Cab and locomotive

Abstract

The present disclosure provides a cab and a locomotive, the cab comprising a plurality of wall panels and a decorative panel; the plurality of wall panels enclosing an internal space of the cab; the wall panels comprising a first wall panel and a second wall panel, the first wall panel comprising a roof of the cab, and the second wall panel comprising a floor of the cab; an inner side of the first wall panel being sequentially provided with a damping paste layer, a first sound-absorbing material layer, and a first sound insulation panel; an inner side of the second wall panel being sequentially provided with a second sound insulation panel, a second sound-absorbing material layer, and a third sound insulation panel; the decorative panel being provided on an inner side of the wall panel, the decorative panel having an appearance surface facing away from the wall panel, a shape of the appearance surface being designed according to a calculation result of a sound cavity mode of the cab by an acoustic simulation analysis method, so as to reduce a noise resonance of the cab; the decorative panel being provided at least on an inner side of the first sound insulation panel of the roof.

Description

Technical Field

[0001] This disclosure relates to the field of noise control technology for locomotive driver's cabs, and more particularly to a driver's cab and a locomotive. Background Technology

[0002] During locomotive operation, the noise generated by equipment operation and wheel-rail contact severely impacts the working environment inside the driver's cab. Prolonged exposure to high noise levels not only affects the driver's hearing health but can also lead to fatigue and increase driving risks. Current noise control designs for locomotive driver's cabs simply involve adding sound insulation or sound-absorbing materials, which is neither targeted nor efficient. Therefore, developing an effective and systematic noise control method to improve the comfort and safety of locomotive driver's cabs has become a crucial issue urgently needing to be addressed in this field. Summary of the Invention

[0003] A primary objective of this disclosure is to overcome at least one of the deficiencies of the prior art described above, and to provide a driver's cab that can effectively and systematically achieve noise reduction.

[0004] To achieve the above objectives, the present disclosure adopts the following technical solution:

[0005] According to one aspect of this disclosure, a driver's cab is provided, comprising a plurality of wall panels and a decorative panel; the plurality of wall panels enclose an internal space of the driver's cab; the wall panels include a first wall panel and a second wall panel, the first wall panel including a roof of the driver's cab, and the second wall panel including a floor of the driver's cab; a damping slurry layer, a first sound-absorbing material layer, and a first sound insulation board are sequentially disposed on the inner side of the first wall panel; a second sound insulation board, a second sound-absorbing material layer, and a third sound insulation board are sequentially disposed on the inner side of the second wall panel; the decorative panel is disposed on the inner side of the wall panels, the decorative panel having an external surface facing away from the disposed wall panels, the shape of the external surface being designed based on the calculation results of the acoustic cavity modal of the driver's cab using acoustic simulation analysis methods, in order to reduce noise resonance in the driver's cab; the decorative panel is at least disposed on the inner side of the first sound insulation board of the roof.

[0006] According to one embodiment of this disclosure, the first wall panel further includes the rear wall of the driver's cab.

[0007] According to one embodiment of this disclosure, the decorative panel is further disposed inside the first sound insulation panel of the rear wall.

[0008] According to one embodiment of this disclosure, the decorative panel is further disposed inside the third sound insulation panel of the floor.

[0009] According to one embodiment of this disclosure, the wall panel includes a third wall panel, which includes the front wall and side wall of the driver's cab; a third sound-absorbing material layer is disposed on the inner side of the third wall panel.

[0010] According to one embodiment of this disclosure, the decorative panel is further disposed inside the third sound-absorbing material layer of the front wall, and / or the decorative panel is further disposed inside the third sound-absorbing material layer of the side wall.

[0011] According to one embodiment of this disclosure, the acoustic simulation analysis method includes a finite element simulation method for acoustic cavity modes.

[0012] According to one embodiment of this disclosure, the acoustic simulation analysis method is implemented via a Fluent Acoustic module.

