Noise reduction structure and vehicle

Abstract

The embodiment of the application provides a noise reduction structure and a vehicle, and relates to the technical field of vehicle accessories. The noise reduction structure comprises: a surrounding plate; a damping vibration reduction layer, which is arranged on the inner side of the surrounding plate and is arranged along the circumference of the surrounding plate; a sound absorption layer, which is arranged on the inner side of the damping vibration reduction layer and is arranged along the circumference of the damping vibration reduction layer; and a first sound insulation layer, which is arranged on the outer side of the surrounding plate and is arranged along the circumference of the surrounding plate, and the damping vibration reduction layer is used for inhibiting vibration transmission to the surrounding plate. The noise reduction structure and the vehicle can reduce the noise transmitted to the living cabin and the cab through the surrounding plate and the front plate, thereby improving the comfort of the driver and the passenger.

Description

Technical Field

[0001] This application relates to the field of vehicle parts technology, and in particular to a noise reduction structure and a vehicle. Background Technology

[0002] A motorhome is a special vehicle that integrates transportation and living functions, combining driving and residential attributes. Currently, it is mainly divided into two categories: self-propelled (with its own power) and towed (relying on a towing vehicle), which can meet the diverse needs of long-distance travel, outdoor adventure and other scenarios.

[0003] In related technologies, a motorhome includes a driver's cab and a living compartment. The living compartment includes a floor and a front bulkhead. The front bulkhead is located at the front edge of the floor and is perpendicular to the floor. A through opening is provided on the front bulkhead. To strengthen the structure and facilitate sealing, a walkway is provided on the front bulkhead along the circumference of the through opening. The through opening is used to connect the driver's cab and the living compartment, allowing users to move freely between the driver's cab and the living compartment while the vehicle is in motion.

[0004] However, since the driver's cab and living cabin of some RVs are two separate parts, there is a cavity between them when they are connected. When the vehicle is traveling at high speed, the airflow passes through this cavity at high speed, which will form a violent vortex phenomenon, thus generating wind noise. The noise is transmitted to the living cabin through the partition, which affects the comfort of the driver and passengers. Utility Model Content

[0005] This application provides a noise reduction structure and vehicle to solve the technical problem in related technologies where there is a cavity between the driver's cab and the living quarters, and high-speed airflow through this cavity causes noise to be transmitted to the living quarters through the enclosure, affecting the comfort of the occupants.

[0006] In a first aspect, embodiments of this application provide a noise reduction structure, including:

[0007] Perimeter board;

[0008] A damping and vibration reduction layer is disposed on the inner side of the walkway panel, and the damping and vibration reduction layer is disposed along the circumference of the walkway panel;

[0009] A sound-absorbing layer is disposed inside the damping and vibration-damping layer, and the sound-absorbing layer is disposed along the circumference of the damping and vibration-damping layer;

[0010] The first sound insulation layer is disposed on the outer side of the enclosure panel and is disposed along the circumference of the enclosure panel. The damping and vibration reduction layer is used to suppress the transmission of vibration to the enclosure panel.

[0011] In some embodiments, a first insulation layer is further included, which is disposed between the damping and vibration reduction layer and the sound absorption layer, and the first insulation layer is disposed along the circumference of the damping and vibration reduction layer.

[0012] In some embodiments, the device further includes a front bulkhead with a through opening, a walkway panel connected to the front bulkhead and the walkway panel arranged circumferentially along the through opening, and a second sound insulation layer provided on the front bulkhead.

[0013] In some embodiments, the system further includes a plurality of partitions disposed on the front bulkhead and located on opposite sides of the enclosure panel. The plurality of partitions are spaced apart along the height direction of the front bulkhead, and a third sound insulation layer is provided on one side of each partition.

[0014] In some embodiments, a second insulation layer is provided on the other side of each partition.

[0015] In some embodiments, the system further includes a base plate, the front bulkhead being connected to one side edge of the base plate, and the side of the base plate located inside the living compartment having a porous layer.

