Active noise reduction structure and vehicle

Abstract

The application relates to an active noise reduction structure and a vehicle, and belongs to the technical field of vehicle structures. The active noise reduction structure comprises a flow guide plate located between a front windshield and a front engine cover plate, two connecting rod units, and a driving unit. The connecting rod unit is detachably installed on the bottom surface of the flow guide plate, and the driving unit is used for driving the two connecting rod units to drive the flow guide plate to switch between opening and closing. When the flow guide plate is opened, the side of the flow guide plate away from the front windshield is supported on the vehicle body, and the side of the flow guide plate close to the front windshield is upwardly inclined and higher than the top edge of the vehicle body after the wiper is flattened. When the flow guide plate is closed, the flow guide plate is flattened and adheres to the vehicle body. The application at least solves the technical problem that the current exposed wiper design forms a large turbulent sound group around the front windshield, thereby obviously increasing the noise source of the front windshield area.

Description

Technical Field

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

[0002] In the current market, the design concept of boxy vehicles usually emphasizes a rugged appearance. Their body shells feature a raised hood design and a large windshield angle. Correspondingly, these vehicles usually adopt an exposed wiper design to further enhance their rugged off-road visual effect.

[0003] However, this design has significant drawbacks at high speeds: the hood's surface design is not smooth enough, causing airflow separation. This separated airflow directly impacts the wiper area, leading to turbulent airflow and creating large turbulent sound clusters around the windshield. As the vehicle moves, these turbulent sound clusters continuously break up and couple, significantly increasing the noise level in the windshield area. This noise enters the vehicle, severely impacting the sound quality inside, hindering communication between passengers, and reducing driving comfort. Utility Model Content

[0004] This application at least partially solves the technical problem of significantly increased noise in the windshield area caused by the current exposed wiper design.

[0005] Therefore, this application aims to provide an active noise cancellation structure and vehicle. A deflector, driven by a linkage unit, is installed in the gap between the windshield and the hood of the vehicle body to change the airflow direction in front of the wipers, preventing direct airflow impact on the wipers while the vehicle is in motion and reducing noise at the windshield. When the vehicle is stationary, the deflector lies flat to minimize its impact on the vehicle's rugged appearance. Furthermore, the linkage unit allows for a certain degree of compensation deviation, which helps reduce the installation precision requirements of various components in the active noise cancellation structure.

[0006] To achieve the above objectives, in a first aspect, this application provides an active noise reduction structure, comprising: a deflector located between the windshield and the hood of the vehicle body, two symmetrically arranged linkage units, and a drive unit; the length direction of the deflector is parallel to the width direction of the vehicle body; The linkage unit is detachably mounted on the bottom surface of the deflector. The drive unit is used to drive the two linkage units to switch the deflector between opening and closing. When the deflector is open, the side of the deflector away from the windshield is supported on the vehicle body, and the side of the deflector near the windshield is tilted upward and higher than the top edge of the vehicle body after the windshield wipers are flat. When the deflector is closed, the deflector is flat and fits against the vehicle body.

[0007] In this technical solution, a deflector, driven by a linkage unit, is installed in the gap between the windshield and the hood of the vehicle. This deflector alters the airflow direction in front of the wipers, preventing direct airflow from impacting them while the vehicle is in motion and reducing noise at the windshield. When the vehicle is stationary, the deflector lies flat to minimize its impact on the vehicle's rugged appearance. Furthermore, the linkage unit allows for a certain degree of compensation deviation, which helps reduce the installation precision requirements of various components in the active noise cancellation structure.

[0008] In some embodiments of this application, the linkage unit includes a vertical plate detachably mounted on the bottom surface of the deflector, with drive rods hinged at both ends to the vehicle body and the vertical plate respectively; the drive unit is used to drive the two drive rods to rotate; When the top of the active rod is tilted towards the windshield and the side of the deflector away from the windshield is supported on the vehicle body, the side of the deflector near the windshield is tilted upward and higher than the top edge of the vehicle body after the wipers are flat; when the top of the active rod is tilted away from the windshield and the tilt angle is at its maximum, the deflector is flat and fits against the vehicle body.

[0009] In the technical solution, the connecting rod unit has a simple structure and is easy to install.