[0013] Another primary objective of this disclosure is to overcome at least one of the deficiencies of the prior art described above and to provide a locomotive employing the aforementioned driver's cab.

[0014] To achieve the above objectives, the present disclosure adopts the following technical solution:

[0015] According to another aspect of this disclosure, a locomotive is provided, which includes the driver's cab proposed in this disclosure and described in the above embodiments.

[0016] According to one embodiment of this disclosure, the locomotive further includes: a wheelset assembly disposed below the floor of the driver's cab; and / or, a machine room disposed outside the rear wall of the driver's cab; and / or, a horn disposed outside the roof of the driver's cab.

[0017] As can be seen from the above technical solutions, the advantages and positive effects of the driver's cab and locomotive proposed in this disclosure are as follows:

[0018] The driver's cab disclosed herein includes multiple wall panels and decorative panels; the multiple wall panels enclose the internal space of the driver's cab; the wall panels include a first wall panel and a second wall panel, the first wall panel including the roof of the driver's cab, and the second wall panel including the floor of the driver's cab; a damping slurry layer, a first sound-absorbing material layer, and a first sound insulation board are sequentially disposed on the inner side of the first wall panel; a second sound insulation board, a second sound-absorbing material layer, and a third sound insulation board are sequentially disposed on the inner side of the second wall panel; the decorative panels are disposed on the inner side of the wall panels, and the decorative panels have an external surface facing away from the wall panels, the shape of which is designed based on the calculation results of the acoustic cavity modal of the driver's cab using acoustic simulation analysis methods, in order to reduce noise resonance in the driver's cab; the decorative panels are disposed at least on the inner side of the first sound insulation board of the roof. Through the above design, this disclosure adopts a multi-layered composite structure of damping slurry, sound-absorbing materials, and sound insulation panels for the driver's cab roof, and a multi-layered composite structure of sound insulation panels, sound-absorbing materials, and sound insulation panels for the driver's cab floor. This achieves sound absorption and sound insulation functions for the roof and floor, significantly improving the driver's cab's control over noise from outside the roof and floor. Furthermore, this disclosure incorporates decorative panels designed based on acoustic cavity modes on the inner side of the wall panels, optimizing and improving the acoustic cavity modes of the driver's cab, thereby optimizing the acoustic environment. By selectively applying the above methods to decorative panels installed at different locations on the driver's cab wall panels, a scientific and efficient noise control effect can be achieved, which is beneficial to improving the comfort and safety of the locomotive driver's cab. Attached Figure Description

[0019] The various objectives, features, and advantages of this disclosure will become more apparent from the following detailed description of preferred embodiments of the disclosure taken in conjunction with the accompanying drawings. The drawings are merely illustrative illustrations of the disclosure and are not necessarily drawn to scale. In the drawings, the same reference numerals always denote the same or similar parts. Wherein:

[0020] Figure 1 This is a perspective view of the driver's cab according to an exemplary embodiment;

[0021] Figure 2 yes Figure 1 The front view of the driver's cab is shown.

[0022] Figure 3 yes Figure 1 A three-dimensional schematic diagram of part of the driver's cab structure is shown;

[0023] Figure 4 This is a three-dimensional schematic diagram of the layers of the first wall panel;

[0024] Figure 5 This is a three-dimensional schematic diagram of the layers of the third wall panel;

[0025] Figure 6 This is a three-dimensional schematic diagram of the layers of the second wall panel.

[0026] The annotations in the attached figures are explained as follows:

[0027] 100. Decorative panels;

[0028] 110. Appearance and surface;

[0029] 201. Rear wall;

[0030] 202. Top cover;

[0031] 203. Front wall;

[0032] 204. Side walls;

[0033] 205. Floor;

[0034] 210. First wall panel;

[0035] 211. Damping grout layer;

[0036] 212. First sound-absorbing material layer;

[0037] 213. First soundproofing panel;

[0038] 220. Third wall panel;

[0039] 221. Third sound-absorbing material layer;

[0040] 230. Second wall panel;

[0041] 231. Second sound insulation panel;

[0042] 232. Second sound-absorbing material layer;

[0043] 233. Third soundproofing panel. Detailed Implementation

[0044] Typical embodiments embodying the features and advantages of this disclosure will be described in detail in the following description. It should be understood that this disclosure can have various variations in different embodiments without departing from the scope of this disclosure, and the descriptions and drawings therein are illustrative in nature and not intended to limit this disclosure.

