Air duct assembly for vehicle and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to an air duct assembly for a vehicle and the vehicle, and aims to solve the problem that the air duct of the vehicle in the prior art cannot ensure a good noise reduction effect without increasing wind resistance. In order to achieve the purpose, the air duct assembly used for the vehicle comprises a shell, an air duct, an air inlet and an air outlet, the inner shell is connected into the outer shell, a sound absorption cavity is formed between the inner shell and the outer shell, and a plurality of through holes are formed in the inner shell; and the sound absorption structure is arranged in the sound absorption cavity. According to the vehicle air duct assembly, the sound absorption structure is arranged in the sound absorption cavity formed by the outer shell and the inner shell, and the through holes are formed in the inner shell, so that a good noise reduction effect is ensured, meanwhile, the increase of wind resistance can be avoided or reduced, and meanwhile, the durability of the sound absorption structure is ensured.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically providing a duct assembly for a vehicle and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, consumers are placing increasingly higher demands on vehicle comfort and the overall driving experience. Airflow within a vehicle's ventilation system generates significant low-frequency and / or high-frequency noise, which can be transmitted through the vehicle's ducts to a perceptible location, impacting the user's experience. As the electric vehicle market continues to expand, the absence of background noise from traditional gasoline engines makes other sources of noise within the vehicle more noticeable, further driving the demand for reducing duct noise.

[0003] To achieve better noise reduction, existing vehicles use sponge sheets inside the air ducts to absorb sound. However, the sponge sheets have a loose structure, an uneven surface, and a complex micropore structure. Furthermore, the sponge sheets cannot conform to the internal airflow of the duct, and in some areas, they may encroach on the internal space, increasing air resistance. Additionally, the sponge sheets have poor durability for this application scenario. Under long-term exposure to high-speed airflow, they are at risk of deformation, fiber shedding, or even complete detachment. Deformation leading to an uneven surface increases air resistance, and changes in density distribution affect sound absorption. Complete detachment of the sponge sheet can cause abnormal noise and disrupt the normal operation of the air duct.

[0004] Accordingly, there is a need in the art for a new air duct assembly and vehicle for use in vehicles to address the aforementioned problems. Utility Model Content

[0005] The present invention aims to solve the above-mentioned technical problems, namely, to solve the problem that the existing technology of vehicle air ducts cannot ensure good noise reduction effect without increasing wind resistance.

[0006] In a first aspect, the present invention provides a duct assembly for a vehicle, the duct assembly comprising: a housing, wherein a duct is formed within the housing; an inner housing, wherein the inner housing is connected to the housing and forms a sound-absorbing cavity between the inner housing and the housing, the inner housing having a plurality of through holes; and a sound-absorbing structure disposed within the sound-absorbing cavity.

[0007] By employing the above technical solution, the sound-absorbing structure is positioned within the sound-absorbing cavity formed by the outer and inner shells, allowing it to conform to the internal flow field of the air duct without encroaching on the internal space. Furthermore, because the inner shell is flatter than the surface of the sound-absorbing structure, the structure is less prone to fiber shedding under its protection. This avoids or reduces increased wind resistance caused by the arrangement of the sound-absorbing structure. The structure is also protected from deformation or detachment by high-speed airflow, preventing any impact on its sound absorption and noise reduction effect or the generation of abnormal noises, thus ensuring the durability of the sound-absorbing structure. The structure features multiple through holes on the inner shell. Compared to structures without through holes, this structure allows air in the duct to first contact the inner shell when it reaches the location with the sound-absorbing cavity, and then contact the sound-absorbing structure through the multiple through holes. This ensures that the sound-absorbing structure maintains a certain contact area with the air and sound waves, avoiding the impact of placing the sound-absorbing structure inside the sound-absorbing cavity on the noise reduction effect. It also prevents direct large-area contact between the air and the sound-absorbing structure, thus avoiding or reducing the increase in wind resistance caused by the arrangement of the sound-absorbing structure. In this way, it achieves good noise reduction while avoiding or reducing the increase in wind resistance.

[0008] In the specific embodiment of the air duct assembly for vehicles described above, the outer casing includes a first casing and a second casing, the first casing and the second casing being detachably connected and enclosing to form the air duct.

