Vehicle body structure and railway vehicle

Abstract

The invention relates to the field of railway vehicles, and provides a vehicle body structure and a railway vehicle. The interior trim panel is connected with the vehicle body base plate, a noise reduction part is arranged on the surface, facing the vehicle body base plate, of the interior trim panel, and the noise reduction part is suitable for forming an acoustic black hole structure. The vehicle body structure with the acoustic black hole noise reduction effect is designed, the acoustic black hole and the interior trim panel are designed in an integrated mode, the integrated design of overall sound insulation of the interior trim panel and low-frequency sound insulation of the acoustic black hole is achieved, the low-frequency noise reduction performance of the interior trim panel is improved, and therefore noise in a vehicle is reduced; and a new noise reduction technology aiming at a low-frequency noise reduction main frequency band and single-frequency noise in the noise in the train is provided for the high-speed train.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, and provides a car body structure and a rail vehicle. Background Technology

[0002] The technological development trend of high-speed trains is towards higher speeds and lower in-car noise. To ensure high-speed operation and braking performance, the requirements for vehicle lightweighting are becoming increasingly stringent. However, the increased speed leads to a greater number of noise sources, and in-car noise tends to increase. Furthermore, due to the limitations of lightweighting, in-car noise control cannot be achieved solely by increasing the thickness and weight of components.

[0003] Currently, the noise inside high-speed trains is mainly low-to-mid-frequency noise in the 100-400Hz range. Noise reduction measures that rely on increasing weight have relatively low efficiency in this frequency range. As a crucial sound insulation component, the sidewall section urgently needs improvement in its noise reduction performance to reduce interior noise. Summary of the Invention

[0004] This invention provides a vehicle body structure and a rail vehicle to address one of the deficiencies in related technologies. The invention designs a vehicle body structure with acoustic black hole noise reduction effect and integrates the acoustic black hole with the interior panel, achieving overall sound insulation of the interior panel and integrated design of low-frequency sound insulation of the acoustic black hole. This improves the low-frequency noise reduction performance of the interior panel, thereby reducing in-vehicle noise and providing a new noise reduction technology for high-speed trains targeting the main frequency band and single-frequency noise of low-frequency noise in the in-vehicle noise.

[0005] This invention provides a vehicle body structure, including: Vehicle body base plate; The interior panel is connected to the vehicle body base plate. The surface of the interior panel facing the vehicle body base plate is provided with a noise reduction part, which is adapted to form an acoustic black hole structure.

[0006] According to one embodiment of the present invention, the noise reduction unit includes: The noise reduction panel has a plurality of first grooves on its surface facing the vehicle body base plate, and the cross-sectional area of ​​the first grooves gradually decreases from the vehicle body base plate to the interior panel.

[0007] According to one embodiment of the present invention, a transition surface is provided between two adjacent first grooves, and the transition surface is provided with a first damping portion, which is disposed around the first groove.

[0008] According to one embodiment of the present invention, there is a gap between the edge of the first damping portion and the edge of the first groove.

[0009] According to one embodiment of the present invention, the widths of each transition surface are equal, and the widths of each of the first damping portions are equal.

[0010] According to one embodiment of the present invention, the vertical distance between the sidewall of the first groove and the surface of the noise reduction plate facing the vehicle body substrate decreases in a power function gradient form along the direction from the interior panel to the vehicle body substrate.

[0011] According to one embodiment of the present invention, the interior panel has a plurality of second grooves on the surface facing the vehicle body base plate to form the noise reduction part, and the cross-sectional area of ​​the second grooves gradually decreases from the vehicle body base plate to the interior panel.

[0012] According to one embodiment of the present invention, the second groove is filled with a second damping portion.

[0013] According to one embodiment of the present invention, the vehicle body base plate and the interior panel are connected by a seat, the seat being disposed corresponding to the second damping part and connected to the second damping part.