[0016] In some embodiments, a fourth sound insulation layer is provided on the side of the floor located outside the living compartment.

[0017] In some embodiments, at least one of the first sound insulation layer, the second sound insulation layer, and the third sound insulation layer is fiberglass sound insulation cotton, and / or the fourth sound insulation layer is cross-linked polyethylene foam sound insulation pad.

[0018] In some embodiments, the porous layer is an ethylene-vinyl acetate copolymer and polyurethane cotton composite carpet, and / or the damping and vibration reduction layer is a butyl rubber sheet.

[0019] Secondly, embodiments of this application provide a vehicle, including a vehicle body and the noise reduction structure disposed on the vehicle body.

[0020] This application provides a noise reduction structure and vehicle. The noise reduction structure provided in this application generates structural noise on the perimeter panel when high-speed airflow forms turbulence and vortices in the cavity between the living quarters and the driver's cab. The damping and vibration-damping layer can suppress and dissipate the structural noise generated by the high-speed airflow. Simultaneously, the damping and vibration-damping layer can also suppress and dissipate structural vibration energy from the vehicle body and road surface, preventing vibration from being transmitted to the living quarters or driver's cab through the perimeter panel, thereby reducing solid-borne sound transmission. The sound-absorbing layer can reduce sound wave reflection, thereby absorbing airborne noise such as wind noise or engine noise. The first sound insulation layer is located on the outside of the perimeter panel, directly blocking external environmental noise such as wind noise or engine noise from directly entering the perimeter panel. The damping and vibration-damping layer, the sound-absorbing layer, and the first sound insulation layer can form an acoustic protection system that suppresses vibration, absorbs sound, and insulates sound, preventing noise from affecting the comfort of passengers, thereby indirectly improving the user's driving and living comfort. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 A schematic diagram of the noise reduction structure provided in this application;

[0023] Figure 2 for Figure 1 A structural diagram from another angle;

[0024] Figure 3 for Figure 1 Another structural diagram from a different angle;

[0025] Figure 4 for Figure 3 A schematic diagram of the cross-sectional structure of AA;

[0026] Figure 5 for Figure 3 Schematic diagram of the cross-sectional structure of BB;

[0027] Figure 6 for Figure 3 A schematic diagram of the cross-sectional structure of CC.

[0028] Explanation of reference numerals in the attached figures:

[0029] 100. Perimeter board;

[0030] 200. Damping and vibration reduction layer;

[0031] 300. Sound-absorbing layer;

[0032] 400. First sound insulation layer;

[0033] 500. First insulation layer;

[0034] 600. Front panel; 610. Through opening; 620. Second sound insulation layer;

[0035] 700. Partition; 710. Third sound insulation layer; 720. Second thermal insulation layer;

[0036] 800, base plate; 810, porous layer; 820, fourth sound insulation layer; 830, Case board; 840, frame and extruded board composite layer; 850, multi-layer board; 860, flooring linoleum.

[0037] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0039] In related technologies, the vehicle includes a driver's cab and a living compartment. The living compartment includes a floor and a front bulkhead. The front bulkhead is located at the front edge of the floor and is perpendicularly connected to it, forming the front boundary of the living compartment. A through-hole is designed at the center of the front bulkhead, connecting the driver's cab and the living compartment, providing a passage for users to move freely between the two during vehicle operation. To enhance structural stability and improve sealing performance, a perimeter barrier is specially designed around the through-hole on the front bulkhead. This design not only effectively prevents external dust and rainwater from entering the vehicle but also improves the overall structural strength of the vehicle to a certain extent. However, despite its structural advantages, this design presents some problems in practical use.

[0040] Specifically, in some RVs, the driver's cab and living quarters are two relatively independent structural parts. When the driver's cab and living quarters are connected, a cavity is formed. When the vehicle is traveling at high speed, the airflow will flow through this cavity at a high speed. Due to the high speed of the airflow, a violent vortex phenomenon will be formed in the cavity. These vortices will generate strong wind noise. This noise will be transmitted to the living quarters and driver's cab through the partition and front partition. The presence of this wind noise will significantly affect the comfort of the passengers, interfere with their normal rest and communication, and reduce the driving experience of the RV.

