Automobile body front structure and automobile

Abstract

The invention provides an automobile body front structure and an automobile, the automobile body front structure comprises a front windshield, an A column and front side window glass, the front windshield is arranged on the Y-direction inner side of the A column, and the front side window glass is arranged on the X-direction rear side of the A column; through the structural arrangement of the front windshield, the A column and the front side window glass, an airflow separation area is formed on the A column, and a low-wind-noise structure is arranged on the airflow separation area. According to the invention, the low-wind-noise structure is arranged on the airflow separation area of the column A, the low-wind-noise structure enables the surface of the airflow separation area of the column A to become relatively rough, and compared with a smooth surface, the rough surface can better change airflow movement near a wall surface; the non-smooth surface design transformation is carried out on the airflow separation area of the A column, so that the airflow separation condition in the airflow separation area of the A column can be improved, the airflow separation is further weakened, the wind noise intensity brought by the airflow separation in the airflow separation area of the A column is finally reduced, and the noise pressure on the front side window glass can be weakened.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile noise control, and in particular relates to a vehicle body front structure and an automobile. Background Art

[0002] When driving at high speed (above 100 km / h), wind noise is the main source of medium and high frequency noise in the car. In daily car use, most of the time there is only one driver in the passenger compartment, so wind noise control at the driver's side is more critical. From the perspective of wind noise sources, one of the main sources of wind noise at the driver's side is airflow separation in the A-pillar area, so it is necessary to strengthen wind noise control in the A-pillar area.

[0003] For wind noise control in the A-pillar area, traditional solutions are to reduce the surface difference between the A-pillar and the front windshield or to improve the A-pillar's profile. The technical solution of reducing the surface difference between the A-pillar and the front windshield is often limited by the limitations of the A-pillar sheet metal structure and collision safety. The technical solution of improving the A-pillar's profile is that the more "bulky" the surface is, the better, but sometimes the styling requires edges and sharpness, which will conflict with the styling requirements and make the solution impossible to implement. Summary of the invention

[0004] The invention provides a vehicle body front structure and a vehicle, so as to solve the problem that the existing vehicle body front structure cannot reduce the intensity of wind noise caused by the A-pillar area.

[0005] A vehicle body front structure, comprising a front windshield, an A-pillar and a front side window glass, wherein the front windshield is arranged on the inner side of the A-pillar in the Y direction, and the front side window glass is arranged on the rear side of the A-pillar in the X direction;

[0006] The structural arrangement of the front windshield, the A-pillar and the front side window glass forms an airflow separation area on the A-pillar, and a low wind noise structure is provided on the airflow separation area.

[0007] Preferably, the low wind noise structure comprises a plurality of pits arranged on the airflow separation area.

[0008] Preferably, the arrangement direction of the plurality of pits is consistent with the direction of the near-wall streamline;

[0009] The direction of the near-wall streamline is the direction in which the airflow flows from the front windshield to the front side window glass.

[0010] Preferably, the arrangement direction of the plurality of pits is a direction offset upward along the Y direction of the vehicle body.

[0011] Preferably, an airflow separation line is formed at the intersection of positive and negative airflow pressures in the airflow separation area, and the plurality of pits are evenly distributed on both sides of the airflow separation line.

[0012] Preferably, the plurality of pits are arranged in M ​​rows, the M rows of pits are evenly distributed on both sides of the airflow separation line, each row of pits includes at least three pits, the projections of the M rows of pits along the vehicle X direction overlap each other, and M is an even number.

[0013] Preferably, the cross-sectional shape of the pit is an arc shape.

[0014] Preferably, the depth of the pit is 1 to 3 mm, and the diameter of the circle where the pit meets the surface of the A-pillar is 2 to 6 mm.

[0015] Preferably, the front structure of the vehicle body further includes an exterior rearview mirror, and the exterior rearview mirror is arranged on the outer side of the A-pillar in the Y direction.

[0016] A car comprises the aforementioned front body structure.

[0017] In the present invention, during the driving process of the automobile, the airflow blows directly toward the front windshield relative to the automobile. Due to the large angle change between the front windshield and the front side window glass, there is a great airflow separation on the A-pillar located between the two, that is, an airflow separation area is formed on the A-pillar, and a huge turbulent vortex is formed in the airflow separation area, thereby generating wind noise; in this example, a low wind noise structure is provided on the airflow separation area of ​​the A-pillar, and the low wind noise structure makes the surface of the airflow separation area of ​​the A-pillar relatively rough, and the rough surface can better change the airflow movement near the wall compared with the smooth surface; that is, the airflow separation area of ​​the A-pillar is designed and modified to a non-smooth surface, which can improve the airflow separation situation in the airflow separation area of ​​the A-pillar, thereby reducing the airflow separation, and finally reducing the wind noise intensity caused by the airflow separation in the airflow separation area of ​​the A-pillar, which can weaken the noise pressure on the front side window glass, thereby improving the NVH performance of the whole vehicle.

