A noise-reducing car carpet and its manufacturing method

Abstract

This invention relates to the field of automotive parts technology, and specifically to a noise-reducing automotive carpet and its manufacturing method. The carpet includes an embedded groove and a recessed structure spaced apart. A raised structure is provided on the bottom surface of the surface layer. A damping block is disposed within the embedded groove, with gaps between the damping block and the side and bottom walls of the groove. Foaming material from a foam layer fills these gaps, allowing the damping block to suspend within the embedded groove through the foaming material in the gaps. Mechanical locking replaces interlayer bonding to improve connection reliability, and the relative displacement generated by the suspended damping block dissipates low-frequency vibrations to enhance noise reduction performance. The manufacturing method of this noise-reducing automotive carpet, by laying a bottom layer felt, placing the damping block, laying the foaming material, covering the surface layer, molding and hot pressing, and cooling and shaping, allows the carpet body to achieve a reliable connection between the surface layer and the bottom layer felt without relying on adhesives. Furthermore, the relative displacement of the damping block through the foaming material in the gaps dissipates low-frequency vibration energy.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and in particular to a noise-reducing automotive carpet and its manufacturing method. Background Technology

[0002] Car carpets are an important component of automotive interiors. Lay over the car floor, they not only cover the vehicle floor and wiring harnesses, but also significantly impact the insulation of external noise, absorption of interior vibrations, and improvement of the vehicle's NVH (noise, vibration, and harshness) performance. With the increasing demands for automotive comfort, the noise reduction performance of car carpets has become a key indicator in vehicle development.

[0003] In existing technologies, automotive carpets are typically made of multi-layered materials bonded together in a planar manner or through hot pressing. The connection between the bottom felt, foam layer, and finish layer mainly relies on adhesives, molten film, or needle punching processes. This type of planar laminated structure has the following shortcomings: Firstly, the interlayer interfaces are dense planes, and sound waves, when passing through different material layers, experience strong interface reflections and structural coupling due to acoustic impedance mismatch. The planar laminated structure lacks gradient sound absorption and sound insulation matching for different frequency bands of sound waves, resulting in limited broadband noise reduction performance. Secondly, the interlayer connection strength mainly depends on the bonded area. Under long-term foot traffic and vibration, the adhesive layer is prone to aging and cracking, causing interlayer delamination and insufficient connection reliability.

[0004] The noise reduction mechanism of automotive carpets mainly includes sound absorption (porous materials dissipate sound energy) and sound insulation (mass law blocks sound transmission). Existing planar layered structures lack synergistic matching between the sound absorption and sound insulation frequency bands, especially in the 100-500Hz low-frequency road noise suppression range. To further improve noise reduction performance, some existing technologies embed support blocks or fill the foam layer with noise-reducing particles. However, these solid components and the foam matrix are mostly in full-contact embedding or full-fill contact, lacking elastic gaps between the solid components and the matrix. This prevents the dissipation of low-frequency vibration energy through relative displacement between the solid components and the foam material, resulting in poor suppression of low-frequency noise transmitted from the vehicle floor. Furthermore, existing technologies often lay asphalt or rubber damping sheets on the sheet metal surface of the vehicle floor to suppress sheet metal vibration, but this method is external damping and cannot be integrated into the carpet, increasing the overall vehicle weight and processing steps.

[0005] Furthermore, existing production methods often involve preparing the base layer felt, foam layer, and finishing layer separately, and then laminating them together by applying adhesive or hot pressing. This process makes it difficult to simultaneously achieve interlayer mechanical interlocking and the construction of the internal suspension damping structure in a single molding process, resulting in cumbersome procedures and difficulty in simultaneously achieving interlayer mechanical locking and foam molding. Summary of the Invention

[0006] The purpose of this invention is to provide a noise-reducing car carpet and its manufacturing method, which aims to solve the problems of insufficient interlayer connection reliability and poor low-frequency noise reduction performance in noise-reducing car carpets.