[0041] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0042] Combination Figure 1 , Figure 2 , Figure 3 and Figure 4 This application provides a noise reduction structure, including:

[0043] 100mm perimeter paving board;

[0044] Damping and vibration reduction layer 200 is disposed on the inner side of the enclosure panel 100 and is disposed along the circumference of the enclosure panel 100.

[0045] The sound-absorbing layer 300 is disposed inside the damping and vibration-damping layer 200 and is disposed along the circumference of the damping and vibration-damping layer 200.

[0046] The first sound insulation layer 400 is disposed on the outside of the enclosure panel 100 and is disposed along the circumference of the enclosure panel 100. The damping and vibration reduction layer 200 is used to suppress the transmission of vibration to the enclosure panel 100.

[0047] In this application, when high-speed airflow forms turbulence and vortices in the cavity between the living quarters and the driver's cab, structural noise is generated on the partition panel 100. The damping and vibration reduction layer 200 can suppress and dissipate the structural noise generated by the high-speed airflow. At the same time, the damping and vibration reduction layer 200 can also suppress and dissipate the structural vibration energy from the vehicle body and the road surface, preventing vibration from being transmitted to the living quarters or driver's cab through the partition panel 100, thereby reducing solid-borne sound transmission. The sound-absorbing layer 300 can reduce sound wave reflection, thereby absorbing air noise such as wind noise or engine noise. The first sound insulation layer 400 is disposed on the outside of the partition panel 100, which can directly block the direct transmission of external environmental noise such as wind noise or engine noise into the partition panel 100. The damping and vibration reduction layer 200, the sound-absorbing layer 300 and the first sound insulation layer 400 can form an acoustic protection system of vibration suppression, sound absorption and sound insulation, preventing noise from affecting the comfort of passengers, thereby indirectly improving the comfort of users driving and living.

[0048] In this embodiment, the enclosure panel 100 is a rectangular frame. In other embodiments, the shape of the enclosure panel 100 can be adjusted as needed, for example, the enclosure panel 100 can be set to a circle or other shapes.

[0049] In this embodiment, the sound-absorbing layer 300 is 3M sound-absorbing cotton. The sound-absorbing layer 300 is set as 3M sound-absorbing cotton. 3M sound-absorbing cotton adopts an open-cell foam structure, which has high acoustic impedance and open porosity. It can absorb noise in the 200Hz to 4000Hz frequency band generated by cavity eddies and structural vibrations, and has an outstanding effect on dissipating mid-to-high frequency wind noise. Its lightweight and soft physical properties make it easy to fix on the damping and shock absorption layer. 3M sound-absorbing cotton also has flame-retardant, temperature and humidity aging resistance and environmental protection properties. It can maintain stable sound absorption performance for a long time in harsh environments such as vibration and alternating high and low temperatures, thereby further reducing the noise transmitted to the living quarters or cockpit.

[0050] In other embodiments, the sound-absorbing layer 300 can also be replaced with polyester fiber, melamine foam or glass fiber cotton, with glass fiber cotton being less expensive and having a high sound absorption coefficient; the sound-absorbing layer 300 can also be replaced with polyester fiber cotton, which is also an environmentally friendly and easy-to-process option, with a more pleasant feel and moisture resistance.

[0051] The noise reduction structure also includes a first insulation layer 500, which is disposed between the damping and vibration reduction layer 200 and the sound absorption layer 300, and the first insulation layer 500 is disposed along the circumference of the damping and vibration reduction layer 200.

[0052] In this application, a first thermal insulation layer 500 is added between the damping and vibration reduction layer 200 and the sound absorption layer 300. The first thermal insulation layer 500 can block the extreme temperature outside the vehicle from being conducted to the living compartment or driver's compartment along the perimeter panel 100, thereby improving the overall energy efficiency of the living compartment and driver's compartment and indirectly reducing the air conditioning energy consumption in the living compartment. The setting of the first thermal insulation layer 500 further increases the dielectric impedance in the noise propagation path, thereby further reducing the transmission of noise to the perimeter panel 100.