[0018] The airflow separation area of ​​the A-pillar of a car is the main cause of wind noise. Conventional methods of reducing wind noise on the A-pillar of a car are to change the modeling surface, curvature, or reduce the step difference, etc. This embodiment does not change the face difference or the basic surface, but only starts from the local surface of the A-pillar, and performs a non-smooth surface design modification on the airflow separation area of ​​the A-pillar, thereby reducing airflow separation and ultimately reducing the wind noise caused by the airflow separation of the A-pillar. Figure 4 It is the sound pressure level spectrum at the human ear in the car. The lower the sound pressure level, the lower the wind noise intensity. As can be seen from the figure, compared with the existing solution, the spectrum of this example solution has reduced the sound pressure level and in a long frequency range, and the overall sound pressure level has also been reduced by 0.8dB(A), with a significant noise reduction effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a three-dimensional diagram of the front structure of the vehicle body in the present invention;

[0020] Figure 2 yes Figure 1 The enlarged view of point A in the middle;

[0021] Figure 3 yes Figure 2 The cross-sectional structure diagram at AA in the middle;

[0022] Figure 4 It is the sound pressure level spectrum at the human ear in the car.

[0023] Among them, 1. front windshield; 2. A-pillar; 3. front side window glass; 4. airflow separation area; 5. pit; 6. airflow separation line; 7. exterior rearview mirror. DETAILED DESCRIPTION

[0024] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0025] In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0026] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0027] An embodiment of the present invention provides a vehicle body front structure, referring to Figure 1-3 The front structure of the vehicle body includes a front windshield 1, an A-pillar 2 and a front side window glass 3. The front windshield 1 is arranged on the Y-direction inner side of the A-pillar 2, and the front side window glass 3 is arranged on the X-direction rear side of the A-pillar 2; the front windshield 1 and the front side window glass 3 cooperate to form an airflow separation area 4 on the A-pillar 2, and a low wind noise structure is provided on the airflow separation area 4.

[0028] As an example, a front structure of a vehicle body is introduced, including a front windshield 1, an A-pillar 2 and a front side window glass 3. The front windshield 1 is arranged on the inner side of the A-pillar 2 in the Y direction, and the front side window glass 3 is arranged on the rear side of the A-pillar 2 in the X direction. When the vehicle is driving, the airflow blows directly to the front windshield 1 relative to the vehicle. Due to the large angle change between the front windshield 1 and the front side window glass 3, there is a great airflow separation on the A-pillar 2 located between the two, that is, an airflow separation area 4 is formed on the A-pillar 2, and a huge turbulent vortex is formed in the airflow separation area 4, thereby generating wind noise. In this example, a low wind noise structure is provided on the airflow separation area 4 of the A-pillar, and the low wind noise structure makes the A-pillar The surface of the airflow separation area 4 of the A-pillar 2 becomes relatively rough, and the rough surface can better change the airflow direction compared with the smooth surface; that is, the airflow separation area 4 of the A-pillar 2 is modified by a low wind noise structure design. For example, the low wind noise structure design can be used to make the surface of the airflow separation area 4 of the A-pillar 2 relatively rough, and the rough surface can better change the airflow direction compared with the smooth surface, thereby improving the airflow separation in the airflow separation area 4 of the A-pillar 2, and then reducing the airflow separation, and finally reducing the wind noise intensity caused by the airflow separation in the airflow separation area 4 of the A-pillar 2, which can reduce the noise pressure on the front side window glass 3, thereby improving the NVH performance of the whole vehicle.