[0014] The present invention also provides a rail vehicle, including the vehicle body structure described above.

[0015] The vehicle body structure provided by this invention mainly consists of a vehicle body base plate and an interior trim panel. The interior trim panel has a first surface and a second surface. The first surface faces the vehicle floor and is connected to the vehicle body base plate, while the second surface faces the vehicle interior space. A noise reduction unit is disposed on the first surface. The noise reduction unit can be integrated as a separate structure onto the first surface of the interior trim panel, or it can be a self-structure formed by the interior trim panel on the first surface. The noise reduction unit has an acoustic black hole-like noise reduction function.

[0016] When sound waves penetrate the vehicle body substrate, they propagate to the noise reduction section of the interior trim panel, causing the panel to vibrate. The vibration energy propagates within the panel, and the wave speed is related to the panel's thickness. The noise reduction section, designed with an acoustic black hole structure, slows down the sound waves, ultimately trapping them in the central region where the wave speed approaches zero, preventing further propagation or reflection. Based on this, targeting the 100-400Hz low-to-mid-frequency main energy band of in-vehicle noise in high-speed trains, this invention designs a vehicle body structure with acoustic black hole noise reduction effects. The acoustic black hole is integrated with the interior trim panel, achieving overall sound insulation of the interior trim panel and integrated low-to-mid-frequency sound insulation with the acoustic black hole. This improves the low-to-mid-frequency noise reduction performance of the interior trim panel, thereby reducing in-vehicle noise and providing high-speed trains with a new noise reduction technology targeting the main frequency band and single-frequency noise of low-to-mid-frequency in-vehicle noise. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a structural diagram of the vehicle body sidewall and interior wall panel in the prior art; Figure 2 This is a structural diagram of the existing vehicle body floor and interior floor; Figure 3 This is one of the schematic diagrams illustrating the acoustic black hole noise reduction principle of the vehicle body structure provided in the embodiments of the present invention; Figure 4 This is the second schematic diagram illustrating the acoustic black hole noise reduction principle of the vehicle body structure provided in this embodiment of the invention.

[0019] Figure 5 This is the third schematic diagram illustrating the principle of acoustic black hole noise reduction for vehicle body structure provided in this embodiment of the invention; Figure 6 This is a schematic diagram of the vehicle body sidewall and interior wall panel structure provided in the embodiment of the present invention; Figure 7 This is a schematic diagram of the noise reduction plate of the vehicle body structure provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the vehicle body floor and interior floor structure provided in the embodiments of the present invention; Figure 9 This is one of the modal damping ratios of the acoustic black hole interior floor of the vehicle body structure provided in this embodiment of the invention compared to a normal uniform plate; Figure 10 This is the second aspect of the modal damping ratio of the acoustic black hole interior floor of the vehicle body structure provided in this embodiment of the invention compared to a normal uniform plate; Figure 11 This is one of the frequency response curves of the acoustic black hole interior floor of the vehicle body structure provided in this embodiment of the invention compared to a normal uniform board; Figure 12 This is the second frequency response curve of the acoustic black hole interior floor of the vehicle body structure provided in this embodiment of the invention compared to a normal uniform board.

[0020] Figure label: 100. Vehicle body base plate; 110. Vehicle body floor; 120. Vehicle body side wall; 200. Interior trim panel; 210. Noise reduction part; 211. Noise reduction plate; 212. First groove; 213. Second groove; 220. Transition surface; 230. First damping part; 240. Second damping part; 250. Interior trim floor; 260. Interior trim wall panel; 270. First surface; 280. Second surface; 300, base; 310, first support base; 320, second support base. Detailed Implementation

[0021] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0023] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0024] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0025] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0027] like Figures 1 to 8 As shown, the vehicle body structure provided in this embodiment of the invention includes a vehicle body base plate 100 and an interior panel 200, the interior panel 200 being connected to the vehicle body base plate 100; the surface of the interior panel 200 facing the vehicle body base plate 100 is provided with a noise reduction part 210, the noise reduction part 210 being adapted to form an acoustic black hole structure.

