RU2369495C2 - Car body noise insulating upholstery - Google Patents

Abstract

FIELD: transport. ^ SUBSTANCE: car body noise insulating upholstery comprises interconnected face and mounting parts. Every aforesaid part is made from acoustic material with noise insulating and noise absorbing properties. Face part is made from acoustic material with, mainly, noise insulating properties. Mounting part is made from, mainly, noise absorbing material. Specific density of face part structure exceeds that of the mounting part. Mounting part section features dead holes with depth making Lëñ0.5ùH. Mounting part structure features high-efficiency V coefficient of stucturisation and perforated hole spacing of t=(0.5Ç2.0)ùH. ^ EFFECT: improved operating properties. ^ 12 cl, 28 dwg

Description

The invention relates to the field of transport engineering and is a design of noise-insulating upholstery of the body of a wheeled vehicle, in particular a car.

Various types of soundproofing upholstery are known for a car body, for example, in the form of flat-cut (flat sheets of a given geometric shape) or whole-molded (mostly non-planar, repeating the complex geometric shape of the opposing mating body surface) parts. Flat-cut noise insulating upholstery, as a rule, have a lower cost, are installed mainly on body panels that have developed flat surface areas or which contain small non-flat reliefs such as shallow punching or small welded amplifiers (front and middle floor panels, sidewall panels and luggage compartment floor, front panels of roofs, doors, etc.), and are used both in serial and mass production of automobiles. At the same time, flat-sheeted (not molded) noise insulation upholstery have, as a rule, lower sound insulation efficiency. The lower sound-insulating efficiency of flat-cutting sound-insulating upholstery is due to the presence of secondary airborne sound energy transmission paths through incompletely adjoining weakly insulated areas of the noise-active surfaces of body panels of a non-planar geometric shape (for example, tunnel surfaces, thresholds, floor panel amplifiers), as well as formed not tightly joined end slots between several mosaic mating flat soundproof upholstery. The wider application, especially for large-scale and mass production of automobiles, including due to the lower laboriousness of installing noise insulation upholstery, is found in fully formed noise insulation upholstery, repeating in their geometric shape the spatial contours of the mating surfaces of noise-resistant body panels (including pronounced non-planar surface areas) , allowing a better (soundless) soundproofing of the surface of the noise-active body panels of complex geometric shapes. On the other hand, the manufacturing processes for the production of whole-molded noise-insulating upholstery can optimize their acoustic, weight and cost characteristics, giving the material structure in the specified localized zones of the noise-insulating upholstery different thickness, density, porosity, and stiffness in accordance with the different vibrational and sound-emitting characteristics of the panel areas (panels) bodywork. Also, modern constructions of whole-molded noise-insulating upholstery are endowed with a large number of useful functions performed (they are multifunctional products) - load-bearing, decorative-aesthetic, heat-insulating, etc. They are also more technologically advanced products with less installation time during assembly of cars. The indicated advantages of whole-molded noise-insulating upholstery make it possible to provide them with a greater prevalence in the designs of modern passenger cars.