[0029] The airflow separation area 4 of the A-pillar 2 of the automobile is the main cause of wind noise. Conventional methods for reducing wind noise in the A-pillar 2 of automobiles are to change the shaped surface, curvature, or reduce the step difference, etc. This embodiment does not change the face difference or the basic surface, but only starts from the local surface of the A-pillar 2, and performs a non-smooth surface design modification on the airflow separation area 4 of the A-pillar 2, thereby reducing airflow separation, and ultimately reducing the wind noise caused by the airflow separation of the A-pillar 2. Figure 4 It is the sound pressure level spectrum at the human ear in the car. The lower the sound pressure level, the lower the wind noise intensity. As can be seen from the figure, compared with the existing solution, the spectrum of this example solution has reduced the sound pressure level and in a long frequency range, and the overall sound pressure level has also been reduced by 0.8dB(A), with a significant noise reduction effect.

[0030] In one embodiment, referring to Figure 1-3 The low wind noise structure includes a plurality of dimples 5 arranged on the airflow separation area 4 .

[0031] As an example, a low wind noise structure is introduced, which includes a plurality of dimples 5 arranged on an airflow separation area 4. The plurality of dimples 5 are arranged on the airflow separation area 4 of the A-pillar 2. The airflow separation area 4 of the A-pillar 2 can be modified by a non-smooth surface design. The low wind noise structure makes the surface of the airflow separation area 4 of the A-pillar 2 relatively rough. Compared with a smooth surface, the rough surface can better change the airflow direction, improve the airflow separation in the airflow separation area 4 of the A-pillar 2, reduce the wind noise intensity caused by the airflow separation in the airflow separation area 4 of the A-pillar 2, thereby reducing the noise pressure of the airflow on the front side window glass 3, thereby improving the NVH performance of the whole vehicle.

[0032] This example innovatively transfers the design concept of the non-smooth surface dimples 5 of a golf ball, and combines it with flow field simulation. Without making major structural changes to the A-pillar 2, the surface of the A-pillar 2 is modified. The non-smooth dimples 5 are formed on the surface of the A-pillar 2, which can greatly reduce the noise generated by the airflow separation of the A-pillar 2. The simulation calculation effect is significant, and it can bring a new and engineering-implementable optimization method for automobile wind noise optimization.

[0033] In one embodiment, referring to Figure 2 and Figure 3 The arrangement direction of the plurality of dimples 5 is consistent with the direction of the near-wall streamline, and the near-wall streamline direction is the direction in which the airflow flows from the front windshield 1 to the front side window glass 3 .

[0034] As an example, during the driving process of the car, the airflow blows directly toward the front windshield 1 relative to the car, and the direction of the airflow from the front windshield 1 to the front side window glass 3 is the direction of the near-wall streamline of the A-pillar 2; the arrangement direction of the plurality of dimples 5 is consistent with the direction of the near-wall streamline, which can prevent the dimples 5 from changing the direction of the airflow and causing turbulence, and avoid the generation of turbulence and additional noise. The dimples 5 are evenly distributed in the airflow separation area 4 on the outer surface of the A-pillar 2, and the design parameters such as the distribution position, direction, number, and interval need to be determined by analyzing the flow field after simulation calculation, and different models may be different.

[0035] In one embodiment, referring to Figure 2 The arrangement direction of the plurality of pits 5 is a direction offset upward along the Y direction of the vehicle body.

[0036] As an example, the general direction of the airflow in the area of ​​the A-pillar 2 of the car is to flow from the front windshield 1 to the front side window glass 3. The precise direction and angle of the airflow direction may vary slightly for different models, but not greatly. The arrangement direction of the multiple pits 5 is the direction of the upward deviation along the Y direction of the vehicle body, which is basically consistent with the direction of the streamline near the wall surface, so that the pits 5 can be prevented from changing the direction of the airflow and causing turbulence, thereby avoiding the generation of turbulence and causing additional noise. In this example, the upward deviation direction along the Y direction of the vehicle body matches the deflection angle of the airflow direction.

[0037] In one embodiment, referring to Figure 2 and Figure 3 An airflow separation line 6 is formed at the intersection of the positive and negative pressures of the airflow in the airflow separation area 4 , and a plurality of pits 5 are evenly distributed on both sides of the airflow separation line 6 .