[0045] In the following description of various exemplary embodiments of this disclosure, reference is made to the accompanying drawings, which form part of this disclosure, and which illustrate by way of example different exemplary structures, systems, and steps that can implement various aspects of this disclosure. It should be understood that other specific embodiments of the components, structures, exemplary devices, systems, and steps may be used, and structural and functional modifications may be made without departing from the scope of this disclosure. Furthermore, while the terms “above,” “between,” “within,” etc., may be used in this specification to describe different exemplary features and elements of this disclosure, these terms are used herein only for convenience, such as the orientation according to the examples described in the accompanying drawings. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of the structure to fall within the scope of this disclosure.

[0046] See Figure 1 This illustration represents a perspective view of the driver's cab proposed in this disclosure, specifically showing a portion of the structure in perspective to reveal the internal structure of the driver's cab. In this exemplary embodiment, the driver's cab proposed in this disclosure is described using a locomotive applicable to complex environments such as high altitudes, continuous long slopes, wide temperature ranges, and strong ultraviolet radiation as an example. Those skilled in the art will readily understand that various modifications, additions, substitutions, deletions, or other changes can be made to the specific embodiments described below to apply the relevant designs of this disclosure to the design of driver's cabs of other types of locomotives; these changes remain within the scope of the principles of the driver's cab proposed in this disclosure.

[0047] See also Figures 2 to 6 , Figure 2 The image shows a representative front view of the driver's cab; Figure 3 The diagram shows a representative three-dimensional representation of part of the structure of the driver's cab, specifically with part of the structure of the rear wall 201 hidden to show the internal structure of the driver's cab; Figure 4 The diagram shows a representative three-dimensional view of the layered structure of the first wall panel 210; Figure 5 The diagram shows a representative three-dimensional representation of the layered structure of the third wall panel 220. Figure 6 The diagram shows a representative layered perspective view of the second wall panel 230. The structure, connection methods, and functional relationships of the main components of the driver's cab as presented in this disclosure will be described in detail below with reference to the aforementioned figures.

