Engine nonwoven acoustic mat
By combining magnetic rings and vacuum rings in an adsorption structure, the problem of edge detachment of engine sound insulation pads under traditional snap-fit installation methods is solved, achieving efficient dynamic sealing and improved NVH performance of engine sound insulation pads.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- DONGGUAN PARKER AUTOMOTIVE FIBER MATERIALS CO LTD
- Filing Date
- 2025-05-30
- Publication Date
- 2026-06-02
AI Technical Summary
The traditional snap-on installation method of engine sound insulation pads is prone to edge detachment under engine vibration, forming gaps, noise leakage and abnormal noise, and weakening the sound insulation effect.
The combined adsorption structure of magnetic ring and vacuum ring is adopted. The magnetic ring first achieves rapid positioning and adsorption, and the vacuum ring forms a negative pressure zone through adaptive deformation, which together with the magnetic ring provides a composite adsorption force to ensure that the surrounding layer is tightly attached to the engine surface and to compensate for vibration displacement in real time.
It completely eliminates the acoustic short-circuit effect caused by partial detachment, significantly improves the dynamic sealing reliability and NVH performance of the sound insulation pad, and prevents noise leakage and abnormal noise.
Smart Images
Figure CN224311708U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of powder molding technology, and in particular relates to a non-woven sound insulation pad for engines. Background Technology
[0002] Currently, engine sound insulation pads made primarily of non-woven fabric have become a mainstream solution for automotive noise control due to their lightweight, high design flexibility, and excellent acoustic performance. These sound insulation pads are typically installed on the engine block via a physical snap-fit structure: specifically, multiple latches (or slots) are molded or sewn onto the edges of the pad, forming a mechanical interlock with pre-embedded clips on the engine surface. This structure requires no additional adhesives, enabling rapid assembly. Simultaneously, the non-woven fabric substrate adheres tightly to the engine surface, utilizing its porous fiber properties to absorb mid-to-high frequency noise and block vibration transmission, significantly reducing noise radiation from the engine compartment to the passenger compartment.
[0003] However, the traditional snap-on / tongue-mounting method has inherent structural defects. During vehicle operation, the engine generates multi-dimensional high-frequency vibrations due to changes in operating conditions, causing dynamic displacement between the sound insulation pad and the engine housing. Because the snaps only provide rigid constraints on local tongue positions, the edge areas of the sound insulation pad corresponding to non-fixed positions (especially the suspended sections between adjacent snaps) lack effective support. Under continuous alternating vibration, elastic deformation accumulates, eventually causing the pad to detach from the engine surface and form a gap. This gap not only compromises the overall sealing of the sound insulation pad but also creates an "acoustic short circuit" effect—engine noise leaks directly through the edge gap, significantly weakening the sound insulation effect. At the same time, the detached area may cause slapping noises under airflow, further deteriorating NVH performance. Utility Model Content
[0004] The purpose of this utility model is to provide a non-woven sound insulation pad for engines, which aims to solve the technical problem that in the existing engine sound insulation pads, the buckles only provide rigid constraints on local buckle points, and the non-fixed positions lack effective support, resulting in a gap between the pad and the engine surface. This gap allows noise to leak directly, significantly weakening the sound insulation effect.
[0005] To achieve the above objectives, this utility model provides an engine nonwoven sound insulation pad, comprising a nonwoven fabric layer, a perimeter layer, and an adsorption layer; the perimeter layer is arranged in a ring-shaped structure surrounding the edge of the nonwoven fabric layer; the adsorption layer is disposed on the end face of the perimeter layer facing the engine housing, and the adsorption layer is used to adhere tightly to the engine housing, so that the nonwoven fabric layer is fixedly attached to the engine housing; wherein, the adsorption layer includes a magnetic ring and a vacuum ring, the end of the vacuum ring facing the engine housing is formed with a vacuum adsorption groove, the magnetic ring is fixedly disposed in the vacuum adsorption groove, and when the vacuum ring moves toward the engine housing, the edge of the vacuum adsorption groove undergoes adaptive deformation, so that the magnetic ring is magnetically adhered to the outer surface of the engine housing.
[0006] Optionally, the edge layer includes a base layer and a connecting layer. The connecting layer is fixedly disposed at the bottom of the base layer. Both ends of the connecting layer are fixedly connected to the vacuum ring. The end of the connecting layer facing away from the base layer is fixedly connected to the magnetic ring. The edge of the base layer is fixedly connected to the edge of the non-woven fabric layer.
