure of the sound wave. Through the friction and damping of the aperture wall, part of the sound energy is converted into heat energy and consumed. If the accommodating cavity is filled with sound-absorbing material 9, the sound-absorbing material 9 mainly relies on the spatial structure formed by the porous medium to make the incident sound wave produce viscosity, consume sound energy to achieve the sound absorption effect. Within a certain range, the greater the porosity of the sound-absorbing material 9, the more fluffier it is, and the better the sound absorption effect. The sound-absorbing material 9 in the accommodating cavity can further improve the efficiency of sound absorption and further enhance the noise reduction effect.

[0051] A noise reduction hole is opened on the noise reduction component 70 and an air layer (accommodation cavity) is set behind the plate. If necessary, a porous sound material is added to the accommodation cavity to form a resonant sound absorption structure of the noise reduction component 70. Since there is an air layer behind each opening, each noise reduction component 70 is a parallel Helmholtz resonance cavity. Each Helmholtz resonance cavity is a resonance system composed of mass and spring. The air in the open tube vibrates with the sound wave and is a sound mass element. The pressure in the open tube changes with the expansion and contraction of the air and is a sound compliance element. The pressure in the accommodation cavity vibrates with the sound wave to a certain extent. The vibration and friction of the air on the opening wall will cause sound energy loss due to the effects of viscosity and heat conduction. Its acoustic effect is an acoustic resistance. When the frequency of the incident wave is consistent with the resonant frequency of the system, the air column of the aperture vibrates strongly, and the air in the noise reduction component 70 produces intense vibration and friction, which strengthens the absorption effect, forms an absorption peak, and significantly attenuates the sound energy. If sound absorbing material 9 is placed in the noise reduction component 70 to increase the acoustic resistance, the structural absorption band will be widened. The sound quality and acoustic compliance of the accommodating cavity are increased, and the terminal impedance of the noise reduction hole on the noise reduction component 70 is also increased, which is equivalent to the increase in the effective depth of the accommodating cavity, the effective length of the noise reduction hole is also increased, the resonance frequency moves to the low frequency direction, the sound absorption coefficient is increased, and the sound absorption effect is enhanced.

[0052] In the present application, by adding a noise reduction component 70 under the cover 1, the cavity 101 at the lower edge of the cover 1 is reduced, and the airflow pressure absorbed by the cavity 101 at the lower edge of the cover 1 is reduced, so that after the airflow flows through the cover 1, the airflow entering the cavity 101 is reduced. In this way, the wind noise at the end of the cover 1 can be reduced. Two kinds of noise reduction holes (first noise reduction hole 701 and second noise reduction hole 801) with different apertures are opened on the noise reduction component 70. Because the frequency of the airflow initially entering the cavity 101 of the cover 1 is low, the first noise reduction member 7 for absorbing low-frequency noise is used. The size of the first noise reduction hole 701 on the first noise reduction member 7 is small, targeting low-frequency noise. When the airflow enters the cavity 101, the frequency of the noise generated by the airflow is high-frequency. The second noise reduction member 8 for absorbing high-frequency noise is used. The size of the second noise reduction hole 801 on the second noise reduction member 8 is small, targeting high-frequency noise. In this way, noises of different frequencies can be absorbed. Sound absorbing material 9 can also be added to the accommodating cavity, and the addition of sound absorbing material 9 can further enhance the sound absorbing effect of the noise reduction component 70. In the automobile 10 provided in the present application, a noise reduction component 70 is added, and the noise reduction component 70 has a simple structure, low cost, and simple assembly, and can greatly reduce wind noise and reduce the impact on drivers and passengers, and has strong practicality.

[0053] The above-described implementations do not constitute a limitation on the protection scope of the technical solution. Any modifications, equivalent replacements and improvements made within the spirit and principles of the above-described implementations are included in the protection scope of the technical solution.

Claims

1. A car, characterized in that: The automobile comprises: Engine cover; A ventilation cover plate is arranged on the lower side of the machine cover, and a cavity is formed between the machine cover and the ventilation cover plate; A noise reduction component is disposed in the cavity, and the noise reduction component is used to seal the cavity.

2. The automobile according to claim 1, characterized in that: The noise reduction component is connected to the machine cover.

3. The automobile according to claim 2, characterized in that: The shape of the upper surface of the noise reduction component is adapted to the shape of the lower surface of the cover, so that the upper surface of the noise reduction component is attached to the lower surface of the cover. A gap is formed between the lower surface of the noise reduction component and the upper surface of the ventilation cover plate.

4. The automobile according to claim 1, characterized in that: The noise reduction component is formed with a containing cavity, and a surface of the noise reduction component is provided with a plurality of noise reduction holes communicating with the containing cavity.

5. The automobile according to claim 4, characterized in that: A partition is provided in the accommodating cavity, and the partition separates the noise reduction component into a first noise reduction component and a second noise reduction component. The first noise reduction component is closer to the opening of the cavity than the second noise reduction component. A first noise reduction hole communicating with the accommodating cavity is formed on the surface of the first noise reduction component, and a second noise reduction hole communicating with the accommodating cavity is formed on the surface of the second noise reduction component, wherein the aperture of the first noise reduction hole is larger than the aperture of the second noise reduction hole.

6. The automobile according to claim 5, characterized in that: The aperture of the first noise reduction hole ranges from 1 to 3 mm.

7. The automobile according to claim 5, characterized in that: The aperture of the second noise reduction hole is less than 1 mm.

8. The automobile according to claim 5, characterized in that: The depth of the accommodating cavity corresponding to the first noise reduction component is greater than the depth of the accommodating cavity corresponding to the second noise reduction component, wherein the depth direction of the accommodating cavity is the spacing direction of the machine cover and the ventilation cover plate.

9. The automobile according to claim 4, characterized in that: Sound absorbing material is arranged in the accommodating cavity.

10. The automobile according to claim 3, characterized in that: A side of the noise reduction component close to the opening of the cavity is inclined toward the outside of the cavity in a direction from the machine cover to the ventilation cover plate.

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