[0010] In some embodiments of this application, the linkage unit further includes a driven rod located on the side of the driving rod near the windshield. The two ends of the driven rod are respectively hinged to the vertical plate and the vehicle body. The top end of the driven rod is located above the top end of the driving rod. The included angle between the driven rod and the driving rod is always an acute angle.

[0011] In the technical solution, the driven rod is used to limit the maximum tilt angle of the guide plate to avoid the tilt angle of the guide plate being too large, so as to improve the flow guidance reliability of the guide plate under strong airflow conditions after it is tilted.

[0012] In some embodiments of this application, the driving rod and the driven rod are located on opposite sides of the vertical plate.

[0013] In this technical solution, with the vertical plates spaced apart, the rotation of the driving rod and the driven rod does not interfere with each other, reducing the assembly difficulty of the linkage unit. Simultaneously, the vertical plates, aided by the vehicle body, can limit the position of the driven rod or the driving rod in the vehicle body width direction, reducing the possibility of the driven rod or the driving rod deforming and breaking under stress.

[0014] In some embodiments of this application, the centerlines of the driving rod and the driven rod are both straight lines, and the driving rod is shorter than the driven rod.

[0015] In the technical solution, the active rod is shorter than the driven rod to facilitate the distinction between the active rod and the driven rod. At the same time, shortening the active rod can also reduce the speed at which the guide plate opens and closes, thus reducing the possibility of deformation of the active rod under stress.

[0016] In some embodiments of this application, the linkage unit further includes a mounting plate; two mounting plates are respectively formed on the two adjacent sides of the two vertical plates, and multiple bolts pass through the mounting plates and are threadedly connected to the guide plate.

[0017] In the technical solution, the mounting plate is installed on the guide plate by multiple bolts, which facilitates the disassembly and maintenance of the connecting rod unit.

[0018] In some embodiments of this application, the drive unit includes a connecting shaft and a drive motor, with both ends of the connecting shaft connected to the two drive rods respectively, and the drive motor driving the connecting shaft to rotate.

[0019] In the technical solution, by using the connecting shaft, a drive motor synchronously drives two linkage units, which can improve the synchronization of the two linkage units, avoid uneven force and swaying of the deflector in the vehicle width direction, improve the air guiding stability of the deflector, and also help reduce the production cost and energy consumption of the active noise reduction structure.

[0020] In some embodiments of this application, the active noise reduction structure further includes an elastic sealing structure, which is installed on the side of the deflector. When the side of the deflector near the windshield is tilted upward, the gap between the bottom edge of the deflector and the vehicle body is sealed by the elastic sealing structure.

[0021] In this technical solution, the elastic sealing structure helps reduce the possibility of airflow entering the gap between the deflector and the vehicle body during vehicle operation, thus helping to reduce noise sources at the deflector. Furthermore, the elastic sealing structure is elastic and can compensate for installation errors between the vehicle body and the deflector, helping to reduce the installation precision requirements of the active noise cancellation structure on the vehicle body.

[0022] In some embodiments of this application, when the side of the deflector near the windshield is tilted upward to its highest point, the angle between the deflector and the horizontal plane is less than or equal to forty-five degrees.

[0023] In the technical solution, the angle between the deflector and the horizontal plane is limited to less than or equal to 45 degrees to prevent the side of the deflector near the windshield from being violently shaken by the airflow impact. This helps to ensure the reliability of the active noise reduction structure in changing the airflow direction under strong airflow impact, protects the linkage unit, and also helps to reduce the noise source at the deflector.

[0024] Secondly, this application provides a vehicle in which a mounting groove is provided between the windshield and the front hood of the vehicle body, and the aforementioned active noise reduction structure is installed in the mounting groove.

[0025] In this technical solution, a deflector, driven by a linkage unit, is installed in the gap between the windshield and the hood of the vehicle to change the airflow direction in front of the wipers, preventing the airflow from directly impacting the wipers while the vehicle is in motion. This application provides a vehicle that can reduce noise sources at the windshield while having minimal impact on the vehicle's robust appearance when stationary.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application.