[0007] To solve the above-mentioned technical problems, a noise-reducing automotive carpet is provided, comprising: a carpet body and a damping block, wherein the carpet body is laid on the car floor; the carpet body includes a base felt, a foam layer, and a finishing layer, wherein the base felt, the foam layer, and the finishing layer are stacked sequentially from the inside to the outside along the thickness direction of the carpet body; the top surface of the base felt has embedded grooves and recessed structures, the embedded grooves and recessed structures are spaced apart, and both the embedded grooves and recessed structures extend along the thickness direction of the base felt; the bottom surface of the finishing layer has a raised structure, the raised structure extends along the thickness direction of the finishing layer, passes through the foam layer, and fits into the recessed structure; the damping block is disposed in the embedded groove, and there are gaps between the damping block and the sidewalls and bottom walls of the embedded groove; wherein, the foam material of the foam layer fills the gaps, the damping block is suspended in the embedded groove through the foam material in the gaps, and the raised structure and the recessed structure fit together to form a mechanical lock.

[0008] Furthermore, the opening diameter of the burial trench is smaller than the bottom wall diameter of the burial trench.

[0009] Furthermore, the density of the damping block is greater than the density of the foam layer, and the damping block is a rubber block.

[0010] Furthermore, the groove structure includes a first groove and a second groove, the first groove and the second groove extending sequentially along the top surface of the bottom felt towards the side near the car floor, and the groove opening area of ​​the first groove is larger than the groove opening area of ​​the second groove; the protrusion structure includes an extension section and a protrusion end, the extension section passing through the foam layer; the diameter of the protrusion end is larger than the diameter of the extension section, and the protrusion end is engaged with the transition surface formed between the first groove and the second groove.

[0011] Furthermore, there are multiple protruding structures, multiple groove structures, and multiple embedded grooves. The multiple protruding structures are spaced apart along the decorative layer. The multiple groove structures are respectively fitted into the corresponding protruding structures, and the multiple groove structures are spaced apart from the multiple embedded grooves.

[0012] Furthermore, the damping block is cylindrical in shape, and the axis of the damping block coincides with the axis of the embedded groove.

[0013] In another aspect, the present invention provides a method for producing a noise-reducing automotive carpet, applicable to the aforementioned noise-reducing automotive carpet, characterized by comprising the following steps:

[0014] S1. Lay the bottom layer felt, place the blank of the bottom layer felt into the mold, and the side of the bottom layer felt blank away from the car floor has the embedded groove and the groove structure.

[0015] S2. Place the damping block in the embedment groove so that the gap is formed between the damping block and the side wall and bottom wall of the embedment groove.

[0016] S3. Laying foam material: Laying foam mixture on the side of the bottom felt blank away from the car floor.

[0017] S4. Cover the decorative layer by covering the foamed mixture with the blank of the decorative layer, so that the protruding structure on the side of the decorative layer blank closest to the car floor is aligned with the groove structure.

[0018] S5. Mold closing and hot pressing: The mold is closed and hot pressed. High pressure is used to make the protruding structure embed into the groove to form a mechanical lock. Then the pressure is reduced to make the foamed mixture expand and fill the gap. The temperature difference in different parts of the mold is controlled so that the foamed layer forms a density gradient in the thickness direction.

[0019] S6. Cooling and shaping: After the hot-pressed blank is cooled and shaped, it is cut into shape.

[0020] Furthermore, the mold closing hot pressing includes a high-pressure locking stage and a low-pressure foaming stage. In the high-pressure locking stage, the mold pressure is controlled to force the protruding end of the protruding structure into the second groove and lock it at the transition surface to form a mechanical lock. In the low-pressure foaming stage, the mold pressure is reduced to allow the foaming mixture to expand and fill the gap between the damping block and the embedded groove, so that the damping block is suspended.

[0021] Furthermore, during the low-pressure foaming stage, the temperature of the upper mold is controlled to be higher than that of the lower mold, so that the foamed layer forms a density gradient in the thickness direction, with the density on the side closer to the bottom felt being greater than the density on the side closer to the finishing layer.

