CN220662639U - Vehicle body structure, noise reduction support and vehicle capable of reducing road noise - Google Patents

Abstract

The utility model discloses a vehicle body structure for reducing road noise, a noise reduction bracket and a vehicle, wherein the vehicle body structure for reducing road noise comprises the following components: the device comprises a D column, a peripheral plate and a noise reduction bracket. The D column is arranged between the triangular window glass and the rear window glass, and the upper part of the D column is connected with the vehicle roof; the peripheral plate is arranged on the outer side of the D column; the noise reduction support is arranged between the D column and the peripheral plate; according to the vehicle body structure for reducing road noise, disclosed by the embodiment of the utility model, noise isolation can be realized by arranging the noise reduction support between the D column and the peripheral plate, and the stability of the structure is realized, so that the further reduction of road noise is realized.

Description

Vehicle body structure, noise reduction support and vehicle capable of reducing road noise

Technical Field

The utility model relates to the technical field of automobile manufacturing, in particular to a vehicle body structure for reducing road noise, a noise reduction bracket and a vehicle.

Background

In the related art, vibration noise performance is more and more valued by consumers, and road noise is transmitted to the interior of a vehicle for a long time, so that fatigue and dysphoria of drivers and passengers are easily caused, and riding comfort is reduced. The side wall outer plate at the rear end of the triangular window has a lower local mode, has poor sound insulation effect, and can easily transfer road noise into a vehicle; accordingly, there is room for improvement.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, a first object of the present utility model is to provide a vehicle body structure that reduces road noise, and that can reduce road noise.

A second object of the present utility model is to provide a noise reduction bracket including the noise reduction bracket in a vehicle body structure for reducing road noise.

A third object of the present utility model is to provide a vehicle including the road noise reduction vehicle body mechanism.

The first aspect of the present utility model proposes a vehicle body structure that reduces road noise, comprising: the D column is arranged between the triangular window glass and the rear window glass, and the upper part of the D column is connected with the vehicle roof; the peripheral plate is arranged on the outer side of the D column; the noise reduction support is arranged between the D column and the peripheral plate.

According to one embodiment of the utility model, the noise reduction bracket is provided with an inner surface, the inner surface is inwards recessed to form a groove, the outer surface facing away from the inner surface is outwards protruded to form a convex cavity, and the top surface of the convex cavity is connected with the peripheral plate.

In some embodiments, the top surface of the convex cavity is bonded to the peripheral plate; or, the top surface of the convex cavity is welded with the peripheral plate.

In some embodiments, the noise reduction bracket further has a first flange and a second flange, the protruding cavity being located between the first flange and the second flange.

In some embodiments, the first flange and the second flange are connected to faces of the D-pillar.

In some embodiments, the first flange and the second flange are adhesively connected to the face of the D-pillar; or the first flanging and the second flanging are welded with the surface of the D column.

In some embodiments, the convex cavity is circular; or, the convex cavity is elliptical; or, the convex cavity is square; or, the convex cavity is trapezoidal.

In some embodiments, the noise reduction support comprises a plurality, or at least one.

The second reverse side of the utility model provides a noise reduction bracket which comprises the noise reduction bracket in the vehicle body structure for reducing road noise.

A third aspect of the utility model proposes a vehicle including the road noise reduction vehicle body structure.

According to the vehicle body structure for reducing road noise, provided by the embodiment of the utility model, the noise isolation is realized by arranging the noise reduction support between the D column and the peripheral plate, namely, a relatively closed cavity is formed between the D column and the peripheral plate, so that a sound insulation effect can be achieved to a certain extent. The noise reduction bracket is arranged in the cavity, so that the transmission of noise can be effectively blocked, and the entering of the noise is reduced; the reduction of vibrations is achieved, that is, there may be transmission of vibrations between the D-pillar and the peripheral plate of the automobile and between the peripheral plate and the D-pillar, and the vibrations may generate noise. By arranging the noise reduction bracket, the transmission of vibration can be reduced, so that the possibility of noise generation is reduced; the stability of the structure is realized, that is, the noise reduction support can increase the stability of the automobile structure and reduce the loosening or resonance phenomenon of the structure, thereby reducing the noise.

