CN110979480A

CN110979480A - Wind noise reduction structure and vehicle

Info

Publication number: CN110979480A
Application number: CN201911236455.2A
Authority: CN
Inventors: 陈涛; 吴泽勋; 郝庆全; 黄领; 魏家星; 刘文龙
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Jizhi New Energy Automobile Technology Co Ltd
Current assignee: Chongqing Ruilan Automobile Research Institute Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2019-12-05
Filing date: 2019-12-05
Publication date: 2020-04-10
Anticipated expiration: 2039-12-05
Also published as: CN110979480B

Abstract

The invention provides a wind noise reduction structure and a vehicle, and relates to the technical field of vehicles. The wind noise reduction structure of the present invention comprises: the vehicle comprises a contraction surface and a buffer surface which are arranged in parallel in the longitudinal direction of the vehicle facing the outer side of the vehicle, the contraction surface and the buffer surface are sectioned by a horizontal plane or a vertical plane to form a section line, the section line of the contraction surface and the section line of the buffer surface are gradually close to the central axis of the vehicle in the direction that the head of the vehicle extends towards the tail, the included angle between the section line of the contraction surface and the central axis is gradually increased or equal in the direction that the head of the vehicle extends towards the tail, and the included angle between the section line of the buffer surface and the central axis is gradually reduced or equal in the direction that the head of the vehicle. The wind noise reducing structure is provided with the contraction surface and the buffer surface, so that air flow firstly passes through the contraction surface and then passes through the buffer surface in the running process of a vehicle, and the air flow is buffered by the buffer surface and the contraction surface, and the wind noise of the air flow is effectively reduced.

Description

Wind noise reduction structure and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a wind noise reducing structure and a vehicle.

Background

The wind noise refers to the noise in the vehicle caused by the air flow scouring the surface of the vehicle body when the vehicle runs at high speed. When the wind noise is generally below 100km/h, the intensity is low, and the wind noise gradually exceeds the power assembly noise and the road noise at 100km/h and becomes a main sound source in a vehicle. The wind speed of the area between the inner side surface of the rearview mirror on the front side window and the front side glass is high, and the area is an important sound source for forming wind noise. At present, the noise of the vehicle is reduced by adding the flow disturbance strips at the position. However, the currently used spoiler strips are not ideal for reducing wind noise.

Disclosure of Invention

The invention aims to provide a wind noise reduction structure, which solves the problem that the conventional vehicle spoiler can not effectively reduce wind noise.

It is an object of the present invention to provide a vehicle having the above wind noise reducing structure, which solves the problem of large wind noise of the existing vehicle.

In particular, the present invention provides a wind noise reduction structure provided at a front of a window glass, an a-pillar, a B-pillar, a C-pillar, or a rear view mirror of a vehicle, the wind noise reduction structure comprising: the automobile tail bumper comprises a contraction surface and a buffer surface, wherein the contraction surface and the buffer surface are arranged in parallel, the contraction surface and the buffer surface are cut by a horizontal plane or a vertical plane to form a section line, the section line of the contraction surface and the section line of the buffer surface are gradually close to a central axis of the automobile in the direction that the head of the automobile extends towards the tail, the included angle between the section line of the contraction surface and the central axis is gradually increased or equal from the head to the tail in the extending direction, and the included angle between the section line of the buffer surface and the central axis is gradually decreased or equal from the head to the tail in the extending direction of the automobile.

Optionally, the contraction surface and the outer surface of the buffer surface form a continuous plane, and a vertical distance a between a section line of the contraction surface and the buffer surface in a direction in which a head portion of the vehicle extends to a tail portion of the vehicle is 5-200mm, and a vertical distance B from a highest point of the outer surface of the contraction surface to a lowest point of the outer surface of the buffer surface is 5-30 mm.

Optionally, a cross-sectional line of the contraction surface is a straight line and/or a curved line, and a maximum included angle a between the cross-sectional line of the contraction surface and the central axis is 5-35 degrees.

Optionally, the cross-sectional line of the converging surface is a curved line or a combination of a straight line and a curved line, and the center of curvature of the curved line is located inside the converging surface, and the radius of curvature of the curved line is greater than 3 mm.

Optionally, a section line of the buffering surface is a straight line and/or a curved line, and a minimum included angle b between the section line of the buffering surface and the central axis at the same position is 0-20 degrees;

optionally, a section line of the outer surface of the buffer surface in the horizontal plane is a curve or a combination of a curve and a straight line, and a curvature center of the curve is located at the outer side of the buffer surface.