[0007] Optionally, the vacuum ring includes an inner ring and an outer ring, which are symmetrically distributed at both ends of the connecting layer. The inner ring and the outer ring are concentrically arranged, and the outer diameter of the outer ring is larger than that of the inner ring. The outer ring and the inner ring extend obliquely toward the end of the engine housing. The vacuum adsorption groove is formed between the inner ring and the outer ring and has a conical structure. The magnetic ring is fixedly arranged on the bottom wall of the vacuum adsorption groove.
[0008] Optionally, the vacuum ring further includes a first buffer ring and a second buffer ring, which are concentrically arranged. The first buffer ring is disposed on the inner ring, and the second buffer ring is disposed on the outer ring. The outer diameter of the first buffer ring is smaller than that of the second buffer ring. When the magnetic ring is magnetically attached to the engine housing, the first buffer ring and the second buffer ring abut against the ends of the base layer.
[0009] Optionally, both the first buffer ring and the second buffer ring are made of elastic material.
[0010] Optionally, the first buffer ring and the second buffer ring are arranged in a hollow ring structure, and the first buffer ring and the second buffer ring are filled with inert gas.
[0011] Optionally, the base layer includes a body, a first limiting layer and a second limiting layer. The edges of the first limiting layer and the second limiting layer are respectively fixedly connected to the corresponding ends of the body. The overall cross-section of the first limiting layer, the second limiting layer and the body is T-shaped. The first buffer ring can abut against the end of the first limiting layer and the second buffer ring can abut against the end of the second limiting layer.
[0012] Optionally, a hot-melt layer is provided at the end of the first limiting layer away from the body, and the edge of the nonwoven fabric layer is fixedly connected to the inner ring of the first limiting layer through the hot-melt layer.
[0013] Optionally, the first limiting layer has a first limiting groove recessed at its end facing the first buffer ring, and the second limiting layer has a second limiting groove recessed at its end facing the second buffer ring; when the magnetic ring is magnetically attached to the engine housing, the first buffer ring and the second buffer ring are respectively engaged in the first limiting groove and the second limiting groove.
[0014] Optionally, the body, the first limiting layer, and the second limiting layer are integrally formed by injection molding with rigid masterbatch, and the hot melt layer is formed by welding the edges of the first limiting layer and the non-woven fabric layer with ultrasonic welding equipment.
[0015] The engine nonwoven sound insulation pad provided in this embodiment of the present invention has at least one of the following technical effects: Through the synergistic effect of magnetic attraction and vacuum adsorption, the edge sound leakage problem of traditional snap-fit installation is fundamentally solved. When the sound insulation pad approaches the engine housing, the magnetic ring first achieves rapid positioning and adsorption, forming an initial seal; as the vacuum ring continues to press against the engine surface, the edge of the vacuum adsorption groove at its end undergoes adaptive deformation, causing the air inside the groove to be squeezed out to form a negative pressure zone, which, together with the magnetic ring, generates a composite adsorption force. This dual action ensures that the entire perimeter layer tightly fits the engine surface, especially maintaining an airtight state in the suspended section between traditional snap-fits. When the engine vibrates continuously, the elastic deformation of the vacuum adsorption groove compensates for displacement fluctuations in real time, while the magnetic attraction provides continuous restoring force, completely eliminating the acoustic short-circuit effect caused by local detachment, and significantly improving the dynamic sealing reliability of the sound insulation pad. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model, 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 this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of the engine nonwoven sound insulation pad provided in an embodiment of the present utility model.
[0018] Figure 2 for Figure 1 A cross-sectional view and structural diagram of the non-woven sound insulation pad for the engine.
[0019] Figure 3 A schematic diagram illustrating the installation process of the engine nonwoven sound insulation pad provided in this embodiment of the utility model.
[0020] The following are the labeling elements in the figure:
[0021] 100—Non-woven fabric layer; 200—Side layer; 300—Absorbent layer
[0022] 310—Magnetic ring; 320—Vacuum ring; 330—Vacuum adsorption tank
[0023] 210—Base layer; 220—Connecting layer; 321—Inner ring
[0024] 322—Outer ring; 323—First buffer ring; 324—Second buffer ring
[0025] 211—Main Body 212—First Limiting Layer 213—Second Limiting Layer
[0026] 214—Hot melt layer; 215—First limiting groove; 216—Second limiting groove. Detailed Implementation
[0027] The embodiments of this utility model are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The following description is based on the accompanying drawings. Figures 1-3 The described embodiments are exemplary and intended to explain embodiments of the present invention, and should not be construed as limiting the present invention.