[0038] As an example, in the airflow separation area 4 of the A-pillar 2, it can be found through simulation calculation that the airflow will flow relatively close to the side of the front windshield 1 on the airflow separation area 4 of the A-pillar 2, but as the pressure gradient continues to accumulate, it will reach a certain critical value and produce airflow separation, which will also produce an obvious airflow separation line 6. The pits 5 are evenly designed on both sides of the airflow separation line 6, which can destroy the airflow separation phenomenon here, so that the airflow changes from laminar flow to turbulent flow (transition), consume part of the fluid energy, and finally reduce the airflow separation, so that the intensity of vortex activity is reduced, and the wind noise intensity is reduced. In this example, the airflow separation line 6 is set at the intersection of the positive and negative pressures of the airflow, and both sides of it are key areas that affect the airflow separation. The best noise reduction effect can be achieved by evenly arranging the pits 5 on both sides. The airflow separation line 6 is generally on the surface of the A-pillar 2, but the airflow separation line 6 of some vehicles is closer to the side of the front windshield 1, and that of some vehicles is closer to the side of the front side window glass 3. Pits 5 are provided on both sides of the airflow separation line 6 to separate the airflow between the front windshield 1 and the airflow separation line 6, and to separate the airflow between the airflow separation line 6 and the front side window glass 3.

[0039] In one embodiment, referring to Figure 2 and Figure 3 , multiple pits 5 are arranged in M ​​rows, the M rows of pits 5 are evenly distributed on both sides of the airflow separation line 6, each row of pits 5 includes at least three pits 5, the projections of the M rows of pits 5 along the vehicle X direction overlap each other, and M is an even number.

[0040] As an example, a plurality of dimples 5 are arranged in M ​​rows, and the M rows of dimples 5 are evenly distributed on both sides of the airflow separation line 6. The evenly designed dimples 5 on both sides of the airflow separation line 6 can destroy the airflow separation phenomenon here, so that the airflow changes from laminar flow to turbulent flow (transition), consumes part of the fluid energy, and finally reduces the airflow separation, reduces the intensity of eddy current activity, and also reduces the intensity of wind noise. In this example, each row of dimples 5 includes at least three dimples 5, and the projections of the M rows of dimples 5 along the X direction of the vehicle overlap with each other, so that the arrangement direction of each row of dimples 5 can be kept consistent, avoiding the disordered airflow separation and generating unnecessary wind noise. M is an even number, and the dimples 5 are designed with different values ​​according to different vehicle models. The noise reduction effect can be calculated by increasing or decreasing the number of dimples 5, thereby ensuring that the noise reduction effect of replacement is achieved.

[0041] In one embodiment, referring to Figure 2 and Figure 3The cross-sectional shape of the pit 5 is an arc shape.

[0042] As an example, it is introduced that the cross-sectional shape of the pit 5 is an arc shape. When destroying the airflow separation phenomenon in the airflow separation area 4 of the A-pillar 2, the hemispherical pit 5 can make the airflow change from laminar flow to turbulent flow (transition), consume part of the fluid energy, and ultimately reduce the airflow separation, reduce the intensity of vortex activity, and thus reduce the intensity of the noise source.

[0043] In one embodiment, referring to Figure 3 The depth of the pit 5 is 1 to 3 mm, and the diameter of the circle where the pit 5 meets the surface of the A-pillar 2 is 2 to 6 mm.

[0044] As an example, it is introduced that the depth of the pit 5 is 1 to 3 mm, and the diameter of the circle where the pit 5 connects with the surface of the A-pillar 2 is 2 to 6 mm. Specifically applied to different models, the noise reduction effect can be calculated by adjusting the size of the pit 5. For example, the depth of the pit 5 can be designed to be 1.5 mm, and the diameter of the circle where the pit 5 connects with the surface of the A-pillar 2 is 3.5 mm. Through simulation calculation, it can be determined that the pit 5 of this size can well destroy the airflow separation phenomenon in the airflow separation area 4 of the A-pillar 2, so that the airflow changes from laminar flow to turbulent flow (transition), consumes part of the fluid energy, and finally reduces the airflow separation, reduces the intensity of the vortex activity, and also reduces the intensity of the noise source.

[0045] In one embodiment, referring to Figure 1 The front structure of the vehicle body also includes an exterior rearview mirror 7, which is arranged on the Y-direction outer side of the A-pillar 2.

[0046] As an example, the front structure of the vehicle body is introduced to also include an exterior rearview mirror 7, which is arranged on the Y-direction outer side of the A-pillar 2. When the vehicle is driving, the airflow blows directly toward the front windshield 1 relative to the vehicle, and the exterior rearview mirror 7 will block the airflow, causing the airflow to flow toward the A-pillar 2, and preventing the airflow from flowing toward the front side window glass 3, thereby reducing the wind noise there. A low wind noise structure is provided on the airflow separation area 4 of the A-pillar, and the low wind noise structure makes the surface of the airflow separation area 4 of the A-pillar 2 relatively rough, and the rough surface can better change the airflow direction compared with the smooth surface; that is, the airflow separation area 4 of the A-pillar 2 is designed and modified with a non-smooth surface, which can improve the airflow separation in the airflow separation area 4 of the A-pillar 2, thereby reducing the airflow separation, and finally reducing the wind noise intensity caused by the airflow separation in the airflow separation area 4 of the A-pillar 2.