Optionally, the vehicle tail part structure further comprises a flow guide surface, the flow guide surface is located at one side position of the buffer surface, which is located at the vehicle tail part, a section line of the outer surface of the flow guide surface on a horizontal plane is a straight line and/or a curve, and a maximum included angle c between the section line of the flow guide surface and the central axis at the same position is 5-50 degrees.

Optionally, a section line of the outer surface of the flow guide surface in the horizontal plane is a curve or a combination of a curve and a straight line, and a curvature center of the curve is located inside the flow guide surface;

optionally, the distance C of the flow guide surface in the central axis direction is 5 to 30 mm.

Optionally, the vehicle further comprises a rectifying surface located at one side of the buffering surface located at the head of the vehicle, and a distance D between an outer surface of the rectifying surface and the middle axis direction is 3-30 mm.

Optionally, a section line of the outer surface of the rectifying surface on a horizontal plane is a straight line and/or a curved line, and a maximum included angle d between the section line of the rectifying surface and the central axis at the same position is 5-30 degrees;

optionally, the cross-sectional line of the rectifying surface is a curve or a combination of a curve and a straight line, and the center of curvature of the curve is located inside the rectifying surface.

In particular, the invention also provides a vehicle, which comprises an A column, a B column, a C column, a window glass and/or a rearview mirror, and the wind noise reducing structure, wherein the wind noise reducing structure is arranged at the A column, the B column, the C column, the front part of the window glass and/or the rearview mirror.

The structure of making an uproar falls in wind of this embodiment is provided with shrink face and buffering face, this shrink face and buffering face by air current direction when the vehicle marchs sets up side by side for the vehicle at the in-process air current of going at first through shrink face speed reduction, again through the buffering face, is cushioned by the buffering face, avoids high-speed air current directly to blow to glass, reduces the air current wind and makes an uproar.

The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.

Drawings

Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:

FIG. 1 is a perspective view of a vehicle according to one embodiment of the present invention;

FIG. 2 is a side view of a vehicle according to one embodiment of the present invention;

FIG. 3 is a cross-sectional view of the wind noise reducing structure and window glass of one embodiment taken along direction A-A of FIG. 2;

FIG. 4 is a cross-sectional view of another embodiment of the wind noise reducing structure and window glass taken in the direction A-A of FIG. 2;

FIG. 5 is a cross-sectional view of the wind noise reducing structure and window glass of yet another embodiment taken along direction A-A of FIG. 2;

FIG. 6 is a partial schematic view of a wind noise reducing structure mounted at a rearview mirror in accordance with one embodiment of the present invention;

FIG. 7(a) is a sound pressure cloud when no wind noise reduction structure is installed at the rearview mirror in accordance with one embodiment of the present invention;

fig. 7(b) is a sound pressure cloud when a wind noise reduction structure is installed at a rear view mirror according to an embodiment of the present invention.

Detailed Description

FIG. 1 is a perspective view of a vehicle according to one embodiment of the present invention; FIG. 2 is a side view of a vehicle according to one embodiment of the present invention. The vehicle 100 of the present embodiment may include a window glass 101, a rear view mirror 102, an a pillar 103, a B pillar 104, and a C pillar 105, and the window glass 101 may include a front triangle glass, a front glass, and a rear glass. And the wind noise reduction structure 200 can be arranged on the front side of the front triangular glass, the front glass or the rear glass, and on the rearview mirror 102, the A column 103, the B column 104 and the C column 105, so that the wind noise is effectively reduced. The wind noise reducing structure 200 is provided on the front side of the window glass 101, for example, and will be described in detail below.