[0053] In this embodiment, the first insulation layer 500 is an XPS insulation board, which is an extruded polystyrene insulation board. XPS is a novel closed-cell honeycomb structure rigid foam plastic made of polystyrene resin as the main raw material, with the addition of polymers and catalysts, and continuously extruded under high temperature and high pressure. The closed-cell rate of the extruded polystyrene insulation board is as high as 95% or more, forming an efficient moisture barrier. The extruded polystyrene insulation board has extremely low water absorption and long-term moisture-proof and heat-insulating capabilities, improving thermal insulation performance. The extruded polystyrene insulation board also has high compressive strength and creep resistance, and is not easily deformed or aged under long-term load or vibration environments. It has excellent dimensional stability and can reduce noise transmission to a certain extent.

[0054] The noise reduction structure also includes a front bulkhead 600, on which a through opening 610 is provided. A walkway 100 is connected to the front bulkhead 600, and the walkway 100 is arranged circumferentially along the through opening 610. A second sound insulation layer 620 is provided on the front bulkhead 600.

[0055] In this embodiment, the second sound insulation layer 620 can cover the entire surface of the front bulkhead 600 outside the living quarters, or it can cover a portion of the front bulkhead 600 outside the living quarters. For example, the second sound insulation layer 620 can be disposed on the front bulkhead 600 and located in the lower and upper regions of the enclosure panel 100, or it can be disposed on the front bulkhead 600 and located in both sides of the enclosure panel 100. The second sound insulation layer 620 is on the same side as the first sound insulation layer 400 and is connected to the first sound insulation layer 400.

[0056] In other embodiments, the second sound insulation layer 620 may also cover the entire surface of the front bulkhead 600 located inside the living compartment.

[0057] In this application, by employing a second sound insulation layer 620, the second sound insulation layer 620 can block the direct transmission of external environmental noise, such as wind noise or engine noise, into the front bulkhead 600, thereby preventing noise from being transmitted along the front bulkhead 600 to the living quarters and reducing noise in the living quarters and the driver's cabin; by connecting the second sound insulation layer 620 to the first sound insulation layer 400 on the enclosure panel 100, a continuous sealed interface can be formed between the second sound insulation layer 620 and the first sound insulation layer 400, which can further improve the overall sound insulation performance of the passage 610 area.

[0058] Combination Figure 3 and Figure 5 The noise reduction structure also includes multiple partitions 700, which are disposed on the front bulkhead 600 and located on opposite sides of the enclosure 100. The multiple partitions 700 are spaced apart along the height direction of the front bulkhead 600, and a third sound insulation layer 710 is provided on one side of each partition 700.

[0059] In this embodiment, the height direction of the front bulkhead 600 is the height direction of the vehicle. Four partitions 700 are provided, two of which are provided on one side of the walkway 100, with one partition 700 being flush with the upper part of the walkway 100 and the other partition 700 being flush with the lower part of the walkway 100. The other two partitions 700 are provided on the other side of the walkway 100, with one partition 700 being flush with the upper part of the walkway 100 and the other partition 700 being flush with the lower part of the walkway 100.

[0060] In this embodiment, a third sound insulation layer 710 is provided on the bottom wall of the partition 700, which is flush with the lower part of the enclosure 100, and on the top wall of the partition 700, which is flush with the upper part of the enclosure 100. This allows the partition 700 to prevent the top and bottom of the cavity between the living quarters and the cockpit from being transmitted to the enclosure 100. The third sound insulation layer 710 is on the same side as the first sound insulation layer 400 and is connected to the first sound insulation layer 400.

[0061] In other embodiments, the number of partitions 700 can be adjusted as needed, for example, partitions 700 can be provided on the front bulkhead 600 and on both sides of the walkway 100.