[0027] The active noise reduction structure and vehicle provided in this application have at least the following advantages: 1. A deflector, driven by a linkage unit, is installed in the gap between the windshield and the hood of the vehicle to change the airflow direction in front of the wipers, preventing direct airflow from impacting the wipers while the vehicle is in motion and reducing noise at the windshield. When the vehicle is stationary, the deflector lies flat to minimize its impact on the vehicle's rugged appearance. Furthermore, the linkage unit allows for a certain degree of compensation deviation, which helps reduce the installation precision requirements of various components in the active noise cancellation structure.

[0028] 2. By limiting the tilt angle of the air deflector and increasing the elastic sealing structure to seal the gap between the bottom edge of the air deflector and the vehicle body, the noise source at the air deflector is reduced.

[0029] 3. The active noise cancellation structure has a simple structure and is easy to assemble. The active noise cancellation structure itself can be assembled as a whole before being installed on the vehicle body, which improves the vehicle assembly efficiency and reduces the assembly difficulty of the active noise cancellation structure. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of an active noise reduction structure according to an embodiment of this application. Figure 1 ; Figure 2 This is a schematic diagram of an active noise reduction structure according to an embodiment of this application. Figure 2 ; Figure 3 This is a three-dimensional schematic diagram of an active noise reduction structure according to an embodiment of this application.

[0031] In the above figures: 1. Deflector; 21. Vertical plate; 22. Driving rod; 23. Driven rod; 24. Mounting plate; 25. Bolt; 26. Driven hinge shaft; 27. Driving hinge shaft; 28. Assembly plate; 3. Elastic sealing structure; 4. Wiper; 5. Body; 51. Mounting groove; 6. Windshield. Detailed Implementation

[0032] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0033] In this application, unless otherwise expressly 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, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0034] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0035] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0036] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0037] It should be noted that the design concept of boxy vehicles usually emphasizes a rugged appearance. Their body shells have features such as a raised hood design and a large windshield angle. Correspondingly, these vehicles usually adopt an exposed windshield wiper design to further enhance their rugged off-road visual effect.

[0038] In existing technologies, the hood's surface design is not smooth enough, causing airflow separation during transition. This separated airflow directly impacts the wiper area, leading to turbulent airflow and the formation of large turbulent sound clusters around the windshield. As the vehicle moves, these turbulent sound clusters continuously break up and couple, significantly increasing the noise source in the windshield area. This noise enters the vehicle, severely affecting the sound quality inside, hindering communication between passengers, and reducing driving comfort.

[0039] Based on this, this application aims to provide an active noise reduction structure and vehicle. By installing a deflector that is rotated by a linkage unit in the gap between the windshield and the hood of the vehicle, the airflow direction in front of the wiper is changed, avoiding direct impact of airflow on the wiper when the vehicle is in motion. This solves to some extent the technical problem of the gas flow field disturbance caused by the current exposed wiper design, which forms a large turbulent sound mass around the windshield and causes a significant increase in noise in the windshield area.

[0040] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0041] As attached Figures 1 to 3As shown in an illustrative embodiment of the active noise reduction structure and vehicle of this application, the active noise reduction structure includes: a guide plate 1 located between the windshield 6 of the vehicle body 5 and the front hood of the vehicle body 5, two symmetrically arranged linkage units, and a drive unit; the length direction of the guide plate 1 is parallel to the width direction of the vehicle body 5. The linkage unit is detachably mounted on the bottom surface of the deflector 1. The drive unit is used to drive the two linkage units to switch the deflector 1 between opening and closing. When the deflector 1 is open, the side of the deflector 1 away from the windshield 6 is supported on the vehicle body 5, and the side of the deflector 1 near the windshield 6 is tilted upward and higher than the top edge of the wiper 4 of the vehicle body 5 after it is flattened. When the deflector 1 is closed, the deflector 1 is flattened and fits against the vehicle body 5.

[0042] In the technical solution, a deflector 1, driven by a linkage unit, is installed in the gap between the windshield 6 of the vehicle body 5 and the front hood of the vehicle body 5. This deflector changes the airflow direction in front of the wiper 4, preventing the airflow from directly impacting the wiper 4 while the vehicle is in motion and reducing noise at the windshield 6. When the vehicle is stationary, the deflector 1 lies flat to reduce its impact on the vehicle's rugged appearance. Furthermore, the linkage unit allows for a certain degree of compensation deviation, which helps reduce the installation precision requirements of various components in the active noise cancellation structure.