[0009] With the above technical solution, the first housing and the second housing are separately set and detachably connected to form an air duct, which facilitates the installation of the outer shell.

[0010] In the specific embodiment of the above-mentioned air duct assembly for vehicles, the inner shell includes a third shell and a fourth shell, the sound absorption cavity includes a first cavity and a second cavity, the third shell is detachably connected to the first shell to form the first cavity, and the fourth shell is detachably connected to the second shell to form the second cavity; the sound absorption structure includes a first sound-absorbing element and a second sound-absorbing element, the first sound-absorbing element is disposed in the first cavity, and the second sound-absorbing element is disposed in the second cavity.

[0011] When the above technical solution is adopted, during the assembly of the air duct assembly, the first sound-absorbing component is first connected to the first or third housing, then the first housing is connected to the third housing, and the second sound-absorbing component is connected to the second or fourth housing, then the second housing is connected to the fourth housing. Finally, the structures after the above two parts are connected together, which facilitates the installation of the air duct assembly. Moreover, since the sound-absorbing cavity often needs to be set with different thickness values ​​at different locations according to noise reduction requirements and space constraints, in this case, the sound-absorbing structure is split into two parts, and the first, second, third and fourth housings are detachably connected, which can ensure that the first and second sound-absorbing components can be easily installed in the first and second cavities.

[0012] In the specific embodiment of the air duct assembly for vehicles described above, the first sound-absorbing member is fixedly connected to the first housing; and / or the second sound-absorbing member is fixedly connected to the second housing.

[0013] When the above technical solution is adopted, fixing the first sound-absorbing component to the first housing can fix the position of the first sound-absorbing component and prevent the first sound-absorbing component from moving within the first cavity; fixing the second sound-absorbing component to the second housing can fix the position of the second sound-absorbing component and prevent the second sound-absorbing component from moving within the second cavity.

[0014] In the specific embodiment of the air duct assembly for vehicles described above, the ratio of the area of ​​the through hole on the inner wall of the inner shell to the total area of ​​the inner wall of the inner shell is greater than or equal to 50% and less than or equal to 80%.

[0015] When the above technical solution is adopted, the coverage of the through holes is set within the range of greater than or equal to 50% and less than or equal to 80%. This can fix the sound-absorbing structure in the sound-absorbing cavity and avoid direct large-area contact between the air and the sound-absorbing structure. This ensures good noise reduction effect while also avoiding or reducing the increase in wind resistance.

[0016] In the specific embodiments of the above-mentioned air duct components for vehicles, the sound-absorbing structure uses polyurethane semi-open-cell sponge or sound-absorbing cotton.

[0017] When the above technical solutions are adopted, polyurethane semi-open-cell sponge and sound-absorbing cotton have good sound absorption properties, low density, easy processing, good durability, and excellent anti-mildew properties, making them suitable for use as sound-absorbing structures in air duct components.

[0018] In the specific embodiment of the air duct assembly for vehicles described above, the thickness of the sound-absorbing cavity is 5 to 15 mm.

[0019] When the above technical solution is adopted, the thickness of the sound absorption cavity is set in the range of 5 to 15 mm, which can meet the sound absorption and noise reduction requirements of the air duct component, as well as the air volume requirements and the floor space limitation.

[0020] In the specific embodiment of the air duct assembly for vehicles described above, the air duct assembly further includes an anti-condensation structure, which is disposed on the outside of the housing.

[0021] When the above technical solution is adopted, the anti-condensation structure can absorb the condensate outside the shell, achieving the effects of drying and heat preservation, as well as vibration isolation.

[0022] In the specific embodiment of the air duct assembly for vehicles described above, the sound-absorbing structure is provided on at least the windward side of the air duct.

[0023] When the above technical solution is adopted, since the air volume on the windward side of the air duct is usually large, setting a sound-absorbing structure on the windward side can increase the contact amount between the sound-absorbing structure and the air, thereby effectively improving the sound absorption and noise reduction effect.

[0024] In a second aspect, the present invention also provides a vehicle, the vehicle including a duct assembly for the vehicle.

[0025] By adopting the above technical solutions, the noise inside the vehicle can be effectively reduced, thus improving the user experience.