[0062] In this application, by using a partition 700 in conjunction with a walkway 100, the partition 700 and the walkway 100 can divide the area on one side of the front bulkhead 600 into multiple areas. This allows the partition 700 itself to prevent noise from being transmitted to the walkway 100. The lower partition 700 can prevent engine hot air from being conducted upwards into the cab or overhead bed, while the upper partition 700 can shield the upper return hot air. By providing a third sound insulation layer 710 on the partition 700, the third sound insulation layer 710 can block external environmental noise, such as wind noise or engine noise, from being directly transmitted into the partition 700, thereby preventing noise from being conducted along the partition 700 and the walkway 100 to the living quarters and reducing noise in the living quarters and the cab.

[0063] A second insulation layer 720 is provided on the other side of each partition 700.

[0064] In this embodiment, a second insulation layer 720 is provided on the top wall of the partition 700 which is flush with the lower part of the enclosure 100, and a second insulation layer 720 is provided on the bottom wall of the partition 700 which is flush with the upper part of the enclosure 100.

[0065] In this application, a second insulation layer 720 is added to the partition 700. The second insulation layer 720 can block the extreme temperature outside the vehicle from being conducted to the enclosure 100 along the partition 700, thereby preventing the extreme temperature outside the vehicle from being conducted to the living compartment or driver's compartment along the enclosure 100, further improving the overall energy efficiency of the living compartment and driver's compartment, and indirectly reducing the air conditioning energy consumption in the living compartment; and the setting of the second insulation layer 720 further increases the dielectric impedance in the noise propagation path, thereby further reducing the transmission of noise to the enclosure 100.

[0066] In this embodiment, the second insulation layer 720 is an XPS insulation board, which is an extruded polystyrene insulation board. XPS is a novel closed-cell honeycomb structure rigid foam plastic made of polystyrene resin as the main raw material, with the addition of polymers and catalysts, and continuously extruded under high temperature and high pressure. The closed-cell rate of the extruded polystyrene insulation board is as high as 95% or more, forming an efficient moisture barrier. The extruded polystyrene insulation board has extremely low water absorption and long-term moisture-proof and heat-insulating capabilities, improving thermal insulation performance. The extruded polystyrene insulation board also has high compressive strength and creep resistance, and is not easily deformed or aged under long-term load or vibration environments. It has excellent dimensional stability and can reduce noise transmission to a certain extent.

[0067] It should be noted that the damping and vibration reduction layer 200, the sound absorption layer 300, and the first thermal insulation layer 500 can together form a functional module, which can be formed through pre-assembly.

[0068] For example, the damping layer 200 can be attached to the first surface of the first insulation layer 500, and the sound-absorbing layer 300 can be attached to the second surface of the first insulation layer 500, thereby realizing the assembly process of the functional module. Then, the functional module can be attached to the enclosure panel 100 as a whole, making the attachment process of the damping layer 200, the sound-absorbing layer 300, and the first insulation layer 500 more convenient.

[0069] Since the materials of the damping layer 200 and the sound-absorbing layer 300 are usually flexible materials, it is difficult for the damping layer 200 and the sound-absorbing layer 300 to be glued together to form a stable module structure.

[0070] Therefore, in related technologies, it is usually necessary to bond and fix the damping layer 200 and the sound-absorbing layer 300 separately. The application process of the damping layer 200 and the sound-absorbing layer 300 is also easily affected by flexible materials, which affects the flatness of the damping layer 200 and the sound-absorbing layer 300.

[0071] In this embodiment of the application, by providing a first insulation layer 500, which is disposed between the damping and vibration reduction layer 200 and the sound absorption layer 300, the first surface of the first insulation layer 500 can be used to attach the damping and vibration reduction layer 200, and the second surface of the first insulation layer 500 can be used to attach the sound absorption layer 300, so that both the damping and vibration reduction layer 200 and the sound absorption layer can be supported to a certain extent.