[0043] In some embodiments of this application, the linkage unit includes a vertical plate 21 detachably mounted on the bottom surface of the guide plate 1, with the vehicle body 5 and the active rod 22 of the vertical plate 21 respectively hinged at both ends; the drive unit is used to drive the two active rods 22 to rotate. When the top of the active rod 22 is tilted towards the windshield 6 and the side of the deflector 1 away from the windshield 6 is supported on the vehicle body 5, the side of the deflector 1 near the windshield 6 is tilted upward and higher than the top edge of the wiper 4 of the vehicle body 5 after it is flattened; when the top of the active rod 22 is tilted away from the windshield 6 and the tilt angle is at its maximum, the deflector 1 is flattened and fits against the vehicle body 5.

[0044] In the technical solution, the connecting rod unit has a simple structure and is easy to install.

[0045] In some embodiments of this application, the linkage unit further includes a driven rod 23, which is located on the side of the driving rod 22 near the windshield 6. The two ends of the driven rod 23 are respectively hinged to the vertical plate 21 and the vehicle body 5. The top end of the driven rod 23 is located above the top end of the driving rod 22. The included angle between the driven rod 23 and the driving rod 22 is always an acute angle.

[0046] In the technical solution, the driven rod 23 is used to limit the maximum tilt angle of the guide plate 1, so as to avoid the tilt angle of the guide plate 1 being too large, thereby improving the flow guidance reliability of the guide plate 1 under strong airflow conditions after tilting.

[0047] Furthermore, the two ends of the active rod 22 are respectively fixedly connected or detachably fixedly connected to two active hinge shafts 27, and the active rod 22 is rotatably connected to the vertical plate 21 and the vehicle body 5 through the two active hinge shafts 27.

[0048] Furthermore, the two ends of the driven rod 23 are respectively fixedly connected or detachably fixedly connected to two driven hinge shafts 26, and the driven rod 23 is rotatably connected to the vertical plate 21 and the vehicle body 5 through the two driven hinge shafts 26.

[0049] Furthermore, the active noise cancellation structure also includes two symmetrically detachable mounting plates 28 mounted on the vehicle body 5, with two linkage units located between the two mounting plates 28. The driven rod 23 and the driving rod 22 are hinged to their adjacent mounting plates 28. The active noise cancellation structure can be assembled as a single unit before the two mounting plates 28 are mounted on the vehicle body 5, improving vehicle assembly efficiency and reducing the assembly difficulty of the active noise cancellation structure.

[0050] Furthermore, the mounting plate 28 is fixed to the vehicle body 5 by a plurality of bolts 25.

[0051] Furthermore, both the vertical plate 21 and the mounting plate 28 are provided with active hinge holes that match the active hinge shaft 27. These active hinge holes are blind holes. The closed end of the active hinge hole can limit the active hinge shaft 27 in the width direction of the vehicle body 5. The active hinge hole and the active hinge shaft 27 can be rotatably connected by a plug-in fit, facilitating the replacement of the active rod 22. The blind nature of the active hinge hole on the mounting plate 28 also helps reduce the frictional contact between the linkage unit and the vehicle body 5, protecting the vehicle body 5. At the same time, it reduces the frictional resistance experienced by the linkage unit when the guide plate 1 opens and closes, thus reducing the energy consumption of the drive motor.

[0052] Furthermore, both the vertical plate 21 and the mounting plate 28 are provided with driven hinge holes that match the driven hinge shaft 26. These driven hinge holes are blind holes. The closed end of the driven hinge hole can limit the driven hinge shaft 26 in the width direction of the vehicle body 5. The driven hinge hole and the driven hinge shaft 26 can be rotated by plugging them together, making it easy to replace the driven rod 23. The blind nature of the driven hinge hole on the mounting plate 28 also helps to reduce the frictional contact between the connecting rod unit and the vehicle body 5, protecting the vehicle body 5. At the same time, it reduces the frictional resistance experienced by the connecting rod unit when the guide plate 1 opens and closes, thus reducing the energy consumption of the drive motor.