Specifically, the following description will be made in detail taking as an example that the wind noise reducing structure 200 is mounted on the front side of the window glass 101. Fig. 3 is a sectional view of the wind noise reduction structure 200 and the window glass 101 of the embodiment cut in the direction a-a in fig. 2. Specifically, the wind noise reduction structure 200 of the present embodiment may include a wind noise reduction plate body 201. The wind noise reduction panel body 201 may include a first side 202 and a second side 203, the first side 202 being mounted on the front of the window glass 101, the a-pillar 103, the B-pillar 104, the C-pillar 105, or the rear view mirror 102 of the vehicle 100, and the second side 203 being protruded outside the vehicle 100. Specifically, in this embodiment, the wind noise reduction structure first side 202 of the present embodiment may be a part of the vehicle, and does not separately form a structure with the second side 203. Specifically, the wind noise reduction structure 200 of the present embodiment includes a contraction surface 204 and a buffering surface 205 that are arranged side by side in the longitudinal direction of the vehicle with respect to the vehicle outer side, the contraction surface 204 and the buffering surface 205 are sectioned by a horizontal plane or a vertical plane to form a section line, the section line of the contraction surface 204 and the buffering surface 205 is gradually close to the central axis of the vehicle in the direction in which the head portion of the vehicle extends to the tail portion of the vehicle, an included angle between the section line of the contraction surface 204 and the central axis is gradually increased or equal in the direction in which the head portion of the vehicle extends to the tail portion of the vehicle, and an included angle between the section line of the buffering surface 205 and the central axis is gradually decreased. Specifically, the central axis of the vehicle is a line formed by cutting a middle vertical plane in the left-right direction of the vehicle by a horizontal plane when the vehicle is normally placed. Alternatively, a horizontal plane at a middle position in the vertical direction of the vehicle is a line formed by cutting a vertical plane. The wind noise reduction structure 200 of the embodiment can be vertically placed or horizontally placed, and is vertically placed and cut by a horizontal plane to obtain a section line, and at the moment, the central axis is also cut by the same horizontal plane. When the wind noise reduction structure 200 is horizontally placed, it is cut by a vertical plane to form a cross-sectional line. The central axis is also formed by cutting the same vertical plane.

In another embodiment, the second side 203 of the present embodiment has a cross-sectional line in the horizontal plane parallel to the central axis. In another embodiment, the first side 202 forms a continuous plane with one side of the window pane 101, and the second side 203 projects from the other side of the window pane 101. Wherein a converging surface 204 and a cushioning surface 205 are arranged side by side in the longitudinal direction of the vehicle 100 at the second side 203. Similarly, the included angle between the section line of the contraction surface 204 and the central axis is gradually increased or equal to the included angle between the central axis and the section line of the buffer surface 205, and the included angle between the section line of the buffer surface 205 and the central axis is gradually decreased or equal to the included angle between the central axis and the section line of the vehicle. In this embodiment, the cutting direction of a-a is a horizontal plane, and specifically, the cutting cross section is used to describe in detail in this embodiment, after the airflow passes through the contraction surface 204, the airflow speed is significantly reduced, so that the wind noise can be effectively reduced. Furthermore, the buffering surface 205 is arranged behind the contraction surface 204, so that the airflow passing through the contraction surface 204 is prevented from directly impacting on each part of the vehicle, the direction of the airflow is changed through the buffering surface 205, the speed of the airflow is further reduced, and meanwhile, the airflow is prevented from impacting the vehicle to generate noise, and therefore wind noise can be further reduced. The wind noise reduction structure of the embodiment is provided with the contraction surface 204 and the buffer surface 205, the contraction surface 204 and the buffer surface 205 are arranged in parallel on the central axis of the vehicle, the section line of the contraction surface 204 and the buffer surface 205 is gradually close to the central axis of the vehicle in the direction that the head of the vehicle extends to the tail of the vehicle and is sectioned by the same horizontal plane to form the central axis, the contraction surface 204 and the buffer surface 205 enable air flow of the vehicle 100 to firstly pass through the contraction surface 204 and then pass through the buffer surface 205 in the running process, and the air flow can be buffered by the buffer surface 205 and the contraction surface 204, so that the wind noise of the air flow is effectively reduced.

As a specific embodiment of the present invention, the contraction surface 204 forms a continuous plane with the outer surface of the cushioning surface 205, and the vertical distance a of the section line of the contraction surface 204 and the cushioning surface 205 in the direction in which the head portion of the vehicle extends to the tail portion is 5 to 200mm, for example, 5mm, 20mm, 100mm, 150mm, or 200 mm. The vertical distance B from the highest of the outer surface of the converging surface 204 to the lowest of the outer surface of the cushioning surface 205 is 5-30mm, and may be 5mm, 10mm, 15mm or 30mm, for example.