[0072] In other words, the first insulation layer 500 not only prevents extreme external temperatures from being conducted to the living quarters or driver's cabin along the perimeter panel 100, but also provides some support for the damping layer 200 and the sound-absorbing layer 300. Furthermore, the damping layer 200, the sound-absorbing layer 300, and the first insulation layer 500 can together form a pre-assembleable functional module, which also makes the application process of the damping layer 200, the sound-absorbing layer 300, and the first insulation layer 500 more convenient.

[0073] Combination Figure 3 and Figure 6 The noise reduction structure also includes a base plate 800, a front bulkhead 600 connected to one side edge of the base plate 800, and a porous layer 810 provided on the side of the base plate 800 located inside the living compartment.

[0074] In this embodiment, the front bulkhead 600 is perpendicular to the bottom plate 800, the front bulkhead 600 is disposed on the top wall of the bottom plate 800, and the porous layer 810 covers the bottom wall of the bottom plate 800.

[0075] In this application, a porous layer 810 is provided on the side of the floor 800 located inside the living compartment. Through its open pore structure, the porous layer 810 can absorb noise inside the living compartment, such as conversation or equipment operation, reduce sound wave reflection and reverberation time, and improve speech intelligibility. The porous layer 810 also has excellent air permeability and capillary action, which can regulate the humidity inside the compartment, prevent condensation on the floor 800, and further enhance the thermal insulation performance of the floor area.

[0076] The bottom plate 800 is located on the side outside the living quarters and is equipped with a fourth sound insulation layer 820.

[0077] In this application, a fourth sound insulation layer 820 is provided on the side of the base plate 800 located outside the living compartment. The fourth sound insulation layer 820 can block noise transmitted from the chassis and road surface to the living compartment, such as tire vibration or transmission system noise, and reduce solid-borne sound. At the same time, the fourth sound insulation layer 820 can form a moisture-proof sealing barrier to protect the structure of the base plate 800 from environmental erosion such as rainwater and mud, and extend its service life.

[0078] In this embodiment, the base plate 800 includes a Case board 830, a frame and extruded polystyrene composite layer 840, a multilayer board 850, and a floor covering 860 stacked sequentially from bottom to top. The outermost Case board 830 (high-strength fiberglass or aluminum-plastic composite board) has excellent impact resistance, corrosion resistance, and moisture resistance, effectively resisting the impact of road gravel and the erosion of harsh environments. The metal frame and the extruded polystyrene board 840 together form a high-rigidity load-bearing foundation, ensuring structural stability. At the same time, the extruded polystyrene board (XPS, closed-cell extruded polystyrene) can block thermal bridges and prevent condensation. The multilayer board 850 (high-strength plywood) serves as a pressure-bearing transition layer, evenly distributing the load and enhancing the overall flatness. The outermost floor covering 860 (PVC or rubber material) provides a wear-resistant, non-slip, and easy-to-clean decorative surface layer. The thickness of the Case board 830 is 1.5 mm, the thickness of the frame and extruded polystyrene composite layer 840 is 40 mm, the thickness of the multilayer board 850 is 9 mm, and the thickness of the floor covering 860 is 5 mm.

[0079] At least one of the first sound insulation layer 400, the second sound insulation layer 620 and the third sound insulation layer 710 is fiberglass sound insulation cotton, and / or the fourth sound insulation layer 820 is cross-linked polyethylene foam sound insulation pad.

[0080] In this embodiment, the first sound insulation layer 400, the second sound insulation layer 620 and the third sound insulation layer 710 are all glass fiber sound insulation cotton, and the fourth sound insulation layer 820 is cross-linked polyethylene foam sound insulation pad.

[0081] In other embodiments, the first sound insulation layer 400, the second sound insulation layer 620, the third sound insulation layer 710, and the fourth sound insulation layer 820 can also be replaced with EPDM rubber pads. The internal structure of the EPDM rubber pads is relatively compact and has a certain degree of elasticity, which can absorb and block the propagation of sound. When sound waves come into contact with the EPDM rubber pads, the elastic properties of the EPDM rubber pads will cause the sound waves to be reflected and refracted in them, thereby reducing the penetration ability of the sound waves.