[0053] In some embodiments of this application, the driving rod 22 and the driven rod 23 are located on both sides of the vertical plate 21, respectively.

[0054] In this technical solution, with the vertical plates 21 spaced apart, the rotation of the driving rod 22 and the driven rod 23 does not interfere with each other, reducing the assembly difficulty of the linkage unit. Simultaneously, the vehicle body 5 can assist the vertical plates 21 in defining the position of the driven rod 23 or the driving rod 22 in the width direction of the vehicle body 5, reducing the possibility of the driven rod 23 or the driving rod 22 deforming and breaking under stress.

[0055] In some embodiments of this application, the center lines of the driving rod 22 and the driven rod 23 are both straight lines, and the driving rod 22 is shorter than the driven rod 23.

[0056] In the technical solution, the active rod 22 is shorter than the driven rod 23 to facilitate the distinction between the active rod 22 and the driven rod 23. At the same time, shortening the active rod 22 can also increase the opening and closing speed of the guide plate 1 and reduce the possibility of deformation of the active rod 22 under stress.

[0057] Furthermore, in the length direction of the vehicle body, the top ends of the active rod 22 and the driven rod 23 are both located on the side away from the windshield 6 from the center of the deflector 1, so as to shorten the length of the active rod 22 and the driven rod 23, improve their structural strength, reduce the possibility of them deforming and breaking under stress, extend the service life of the linkage unit, and at the same time increase the opening and closing speed of the deflector 1.

[0058] In some embodiments of this application, the linkage unit further includes a mounting plate 24; two mounting plates 24 are respectively formed on the two adjacent sides of the two vertical plates 21, and a plurality of bolts 25 pass through the mounting plates 24 and are threadedly connected to the guide plate 1.

[0059] In the technical solution, the mounting plate 24 is installed on the guide plate 1 by multiple bolts 25, which facilitates the disassembly and maintenance of the connecting rod unit.

[0060] Furthermore, the mounting plate 24 and the vertical plate 21 are constructed from a single bent metal plate to enhance the connection strength between them. The angle between the mounting plate 24 and the vertical plate 21 is a right angle.

[0061] In some embodiments of this application, the bottom surface of the guide plate 1 is provided with threaded holes corresponding to the bolts 25 one by one. Each bolt 25 is threaded into its corresponding threaded hole. All the threaded holes are blind holes to ensure the smoothness of the top surface of the guide plate 1, reduce the possibility of turbulent sound clusters forming on the top surface of the guide plate 1, and reduce the noise source at the guide plate 1.

[0062] Furthermore, all bolts 25 on the mounting plate 24 are distributed along the width direction of the vehicle body 5.

[0063] In some embodiments of this application, the drive unit includes a connecting shaft and a drive motor, with both ends of the connecting shaft connected to the two drive rods 22 respectively, and the drive motor driving the connecting shaft to rotate.

[0064] In the technical solution, by using the connecting shaft, a drive motor is used to synchronously drive two linkage units, which can improve the synchronization of the two linkage units, avoid uneven force on the deflector 1 in the vehicle width direction and improve the air guiding stability of the deflector 1. At the same time, it also helps to reduce the production cost and energy consumption of the active noise reduction structure.

[0065] Furthermore, a driven gear is detachably connected to the connecting shaft, the connecting shaft passes through the driven gear, and a driving gear is detachably connected to the output shaft of the drive motor, the driving gear and the driven gear meshing.

[0066] Furthermore, the output shaft of the drive motor and the drive gear are provided with matching drive keyways, and the drive unit also includes a drive connection key, which is embedded in the two drive keyways to realize the connection between the drive motor and the drive gear.

[0067] Furthermore, the driven gear and the connecting shaft are provided with matching driven keyways, and the drive unit also includes a driven connecting key, which is embedded in the two driven keyways to realize the connection between the connecting shaft and the driven gear.

[0068] In some embodiments of this application, when the guide plate 1 is flat, both connecting rod units and the drive unit are located directly below the guide plate 1.