More specifically, the cross-sectional line of the outer surface of the converging surface 204 in the horizontal plane is straight and/or curved, and the maximum included angle a between the cross-sectional line of the converging surface 204 and the co-located central axis is 5-35 degrees. For example, it may be 5 degrees, 10 degrees or 35 degrees. Preferably, the cross-sectional line of the converging surface 204 is a curved line or a combination of a straight line and a curved line, and the center of curvature of the curved line is located inside the converging surface 204, and the radius of curvature of the curved line is greater than 3 mm.

More specifically, the cross-section of the outer surface of the buffering surface 205 in the horizontal plane is straight and/or curved, and the cross-section of the converging surface 204 has a minimum angle b of 0-20 degrees with the co-located central axis. For example, it may be 0 degrees, 5 degrees, 10 degrees, or 20 degrees. Alternatively, the cross-sectional line of the outer surface of the cushioning surface 205 in the horizontal plane is a curved line or a combination of a straight line and a curved line, and the center of curvature of the curved line is located outside the cushioning surface 205.

In this embodiment, the angle and height of the contraction surface 204 are designed to be the specific size structure, so that the wind noise of the airflow can be reduced to the greatest extent, and the use experience of the vehicle 100 is improved.

Fig. 4 is a sectional view of the wind noise reduction structure 200 and the window glass 101 of another embodiment taken in the direction a-a of fig. 2. As another specific embodiment of the present invention, the wind noise reduction structure 200 of the present embodiment may further include a flow guide surface 206, the flow guide surface is located at a position on one side of the buffer surface located at the rear of the vehicle, a section line of an outer surface of the flow guide surface 206 in a horizontal plane is a straight line and/or a curved line, and a maximum included angle c between the section line of the outer surface of the flow guide surface 206 in the horizontal plane and a central axis of the same position is 5 to 50 degrees, which may be 5 degrees, 10 degrees, 20 degrees or 50 degrees, for example.

Specifically, the section line of the outer surface of the flow guide surface 206 in the horizontal plane is a curve having a center of curvature located inside the flow guide surface 206 or a combination of curves. Optionally, the distance C of the flow guide surface 206 in the direction of the central axis is 5-30 mm. For example, it may be 5mm, 10mm, 20mm or 30 mm.

The guide surface 206 is arranged in the embodiment, so that the vortex can be further inhibited from being removed, the wind noise can be reduced, and the lower-speed air flow can be guided to blow the surface of the side glass to blow away rainwater, so that the sight line can be prevented from being influenced.

Fig. 5 is a sectional view of the wind noise reduction structure 200 and the window glass 101 of still another embodiment taken in the direction a-a of fig. 2. As still another specific embodiment of the present invention, the wind noise reduction structure 200 may further include a rectifying surface 207, the rectifying surface 207 is located on one side of the buffering surface 205 located on the head of the vehicle, and a vertical distance D of a cross-sectional line of the rectifying surface 207 in the central axis direction is 3 to 30 mm. For example, it may be 3mm, 5mm, 10mm, 20mm, 25mm or 30 mm.

Specifically, the cross-sectional line of the outer surface of the fairing surface 207 in the horizontal plane can be straight and/or curved, and the maximum included angle d between the cross-sectional line of the fairing surface 207 and the co-located central axis is 5-30 degrees. For example, it may be 5 degrees, 10 degrees, 15 degrees, or 30 degrees. Alternatively, the cross-sectional line of the outer surface of the rectifying surface 207 in the horizontal plane is a curved line having a center of curvature located inside the rectifying surface 207 or a combination of a curved line and a straight line.

The wind noise reduction structure 200 with the rectifying surface 207 can further make the air flow smoother, and further reduce wind noise.

Fig. 6 is a partial schematic view of a wind noise reduction structure mounted at a rear view mirror according to an embodiment of the present invention. FIG. 7(a) is a sound pressure cloud when no wind noise reduction structure is installed at the rearview mirror in accordance with one embodiment of the present invention; fig. 7(b) is a sound pressure cloud when a wind noise reduction structure is installed at a rear view mirror according to an embodiment of the present invention. In this embodiment, after the wind noise reduction structure 200 is disposed at the base of the rearview mirror 102 of the vehicle 100, compared with the base of the rearview mirror 102 without the wind noise reduction structure 200, it is found through comparison that the area of the sound pressure cloud image rearview mirror with the window glass of the wind noise reduction structure 200 and the area behind the triangle where the sound pressure is large are significantly smaller, and the sound pressure intensity is also lower. And the wind noise of a driver measuring point in the vehicle is reduced by 0.9dBA according to a simulation result.