Additional aspects and advantages of the utility model 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 the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic structural view of a road noise reduction vehicle body structure according to an embodiment of the present utility model;

fig. 2 is a schematic structural view of a noise reduction bracket.

Reference numerals:

the vehicle body structure 100 that reduces road noise,

the D-pillar 10 is formed from a solid material,

the peripheral plate 20 is provided with a pair of peripheral plates,

the noise reduction bracket 30, the groove 301, the convex cavity 302, the first flange 303 and the second flange 304.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "plate thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

A road noise reduction vehicle body structure 100 according to an embodiment of the present utility model is described below with reference to fig. 1 to 2.

As shown in fig. 1-2, the present disclosure proposes a vehicle body structure 100 that reduces road noise, comprising: the D-pillar 10, the peripheral plate 20, and the noise reduction brackets 30. The D-pillar 10 is disposed between the triangular window glass and the rear window glass, and is connected to the roof above. The peripheral plate 20 is disposed outside the D-pillar 10. The noise reduction bracket 30 is disposed between the D-pillar 10 and the peripheral plate 20.

The vehicle D-pillar 10 is positioned behind the vehicle, on the one hand to provide structural stability and rigidity to the vehicle body, on the other hand to provide a sound-insulating effect, to help reduce the propagation of road noise and the extent of ingress into the vehicle, and on the other hand to provide a protection for the vehicle. The D-pillar 10 is provided between the triangular window glass and the rear window glass for the purpose of enhancing the stability and structural strength of the vehicle. During running of the vehicle, the D-pillar 10 takes up a large part of the load of the vehicle body, and receives lateral force and torque generated during running of the vehicle. By providing the D-pillar 10 between the triangular window glass and the rear window glass, these forces can be effectively dispersed and transferred, making the vehicle body structure stronger and more stable.

In addition, the upper side of the D-pillar 10 is connected to the roof of the vehicle in order to increase the rigidity and firmness of the vehicle as a whole. The roof is connected with the D-pillar 10 so that other parts of the vehicle body can be more tightly combined together, the overall strength of the vehicle body is improved, and the distortion and deformation of the vehicle in the running process are reduced.

The D-pillar 10 is a part of the vehicle body, one of the main structural parts of the vehicle body. Providing the peripheral plate 20 outside the D-pillar 10 provides additional protection for the vehicle, reduces injury to the vehicle occupant and the vehicle body during a collision, and protects the safety of the vehicle occupant

The provision of the peripheral plate 20 on the outer side of the D-pillar 10 on the other hand increases the rigidity of the vehicle body, and in particular, the provision of the peripheral plate 20 can increase the overall rigidity of the vehicle body, improving the stability and handling performance of the vehicle. The torsion and deformation of the vehicle body can be reduced under the fierce driving condition or in the case of accidental collision, and the stability and the integrity of the vehicle are maintained.

The outer panel 20 is arranged on the outer side of the D column 10 for the purpose of attractive appearance of the vehicle body, that is, the outer panel 20 is positioned on the outer side of the D column 10 and can be better integrated into the design style of the whole vehicle, so that the aesthetic appearance of the vehicle is enhanced. Meanwhile, the arrangement of the peripheral plate 20 can provide a certain decorative effect for the appearance of the vehicle, and the identification degree of the vehicle is increased.

The noise reduction bracket 30 is arranged between the D-pillar 10 and the peripheral plate 20, so that on the one hand, in order to reduce road noise, different noise sources can be transmitted into the vehicle through different parts of the vehicle body when the vehicle runs. The D-pillar 10 and the peripheral plate 20 are one of the most dominant routes for noise transmission, because aerodynamic noise and road noise generated when the vehicle is traveling are mainly transmitted into the vehicle through the skeleton structure outside the vehicle. A relatively closed cavity is formed between the D-pillar 10 and the peripheral plate 20, and a sound insulation effect can be achieved to a certain extent. The noise reduction bracket 30 is arranged in the cavity, so that the transmission of noise can be effectively blocked, and the entering of the noise can be reduced.