[0022] Furthermore, during the cooling and setting stage, the mold is kept closed until the foam layer solidifies and sets, thereby fixing the density gradient.

[0023] Implementing the embodiments of the present invention will have the following beneficial effects:

[0024] 1. In this embodiment, the noise-reducing car carpet is laid on the car floor. The carpet body includes a base felt, a foam layer, and a finish layer. The base felt, foam layer, and finish layer are stacked sequentially from the inside to the outside along the thickness direction of the carpet body. The top surface of the base felt has embedded grooves and recessed structures, which are spaced apart and extend along the thickness direction of the base felt. The bottom surface of the finish layer has raised structures that extend along the thickness direction of the finish layer and pass through the foam layer and the recessed structures. The damping block is embedded in the groove, and there are gaps between the damping block and the side wall and bottom wall of the groove. The foam material of the foam layer fills the gaps, and the damping block is suspended in the groove through the foam material in the gaps. The protruding structure and the groove structure are interlocked to form a mechanical lock. The mechanical lock is used to replace the interlayer bonding to improve the connection reliability. The relative displacement generated by the suspension of the damping block dissipates low-frequency vibration to improve the noise reduction performance, overcoming the problems of insufficient interlayer connection reliability and poor low-frequency noise reduction performance of noise-reducing car carpets.

[0025] 2. A method for producing a noise-reducing car carpet in this embodiment involves laying a base layer felt. The base layer felt blank is placed into a mold. The side of the base layer felt blank away from the car floor has embedded grooves and recesses. Damping blocks are placed in the embedded grooves, creating gaps between the damping blocks and the side and bottom walls of the grooves. Foaming material is then laid on the side of the base layer felt blank away from the car floor. A finishing layer is then covered, with the finishing layer blank placed on top of the foaming material. The raised structures on the side of the finishing layer blank closest to the car floor are aligned with the recesses. The mold is then closed and hot-pressed, using high pressure to embed the raised structures. The groove forms a mechanical lock, and the pressure is reduced to allow the foamed mixture to expand and fill the gap. The temperature difference in different parts of the mold is controlled to create a density gradient in the thickness direction of the foamed layer. After cooling and shaping, the hot-pressed blank is cooled and shaped before being cut into shape. Thus, the interlayer mechanical lock and the damping block suspension structure are formed simultaneously in one molding process. This allows the carpet body to achieve a reliable connection between the surface layer and the bottom felt without the need for adhesives. The damping block generates relative displacement through the foamed material in the gap to dissipate low-frequency vibration energy. This overcomes the problem in existing production methods of simultaneously achieving interlayer mechanical interlocking and internal suspension damping structure construction in one molding process. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present 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 only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of the noise-reducing car carpet according to an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the carpet body according to an embodiment of the present invention;

[0029] Figure 3 for Figure 2 A magnified view of a section at point A in the middle;

[0030] Figure 4 for Figure 2 A magnified view of a section at point B in the middle;

[0031] Figure 5 A comparison curve of low-frequency insertion loss in a noise reduction performance comparison experiment;

[0032] Figure 6 A bar chart comparing the interlayer peel strength pull-out test results;

[0033] Figure 7 This is a flowchart illustrating the steps involved in creating a noise-reducing car carpet according to an embodiment of the present invention.

[0034] Among them: 100, noise-reducing car carpet; 110, carpet body; 111, bottom layer felt; 1111, embedded groove; 1112, groove structure; 11121, first groove; 11122, second groove; 112, foam layer; 113, finishing layer; 1131, raised structure; 11311, extension section; 11312, raised end; 120, damping block. Detailed Implementation

[0035] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Preferred embodiments of the invention are shown in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a thorough and complete understanding of the disclosure of the invention.