[0047] An embodiment of the present invention provides an automobile, including a front vehicle body structure.

[0048] As an example, during the driving of the car, the airflow blows directly toward the front windshield 1 relative to the car. Due to the large angle change between the front windshield 1 and the front side window glass 3, there is a great airflow separation on the A-pillar 2 located between the two, that is, an airflow separation area 4 is formed on the A-pillar 2, and a huge turbulent vortex is formed in the airflow separation area 4, thereby generating wind noise; in this example, a low wind noise structure is provided on the airflow separation area 4 of the A-pillar, and the low wind noise structure makes the surface of the airflow separation area 4 of the A-pillar 2 relatively rough, and the rough surface can better change the near-wall airflow movement compared with the smooth surface; that is, the airflow separation area 4 of the A-pillar 2 is designed and modified to a non-smooth surface, which can improve the airflow separation in the airflow separation area 4 of the A-pillar 2, thereby reducing the airflow separation, and finally reducing the wind noise intensity caused by the airflow separation in the airflow separation area 4 of the A-pillar 2, which can reduce the noise pressure on the front side window glass 3, thereby improving the NVH performance of the whole vehicle.

[0049] The airflow separation area 4 of the A-pillar 2 of the automobile is the main cause of wind noise. Conventional methods for reducing wind noise in the A-pillar 2 of automobiles are to change the shaped surface, curvature, or reduce the step difference, etc. This embodiment does not change the face difference or the basic surface, but only starts from the local surface of the A-pillar 2, and performs a non-smooth surface design modification on the airflow separation area 4 of the A-pillar 2, thereby reducing airflow separation, and ultimately reducing the wind noise caused by the airflow separation of the A-pillar 2. Figure 4 It is the sound pressure level spectrum at the human ear in the car. The lower the sound pressure level, the lower the wind noise intensity. As can be seen from the figure, compared with the existing solution, the spectrum of this example solution has reduced the sound pressure level and in a long frequency range, and the overall sound pressure level has also been reduced by 0.8dB(A), with a significant noise reduction effect.

[0050] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle body front structure, characterized in that: It includes a front windshield, an A-pillar and a front side window glass, wherein the front windshield is arranged on the inner side of the A-pillar in the Y direction, and the front side window glass is arranged on the rear side of the A-pillar in the X direction; The structural arrangement of the front windshield, the A-pillar and the front side window glass forms an airflow separation area on the A-pillar, and a low wind noise structure is provided on the airflow separation area.

2. The vehicle body front structure according to claim 1, characterized in that: The low wind noise structure includes a plurality of dimples disposed on the airflow separation area.

3. The vehicle body front structure according to claim 2, characterized in that: The arrangement direction of the plurality of pits is consistent with the direction of the near-wall streamline; The direction of the near-wall streamline is the direction in which the airflow flows from the front windshield to the front side window glass.

4. The vehicle body front structure according to claim 3, characterized in that: The arrangement direction of the plurality of pits is a direction offset upward along the Y direction of the vehicle body.

5. The vehicle body front structure according to claim 2, characterized in that: An airflow separation line is formed at the intersection of the positive and negative airflow pressures in the airflow separation area, and the plurality of pits are evenly distributed on both sides of the airflow separation line.

6. The vehicle body front structure according to claim 5, characterized in that: The plurality of dimples are arranged in M ​​rows, the M rows of dimples are evenly distributed on both sides of the airflow separation line, each row of dimples includes at least three dimples, the projections of the M rows of dimples along the vehicle X direction overlap each other, and M is an even number.

7. The vehicle body front structure according to claim 2, characterized in that: The cross-sectional shape of the pit is an arc shape.

8. The vehicle body front structure according to claim 7, characterized in that: The depth of the pit is 1 to 3 mm, and the diameter of the circle where the pit meets the surface of the A-pillar is 2 to 6 mm.

9. The vehicle body front structure according to claim 1, characterized in that: The vehicle body front structure also includes an exterior rearview mirror, which is arranged on the Y-direction outer side of the A-pillar.

10. An automobile, characterized in that: The vehicle body front structure comprises any one of claims 1-9.

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