[0082] In this application, by setting the first sound insulation layer 400, the second sound insulation layer 620, and the third sound insulation layer 710 as glass fiber sound insulation cotton, the interwoven micro-glass fiber structure inside the glass fiber sound insulation cotton can block the vibration of air molecules, achieving efficient sound insulation and absorption of broadband noise (especially mid-low frequency); the glass fiber sound insulation cotton has high tensile strength and durability, is not easy to settle or age, and can maintain stable acoustic performance for a long time; at the same time, it also has excellent fire resistance, temperature resistance and mildew resistance; the flexible and easy-to-cut characteristics of the glass fiber sound insulation cotton make it easy to install on complex contour surfaces to achieve seamless coverage.

[0083] In this application, by setting the fourth sound insulation layer 820 as a cross-linked polyethylene foam sound insulation pad, the closed-cell foam structure of the cross-linked polyethylene foam sound insulation pad has high resilience and anti-compression creep ability, which can effectively suppress low-frequency vibration and block the transmission of structural noise; the independent closed-cell structure also has excellent moisture-proof, water-resistant and anti-aging properties, preventing moisture adsorption and mold growth, and indirectly extending the life of the base plate 800.

[0084] The porous layer 810 is a composite carpet of ethylene-vinyl acetate copolymer and polyurethane cotton, and / or the damping layer 200 is a butyl rubber sheet.

[0085] In this embodiment, the porous layer 810 is a composite carpet of ethylene-vinyl acetate copolymer and polyurethane cotton, and the damping and vibration reduction layer 200 is a butyl rubber sheet.

[0086] In this application, the composite carpet of ethylene-vinyl acetate copolymer (EVA) and polyurethane (PU) cotton is used as the porous layer 810. EVA provides high elasticity, wear resistance and excellent deformation recovery ability, effectively cushioning the impact of footsteps and enhancing the comfort of the feet. Its closed-cell structure also has moisture-proof and sound insulation properties. The open-pore structure of polyurethane cotton efficiently absorbs mid-to-high frequency air noise and reduces reverberation in the living cabin. The two are combined to form an integrated functional layer of elastic cushioning and sound absorption and noise reduction, which has both heat insulation and ease of installation. While improving the acoustic comfort and physical environment quality of the living cabin, it also enhances the durability and overall texture of the floor.

[0087] In this application, the damping layer 200 formed by butyl rubber sheet has high damping characteristics, which can convert the vibration energy of the body sheet metal into heat energy and dissipate it, significantly suppressing resonance noise, achieving efficient vibration and noise suppression in a wide frequency range, and greatly improving the NVH performance and ride comfort of the vehicle.

[0088] In this embodiment, NVH performance is a core indicator for measuring vehicle quality. It represents the comprehensive performance of a vehicle in terms of noise, vibration and harshness. N stands for Noise, V for Vibration and H for Harshness.

[0089] This application also provides a vehicle, including a vehicle body and a noise reduction structure of any of the above embodiments disposed on the vehicle body.

[0090] The specific structure of the noise reduction structure has been described in detail in the above embodiments, and will not be repeated here.

[0091] In this embodiment, the vehicle is a motorhome; in other embodiments, the vehicle may also be a sedan or an SUV, etc.