[0028] The vehicle body structure of this embodiment mainly consists of a vehicle body base plate 100 and an interior panel 200. The interior panel 200 has a first surface 270 and a second surface 280. The first surface 270 faces the vehicle floor 110 and is connected to the vehicle body base plate 100, while the second surface 280 faces the interior space. A noise reduction unit 210 is provided on the first surface 270. The noise reduction unit 210 can be integrated as a separate structure on the first surface 270 of the interior panel 200, or it can be a self-structure formed by the interior panel 200 on the first surface 270. The noise reduction unit 210 has an acoustic black hole noise reduction function.

[0029] When sound waves penetrate the car body substrate 100, they propagate to the noise reduction section 210 of the interior panel 200, causing the interior panel 200 to vibrate. The vibration energy propagates within the interior panel 200, and the propagation wave speed is related to the thickness of the interior panel 200. The noise reduction section 210, designed with an acoustic black hole structure on the interior panel 200, decelerates the sound waves. Ultimately, the wave speed approaches zero in the central region of the noise reduction section 210, trapping the sound waves and preventing further propagation or reflection. Based on this, targeting the 100~400Hz low-to-mid-frequency main energy band of in-vehicle noise in high-speed trains, this invention designs a car body structure with acoustic black hole noise reduction effect and integrates the acoustic black hole with the interior panel 200. This achieves overall sound insulation of the interior panel 200 and integrated design of acoustic black hole low-to-mid-frequency sound insulation, improving the low-to-mid-frequency noise reduction performance of the interior panel 200, thereby reducing in-vehicle noise and providing high-speed trains with a new noise reduction technology for the main frequency band and single-frequency noise of low-to-mid-frequency in-vehicle noise.

[0030] In this embodiment, when the vehicle body base plate 100 is the vehicle body floor 110, the interior panel 200 is the interior floor 250; when the vehicle body floor 110 is the vehicle body side wall 120, the interior panel 200 is the interior wall panel 260. The noise inside high-speed trains is mainly low-to-mid-frequency noise in the 100-400Hz range. Traditional sound-absorbing cotton, aluminum plates, and wood panels do not significantly improve this frequency band. To further reduce in-vehicle noise, it is necessary to focus on reducing noise in this frequency band. As an important component of vehicle sound insulation, the noise reduction performance of the side wall section needs to be significantly improved.

[0031] like Figure 6 and Figure 7 As shown, according to an embodiment of the present invention, the noise reduction unit 210 includes a noise reduction plate 211. The surface of the noise reduction plate 211 facing the vehicle body base plate 100 is provided with a plurality of first grooves 212. The cross-sectional area of ​​the first grooves 212 gradually decreases from the vehicle body base plate 100 to the interior panel 200.

[0032] In this embodiment, the noise reduction part 210 can be integrated as a separate structure on the first surface 270 of the interior panel 200. That is, a noise reduction plate 211 with a first groove 212 is provided on one side surface as the noise reduction part 210, and the surface where the first groove 212 is located faces the vehicle body base plate 100. The surface without the first groove 212 is connected to the first surface 270 of the interior panel 200.

[0033] The surface of the noise reduction panel 211 is recessed towards the interior trim panel 200 to form a first groove 212. The cross-section of the first groove 212 is perpendicular to the direction from the vehicle floor 110 to the interior trim panel 200, and the first groove 212 is constricted along its concave direction. That is, during the process of concave along the direction from the vehicle floor 100 to the interior trim panel 200, the cross-sectional area gradually decreases, thereby forming a wedge-shaped acoustic black hole structure. The wedge-shaped acoustic black hole structure can effectively concentrate the incident wave energy, thereby achieving the effect of improving the sound insulation performance of the mid-to-low frequency band panel.