[0048] like Figures 1 to 3As shown, in one embodiment of this disclosure, the driver's cab includes multiple wall panels and a decorative panel 100. The multiple wall panels enclose the internal space of the driver's cab. These wall panels include, for example, the rear wall 201, roof 202, front wall 203, side walls 204, and floor 205 of the driver's cab. The wall panels include a first wall panel 210 and a second wall panel 230. The first wall panel 210 includes the roof 202 of the driver's cab, and the second wall panel 230 includes the floor 205 of the driver's cab. A damping slurry layer 211, a first sound-absorbing material layer 212, and a first sound-insulating panel 213 are sequentially disposed on the inner side of the first wall panel 210. That is, the damping slurry layer 211 is disposed on the inner side of the outer steel plate of the roof 202, the first sound-absorbing material layer 212 is disposed on the inner side of the damping slurry layer 211, and the first sound-insulating panel 213 is disposed on the inner side of the damping slurry layer 211. In other words, on the inner side of the top cover 202, the top cover 202 (e.g., the outer steel plate), the first sound insulation plate 213, the damping slurry layer 211 between them, and the first sound-absorbing material layer 212 together form a sandwich structure. Sound transmitted into the driver's cab from the outside of the top cover 202 vibrates and dissipates within this sandwich structure. On the inner side of the second wall panel 230, a second sound insulation plate 231, a second sound-absorbing material layer 232, and a third sound insulation plate 233 are sequentially arranged. That is, the second sound insulation plate 231 is disposed on the inner side of the outer steel plate of the floor 205, the second sound-absorbing material layer 232 is disposed on the inner side of the second sound insulation plate 231, and the third sound insulation plate 233 is disposed on the inner side of the second sound-absorbing material layer 232. In other words, on the inner side of the floor 205, the second sound insulation plate 231, the third sound insulation plate 233, and the second sound-absorbing material layer 232 between them together form a sandwich structure. Sound transmitted into the driver's cab from the outside of the floor 205 vibrates and dissipates within this sandwich structure. Based on this, the decorative panel 100 is disposed on the inner side of the wall panel, and further, the decorative panel is disposed at least on the inner side of the first sound insulation panel 213 of the top cover 202. The decorative panel 100 has an external surface 110 facing away from the disposed wall panel. The shape of the external surface 110 is designed based on the calculation results of the acoustic cavity mode of the driver's cab using acoustic simulation analysis methods, so as to reduce noise resonance in the driver's cab. Through the above design, this disclosure adopts a multi-layer composite structure of damping slurry, sound-absorbing material, and sound insulation panel for the top cover 202 of the driver's cab, and adopts a multi-layer composite structure of sound insulation panel, sound-absorbing material, and sound insulation panel for the floor 205 of the driver's cab, thereby realizing the sound absorption and sound insulation functions of the top cover 202 and the floor 205, and significantly improving the control effect of the driver's cab on noise from the outside of the top cover 202 and the floor 205. Based on this, the present disclosure provides a decorative panel 100 designed based on the acoustic cavity mode on the inner side of the wall panel to optimize and improve the acoustic cavity mode of the driver's cab, thereby optimizing the acoustic environment of the driver's cab. By selectively applying the above method to the decorative panels 100 installed at different wall panel positions in the driver's cab, a scientific and efficient noise control effect can be achieved, which is conducive to improving the comfort and safety of the locomotive driver's cab.

[0049] Specifically, this disclosure reduces noise transmission via vibration through the top cover 202 by combining the damping slurry layer 211 with the top cover 202 (e.g., the outer steel plate of the top cover 202), reduces the reverberation effect of transmitted noise through the top cover 202 by the first sound-absorbing material layer 212, and enhances the sound insulation effect of the top cover 202 by the first sound insulation plate 213, particularly achieving the above-mentioned noise control effect between the driver's cab and the speakers (e.g., high and low frequency speakers) on the outside of the top cover 202. Furthermore, this disclosure reduces the reverberation effect of transmitted noise from the floor 205 by the second sound-absorbing material layer 232, and enhances the sound insulation effect of the floor 205 by the second sound insulation plate 231 and the third sound insulation plate 233, particularly achieving the above-mentioned noise control effect between the driver's cab and the wheelset assembly below the floor 205, effectively isolating wheel and rail noise from below the floor 205.

[0050] In one embodiment of this disclosure, the decorative panel 100 may also be disposed inside the second wall panel 230, that is, the decorative panel 100 is disposed inside the third sound insulation panel 233 of the floor 205. Through the above design, while improving the driver's cab's control over noise from outside the floor 205, this disclosure can utilize the decorative panel 100 disposed inside the floor 205 to optimize and improve the acoustic modality of the driver's cab, thereby further optimizing the acoustic environment of the driver's cab.

[0051] In one embodiment of this disclosure, the second sound-absorbing material layer 232 can be a porous sandwich layer, specifically, for example, a honeycomb panel or a honeycomb composite layer.