[0069] In the technical solution, both linkage units and the drive unit are located directly below the air deflector 1 to reduce the occupation of the active noise reduction structure in the vehicle's horizontal space.

[0070] In some embodiments of this application, the active noise reduction structure further includes an elastic sealing structure 3, which is installed on the side of the deflector 1. When the side of the deflector 1 near the windshield 6 is tilted upward, the gap between the bottom edge of the deflector 1 and the vehicle body 5 is sealed by the elastic sealing structure 3.

[0071] In the technical solution, the elastic sealing structure 3 helps reduce the possibility of airflow entering the gap between the deflector 1 and the vehicle body 5 during vehicle operation, thus helping to reduce noise sources at the deflector 1. Furthermore, the elastic sealing structure 3 is an elastic structure that can elastically compensate for installation errors between the vehicle body 5 and the deflector 1, helping to reduce the installation accuracy requirements of the active noise cancellation structure on the vehicle body 5.

[0072] Furthermore, the elastic sealing structure 3 is a sealing strip.

[0073] Furthermore, the elastic sealing structure 3 can be snapped and / or glued to the guide plate 1 to improve the connection reliability between the elastic sealing structure 3 and the guide plate 1.

[0074] In some embodiments of this application, when the side of the deflector 1 near the windshield 6 is tilted upward to its highest point, the angle between the deflector 1 and the horizontal plane is less than or equal to forty-five degrees.

[0075] In the technical solution, the angle between the deflector 1 and the horizontal plane is limited to less than or equal to 45 degrees. This prevents the side of the deflector 1 closest to the windshield 6 from experiencing strong shaking due to airflow impact. This helps ensure the reliability of the active noise reduction structure in changing the airflow direction under strong airflow impact, protects the linkage unit, and also helps reduce noise sources at the deflector 1. When the angle between the deflector 1 and the horizontal plane is greater than 45 degrees, the top of the deflector 1 is prone to strong shaking due to airflow impact, leading to increased noise at the active noise reduction structure. Furthermore, the possibility of the deflector 1 bending and being damaged due to excessive airflow impact also increases significantly.

[0076] In some embodiments of this application, the bottom edge of the deflector 1 near the windshield 6 and the vehicle body are provided with matching inclined surfaces so that the deflector 1 and the vehicle body can overlap and cooperate after the deflector 1 is laid flat.

[0077] In some embodiments of this application, the active noise reduction structure further includes a ventilation cover plate, which is detachably mounted on the vehicle body. The ventilation cover plate is located below the air deflector and between the two linkage units to protect the drive motor.

[0078] Furthermore, the gap between the ventilation cover and the two connecting rod units helps to reduce the frictional contact between the connecting rod units and the ventilation cover, protecting the connecting rod units. At the same time, it reduces the frictional resistance experienced by the connecting rod units when the guide plate 1 is opened and closed, thereby reducing the energy consumption of the drive motor.

[0079] Secondly, this application provides a vehicle in which a mounting groove 51 is provided between the windshield 6 of the vehicle body 5 and the front engine hood of the vehicle body 5, and the aforementioned active noise reduction structure is installed in the mounting groove 51.

[0080] In the technical solution, a deflector 1, driven by a linkage unit, is installed in the gap between the windshield 6 of the vehicle body 5 and the front hood of the vehicle body 5 to change the airflow direction in front of the wiper 4, thus preventing the airflow from directly impacting the wiper 4 when the vehicle is in motion. This application provides a vehicle that can reduce noise sources at the windshield 6 while having minimal impact on the vehicle's rugged appearance when the vehicle is stationary.

[0081] Through the description of several embodiments of the active noise cancellation structure and vehicle provided in this application, it can be seen that the embodiments of the active noise cancellation structure and vehicle provided in this application have at least the following advantages: 1. A deflector, driven by a linkage unit, is installed in the gap between the windshield and the hood of the vehicle to change the airflow direction in front of the wipers, preventing direct airflow from impacting the wipers while the vehicle is in motion and reducing noise at the windshield. When the vehicle is stationary, the deflector lies flat to minimize its impact on the vehicle's rugged appearance. Furthermore, the linkage unit allows for a certain degree of compensation deviation, which helps reduce the installation precision requirements of various components in the active noise cancellation structure.