[0034] In this embodiment, the shape, size, number, and arrangement of the first groove 212 can be designed according to the actual structure and noise reduction requirements. By setting the structural outline, size, number, and position of the first groove 212, the noise reduction performance of different frequency bands can be tuned. The noise reduction plate 211 can be bonded or mechanically connected to the surface of the interior panel 200. Setting an acoustic black hole structure can effectively concentrate the incident wave energy through its wedge-shaped structure and dissipate it through additional damping at the tip, thereby improving the sound insulation performance of the mid-to-low frequency band panel.

[0035] According to one embodiment of the present invention, a transition surface 220 is provided between two adjacent first grooves 212, and the transition surface 220 is provided with a first damping portion 230, which is disposed around the first groove 212.

[0036] In this embodiment, the surface of the noise reduction plate 211 is recessed to form a plurality of first grooves 212, and a transition surface 220 is formed between adjacent first grooves 212 in the non-recessed position. A first damping part 230 can be laid on the transition surface 220, and the first damping part 230 is continuously formed in a distribution pattern around the first groove 212.

[0037] When sound waves penetrate the vehicle body substrate 100, they propagate to the noise reduction plate 211, causing the plate to vibrate. The vibration energy propagates within the noise reduction plate 211, and the wave speed is related to the thickness of the plate. A first groove 212 is designed on the noise reduction plate 211 to form an acoustic black hole, achieving gradual deceleration of the sound waves. Ultimately, in the central region of the structure, where the thickness approaches zero, the wave speed approaches zero, trapping the sound waves and preventing further propagation or reflection. When the sound wave energy accumulates in the central region of the structure, the first damping part 230 converts the mechanical energy (vibration energy) of the sound waves into heat energy through the internal friction of its damping material, thus completely dissipating the energy.

[0038] The higher the loss factor of the damping material in the first damping section 230, the stronger the energy conversion efficiency and the more significant the noise reduction effect. The loss factor is a parameter that measures the energy dissipation capability.

[0039] According to one embodiment of the present invention, there is a gap between the edge of the first damping portion 230 and the edge of the first groove 212.

[0040] In this embodiment, since the outer edge of each first groove 212 is surrounded by a first damping part 230, it is equivalent to forming an annular first damping part 230 corresponding to the first groove 212 on the transition surface 220. A gap with a certain width is provided between the inner edge of each first damping part 230 and the edge of the first groove 212 it surrounds.

[0041] According to one embodiment of the present invention, the widths of each transition surface 220 are equal, and the widths of each first damping portion 230 are equal.

[0042] In this embodiment, all the first grooves 212 are arranged in an array and are evenly distributed on the surface of the noise reduction plate 211. The spacing between two adjacent first grooves 212 is equal, and the laying width of all the first damping parts 230 is also equal.

[0043] In this embodiment, the first groove 212 has a rectangular cross-sectional shape, and the bottom of the groove is also a rectangular bottom surface. The rectangular surface of the groove opening is much larger than the rectangular surface of the groove bottom, and each rectangular side is parallel to the others. The vertical distance between corresponding rectangular sides is denoted as w. Figure 7 The numbers shown are w1, w2, w3, and w4 in a clockwise direction. The width of the transition surface 220 between two adjacent first grooves 212 is 2d. All transition surfaces 220 combine to form a grid-like structure, which is regularly attached to the first damping part 230 along the longitudinal and transverse directions of the uniform grid-like structure. This is equivalent to the damping width added to each acoustic black hole being equal, denoted as d. damp .

[0044] According to one embodiment of the present invention, the vertical distance between the sidewall of the first groove 212 and the surface of the noise reduction plate 211 toward the vehicle body base plate 100 decreases exponentially along the direction from the interior panel 200 to the vehicle body base plate 100.