[0052] like Figure 4 As shown, in one embodiment of this disclosure, the first wall panel 210 may further include a rear wall 201 of the driver's cab. Specifically, a damping slurry layer 211, a first sound-absorbing material layer 212, and a first sound insulation panel 213 are sequentially disposed on the inner side of the rear wall 201. That is, the damping slurry layer 211 is disposed on the inner side of the outer steel plate of the rear wall 201. In other words, on the inner side of the rear wall 201, the rear wall 201 (e.g., the outer steel plate), the first sound insulation panel 213, and the damping slurry layer 211 and the first sound-absorbing material layer 212 between them together form a sandwich structure, in which sound transmitted into the driver's cab from the outside of the rear wall 201 is oscillated and dissipated. Through the above design, this disclosure adopts a multi-layer composite structure of damping slurry, sound-absorbing material, and sound insulation panel for the rear wall 201 of the driver's cab, thereby achieving the sound absorption and sound insulation functions of the rear wall 201, and significantly improving the control effect of the driver's cab on noise from the outside of the rear wall 201 (e.g., the machine room).

[0053] Based on the design of the first wall panel 210 including the rear wall 201, in one embodiment of this disclosure, the decorative panel 100 can also be disposed inside the first sound insulation panel 213 of the rear wall 201. Through the above design, while improving the control effect of the driver's cab on noise from outside the rear wall 201, this disclosure can utilize the decorative panel 100 disposed inside the rear wall 201 to optimize and improve the acoustic cavity mode of the driver's cab, thereby further optimizing the acoustic environment of the driver's cab.

[0054] like Figure 5 As shown, in one embodiment of this disclosure, the wall panel may further include a third wall panel 220, which may include the front wall 203 of the driver's cab. A third sound-absorbing material layer 221 may be disposed on the inner side of the third wall panel 220. That is, the third sound-absorbing material layer 221 is disposed on the inner side of the front wall 203, for example, the third sound-absorbing material layer 221 is disposed on the inner side of the outer steel plate of the front wall 203. Through the above design, this disclosure can reduce the reverberation effect of transmitted noise from the front wall 203 by using the third sound-absorbing material layer 221, thereby significantly improving the driver's cab's control effect on noise from outside the front wall 203.

[0055] In one embodiment of this disclosure, the decorative panel 100 may also be disposed on the inner side of the third wall panel 220, that is, the decorative panel 100 is also disposed on the inner side of the third sound-absorbing material layer 221 of the front wall 203. Through the above design, while improving the control effect of the driver's cab on noise from the outside of the front wall 203, this disclosure can utilize the decorative panel 100 disposed on the inner side of the front wall 203 to optimize and improve the acoustic cavity mode of the driver's cab, thereby further optimizing the acoustic environment of the driver's cab.

[0056] like Figure 5 As shown, based on the design that the wall panel also includes a third wall panel 220 and a third sound-absorbing material layer 221 is provided on the inner side of the third wall panel 220, in one embodiment of this disclosure, the third wall panel 220 may further include the side walls 204 of the driver's cab (e.g., the side walls 204 on the left and right sides). That is, the third sound-absorbing material layer 221 is provided on the inner side of the side wall 204, for example, the third sound-absorbing material layer 221 is provided on the inner side of the outer steel plate of the side wall 204. Through the above design, this disclosure can reduce the reverberation effect of transmitted noise from the side wall 204 by means of the third sound-absorbing material layer 221, thereby significantly improving the control effect of the driver's cab on noise from the outside of the front wall 203.

[0057] In one embodiment of this disclosure, the decorative panel 100 may also be disposed on the inner side of the third wall panel 220, that is, the decorative panel 100 is also disposed on the inner side of the third sound-absorbing material layer 221 of the side wall 204. Through the above design, while improving the control effect of the driver's cab on noise from the outside of the side wall 204, this disclosure can utilize the decorative panel 100 disposed on the inner side of the side wall 204 to optimize and improve the acoustic cavity mode of the driver's cab, thereby further optimizing the acoustic environment of the driver's cab.

[0058] It should be noted that, in various possible implementations conforming to the design concept of the driver's cab proposed in this disclosure, the decorative panel 100 is at least disposed on the inner side of the wall panel (first wall panel 210) serving as the top cover 202. Furthermore, when the decorative panel 100 is also disposed on the inner side of other wall panels, it can be understood that multiple decorative panels 100 are disposed on the inner sides of different wall panels, or that different portions of at least one decorative panel 100 are disposed on the inner sides of different wall panels.