[0026] Compared to existing technologies, the beneficial effects of the air duct assembly for vehicles provided by this utility model are as follows: By placing the sound-absorbing structure within the sound-absorbing cavity formed by the outer shell and inner shell, the sound-absorbing structure is confined, allowing it to conform to the internal flow field of the air duct without encroaching on the internal space of the air duct. Furthermore, because the inner shell is flatter than the surface of the sound-absorbing structure, the sound-absorbing structure is less prone to fiber shedding under the protection of the inner shell. Therefore, it can avoid or reduce the increased wind resistance caused by the arrangement of the sound-absorbing structure. Under the protection of the inner shell, the sound-absorbing structure will not be squeezed and deformed by high-speed airflow or detach completely, thus avoiding affecting its sound absorption and noise reduction effect or producing abnormal noise. To ensure the durability of the sound-absorbing structure, multiple through holes are set on the inner shell. Compared with structures without through holes on the inner shell, the structure with through holes allows the air in the air duct to contact the inner shell first when it moves to the location with the sound-absorbing cavity, and then contact the sound-absorbing structure through multiple through holes. This allows the sound-absorbing structure to maintain a certain contact area with the air and sound waves, avoiding the impact of placing the sound-absorbing structure inside the sound-absorbing cavity on the noise reduction effect, and also avoiding direct large-area contact between the air and the sound-absorbing structure. This avoids or reduces the increase in wind resistance caused by the arrangement of the sound-absorbing structure, thus achieving good noise reduction effect while avoiding or reducing the increase in wind resistance. Attached Figure Description

[0027] The preferred embodiments of this utility model are described below with reference to the accompanying drawings, in which:

[0028] Figure 1 This is a schematic diagram of the overall structure of the air duct assembly for vehicles according to this utility model;

[0029] Figure 2 This is an exploded view of the air duct assembly for vehicles according to this utility model;

[0030] Explanation of reference numerals in the attached figures:

[0031] 1-Outer shell, 2-Inner shell, 3-Sound-absorbing structure, 4-Anti-condensation structure, 11-First shell, 12-Second shell, 21-Through hole, 22-Third shell, 23-Fourth shell, 31-First sound-absorbing component, 32-Second sound-absorbing component. Detailed Implementation

[0032] Some embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0033] It should be noted that in the description of this utility model, terms such as "center," "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "vertical," "horizontal," "inner," and "outer," which indicate direction or positional relationships, are based on the direction or positional relationships shown in the accompanying drawings. These are used merely for ease of description and do not indicate or imply that the relevant device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, in the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0034] Furthermore, it should be noted that in the description of this utility model, ordinal numbers such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. In addition, in the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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; and they can also refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0035] As pointed out in the background art, existing vehicle air ducts cannot achieve good noise reduction without increasing wind resistance. The aim is to address this by placing the sound-absorbing structure within a sound-absorbing cavity formed by an outer shell and an inner shell. This confines the sound-absorbing structure, allowing it to conform to the internal flow field of the air duct without encroaching on the duct's internal space. Furthermore, because the inner shell has a smoother surface than the sound-absorbing structure, the structure is less prone to fiber shedding under its protection. Therefore, it avoids or reduces the increased wind resistance caused by the arrangement of the sound-absorbing structure. The sound-absorbing structure, protected by the inner shell, will not be deformed or detached by high-speed airflow, thus preserving its sound absorption and noise reduction effectiveness. To ensure the durability of the sound-absorbing structure, multiple through holes are provided on the inner shell. Compared to structures without through holes, the structure with through holes allows air in the duct to contact the inner shell first when it moves to the location of the sound-absorbing cavity, and then contact the sound-absorbing structure through the multiple through holes. This allows the sound-absorbing structure to maintain a certain contact area with the air and sound waves, avoiding the impact of placing the sound-absorbing structure inside the sound-absorbing cavity on the noise reduction effect, and also preventing direct large-area contact between the air and the sound-absorbing structure. This avoids or reduces the increase in wind resistance caused by the arrangement of the sound-absorbing structure, thus achieving good noise reduction effect while avoiding or reducing the increase in wind resistance.