The noise reduction bracket 30 is provided between the D-pillar 10 and the peripheral plate 20, and on the other hand, in order to reduce resonance noise, vibration of the engine and a bump factor of the road surface may cause resonance phenomenon of the vehicle body, generating resonance noise when the vehicle is running. By providing the noise reduction bracket 30 between the D-pillar 10 and the peripheral plate 20, the generation of such resonance noise can be reduced, and the mute effect in the vehicle can be enhanced.

According to the road noise reduction vehicle body structure 100 of the embodiment of the utility model, the noise reduction bracket 30 is provided between the D-pillar 10 and the peripheral plate 20 of the vehicle in order to effectively reduce the transmission of noise from the outside of the vehicle and to enhance the effect of silence in the vehicle.

According to an embodiment of the present utility model, in order to mount the noise reduction bracket 30 on the peripheral plate 20, the noise reduction bracket 30 has an inner surface which is recessed inward to form a groove 301, an outer surface which faces away from the inner surface is protruded outward to form a convex cavity 302, and a top surface of the convex cavity 302 is connected with the peripheral plate 20, thereby achieving the assembly of the peripheral plate 20 of the noise reduction bracket 30.

In some embodiments, the top surface of the cavity 302 is bonded to the peripheral plate 20, so that on the one hand, in order to increase the noise reduction effect, that is, the peripheral plate 20 is a part of the body of the automobile, the surface of the peripheral plate is often exposed to the outside of the noise source, and by bonding the noise reduction support 30 to the inner surface of the peripheral plate 20, the noise reduction effect can be improved by using the noise blocking effect of the peripheral plate 20.

The top surface of the convex cavity 302 is bonded to the peripheral plate 20, and on the other hand, for aesthetic and firmness purposes, that is, bonding one surface of the noise reduction support 30 to the inner surface of the peripheral plate 20, can make the overall appearance more attractive, and reduces additional designs and devices for the noise reduction support 30. At the same time, the bonding may provide a more secure connection that ensures that the noise reduction brackets 30 are not easily dislodged or damaged.

The top surface of the protruding cavity 302 is bonded to the peripheral plate 20, and on the other hand, in order to reduce the operation space, that is, the space between the D-pillar 10 of the automobile and the peripheral plate 20 is generally limited, by bonding one surface of the noise reduction support 30 to the inner surface of the peripheral plate 20, some operation space and installation steps can be reduced, and the production and assembly process can be simplified.

In short, the noise reduction bracket 30 is adhered to the inner surface of the peripheral plate 20 at one side, which can improve noise reduction effect, aesthetic appearance and connection firmness, and is convenient for operation and assembly process.

According to yet another embodiment of the utility model, the top surface of the convex cavity 302 may be welded to the peripheral plate 20. The top surface of the convex cavity 302 is welded to the peripheral plate 20, so that on the one hand, in order to increase stability of the noise reduction bracket 30, that is, the noise reduction bracket 30 may be firmly fixed to the peripheral plate 20 by welding, so that the noise reduction bracket is not easy to loosen or fall off. Particularly, during the running of the automobile, the noise reduction bracket 30 is affected by vibration of the automobile and road jolt factors, and if the noise reduction bracket 30 is not welded and fixed, the noise reduction bracket may be loosened or fall off, so that the noise reduction effect is reduced.

The top surface of the convex cavity 302 is welded to the peripheral plate 20, and on the other hand, in order to enhance the noise reduction effect, that is, the welding can increase the contact area of the noise reduction bracket 30 with the peripheral plate 20, thereby enhancing the conduction and absorption effect of sound. The peripheral plate 20 is a part of the body of the automobile, and noise is generated when the vehicle runs, so that the peripheral plate 20 vibrates, and if the noise reduction support 30 can effectively contact with the peripheral plate 20, the vibration can be transmitted to the noise reduction support 30, thereby reducing the propagation of sound.

The top surface of the convex cavity 302 is welded to the peripheral plate 20, and on the other hand, in order to simplify the mounting structure, that is, the welding forms the noise reduction bracket 30 and the peripheral plate 20 into an integrated structure, reducing the number and complexity of the mounting pieces. Welding is simpler, faster and can provide a stronger fixing effect than using other fixing means.