[0059] As mentioned above, since noise entering the driver's cab from all directions will repeatedly bounce and reverberate within the driver's cab space, this disclosure can effectively reduce the amplification of noise by using the first sound-absorbing material layer 212, the third sound-absorbing material layer 221, and the first sound-absorbing material layer 212. Furthermore, the second sound-absorbing materials provided on the front wall 203 and the side wall 204 can also reduce noise reflection.

[0060] In one embodiment of this disclosure, the shape design of the outer surface 110 of the decorative panel 100 can be implemented using the following method: The acoustic cavity mode of the driver's cab is calculated using acoustic simulation analysis. The shape of the decorative panel 100 is designed based on the acoustic cavity mode calculation results. The shape of the decorative panel 100 includes the shape of its outer surface 110 facing away from the wall panel it is installed on, so that the decorative panel 100 can reduce noise resonance in the driver's cab when installed on the wall panel. Through the above design, this disclosure designs the decorative panel 100 based on the acoustic cavity mode, thereby optimizing and improving the acoustic cavity mode of the driver's cab, thus optimizing the acoustic environment of the driver's cab. By selectively applying the above method to the decorative panels 100 installed at different wall panel locations in the driver's cab, a scientific and efficient noise control effect can be achieved, which is beneficial to improving the comfort and safety of the locomotive driver's cab.

[0061] In one embodiment of this disclosure, the acoustic simulation analysis method described above may include a finite element simulation method for acoustic cavity modes.

[0062] In one embodiment of this disclosure, the above-described acoustic simulation analysis method can be implemented via the Fluent Acoustic module.

[0063] In one embodiment of this disclosure, the average noise level of the driver's cab proposed in this disclosure is less than or equal to 70 dB. To verify the effectiveness of the noise control method for the locomotive driver's cab proposed in this disclosure, the applicant applied this noise control method to the design of the driver's cab of a certain type of locomotive, and designed the shape of the exterior surface of the decorative panels accordingly. The resulting driver's cab achieved an average noise level of 66 dB in noise testing, far below the industry standard requirement of 78 dB.

[0064] Specifically, in the aforementioned verification experiment, the acoustic cavity modes of the driver's cab were calculated based on the Fluent Acoustic module, and the appearance surface 110 of the decorative panel 100 was redesigned according to the calculation results. The acoustic cavity modes of the driver's cab were altered by changing the shape of the decorative panel 100. Tests of the noise levels before and after optimization of the driver's cab showed that the noise level of the acoustic cavity modes of the driver's cab was significantly reduced after optimization using the noise control method proposed in this disclosure. As shown in Table 1, the operating frequency of the locomotive machinery is approximately 50Hz. Before optimization, the noise in the driver's cab was prone to resonance, with frequencies of 48.97Hz and 113.5Hz in the longitudinal and lateral first-order acoustic cavity mode shapes, respectively. After optimization, the frequency in the longitudinal first-order acoustic cavity mode shape decreased to 35.6Hz, and the frequency in the lateral first-order acoustic cavity mode shape increased to 134Hz. Based on this control, the noise control method proposed in this disclosure significantly reduced the noise level and alleviated the problem of noise-induced resonance.

[0065]

[0066] Table 1 Comparison of driver's cab acoustic cavity modes before and after optimized design of decorative panels

[0067] It should be noted that the driver's cab shown in the accompanying drawings and described in this specification are merely a few examples among many driver's cabs from which the principles of this disclosure can be applied. It should be clearly understood that the principles of this disclosure are by no means limited to any detail or component of the driver's cab shown in the accompanying drawings or described in this specification.

[0068] Based on the above detailed description of several exemplary embodiments of the driver's cab proposed in this disclosure, an exemplary embodiment of the locomotive proposed in this disclosure will be described below.