[0036] The vehicle of this utility model includes an air duct assembly, which can be a second-row air duct assembly located below the sub-dashboard of the vehicle, or an air duct assembly in other locations.

[0037] See Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the overall structure of the air duct assembly for vehicles according to this utility model. Figure 2 This is an exploded view of the air duct assembly for vehicles according to this utility model. Figure 1 and Figure 2As shown, the air duct assembly of this utility model includes an outer shell 1, an inner shell 2, and a sound-absorbing structure 3. An air duct is formed inside the outer shell 1; the inner shell 2 is connected to the outer shell 1 and forms a sound-absorbing cavity with the outer shell 1, and has multiple through holes 21; the sound-absorbing structure 3 is disposed within the sound-absorbing cavity. By placing the sound-absorbing structure 3 within the sound-absorbing cavity formed by the outer shell 1 and the inner shell 2, the sound-absorbing structure 3 is confined, allowing it to conform to the internal flow field of the air duct without encroaching on the internal space of the air duct. Furthermore, because the surface of the inner shell 2 is flatter than that of the sound-absorbing structure 3, the sound-absorbing structure 3 is less prone to fiber shedding under the protection of the inner shell 2. Therefore, it can avoid or reduce the increased wind resistance caused by the arrangement of the sound-absorbing structure 3. Under the protection of the inner shell 2, the sound-absorbing structure 3 will not be squeezed and deformed by high-speed airflow or detach completely, avoiding affecting its sound absorption and noise reduction effect or producing abnormal noise, ensuring the durability of the sound-absorbing structure 3. The inner shell 2 has multiple through holes 21. By providing multiple through holes 21, compared to a structure without through holes 21 on the inner shell 2, the structure with through holes 21 allows the air in the air duct to first contact the inner shell 2 when it moves to the position where the sound absorption cavity is located, and then contact the sound absorption structure 3 through the multiple through holes 21. This allows the sound absorption structure 3 to maintain a certain contact area with the air and sound waves, avoiding the impact of placing the sound absorption structure 3 inside the sound absorption cavity on the noise reduction effect, while also preventing direct large-area contact between the air and the sound absorption structure 3. This avoids or reduces the increase in wind resistance caused by the arrangement of the sound absorption structure 3, thereby achieving good noise reduction effect while avoiding or reducing the increase in wind resistance.

[0038] It should be noted that the sound-absorbing structure 3 can cover the entire inner wall of the outer shell 1, or it can only cover a portion of the inner wall of the outer shell 1. When it covers only a portion of the inner wall of the outer shell 1, the sound-absorbing structure 3 is provided on at least the windward side of the air duct. Since the airflow on the windward side of the air duct is usually larger, providing the sound-absorbing structure 3 on the windward side can increase the contact amount between the sound-absorbing structure 3 and the air, thereby effectively improving the sound absorption and noise reduction effect. Here, the windward side of the air duct refers to the part of the air duct that directly faces the direction of the incoming airflow.

[0039] It should also be noted that the number of air ducts formed inside the outer shell 1 can be one, two or more. When there are multiple air ducts, the number of inner shell 2 and sound-absorbing structure 3 can also be multiple and each corresponds to multiple air ducts. Those skilled in the art can make adjustments as needed.

[0040] The shape of the through hole 21 can be circular, elliptical or any other shape, and is not specifically limited here.

[0041] Optionally, the area of ​​the through hole 21 on the inner wall of the inner shell 2 is greater than or equal to 50% and less than or equal to 80% of the total area of ​​the inner wall of the inner shell 2. The coverage of the through hole 21 is greater than or equal to 50%, which can ensure that the air and sound waves have a sufficient contact area with the sound-absorbing structure 3 to ensure a good sound absorption and noise reduction effect. The coverage of the through hole 21 is less than or equal to 80%, which can retain enough solid structure of the inner shell 2, fix the sound-absorbing structure 3 in the sound absorption cavity and avoid direct large-area contact between the air and the sound-absorbing structure 3. This ensures a good noise reduction effect while also avoiding or reducing the increase of wind resistance.