[0028] In the description of the embodiments of this utility model, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the embodiments of this utility model 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 this utility model.
[0029] Furthermore, the terms "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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.
[0030] In this embodiment of the invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment of the invention according to the specific circumstances.
[0031] In one embodiment of this utility model, such as Figures 1-3 As shown, a nonwoven sound insulation pad for an engine is provided, comprising a nonwoven fabric layer 100, a perimeter layer 200, and an adsorption layer 300; the perimeter layer 200 is arranged in a ring-shaped structure surrounding the edge of the nonwoven fabric layer 100; the adsorption layer 300 is disposed on the end face of the perimeter layer 200 facing the engine housing, and the adsorption layer 300 is used to adhere tightly to the engine housing, so that the nonwoven fabric layer 100 is fixedly attached to the engine housing; wherein, the adsorption layer 300 includes a magnetic ring 310 and a vacuum ring 320, the end of the vacuum ring 320 facing the engine housing is formed with a vacuum adsorption groove 330, the magnetic ring 310 is fixedly disposed in the vacuum adsorption groove 330, when the vacuum ring 320 moves toward the engine housing, the edge of the vacuum adsorption groove 330 undergoes adaptive deformation, so that the magnetic ring 310 magnetically adheres tightly to the outer surface of the engine housing.
[0032] By combining magnetic attraction and vacuum adsorption, the edge sound leakage problem of traditional snap-fit installation is fundamentally solved. When the sound insulation pad approaches the engine housing, the magnetic ring 310 first achieves rapid positioning and adsorption, forming an initial seal. As the vacuum ring 320 continues to press against the engine surface, the edge of the vacuum adsorption groove 330 at its end undergoes adaptive deformation, squeezing out the air in the groove to form a negative pressure zone, which, together with the magnetic ring 310, generates a composite adsorption force. This dual action ensures that the entire perimeter layer 200 fits tightly against the engine surface, especially maintaining an airtight state in the suspended section between traditional snap-fits. When the engine vibrates continuously, the elastic deformation of the vacuum adsorption groove 330 compensates for displacement fluctuations in real time, while the magnetic attraction provides continuous restoring force, completely eliminating the acoustic short-circuit effect caused by local detachment and significantly improving the dynamic sealing reliability of the sound insulation pad.
[0033] like Figures 1-3 As shown, in another embodiment of this utility model, the edge layer 200 includes a base layer 210 and a connecting layer 220. The connecting layer 220 is fixedly disposed at the bottom of the base layer 210. Both ends of the connecting layer 220 are fixedly connected to the vacuum ring 320, and the end of the connecting layer 220 facing away from the base layer 210 is fixedly connected to the magnetic ring 310. The edge of the base layer 210 is fixedly connected to the edge of the non-woven fabric layer 100. During installation, the connecting layer 220 acts as a force transmission medium, evenly distributing the non-woven fabric tension borne by the base layer 210 to the vacuum ring 320, avoiding cracking caused by local stress concentration. This structure overcomes the defect that the edge of the non-woven fabric is easily torn due to unidirectional force in traditional snap-fit installation, ensuring that the joint between the edge layer 200 and the non-woven fabric remains intact and sealed under vibration conditions.
[0034] In another embodiment of this utility model, the vacuum ring 320 includes an inner ring 321 and an outer ring 322. The inner ring 321 and the outer ring 322 are symmetrically distributed at both ends of the connecting layer 220. The inner ring 321 and the outer ring 322 are concentrically arranged. The outer diameter of the outer ring 322 is larger than that of the inner ring 321. The outer ring 322 and the inner ring 321 extend obliquely toward the end of the engine housing. The vacuum adsorption groove 330 is formed between the inner ring 321 and the outer ring 322. The vacuum adsorption groove 330 has a conical structure. The magnetic ring 310 is fixedly disposed on the bottom wall of the vacuum adsorption groove 330. When the vacuum ring 320 is pressed against the engine surface, the obliquely extending inner and outer rings 322 guide the edge of the vacuum adsorption groove 330 to expand and deform outward, accelerating the discharge of air in the groove to form a negative pressure zone. The conical structure maintains the continuous contact between the adsorption groove and the engine surface through elastic restoring force during vibration, effectively solving the problem of sound leakage caused by the undulation of the curved surface between traditional fastening points.