[0069] In one embodiment of this disclosure, the locomotive proposed in this disclosure includes the driver's cab proposed in this disclosure and described in detail in the above embodiments.

[0070] In one embodiment of this disclosure, the locomotive further includes a wheelset assembly disposed below the floor of the driver's cab. Accordingly, this disclosure employs the aforementioned optimized design of the decorative panels based on acoustic cavity modes, which can reduce the noise impact of the wheelset assembly on the driver's cab (e.g., wheel-rail noise).

[0071] In one embodiment of this disclosure, the locomotive further includes a machinery compartment located on the outer side of the rear wall of the driver's cab. Accordingly, this disclosure employs the aforementioned optimized design of the decorative panels based on acoustic cavity modes, which can reduce the noise impact of the machinery compartment on the driver's cab.

[0072] In one embodiment of this disclosure, the locomotive also includes a horn (e.g., a high-frequency and a low-frequency horn) disposed on the outside of the roof of the driver's cab (i.e., the top of the driver's cab). Accordingly, this disclosure employs the above-described optimized design of the decorative panel based on acoustic cavity modes, which can reduce the noise impact of the horn on the driver's cab.

[0073] It should be noted that the locomotives shown in the accompanying drawings and described in this specification are merely a few examples among many locomotives from which the principles of this disclosure can be applied. It should be clearly understood that the principles of this disclosure are by no means limited to any detail or component of the locomotives shown in the accompanying drawings or described in this specification.

[0074] In summary, the driver's cab proposed in this disclosure includes multiple wall panels and a decorative panel 100; the multiple wall panels enclose the internal space of the driver's cab; the wall panels include a first wall panel 210 and a second wall panel 230, the first wall panel 210 includes the roof 202 of the driver's cab, and the second wall panel 230 includes the floor 205 of the driver's cab; a damping slurry layer 211, a first sound-absorbing material layer 212, and a first sound insulation board 213 are sequentially arranged on the inner side of the first wall panel 210; a second sound insulation board 231, a second sound-absorbing material layer 232, and a third sound insulation board 233 are sequentially arranged on the inner side of the second wall panel 230; the decorative panel 100 is disposed on the inner side of the wall panels, and the decorative panel 100 has an external surface 110 facing away from the wall panels, the shape of the external surface 110 is designed based on the calculation results of the acoustic cavity modality of the driver's cab using acoustic simulation analysis methods, so as to reduce the noise resonance of the driver's cab; the decorative panel 100 is at least disposed on the inner side of the first sound insulation board 213 of the roof 202. Through the above design, this disclosure adopts a multi-layer composite structure of damping slurry, sound-absorbing material, and sound insulation board for the driver's cab roof 202, and a multi-layer composite structure of sound insulation board, sound-absorbing material, and sound insulation board for the driver's cab floor 205. This achieves sound absorption and sound insulation functions for the roof 202 and floor 205, significantly improving the driver's cab's control over noise from outside the roof 202 and floor 205. Furthermore, this disclosure provides decorative panels 100 designed based on acoustic cavity modes on the inner side of the wall panels, optimizing and improving the acoustic cavity modes of the driver's cab, thereby optimizing the acoustic environment of the driver's cab. By selectively applying the above methods to the decorative panels 100 installed at different locations on the driver's cab wall panels, a scientific and efficient noise control effect can be achieved, which is beneficial to improving the comfort and safety of the locomotive driver's cab.

[0075] Specifically, in some embodiments of this disclosure, the optimized design of the decorative panel based on acoustic cavity modes is combined with the design of noise reduction structures such as vibration reduction, sound insulation, and sound absorption to propose a systematic and efficient noise reduction method for locomotive driver's cabs. Driver's cabs designed using this method can effectively reduce noise levels, improve environmental comfort, and ensure driver health and driving safety. Specifically, the damping slurry layer used in the above embodiments can reduce the vibration transmission of noise, the sound insulation materials (e.g., the first sound insulation panel, the second sound insulation panel, and the third sound insulation panel) can reduce noise transmission, and the sound absorption materials (e.g., the first sound absorption material layer, the third sound absorption material layer, and the second sound absorption material layer) can reduce the reverberation effect of transmitted noise. The sound insulation effect is enhanced through the above-mentioned design combination structure, and the acoustic environment of the driver's cab is improved by optimizing the acoustic cavity modes. By selectively applying the above methods to different parts of the driver's cab, a scientific and efficient noise control effect is achieved.