[0042] Optionally, the sound-absorbing structure 3 is made of polyurethane semi-open-cell sponge or sound-absorbing cotton. Polyurethane semi-open-cell sponge and sound-absorbing cotton have good sound absorption properties, low density, easy processing, good durability, and excellent anti-mildew properties, making them suitable for use as the sound-absorbing structure 3 of the air duct component.

[0043] Optionally, the thickness of the sound-absorbing cavity is 5-15mm. A thickness greater than 5mm ensures that the sound-absorbing structure 3 inside the cavity can achieve sound absorption and noise reduction. The greater the thickness of the sound-absorbing cavity, the larger the thickness of the sound-absorbing structure 3 that can be placed, and the greater the sound absorption and noise reduction effect. When the thickness of the sound-absorbing cavity reaches 15mm, it can already meet most of the sound absorption and noise reduction requirements of the air duct assembly. If the thickness of the sound-absorbing cavity is further increased, the ventilation cross section will be too small without changing the inner diameter of the air duct, resulting in insufficient air volume to meet the usage requirements. In order to meet the air volume requirements, the volume of the air duct assembly needs to be increased, which will affect the layout of other structures in the vehicle. Therefore, setting the thickness of the sound-absorbing cavity in the range of 5-15mm can meet the sound absorption and noise reduction requirements of the air duct assembly, as well as the air volume requirements and the space limitations. It should be noted that the thickness of the sound-absorbing cavity at different locations can be the same or different. Those skilled in the art can adjust the thickness of the sound-absorbing cavity at different locations according to the sound absorption and noise reduction requirements and space constraints. For example, the thickness of the sound-absorbing cavity at the windward side or at the bend can be thicker than at other locations to achieve better sound absorption and noise reduction.

[0044] Continue reading Figure 1 and Figure 2In one possible implementation, the outer shell 1 includes a first shell 11 and a second shell 12, the first shell 11 and the second shell 12 are detachably connected and enclosed to form an air duct; the inner shell 2 includes a third shell 22 and a fourth shell 23, the sound absorption cavity includes a first cavity and a second cavity, the third shell 22 is detachably connected to the first shell 11 to form the first cavity, and the fourth shell 23 is detachably connected to the second shell 12 to form the second cavity; the sound absorption structure 3 includes a first sound-absorbing element 31 and a second sound-absorbing element 32, the first sound-absorbing element 31 is disposed in the first cavity and is fixedly connected to the first shell 11, and the second sound-absorbing element 32 is disposed in the second cavity and is fixedly connected to the second shell 12. During the assembly of the air duct assembly, the first sound-absorbing component 31 is first fixedly connected to the first housing 11, then the first housing 11 is connected to the third housing 22, and simultaneously the second sound-absorbing component 32 is fixedly connected to the second housing 12. The second housing 12 is then connected to the fourth housing 23. Finally, the structures formed by these two connections are joined together, facilitating the installation of the air duct assembly. Furthermore, since sound-absorbing cavities often require different thicknesses at different locations depending on noise reduction needs and space constraints, the sound-absorbing structure 3 is divided into two parts. The detachable connection of the first housing 11, second housing 12, third housing 22, and fourth housing 23 ensures that the first and second sound-absorbing components 31 and 32 can be easily installed within the first and second cavities, respectively. In addition, fixing the first sound-absorbing component 31 to the first housing 11 and the second sound-absorbing component 32 to the second housing 12 fixes the positions of the first and second sound-absorbing components 31 and 32, preventing them from moving within the first and second cavities, respectively.

[0045] It should be noted that the connection between the first housing 11 and the second housing 12, the connection between the third housing 22 and the fourth housing 23, the connection between the first housing 11 and the third housing 22, and the connection between the second housing 12 and the fourth housing 23 can all be made by bolts, or by snap-fit ​​and rib structure; the connection between the first sound-absorbing component 31 and the first housing 11, and the connection between the second sound-absorbing component 32 and the second housing 12 can all be made by adhesive or welding.