[0045] In this embodiment, because low-frequency sound waves have longer wavelengths and are more difficult to be absorbed by traditional materials, the first groove 212, as a structure of a noise reduction black hole, can precisely target and reduce low-frequency or specific frequency sound waves by adjusting gradient parameters, such as the power exponent n and the thickness change rate. That is, the distance between the sidewall of the first groove 212 and the surface of the noise reduction plate 211 decreases exponentially, and the thickness change rate of the noise reduction plate 211.

[0046] When sound waves penetrate the vehicle body substrate 100 and propagate to the noise reduction plate 211, they cause the noise reduction plate 211 to vibrate. The vibration energy propagates within the noise reduction plate 211, and the propagation wave speed is related to the thickness of the noise reduction plate 211. The first groove 212 is designed as an acoustic black hole, and the sound waves are gradually decelerated through changes in thickness gradient. Finally, in the central region of the structure, where the thickness approaches zero, the wave speed approaches zero, and the sound waves are trapped and cannot continue to propagate or be reflected. When the sound wave energy is concentrated at the center of the structure, the first damping part 230 converts the vibration energy of the sound waves into heat energy through internal friction, thereby completely dissipating the energy.

[0047] like Figure 8 As shown, according to an embodiment of the present invention, the interior panel 200 has a plurality of second grooves 213 on the surface facing the vehicle body base plate 100 to form a noise reduction part 210, and the cross-sectional area of ​​the second grooves 213 gradually decreases from the vehicle body base plate 100 to the interior panel 200.

[0048] In this embodiment, the noise reduction unit 210 with acoustic black hole characteristics is not limited to being a separate structure combined with the interior panel 200. Alternatively, the interior panel 200 can be directly used as the basis for setting the acoustic black hole, allowing the interior panel 200 itself to form a noise reduction plate 211 with acoustic black hole characteristics. On the first surface 270 of the interior panel 200, multiple second grooves 213 can be distributed as acoustic black holes according to noise reduction requirements. Integrating the acoustic black hole with the interior panel 200 achieves structural and functional integration, eliminating the need for a separate noise reduction plate 211 as the collective acoustic black hole. This reduces the overall weight of the vehicle structure, decreases installation difficulty, and achieves an integrated design of decorative structure and noise reduction performance.

[0049] The first surface 270 of the interior trim panel 200 is recessed towards the second surface 280 to form a second groove 213. The cross-section of the second groove 213 is perpendicular to the direction from the vehicle floor 110 to the interior trim panel 200, and the second groove 213 is constricted along its concave direction. That is, during the process of concave along the direction from the first surface 270 to the second surface 280, the cross-sectional area gradually decreases, thereby forming a wedge-shaped acoustic black hole structure. The wedge-shaped acoustic black hole structure can effectively concentrate the incident wave energy, thereby improving the sound insulation performance of the mid-to-low frequency band panel.

[0050] In this embodiment, the second groove 213 is a spherical groove with a smooth, concave inner surface. It can be understood that the shape, size, number, and arrangement of the second groove 213 can be designed according to the actual structure and noise reduction requirements. By setting the structural outline, size, number, and position of the second groove 213, the noise reduction performance of different frequency bands can be tuned. The acoustic black hole structure can effectively concentrate incident wave energy through its wedge-shaped structure and dissipate it through additional damping at the tip, thereby improving the sound insulation performance of the mid-to-low frequency band board.

[0051] According to one embodiment of the present invention, the second groove 213 is filled with a second damping portion 240.

[0052] In this embodiment, a second damping part 240 is provided in the second groove 213. The second damping part 240 is flush with the first surface 270 of the interior panel 200 and has no protruding part. This is equivalent to setting a damping structure in the acoustic black hole to increase the attenuation of mid-to-low frequency noise. The present invention combines the second damping part 240 with the interior panel 200 through the second groove 213, which not only ensures the integrity of the acoustic black hole setting structure on the interior panel 200, but also ensures that the overall space occupancy of the vehicle body structure does not change.