[0076] The exemplary embodiments of the driver's cab and locomotive proposed in this disclosure have been described and / or illustrated in detail above. However, the embodiments of this disclosure are not limited to the specific embodiments described herein; rather, components and / or steps of each embodiment may be used independently and separately from other components and / or steps described herein. Each component and / or step of one embodiment may also be used in combination with other components and / or steps of other embodiments. In describing the elements / components / etc. described and / or illustrated herein, the terms "a," "an," and "the above" are used to indicate the presence of one or more elements / components / etc. The terms "comprising," "including," and "having" are used to indicate an open-ended inclusion and to mean that additional elements / components / etc. may exist in addition to the listed elements / components / etc. Furthermore, the terms "first" and "second," etc., in the claims and specification are used only as illustrative marks and are not intended to limit the numerical scope of the subject matter.

[0077] Although the driver's cab and locomotive of this disclosure have been described with respect to different specific embodiments, those skilled in the art will recognize that modifications may be made to the implementation of this disclosure within the spirit and scope of the claims.

Claims

1. A driver's cab, characterized in that, include: Multiple wall panels enclose the interior space of the driver's cab. Each wall panel includes a first wall panel and a second wall panel. The first wall panel includes the roof of the driver's cab, and the second wall panel includes the floor of the driver's cab. The inner side of the first wall panel is sequentially provided with a damping slurry layer, a first sound-absorbing material layer, and a first sound-insulating panel, forming a sandwich structure. This allows sound transmitted into the driver's cab from the outside of the roof to vibrate and dissipate within the sandwich structure, thereby controlling noise transmission between the driver's cab and the speakers on the outside of the roof. The inner side of the second wall panel is sequentially provided with a second sound-insulating panel, a second sound-absorbing material layer, and a third sound-insulating panel, forming a sandwich structure. This allows sound transmitted into the driver's cab from the outside of the floor to vibrate and dissipate within the sandwich structure, thereby isolating wheel and rail noise from below the floor. A decorative panel is disposed on the inner side of the wall panel. The decorative panel has an outer surface facing away from the wall panel. The shape of the outer surface is designed based on the calculation results of the acoustic cavity modes of the driver's cab using acoustic simulation analysis methods, so as to deviate from the main frequencies of external locomotive noise, thereby reducing noise resonance in the driver's cab. The decorative panel is disposed at least on the inner side of the first sound insulation panel of the top cover. The acoustic simulation analysis method includes a finite element simulation method for the acoustic cavity modes of the driver's cab. The first wall panel further includes the rear wall of the driver's cab; the wall panel includes a third wall panel, which includes the front wall and side wall of the driver's cab; a third sound-absorbing material layer is provided on the inner side of the third wall panel; and the decorative panel is also provided on the inner side of the first sound insulation panel of the rear wall, the inner side of the third sound insulation panel of the floor, the inner side of the third sound-absorbing material layer of the front wall, and the inner side of the third sound-absorbing material layer of the side wall.

2. The driver's cab according to claim 1, characterized in that, The acoustic simulation analysis method is implemented via the FluentAcoustic module.

3. A locomotive, characterized in that, Includes the driver's cab as described in any one of claims 1 to 2.

4. The locomotive according to claim 3, characterized in that, Also includes: A wheelset assembly disposed beneath the floor of the driver's cab; and / or A machine room, located on the outer side of the rear wall of the driver's cab; and / or A horn is located on the outside of the roof of the driver's cab.

Images