[0036] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0038] Please refer to Figures 1-6 This invention provides a noise-reducing car carpet 100. The noise-reducing car carpet 100 includes a carpet body 110 and a damping block 120. The carpet body 110 is laid on the car floor. The carpet body 110 includes a bottom felt 111, a foam layer 112, and a finishing layer 113. The bottom felt 111, foam layer 112, and finishing layer 113 are stacked sequentially from the inside to the outside along the thickness direction of the carpet body 110. The top surface of the bottom felt 111 is provided with embedded grooves 1111 and recessed structures 1112. The embedded grooves 1111 and recessed structures 1112 are spaced apart, and the embedded grooves 1111 and recessed structures 1112 are connected. All components 1112 extend along the thickness direction of the bottom layer 111; the bottom surface of the finishing layer 113 is provided with a raised structure 1131, which extends along the thickness direction of the finishing layer 113 and passes through the foam layer 112 to fit into the groove structure 1112; the damping block 120 is disposed in the embedded groove 1111, and there are gaps between the damping block 120 and the side wall and bottom wall of the embedded groove 1111; wherein, the foam material of the foam layer 112 fills the gaps, and the damping block 120 is suspended in the embedded groove 1111 through the foam material in the gaps, and the raised structure 1131 and the groove structure 1112 fit together to form a mechanical lock. In specific applications, the bottom layer 111 is laid on the car floor, and the finishing layer 113 faces upward for passengers to step on. A foam layer 112 fills the space between the base felt 111 and the finishing layer 113. The foam material encapsulates the damping block 120 within the gaps of the embedded groove 1111, preventing the damping block 120 from directly contacting the side and bottom walls of the embedded groove 1111. When the finishing layer 113 bears a foot load, the load is transferred through the raised structure 1131 to the recessed structure 1112, and then dispersed to the car floor via the base felt 111. Simultaneously, the foam layer 112 deforms under pressure in the thickness direction, the foam material within the gaps absorbs vibration energy, and the damping block 120 undergoes a slight displacement within the embedded groove 1111, further dissipating vibration. Please refer to [reference needed]. Figure 5 The dissipation effect of the above-mentioned suspended damping structure on low-frequency vibration can be verified by experimental data. In the low-frequency range of 100-500Hz, the average insertion loss of carpets with suspended damping structure is improved compared with traditional flat plywood carpets, and the low-frequency noise reduction performance is significantly enhanced.

[0039] In one possible implementation, the opening diameter of the embedment groove 1111 is smaller than the bottom wall diameter of the embedment groove 1111. Specifically, the sidewall of the embedment groove 1111 slopes and expands from the opening towards the bottom wall, forming a cavity that is narrower at the top and wider at the bottom. A damping block 120 is placed within the cavity, and a wedge-shaped gap is formed between the circumferential side of the damping block 120 and the sloped sidewall. Foamed material fills the wedge-shaped gap, forming a neck at the opening. When the damping block 120 is displaced within the embedment groove 1111, the foamed material at the neck undergoes shear deformation, preventing the damping block 120 from detaching from the embedment groove 1111.

[0040] In one possible implementation, the density of the damping block 120 is greater than that of the foam layer 112, and the damping block 120 is a rubber block. In specific applications, the mass of the rubber block is concentrated in the lower middle part of the embedment groove 1111. When the foam layer 112 is subjected to vibration excitation, the rubber block lags behind the movement of the bottom felt 111 due to inertia, resulting in a relative displacement between the rubber block and the embedment groove 1111. This relative displacement causes the foam material within the gap to undergo alternating compression and stretching, converting vibration energy into heat energy. It should be noted that, because the density of the damping block 120 is greater than that of the foam layer 112, the mass effect of the damping block 120 causes its inertial response to lag behind that of the foam matrix; the foam material within the gap provides elastic recovery and damping energy dissipation during the relative displacement process, allowing vibration energy to be converted into heat energy through the internal friction of the foam material, thereby enhancing the dissipation effect of low-frequency vibration.