[0035] like Figures 1-3As shown, in another embodiment of this utility model, the vacuum ring 320 further includes a first buffer ring 323 and a second buffer ring 324. The first buffer ring 323 and the second buffer ring 324 are concentrically arranged. The first buffer ring 323 is disposed on the inner ring 321, and the second buffer ring 324 is disposed on the outer ring 322. The outer diameter of the first buffer ring 323 is smaller than that of the second buffer ring 324. When the magnetic ring 310 is magnetically attached to the engine housing, the first buffer ring 323 and the second buffer ring 324 abut against the ends of the base layer 210. When the engine vibrates, the buffer ring absorbs the impact energy between the edge layer 200 and the vacuum ring 320 through compression deformation, blocking the transmission path of vibration to the non-woven fabric layer 100. This design eliminates the periodic edge detachment caused by resonance amplification of traditional rigid buckles, and suppresses the generation of gap noise from the root.
[0036] like Figures 1-3 As shown, in another embodiment of this utility model, both the first buffer ring 323 and the second buffer ring 324 are made of elastic material; the elastic material causes the buffer ring to undergo multi-directional deformation under the multi-dimensional vibration of the engine, which compensates for the instantaneous displacement difference between the magnetic ring 310 and the engine housing in real time, and avoids the interruption of adsorption due to vibration inertia; compared with the traditional snap-fit hard connection method, it significantly improves the dynamic sealing stability.
[0037] like Figures 1-3 As shown, in another embodiment of this utility model, the first buffer ring 323 and the second buffer ring 324 are arranged in a hollow ring structure, and the first buffer ring 323 and the second buffer ring 324 are filled with inert gas; when the buffer ring is compressed, the inert gas generates a compressible air cushion effect, providing gradient buffering force for vibration and impact; this structure still maintains a smooth response under the high-frequency vibration condition of the engine, solving the problem of abnormal noise caused by the rigid collision of traditional snap-fit.
[0038] like Figures 1-3As shown, in another embodiment of this utility model, the base layer 210 includes a body 211, a first limiting layer 212, and a second limiting layer 213. The edges of the first limiting layer 212 and the second limiting layer 213 are respectively fixedly connected to the corresponding ends of the body 211. The overall cross-section of the first limiting layer 212, the second limiting layer 213, and the body 211 is T-shaped. The first buffer ring 323 can abut against the end of the first limiting layer 212, and the second buffer ring 324 can abut against the end of the second limiting layer 213. The T-shaped cross-section makes the first and second limiting layers 213 form double-sided constraint walls. When the buffer ring is compressed, it restricts its lateral displacement and ensures that the vibration energy is dissipated in an orderly manner in the vertical direction. This structure addresses the problem of wavy warping caused by the lack of constraint at the edge of traditional sound insulation pads and achieves directional deformation control of the edge layer 200.
[0039] like Figures 1-3 As shown, in another embodiment of this utility model, a hot-melt layer 214 is provided at the end of the first limiting layer 212 away from the body 211, and the edge of the nonwoven fabric layer 100 is fixedly connected to the inner ring of the first limiting layer 212 through the hot-melt layer 214; the hot-melt layer 214 enables the edge fibers of the nonwoven fabric to form a molecular-level bond with the limiting layer, maintaining the connection strength even under the high temperature environment of the engine; this process avoids the risk of stress concentration point cracking caused by traditional sewing or gluing, and ensures the integrity of the sealing boundary.
[0040] like Figures 1-3 As shown, in another embodiment of this utility model, the first limiting layer 212 is recessed with a first limiting groove 215 at the end facing the first buffer ring 323, and the second limiting layer 213 is recessed with a second limiting groove 216 at the end facing the second buffer ring 324. When the magnetic ring 310 is magnetically attached to the engine housing, the first buffer ring 323 and the second buffer ring 324 are respectively snapped into the first limiting groove 215 and the second limiting groove 216. The fitting structure of the limiting groove and the buffer ring forms a mechanical interlock, preventing the buffer ring from sliding laterally when the engine vibrates violently. This design eliminates the problem of gap expansion caused by component misalignment in traditional snap-fit installation, ensuring the geometric consistency of edge sealing.