[0046] Those skilled in the art will understand that, although the above description states that the first sound-absorbing element 31 is fixedly connected to the first housing 11 and the second sound-absorbing element 32 is fixedly connected to the second housing 12, this is not a limitation. The first sound-absorbing element 31 can also be fixedly connected to the third housing 22, and the second sound-absorbing element 32 can also be fixedly connected to the fourth housing 23. The first sound-absorbing element 31 can also be fixed in the first cavity by the squeezing action between the first housing 11 and the third housing 22, and the second sound-absorbing element 32 can also be fixed in the second cavity by the squeezing action between the second housing 12 and the fourth housing 23. As long as the first sound-absorbing element 31 can be fixed in the first cavity and the second sound-absorbing element 32 can be fixed in the second cavity, those skilled in the art can make adjustments as needed, without departing from the principle of this utility model, and all of these are within the protection scope of this utility model.

[0047] Continue reading Figure 1 and Figure 2 As one possible implementation, the duct assembly also includes an anti-condensation structure 4, which is located on the outside of the outer casing 1. The anti-condensation structure 4 can be a sponge or felt. The anti-condensation structure 4 can insulate the outer casing 1 to reduce the generation of condensate, absorb condensate outside the outer casing 1 to achieve a drying and heat preservation effect, and also provide vibration isolation.

[0048] Optionally, the anti-condensation structure 4 can be located at the bottom of the outer casing 1. Since the condensate flows downwards under gravity, the anti-condensation structure 4 at the bottom absorbs the condensate while simultaneously insulating the outer casing 1. Furthermore, since other structures are typically located below the air duct assembly, the anti-condensation structure 4 at the bottom of the outer casing 1 can also provide vibration isolation, preventing damage to the air duct assembly and other structures below it. Additionally, the anti-condensation structure 4 can also cover the entire outer wall of the outer casing 1.

[0049] It should be noted that the above embodiments are only used to illustrate the principle of this utility model and are not intended to limit the scope of protection of this utility model. Without departing from the principle of this utility model, those skilled in the art can adjust the above embodiments so that this utility model can be applied to more specific application scenarios.

[0050] The technical solution of this utility model has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the protection scope of this utility model is obviously not limited to these specific embodiments. Without departing from the principle of this utility model, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of this utility model.

Claims

1. A duct assembly for a vehicle, characterized in that, The air duct assembly includes: The outer casing (1) has an air duct formed inside it; The inner shell (2) is connected to the outer shell (1) and forms a sound-absorbing cavity between them. The inner shell (2) is provided with multiple through holes (21). The sound-absorbing structure (3) is disposed inside the sound-absorbing cavity; The outer casing (1) includes a first casing (11) and a second casing (12), wherein the first casing (11) and the second casing (12) are detachably connected and enclosed to form the air duct; The air duct assembly also includes an anti-condensation structure (4), which is located on the outside of the outer casing (1).

2. The air duct assembly for a vehicle according to claim 1, characterized in that, The inner shell (2) includes a third shell (22) and a fourth shell (23). The sound-absorbing cavity includes a first cavity and a second cavity. The third shell (22) is detachably connected to the first shell (11) to form the first cavity, and the fourth shell (23) is detachably connected to the second shell (12) to form the second cavity. The sound-absorbing structure (3) includes a first sound-absorbing component (31) and a second sound-absorbing component (32), wherein the first sound-absorbing component (31) is disposed in the first cavity and the second sound-absorbing component (32) is disposed in the second cavity.

3. The air duct assembly for a vehicle according to claim 2, characterized in that, The first sound-absorbing element (31) is fixedly connected to the first housing (11); and / or The second sound-absorbing component (32) is fixedly connected to the second housing (12).

4. The air duct assembly for a vehicle according to claim 1, characterized in that, The ratio of the area of ​​the through hole (21) on the inner wall of the inner shell (2) to the total area of ​​the inner wall of the inner shell (2) is greater than or equal to 50% and less than or equal to 80%.

5. The air duct assembly for a vehicle according to claim 1, characterized in that, The sound-absorbing structure (3) is made of polyurethane semi-open-pore sponge or sound-absorbing cotton.

6. The air duct assembly for a vehicle according to claim 1, characterized in that, The thickness of the sound-absorbing cavity is 5-15 mm.

7. The air duct assembly for a vehicle according to claim 1, characterized in that, The sound-absorbing structure (3) is provided on at least the windward side of the air duct.

8. A vehicle, characterized in that, The vehicle includes a duct assembly for a vehicle as described in any one of claims 1 to 7.

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