[0041] In one possible implementation, the groove structure 1112 includes a first groove 11121 and a second groove 11122, which extend sequentially along the top surface of the bottom felt 111 towards the side near the vehicle floor. The groove area of ​​the first groove 11121 is larger than that of the second groove 11122. The protrusion structure 1131 includes an extension section 11311 and a protruding end 11312, with the extension section 11311 passing through the foam layer 112. The diameter of the protruding end 11312 is larger than that of the extension section 11311, and the protruding end 11312 is engaged with the transition surface formed between the first groove 11121 and the second groove 11122. In a specific application, the extension section 11311 extends downward from the bottom surface of the finishing layer 113, passing through the thickness direction of the foam layer 112. The protruding end 11312 is located at the end of the extension section 11311. A first gap is left between the circumferential side of the protruding end 11312 and the side wall of the first groove 11121, and a second gap is left between the bottom surface of the protruding end 11312 and the bottom wall of the second groove 11122. Foamed material fills the first and second gaps. When the finishing layer 113 is subjected to a horizontal shear force, the protruding end 11312 abuts against the transition surface, preventing the finishing layer 113 from sliding relative to the bottom felt 111; when the finishing layer 113 is subjected to a vertical tensile force, the protruding end 11312 is stopped by the transition surface, preventing the finishing layer 113 from separating from the bottom felt 111. Please refer to... Figure 6 The reliability of the interlayer connection of the aforementioned mechanical locking structure can be verified by experimental data. Under normal temperature conditions, the interlayer peel strength of carpets using the mechanical locking structure of this application is significantly improved compared with traditional adhesive bonding. After damp heat aging and vibration aging, the peel strength of traditional adhesive bonding has decreased and there is a risk of interlayer peeling, while the mechanical locking structure still maintains a certain connection strength, with a large improvement and significantly better long-term reliability than traditional adhesive bonding.

[0042] In one possible implementation, multiple protrusions 1131, grooves 1112, and embedded grooves 1111 are provided. Multiple protrusions 1131 are spaced apart along the finishing layer 113; multiple grooves 1112 are respectively fitted into corresponding protrusions 1131, and multiple grooves 1112 are spaced apart from multiple embedded grooves 1111. In specific applications, the protrusions 1131 are evenly distributed along the edge and central areas of the finishing layer 113. The grooves 1112 correspond one-to-one with the protrusions 1131, and the embedded grooves 1111 are located between adjacent grooves 1112. The finishing layer 113 forms a multi-point mechanical lock with the underlying felt 111 through the multiple protrusions 1131. The damping blocks 120 within each embedded groove 1111 are independently suspended, absorbing local vibrations.

[0043] In one possible implementation, the damping block 120 is cylindrical, and its axis coincides with the axis of the embedment groove 1111. Specifically, an annular gap is formed between the circumferential side of the cylinder and the sidewall of the embedment groove 1111; the width of the annular gap is uniformly distributed circumferentially; foamed material is uniformly filled within the annular gap, keeping the damping block 120 centered within the embedment groove 1111. When the bottom felt 111 is subjected to vibration from the car floor, the vibration is transmitted along the bottom felt 111 to the embedment groove 1111, and the foamed material within the annular gap is uniformly compressed circumferentially by the damping block 120, causing the damping block 120 to undergo a slight translation along its axial direction.

[0044] Please refer to Figure 7 and combined Figures 1-6 This invention provides a method for producing a noise-reducing car carpet 100, applicable to the aforementioned noise-reducing car carpet 100, characterized by comprising the following steps:

[0045] S1. Lay the bottom layer felt 111. Place the blank of the bottom layer felt 111 into the mold. The side of the blank of the bottom layer felt 111 away from the car floor has a groove 1111 and a groove structure 1112.

[0046] S2. Place the damping block 120 in the embedment groove 1111, so that a gap is formed between the damping block 120 and the side wall and bottom wall of the embedment groove 1111.

[0047] S3. Lay foam material: Lay foam mixture on the side of the bottom felt 111 blank that is away from the car floor.

[0048] S4. Cover the trim layer 113, cover the trim layer 113 blank on top of the foamed mixture, and align the protruding structure 1131 on the side of the trim layer 113 blank closest to the car floor with the groove structure 1112.