[0041] like Figures 1-3As shown, in another embodiment of this utility model, the body 211, the first limiting layer 212 and the second limiting layer 213 are integrally formed by injection molding from rigid masterbatch, and the hot melt layer 214 is formed by welding the first limiting layer 212 and the edge of the non-woven fabric layer 100 with ultrasonic welding equipment; the integral molding process eliminates the assembly tolerance between components, and ultrasonic welding realizes the seamless transition between the non-woven fabric and the edge layer 200; the overall structure fundamentally eliminates the assembly gap sound leakage channel generated by the traditional segmented buckle.
[0042] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A non-woven sound insulation pad for an engine, characterized in that, include: Non-woven fabric layer; A perimeter layer, wherein the perimeter layer is arranged in a ring-shaped structure surrounding the edge of the nonwoven fabric layer; An adsorption layer is disposed on the end face of the perimeter layer facing the car engine housing. The adsorption layer is used to adhere tightly to the engine housing, so that the non-woven fabric layer is fixedly attached to the car engine housing. The adsorption layer includes a magnetic ring and a vacuum ring. The end of the vacuum ring facing the engine housing is formed with a vacuum adsorption groove. The magnetic ring is fixedly disposed in the vacuum adsorption groove. When the vacuum ring moves toward the engine housing, the edge of the vacuum adsorption groove undergoes adaptive deformation, so that the magnetic ring magnetically adheres to the outer surface of the engine housing.
2. The engine nonwoven sound insulation pad according to claim 1, characterized in that: The edge layer includes a base layer and a connecting layer. The connecting layer is fixedly disposed at the bottom of the base layer. Both ends of the connecting layer are fixedly connected to the vacuum ring. The end of the connecting layer facing away from the base layer is fixedly connected to the magnetic ring. The edge of the base layer is fixedly connected to the edge of the non-woven fabric layer.
3. The engine nonwoven sound insulation pad according to claim 2, characterized in that: The vacuum ring includes an inner ring and an outer ring, which are symmetrically distributed at both ends of the connecting layer. The inner ring and the outer ring are concentrically arranged, and the outer diameter of the outer ring is larger than that of the inner ring. The outer ring and the inner ring extend obliquely toward the end of the engine housing. The vacuum adsorption groove is formed between the inner ring and the outer ring and has a conical structure. The magnetic adsorption ring is fixedly arranged on the bottom wall of the vacuum adsorption groove.
4. The engine nonwoven sound insulation pad according to claim 3, characterized in that: The vacuum ring also includes a first buffer ring and a second buffer ring, which are concentrically arranged. The first buffer ring is disposed on the inner ring, and the second buffer ring is disposed on the outer ring. The outer diameter of the first buffer ring is smaller than that of the second buffer ring. When the magnetic ring is magnetically attached to the engine housing, the first buffer ring and the second buffer ring abut against the ends of the base layer.
5. The engine nonwoven sound insulation pad according to claim 4, characterized in that: Both the first buffer ring and the second buffer ring are made of elastic material.
6. The engine nonwoven sound insulation pad according to claim 4 or 5, characterized in that: The first buffer ring and the second buffer ring are arranged in a hollow ring structure, and the first buffer ring and the second buffer ring are filled with inert gas.
7. The engine nonwoven sound insulation pad according to claim 4, characterized in that: The base layer includes a body, a first limiting layer and a second limiting layer. The edges of the first limiting layer and the second limiting layer are respectively fixedly connected to the corresponding ends of the body. The overall cross-section of the first limiting layer, the second limiting layer and the body is T-shaped. The first buffer ring can abut against the end of the first limiting layer and the second buffer ring can abut against the end of the second limiting layer.
8. The engine nonwoven sound insulation pad according to claim 7, characterized in that: A hot-melt layer is provided at the end of the first limiting layer away from the body, and the edge of the nonwoven fabric layer is fixedly connected to the inner ring of the first limiting layer through the hot-melt layer.
9. The engine nonwoven sound insulation pad according to claim 7, characterized in that: The first limiting layer has a first limiting groove recessed at its end facing the first buffer ring, and the second limiting layer has a second limiting groove recessed at its end facing the second buffer ring; when the magnetic ring is magnetically attached to the engine housing, the first buffer ring and the second buffer ring are respectively snapped into the first limiting groove and the second limiting groove.
10. The engine nonwoven sound insulation pad according to claim 8, characterized in that: The main body, the first limiting layer, and the second limiting layer are integrally formed by injection molding with rigid masterbatch, and the hot melt layer is formed by welding the edges of the first limiting layer and the non-woven fabric layer with ultrasonic welding equipment.