The present invention also provides a vehicle 100 as a specific embodiment of the present invention, the vehicle 100 may include an a-pillar 103, a B-pillar 104, a C-pillar 105, a front portion of a window glass 101 and/or a rear view mirror 102, and the wind noise reducing structure 200 as described above, the wind noise reducing structure 200 being installed at the a-pillar 103, the B-pillar 104, the C-pillar 105, the front portion of the window glass 101 and/or the rear view mirror 102. By using the wind noise reduction structure 200, the wind noise of the vehicle 100 is obviously reduced, and the use experience of the vehicle 100 is improved. Of course, the wind noise reduction glass may be formed as one body with other components of the vehicle, and only the contraction surface, the buffer surface, the rectifying surface, and the guide surface need to be formed at the outer surface, thereby reducing the wind noise of the vehicle.

Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims

1. A wind noise reduction structure is characterized by being arranged at the front part of window glass, an A column, a B column, a C column or a rearview mirror of a vehicle; the wind noise reduction structure includes:

the vehicle comprises a contraction surface and a buffer surface which face the outer side of the vehicle and are arranged in parallel in the longitudinal direction of the vehicle, the contraction surface and the buffer surface are sectioned by a horizontal plane or a vertical plane to form a section line, the section line of the contraction surface and the section line of the buffer surface are gradually close to the central axis of the vehicle in the direction that the head of the vehicle extends to the tail of the vehicle, the included angle between the section line of the contraction surface and the central axis is gradually increased or equal in the direction that the head of the vehicle extends to the tail of the vehicle, and the included angle between the section line of the buffer surface and the central axis is gradually reduced or equal in the direction that the head of the vehicle extends to the tail of.

2. The wind noise reduction structure according to claim 1,

the contraction surface and the outer surface of the buffer surface form a continuous plane, the vertical distance A between the section line of the contraction surface and the section line of the buffer surface in the direction extending from the head to the tail of the vehicle is 5-200mm, and the vertical distance B from the highest position of the outer surface of the contraction surface to the lowest position of the outer surface of the buffer surface is 5-30 mm.

3. The wind noise reduction structure according to claim 2,

the section line of the contraction surface is a straight line and/or a curve, and the maximum included angle a between the section line of the contraction surface and the central axis is 5-35 degrees.

4. The wind noise reduction structure according to claim 3,

the section line of the contraction surface is a curve or a combination of a straight line and a curve, the curvature center of the curve is positioned on the inner side of the contraction surface, and the curvature radius of the curve is larger than 3 mm.

5. The wind noise reduction structure according to claim 2,

the section line of the outer surface of the buffering surface on the horizontal plane is a straight line and/or a curve, and the minimum included angle b between the section line of the buffering surface and the central axis at the same position is 0-20 degrees;

optionally, the cross-sectional line of the cushioning surface is a curve or a combination of a curve and a straight line, and the center of curvature of the curve is located outside the cushioning surface.

6. The wind noise reduction structure according to claim 1,

the automobile bumper is characterized by further comprising a flow guide surface, the flow guide surface is located on one side of the buffering surface, which is located at the tail of the automobile, the section line of the outer surface of the flow guide surface on the horizontal plane is a straight line and/or a curve, and the maximum included angle c between the section line of the flow guide surface and the central axis at the same position is 5-50 degrees.

7. The wind noise reduction structure of claim 6,

the section line of the flow guide surface is a curve or a combination of the curve and a straight line, and the curvature center of the curve is positioned at the inner side of the flow guide surface;

optionally, a distance C between a section line of the flow guide surface and the central axis direction is 5-30 mm.

8. The wind noise reduction structure according to claim 2,

the vehicle body further comprises a rectifying surface, the rectifying surface is located on one side, located on the head of the vehicle, of the buffering surface, and the distance D of the section line of the outer surface of the rectifying surface in the horizontal plane in the direction of the central axis is 3-30 mm.

9. The wind noise reduction structure of claim 8,

the section line of the rectifying surface is a straight line and/or a curve, and the maximum included angle d between the section line of the rectifying surface and the central axis at the same position is 5-30 degrees;

10. A vehicle comprising an a-pillar, a B-pillar, a C-pillar, a window glass and/or a rearview mirror, and the wind noise reducing structure of any one of claims 1-9 mounted at the a-pillar, the B-pillar, the C-pillar, the front of the window glass and/or the rearview mirror.