In summary, the noise reduction bracket 30 is welded to the inner surface of the peripheral plate 20 in order to increase the stability of the bracket, improve the noise reduction effect, and simplify the installation structure.

In some embodiments, in order to enable the noise reduction bracket 30 to be mounted on the D-pillar 10, in order to improve the support strength of the structure and the stability of the structure, the noise reduction bracket 30 further has a first flange 303 and a second flange 304, and the convex cavity 302 is located between the first flange 303 and the second flange 304, thereby improving the stability, the support strength and the noise reduction effect of the structure.

In some embodiments, to enable the noise reduction bracket 30 to be mounted on the D-pillar 10 while enhancing structural rigidity and reducing noise ingress into the vehicle, the first and second flanges 303, 304 are coupled to the face of the D-pillar 10.

The noise reduction bracket 30 is provided between the D-pillar 10 and the peripheral plate 20 of the automobile in order to reduce the transmission and reflection of noise. The first flanges 303 and the second flanges 304 are designed to increase the rigidity and the connection strength of the noise reduction bracket 30, so as to ensure that the noise reduction bracket 30 can be stable and firm during long-term use.

The first flange 303 and the second flange 304 are connected to the surface of the D-pillar 10 for noise insulation, that is, the first flange 303 and the second flange 304 are connected to the surface of the D-pillar 10 to reduce noise transmission. When the automobile runs, noise of the engine and the tire can be transmitted into the automobile through the automobile body, and the noise reduction support 30 and the surface of the D column 10 can form a barrier layer, so that noise transmission and reflection are reduced.

The first flange 303 and the second flange 304 are connected to the face of the D-pillar 10, on the other hand, for vibration cancellation, that is, the noise reduction bracket 30 and the face of the D-pillar 10 can cancel transmission of vibration. When the automobile runs, the road surface vibration can generate vibration, the noise reduction support 30 and the surface of the D column 10 can weaken the transmission of the vibration, and riding comfort is improved.

Therefore, the two flanges of the noise reduction support 30 need to be connected with the surface of the D column 10, so that the stability and rigidity of the overall structure can be increased, the transmission of noise and vibration can be reduced, and a better noise reduction effect is provided.

In some embodiments, to enable the noise reduction bracket 30 to be assembled on the D-pillar 10, the first flange 303 and the second flange 304 are adhesively connected to the faces of the D-pillar 10, and the adhesive connection can provide high strength, because the adhesive material can sufficiently cover the connection faces, so that the connection is firmer and the shear strength is higher.

The bonding connection realizes the weight reduction of the structure, that is, the bonding connection can generally reduce the weight of the connecting member and improve the overall weight reduction effect compared with the conventional mechanical connection method.

The bonding connection realizes the anti-seismic performance of the structure, that is, the bonding connection can provide better anti-seismic performance, because the bonding material has certain flexibility and energy absorption capability, road noise can be absorbed, and the effect of reducing the road noise is realized.

In other embodiments, in order to make the noise reduction support 30 assembled on the D-pillar 10, the first flange 303 and the second flange 304 may be welded to the surface of the D-pillar 10, and during driving of the vehicle, the vehicle is twisted or vibrated, so that the noise reduction support 30 is not easy to fall off, thereby achieving the effect of reducing road noise.

In some embodiments, to achieve reduced road noise, the convex cavity 302 is circular; alternatively, the convex cavity 302 is elliptical; alternatively, the convex cavity 302 is square; or the convex cavity 302 is trapezoidal.

The circular convex cavity can provide uniform sound wave diffusion and reflection, and has good effect of eliminating high-frequency noise.

The elliptical convex cavity can better control the propagation direction and path of sound waves, and has good noise reduction effect on low-frequency and medium-frequency noise.

The square convex cavity forms a right angle between the edge and the peripheral plate 20, can increase the reflection and scattering effects of sound waves, and is suitable for eliminating noise in each frequency band.