[0049] S5. Mold closing and hot pressing: The mold is closed and hot pressed. High pressure is used to make the protruding structure 1131 embedded in the groove to form a mechanical lock. Then the pressure is reduced to make the foamed mixture expand and fill the gap. The temperature difference of different parts of the mold is controlled so that the foamed layer 112 forms a density gradient in the thickness direction.

[0050] S6. Cooling and Shaping: After the hot-pressed blank is cooled and shaped, it is cut into shape. In specific applications, the blank of the bottom layer felt 111 is placed in the lower mold, with the opening of the embedded groove 1111 facing upwards. The damping block 120 is placed in the embedded groove 1111, with the top surface of the damping block 120 lower than the top surface of the bottom layer felt 111. The foamed mixture is laid on the top surface of the bottom layer felt 111, covering the embedded groove 1111 and the groove structure 1112. The blank of the finishing layer 113 covers the foamed mixture, and the protruding structure 1131 is inserted into the foamed mixture and aligned with the groove structure 1112. When the mold is closed, the upper mold presses down on the blank of the finishing layer 113, and the protruding structure 1131 penetrates the foamed mixture and enters the groove structure 1112.

[0051] In one possible implementation, the mold-closing hot pressing includes a high-pressure locking stage and a low-pressure foaming stage. In the high-pressure locking stage, the mold pressure is controlled to force the protruding end 11312 of the protruding structure 1131 into the second groove 11122 and lock it at the transition surface to form a mechanical lock. In the low-pressure foaming stage, the mold pressure is reduced to allow the foamed mixture to expand and fill the gap between the damping block 120 and the embedded groove 1111, so that the damping block 120 is suspended. In a specific application, in the high-pressure locking stage, the mold pressure forces the finishing layer 113 blank and the bottom felt 111 blank closer together, the foamed mixture is compressed, and the protruding end 11312 deforms under pressure and is squeezed into the second groove 11122. After the bottom surface of the protruding end 11312 passes over the transition surface, it rebounds and locks itself below the transition surface. During the low-pressure foaming stage, the mold pressure decreases, causing the compressed foamed mixture to expand. The expanded foamed mixture flows into the embedding groove 1111, enveloping the damping block 120 and filling the gaps. The damping block 120 is supported by the foamed material and suspended in the middle of the embedding groove 1111. Please refer to [reference needed]. Figure 5 and Figure 6 The carpets prepared using the above-mentioned two-stage mold-forming hot pressing process have significant improvements over traditional plywood carpets in both low-frequency noise reduction performance and interlayer bonding reliability.

[0052] In one possible implementation, during the low-pressure foaming stage, the temperature of the upper mold is controlled to be higher than that of the lower mold, creating a density gradient in the thickness direction of the foamed layer 112, with the density near the bottom felt 111 being greater than that near the finishing layer 113. In specific applications, the temperature of the upper mold is higher than that of the lower mold. The side of the foamed mixture near the upper mold receives more heat, resulting in a higher foaming ratio and a lower density area; the side of the foamed mixture near the lower mold receives less heat, resulting in a lower foaming ratio and a higher density area. The higher density area is near the bottom felt 111, providing support and rigidity; the lower density area is near the finishing layer 113, providing a soft feel underfoot. Please refer to [reference needed]. Figure 5 The aforementioned density gradient structure, together with the suspension damping structure and mechanical locking structure, works synergistically to give the noise-reducing car carpet 100 excellent noise reduction performance over a wide frequency range.

[0053] In one possible implementation, during the cooling and shaping stage, the mold is kept closed until the foam layer 112 solidifies and sets, thus fixing the density gradient. In specific applications, the mold is allowed to cool naturally or is circulated with a cooling medium while closed; the foam layer 112 gradually solidifies under the constraint of the mold, and the density gradient is fixed; the solidified foam layer 112 forms an integral structure with the bottom felt 111 and the finishing layer 113; after the mold is opened, the carpet body 110 retains the shape formed by the mold.