[0053] In this embodiment, the vehicle body substrate 100 is the vehicle body floor 110, and the interior panel 200 is the interior floor 250. The interior floor 250 is typically a solid structure with a certain thickness, such as plywood. A second groove 213 for acoustic black holes can be provided on the back of the interior floor 250 to improve the low-frequency sound insulation performance of the interior floor 250 using the principle of acoustic black holes. When sound waves penetrate the vehicle body floor 110 and airborne sound propagates to the interior floor 250, the acoustic black holes formed by the second groove 213 and the second damping part 240 on the interior floor 250 can perform noise reduction processing, achieving sound attenuation, thereby reducing the transmission of sound energy to the interior floor 250, reducing the vibration of the interior floor 250, and thus reducing the noise transmitted into the vehicle.

[0054] The second damping section 240 can be made of rubber elastic material, which can improve the damping performance of the acoustic black hole and further enhance the noise reduction performance.

[0055] According to one embodiment of the present invention, the vehicle body base plate 100 and the interior panel 200 are connected by a seat 300, the seat 300 being disposed corresponding to the second damping part 240 and connected to the second damping part 240.

[0056] In this embodiment, the first surface 270 of the vehicle body base plate 100 and the interior panel 200 are connected by a seat 300. The seat 300 is the connecting component used when the interior panel 200 is installed on the vehicle body base plate 100. The seat 300 is provided corresponding to the second damping part 240. The surface of the second damping part 240 that is flush with the first surface 270 of the interior panel 200 is connected to one end of the seat 300, and the other end of the seat 300 is connected to the vehicle body base plate 100. The present invention combines the second damping part 240 and the interior panel 200 through the second groove 213, and at the same time utilizes the connection relationship between the seat 300 and the second damping part 240 to achieve noise reduction while also achieving floor vibration damping support, thereby achieving simultaneous improvement in sound insulation and vibration damping performance.

[0057] When the vehicle body floor is connected to the interior floor 250, it is connected via a first support 310. The second damping part 240 contacts the first support 310, replacing the rubber vibration damper installed on the interior floor 250 in the prior art, thus saving a separate vibration damping installation structure. Structural noise transmitted from the vehicle body floor 110 is transmitted to the second damping part 240 via the first support 310. Through the principle of elastic vibration isolation, the transmission of structural noise to the interior floor 250 is reduced, the vibration of the interior floor 250 is reduced, and thus the noise entering the vehicle is reduced.

[0058] In this embodiment, the second damping part 240 can be made of rubber elastomer, which simultaneously serves as acoustic black hole damping and noise reduction and floor support rubber vibration isolation.

[0059] In other embodiments, the first surface 270 of the vehicle side wall 120 and the interior wall panel 260 are also connected by a seat 300. The seat 300 is the connecting component used when the interior wall panel 260 is installed on the vehicle side wall 120. In this case, the seat 300 is the second support 320. One end of the second support 320 is connected to the interior wall panel 260, and the other end is connected to the vehicle side wall 120. The position of the second support 320 does not affect the setting of the noise reduction plate 211.

[0060] This invention addresses the noise reduction needs of high-speed train interiors, which are dominated by low-to-mid-frequency noise in the 100-400Hz range. It improves vibration reduction and sound insulation performance in this frequency band by adding an acoustic black hole noise reduction structure to the existing interior panel 200 structure.

[0061] like Figure 9 and Figure 10 The diagram shows a comparison of the modal damping ratios of the acoustic black hole interior floor 250 of this invention and a conventional uniform thin plate structure. The acoustic black hole interior floor 250 of this invention can significantly improve the inherent damping of the structure, with a system damping ratio increase of 5-110 times across the entire frequency band. Overall, the acoustic black hole interior floor 250 can greatly improve the damping characteristics of a conventional uniform thin plate, which has potential benefits for the dissipation of elastic wave energy.