[0082] 2. By limiting the tilt angle of the air deflector and increasing the elastic sealing structure to seal the gap between the bottom edge of the air deflector and the vehicle body, the noise source at the air deflector is reduced.

[0083] 3. The active noise cancellation structure has a simple structure and is easy to assemble. The active noise cancellation structure itself can be assembled as a whole before being installed on the vehicle body, which improves the vehicle assembly efficiency and reduces the assembly difficulty of the active noise cancellation structure.

[0084] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An active noise reduction structure, characterized in that, It includes: A deflector (1) located between the windshield of the vehicle body (5) and the front hood of the vehicle body (5), two symmetrically arranged linkage units, and a drive unit; the length direction of the deflector (1) is parallel to the width direction of the vehicle body (5); The linkage unit is detachably installed on the bottom surface of the deflector plate (1). The drive unit is used to drive the two linkage units to switch the deflector plate (1) between opening and closing. When the deflector plate (1) is open, the side of the deflector plate (1) away from the windshield (6) is supported on the vehicle body (5). The side of the deflector plate (1) near the windshield (6) is tilted upward and higher than the top edge of the wiper (4) of the vehicle body (5) after it is flattened. When the deflector plate (1) is closed, the deflector plate (1) is flattened and fits against the vehicle body (5).

2. The active noise reduction structure according to claim 1, characterized in that, The linkage unit includes a vertical plate (21) detachably mounted on the bottom surface of the guide plate (1), with the two ends of the linkage being hinged to the vehicle body (5) and the active rod (22) of the vertical plate (21); the drive unit is used to drive the two active rods (22) to rotate. When the top of the active rod (22) is tilted towards the windshield (6) and the side of the deflector (1) away from the windshield (6) is supported on the vehicle body (5), the side of the deflector (1) near the windshield (6) is tilted upward and higher than the top edge of the wiper (4) of the vehicle body (5) after it is flattened; when the top of the active rod (22) is tilted away from the windshield (6) and the tilt angle is the largest, the deflector (1) is flattened and fits against the vehicle body (5).

3. The active noise reduction structure according to claim 2, characterized in that, The linkage unit also includes a driven rod (23), which is located on the side of the active rod (22) near the windshield (6). The two ends of the driven rod (23) are respectively hinged to the vertical plate (21) and the vehicle body (5). The top end of the driven rod (23) is located above the top end of the active rod (22). The included angle between the driven rod (23) and the active rod (22) is always an acute angle.

4. The active noise reduction structure according to claim 3, characterized in that, The driving rod (22) and the driven rod (23) are located on both sides of the vertical plate (21).

5. The active noise reduction structure according to claim 3, characterized in that, The center lines of the driving rod (22) and the driven rod (23) are both straight lines, and the driving rod (22) is shorter than the driven rod (23).

6. The active noise reduction structure according to claim 2, characterized in that, The linkage unit also includes a mounting plate (24); the two mounting plates (24) are respectively formed on the two sides of the two vertical plates (21) that are close to each other, and a plurality of bolts (25) pass through the mounting plate (24) and are threadedly connected to the guide plate (1).

7. The active noise reduction structure according to claim 2, characterized in that, The drive unit includes a connecting shaft and a drive motor. The two ends of the connecting shaft are respectively connected to the two drive rods (22), and the drive motor drives the connecting shaft to rotate.

8. The active noise reduction structure according to any one of claims 1 to 4, characterized in that, It also includes an elastic sealing structure (3), which is installed on the side of the deflector (1). When the deflector (1) is tilted upward near the side of the windshield (6), the gap between the bottom edge of the deflector (1) and the vehicle body (5) is sealed by the elastic sealing structure (3).

9. The active noise reduction structure according to any one of claims 1 to 4, characterized in that, When the deflector (1) is tilted upward to its highest point near the side of the windshield (6), the angle between the deflector (1) and the horizontal plane is less than or equal to forty-five degrees.

10. A vehicle, characterized in that, An installation groove (51) is provided between the windshield (6) of the vehicle body (5) and the front engine hood of the vehicle body (5), and an active noise reduction structure as described in any one of claims 1 to 9 is installed in the installation groove (51).

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