The trapezoid convex cavity is generally applied to scenes needing different noise reduction effects in different frequency bands, and has the advantage of flexibly adjusting the noise reduction effects.

In summary, the shape of the convex cavity is preferably trapezoidal.

In some embodiments, the noise reduction support 30 includes a plurality of noise reduction supports, so that vibration can be reduced, road noise reduction effect can be greatly improved, or at least one noise reduction effect can be achieved due to limited space including at least one noise reduction support.

A second aspect of the present utility model proposes a noise reduction bracket 30, the noise reduction bracket 30 including the noise reduction bracket 30 in the vehicle body structure 100 for reducing road noise.

A third aspect of the utility model proposes a vehicle including the road noise reduction vehicle body structure 100.

According to the vehicle body structure 100 for reducing road noise in the embodiment of the utility model, noise isolation is achieved by arranging the noise reduction bracket 30 between the D-pillar 10 and the peripheral plate 20, that is, a relatively closed cavity is formed between the D-pillar 10 and the peripheral plate 20, so that a sound insulation effect can be achieved to a certain extent. Noise reduction bracket 30 is arranged in the cavity to effectively block noise transmission and reduce noise entering; the reduction of vibration is achieved, that is, there may be transmission of vibration between the D-pillar 10 and the peripheral plate 20 of the automobile and between the peripheral plate 20 and the D-pillar 10, and the vibration may generate noise. By providing the noise reduction bracket 30, transmission of vibration can be reduced, thereby reducing the possibility of noise generation; the stability of the structure is achieved, that is, the noise reduction bracket 30 can increase the stability of the structure of the automobile, reduce the loosening or resonance phenomenon of the structure, and thus reduce the generation of noise.

The road noise reduction vehicle body structure 100 and other described components and operations according to embodiments of the present utility model are well known to those of ordinary skill in the art and will not be described in detail herein. The vertical direction, the horizontal direction, and the front-rear direction are defined by the vertical direction, the horizontal direction, and the front-rear direction in the drawing.

In the description of the present utility model, unless explicitly stated and limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, or may include both the first and second features not being in direct contact but being in contact by another feature therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A road noise reduction vehicle body structure, comprising:

the D column is arranged between the triangular window glass and the rear window glass, and the upper part of the D column is connected with the vehicle roof;

the peripheral plate is arranged on the outer side of the D column;

the noise reduction support is arranged between the D column and the peripheral plate.

2. The road noise reducing vehicle body structure of claim 1, wherein the noise reduction bracket has an inner surface that is concave inwardly to form a recess, an outer surface that faces away from the inner surface is convex outwardly to form a convex cavity, and a top surface of the convex cavity is connected to the peripheral plate.

3. The road noise reducing vehicle body structure of claim 2, wherein a top surface of the convex cavity is bonded to the peripheral plate; or alternatively, the first and second heat exchangers may be,

the top surface of the convex cavity is welded with the peripheral plate.

4. The road noise reducing vehicle body structure of claim 2, wherein the noise reduction bracket further has a first flange and a second flange, the boss cavity being located between the first flange and the second flange.

5. The road noise reducing vehicle body structure of claim 4, wherein the first flange and the second flange are connected to faces of the D-pillar.

6. The road noise reduction vehicle body structure of claim 5, wherein the first flange and the second flange are adhesively connected to the face of the D-pillar; or alternatively, the first and second heat exchangers may be,

the first flanging and the second flanging are connected with the surface of the D column in a welding way.

7. The road noise reducing vehicle body structure of claim 6, wherein the convex cavity is circular; or alternatively, the first and second heat exchangers may be,

the convex cavity is elliptical; or alternatively, the first and second heat exchangers may be,

the convex cavity is square; or (b)

The convex cavity is trapezoidal.

8. The road noise reducing vehicle body structure of claim 7, wherein the noise reduction bracket comprises a plurality of, or at least one.

9. A noise reduction bracket comprising the noise reduction bracket in a road noise reduction vehicle body structure as defined in any one of claims 1-8.

10. A vehicle comprising the road noise reduction vehicle body structure according to any one of claims 1 to 8.