[0062] like Figure 11 and Figure 12The figure shows the frequency response curve of the acoustic black hole interior floor 250 of the present invention compared to that of a conventional uniform plate. Regarding vibration suppression, the acoustic black hole interior floor 250 proposed in this invention exhibits better noise reduction compared to a conventional uniform plate structure. This is because the acoustic black hole interior floor 250 of the present invention, with its arrayed acoustic black hole units, can maximize its acoustic black hole effect and dynamic vibration absorption effect, absorbing the wave energy on the controlled structure. The energy is effectively dissipated through the energy concentration and damping dissipation characteristics of the acoustic black hole structure, fully leveraging the advantages of the acoustic black hole interior floor 250, thus achieving efficient results in structural vibration reduction and noise reduction.

[0063] The rail vehicle provided by the present invention is described below. The vehicle described below can be referred to in correspondence with the car body structure described above.

[0064] This invention also provides a rail vehicle, including the vehicle body structure as described in the above embodiments.

[0065] This invention provides a rail vehicle body structure with an acoustic black hole structure for the interior panel 200 of the rail transit vehicle. This structure specifically improves sound insulation and vibration reduction performance in the target frequency band. The structure, distribution, and other noise reduction parameters of the acoustic black hole can be designed according to the requirements of the noise reduction frequency band. This invention improves the low-frequency sound insulation performance of the interior panel 200 and integrates the sound insulation structure with the interior panel 200 structure, saving noise reduction weight and cost. By incorporating a noise reduction unit 210 into the interior trim panel 200, an acoustic black hole noise reduction function is achieved, rather than an additional acoustic black hole structure, thus saving cost and weight. The rubber elastomer filled in the second groove 213 of the noise reduction unit 210 cooperates with the rigid first support seat 310 on the interior trim panel 200, which can replace the existing rubber vibration damper of the interior floor 250, saving costs while achieving control of airborne and structural noise.

[0066] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle body structure, characterized in that, include: Vehicle body base plate (100); Interior panel (200), the interior panel (200) is connected to the vehicle body base plate (100), the surface of the interior panel (200) facing the vehicle body base plate (100) is provided with a noise reduction part (210), the noise reduction part (210) is adapted to form an acoustic black hole structure.

2. The vehicle body structure according to claim 1, characterized in that, The noise reduction unit (210) includes: The noise reduction plate (211) has a plurality of first grooves (212) on its surface facing the vehicle body base plate (100), and the cross-sectional area of ​​the first grooves (212) gradually decreases from the vehicle body base plate (100) to the interior panel (200).

3. The vehicle body structure according to claim 2, characterized in that, A transition surface (220) is provided between two adjacent first grooves (212), and the transition surface (220) is provided with a first damping part (230), which is arranged around the first groove (212).

4. The vehicle body structure according to claim 3, characterized in that, There is a gap between the edge of the first damping part (230) and the edge of the first groove (212).

5. The vehicle body structure according to claim 4, characterized in that, The widths of each transition surface (220) are equal, and the widths of each of the first damping portions (230) are equal.

6. The vehicle body structure according to any one of claims 2 to 5, characterized in that, The vertical distance between the sidewall of the first groove (212) and the surface of the noise reduction plate (211) facing the vehicle body base plate (100) decreases in a power function gradient form along the direction from the interior panel (200) to the vehicle body base plate (100).

7. The vehicle body structure according to claim 1, characterized in that, The interior panel (200) has a plurality of second grooves (213) on the surface facing the vehicle body base plate (100) to form the noise reduction part (210), and the cross-sectional area of ​​the second grooves (213) gradually decreases from the vehicle body base plate (100) to the interior panel (200).

8. The vehicle body structure according to claim 7, characterized in that, The second groove (213) is filled with a second damping part (240).

9. The vehicle body structure according to claim 8, characterized in that, The vehicle body base plate (100) and the interior panel (200) are connected by a seat (300), which is provided corresponding to the second damping part (240) and connected to the second damping part (240).

10. A rail vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 1 to 9.

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