[0092] The vehicle provided in this application, by setting a noise reduction structure, generates structural noise on the partition panel 100 when high-speed airflow forms turbulence and vortices in the cavity between the living quarters and the driver's cab. The damping and vibration reduction layer 200 can suppress and dissipate the structural noise generated by the high-speed airflow. The first thermal insulation layer 500 can block extreme external temperatures from being conducted along the partition panel 100 to the living quarters or driver's cab. The sound-absorbing layer 300 can reduce sound wave reflection, thereby absorbing air noise such as wind noise or engine noise. The first sound insulation layer 400 can directly block external environmental noise such as wind noise or engine noise from being directly transmitted to the partition panel 100. The second sound insulation layer 620 can block external environmental noise such as wind noise or engine noise from being directly transmitted to the front partition panel 600. The third sound insulation layer 7... The first layer 700 can block the direct transmission of external environmental noise, such as wind noise or engine noise, to the partition 700, thereby preventing noise from being conducted along the partition 700 and the enclosure 100 to the living compartment. The second insulation layer 720 can block the transmission of extreme external temperatures along the partition 700 to the enclosure 100, thereby preventing extreme external temperatures from being conducted along the enclosure 100 to the living compartment or driver's compartment. The porous layer 810, through its open pore structure, can absorb noise inside the living compartment, such as conversation or equipment operation. The fourth sound insulation layer 820 can block noise transmitted from the chassis and road surface to the living compartment, such as tire vibration or transmission system rumble, preventing noise from affecting the comfort of passengers, thereby indirectly improving the user's driving and living comfort.

[0093] Finally, it should be noted that other embodiments of this utility model will readily occur to those skilled in the art upon consideration of the specification and practice of the utility model disclosed herein. This utility model is intended to cover any variations, uses, or adaptations of this utility model that follow the general principles of this utility model and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this utility model is limited only by the appended claims.

Claims

1. A noise reduction structure, characterized in that, include: Perimeter board (100); Damping and vibration reduction layer (200) is disposed on the inner side of the enclosure panel (100) and the damping and vibration reduction layer (200) is disposed along the circumference of the enclosure panel (100); A sound-absorbing layer (300) is disposed inside the damping and vibration-damping layer (200) and is disposed along the circumference of the damping and vibration-damping layer (200); The first sound insulation layer (400) is disposed on the outside of the enclosure panel (100) and is disposed along the circumference of the enclosure panel (100). The damping and vibration reduction layer (200) is used to suppress the transmission of vibration to the enclosure panel (100).

2. The noise reduction structure according to claim 1, characterized in that, It also includes a first thermal insulation layer (500), which is disposed between the damping and vibration reduction layer (200) and the sound absorption layer (300), and the first thermal insulation layer (500) is disposed along the circumference of the damping and vibration reduction layer (200).

3. The noise reduction structure according to claim 1, characterized in that, It also includes a front panel (600), on which a through opening (610) is provided, and a walkway panel (100) is connected to the front panel (600), and the walkway panel (100) is arranged circumferentially along the through opening (610), and a second sound insulation layer (620) is provided on the front panel (600).

4. The noise reduction structure according to claim 3, characterized in that, It also includes multiple partitions (700), which are disposed on the front bulkhead (600) and located on opposite sides of the perimeter panel (100). The multiple partitions (700) are spaced apart along the height direction of the front bulkhead (600), and a third sound insulation layer (710) is provided on one side of each partition (700).

5. The noise reduction structure according to claim 4, characterized in that, A second insulation layer (720) is provided on the other side of each of the partitions (700).

6. The noise reduction structure according to claim 4, characterized in that, It also includes a base plate (800), the front bulkhead (600) being connected to one side edge of the base plate (800), and the base plate (800) having a porous layer (810) on one side inside the living compartment.

7. The noise reduction structure according to claim 6, characterized in that, The bottom plate (800) is provided with a fourth sound insulation layer (820) on the side outside the living compartment.

8. The noise reduction structure according to claim 7, characterized in that, At least one of the first sound insulation layer (400), the second sound insulation layer (620) and the third sound insulation layer (710) is glass fiber sound insulation cotton, and / or the fourth sound insulation layer (820) is cross-linked polyethylene foam sound insulation pad.

9. The noise reduction structure according to claim 6, characterized in that, The porous layer (810) is an ethylene-vinyl acetate copolymer and polyurethane cotton composite carpet, and / or the damping and vibration reduction layer (200) is a butyl rubber sheet.

10. A vehicle, characterized in that, It includes a vehicle body and a noise reduction structure disposed on the vehicle body as described in any one of claims 1-9.

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