[0054] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A noise-reducing car carpet, characterized in that, include: A carpet body is laid on a car floor. The carpet body includes a base felt, a foam layer, and a finish layer, which are stacked sequentially from the inside to the outside along the thickness direction of the carpet body. The top surface of the base felt has embedded grooves and recessed structures, which are spaced apart and extend along the thickness direction of the base felt. The bottom surface of the finish layer has a raised structure that extends along the thickness direction of the finish layer and passes through the foam layer to fit into the recessed structure. A damping block is disposed in the burial trench, and there are gaps between the damping block and the side wall and bottom wall of the burial trench. The foaming material of the foam layer fills the gap, the damping block is suspended in the embedded groove through the foaming material in the gap, and the protruding structure and the groove structure are fitted together to form a mechanical lock.

2. The noise-reducing car carpet according to claim 1, characterized in that, The opening diameter of the burial trench is smaller than the bottom wall diameter of the burial trench.

3. The noise-reducing car carpet according to claim 2, characterized in that, The density of the damping block is greater than the density of the foam layer, and the damping block is a rubber block.

4. The noise-reducing car carpet according to claim 2, characterized in that, The groove structure includes a first groove and a second groove, which extend sequentially along the top surface of the bottom felt towards the side close to the car floor. The groove opening area of ​​the first groove is larger than that of the second groove. The protrusion structure includes an extension section and a protrusion end. The extension section passes through the foam layer. The diameter of the protrusion end is larger than that of the extension section, and the protrusion end is engaged with the transition surface formed between the first groove and the second groove.

5. A noise-reducing car carpet according to claim 4, characterized in that, The number of protruding structures, groove structures, and embedded grooves are all multiple, with multiple protruding structures spaced apart along the finishing layer; multiple groove structures are respectively fitted into the corresponding protruding structures, and multiple groove structures are spaced apart from multiple embedded grooves.

6. A noise-reducing car carpet according to claim 5, characterized in that, The damping block is cylindrical in shape, and the axis of the damping block coincides with the axis of the embedded groove.

7. A method for producing a noise-reducing automotive carpet, applied to the noise-reducing automotive carpet as described in any one of claims 1-6, characterized in that, Includes the following steps: S1. Lay the bottom layer felt, place the blank of the bottom layer felt into the mold, and the side of the bottom layer felt blank away from the car floor has the embedded groove and the groove structure. S2. Place the damping block in the embedment groove so that the gap is formed between the damping block and the side wall and bottom wall of the embedment groove. S3. Laying foam material: Laying foam mixture on the side of the bottom felt blank away from the car floor. S4. Cover the decorative layer by covering the foamed mixture with the blank of the decorative layer, so that the protruding structure on the side of the decorative layer blank closest to the car floor is aligned with the groove structure. S5. Mold closing and hot pressing: The mold is closed and hot pressed. High pressure is used to make the protruding structure embed into the groove to form a mechanical lock. Then the pressure is reduced to make the foamed mixture expand and fill the gap. The temperature difference in different parts of the mold is controlled so that the foamed layer forms a density gradient in the thickness direction. S6. Cooling and shaping: After the hot-pressed blank is cooled and shaped, it is cut into shape.

8. The method for producing noise-reducing automotive carpets according to claim 7, characterized in that, The mold closing hot pressing includes a high-pressure locking stage and a low-pressure foaming stage. In the high-pressure locking stage, the mold pressure is controlled to force the protruding end of the protruding structure into the second groove and lock it at the transition surface to form a mechanical lock. In the low-pressure foaming stage, the mold pressure is reduced to allow the foaming mixture to expand and fill the gap between the damping block and the embedded groove, so that the damping block is suspended.

9. The method for producing noise-reducing automotive carpets according to claim 8, characterized in that, During the low-pressure foaming stage, the temperature of the upper mold is controlled to be higher than that of the lower mold, so that the foamed layer forms a density gradient in the thickness direction, with the density on the side closer to the bottom felt being greater than that on the side closer to the finishing layer.

10. The method for producing noise-reducing automotive carpets according to claim 9, characterized in that, During the cooling and setting stage, the mold is kept closed until the foam layer is cured and set to fix the density gradient.

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