A variety of acoustic materials are used to make soundproof upholstery for the car body. The term "acoustic material" in relation to structures of soundproofing body upholstery refers to materials endowed with effective physical properties of sound absorption, sound reflection or sound insulation (combining the integral properties of sound absorption and sound reflection). In a broader (general) form, not considered in this application, the vibration isolation and vibration damping parameters are also included in the complex (list) of effective physical properties. As a rule, flat-cut and whole-molded noise insulating body upholstery contain in its structural composition an assembly part of one or more layers of porous sound-absorbing material and a front part of one or more layers of dense (weight) air-tight sound-reflecting material. The mounting porous part of the noise insulation upholstery can be made of fibrous materials based on natural (cotton, silk, jute, sisal, linen, hemp, etc.), protein (animal origin), synthetic (acrylic, polyester, polyoxadiazole, polyimide, carbon, aramid , polypropylene, nylon, etc.), mineral fibers (basalt, ceramic, glass, etc.), or from foamed open-cell materials (based on urethane, nitrile, vinyl, styrene butadiene auchukov etc.). The fibers can be impregnated with a binder containing, for example, phenylmethylpolysiloxane, polyorganoelementosilazane, tetrabromodiphenylpropane, phenolformaldehyde, polyimide, etc., or hot-melt binder fibers (e.g. polypropylene) can be included in the composition of the fibers (evenly distributed). The structure of the porous material consists of an elastic skeleton that occupies part of the total volume of the formed structure, including numerous communicating cavities and channels (for foamed open-cell materials) or communicating capillary channels (for fibrous materials) filled with elastic air. Compositions based on bitumen, polymers (polyethylene, polypropylene, copolymer of ethylene with vinyl acetate, polyvinyl chloride), rubber, ethylene propylene diene monomer, rubber derivatives, various bitumen-polymer or polymer-rubber compositions, etc. are used as dense sound-reflecting material of the front part.

In particular, the structure of the noise insulating upholstery of a car body (hereinafter referred to as noise insulating upholstery) is known, described in the patent of the Russian Federation for utility model No. 51943 published March 10, 2006, comprising an assembly part from a layer of polyurethane foam, a front part from a layer of polymeric material based on the connection of ethylene-propylene rubber and polyethylene or a copolymer of ethylene with vinyl acetate having a thickness of 2-3 mm, a specific surface weight of 3.0 ... 4.5 kg / m ² , and also additionally containing a decorative layer in the form of a carpet.

UK Patent Laid-Open No. 2421251, published June 21, 2006, describes a noise insulation structure comprising a mounting portion of a layer of material based on a mixture of cotable acrylic fibers and polyester fibers, a layer of molten polypropylene and a face portion of a layer of ethylene propylene diene monomer (EPDM).

The UK patent for invention No. 2133388, published on 02.26.1986, describes the structure of a noise insulation upholstery containing an assembly part of two layers of foamed elastic material having different resistance to air flow, the front part of a layer of dense sound-reflecting material, a decorative layer in the form of carpet .

In the patent of the Russian Federation for invention No. 2296066, published on 03/27/2007, the structure of the noise insulation upholstery is described, comprising a mounting part from a layer of polyurethane foam, a polyethylene film 0.1 ... 0.5 mm thick deposited on the back of the mounting part, and a front part 1 thick. 5 ... 2.0 mm from a layer of material based on polyurethane.

A common drawback of the above-described known structures of noise insulation upholstery is their relatively high specific gravity with insufficiently high sound insulation efficiency. The high specific gravity is due to the use in the structure of these noise insulation upholstery of the front part from materials based on heavy components, and insufficiently high sound insulation efficiency is caused by intensive dynamic excitation of the structure of the porous mounting part with the corresponding transmission of this vibrational excitation of the dense front part with its subsequent vibration and re-emission of sound energy, as well as insufficiently high sound-absorbing properties of the porous mounting part.

An ever-increasing, and often radical, improvement in the performance of automobiles under continuously tightening safety and environmental requirements of national and international standards leads to a significant complication of their designs, including an undesirable deterioration in their weight and cost parameters. The tendency to reduce the weight of the car body involves the use of load-bearing metal panels of thin-walled and lightweight materials (for example, using alloys of aluminum, magnesium, polymers, etc.), including reducing the weight of interior parts, including the weight of parts of the noise insulation package. At the same time, there is an increase in dynamic (vibrational) loads transmitted from the power unit and chassis components, which contributes to the intensification of vibroacoustic emissions that form in the confined space of the passenger compartment of a car. This situation is exacerbated by the fact that the technical requirements for the acoustic characteristics of materials and component designs have also increased significantly due to the higher demands placed on consumers for acoustic comfort. These factors determine the need to reduce the weight and cost of noise insulation upholstery while increasing their acoustic efficiency.

Noise-insulating passenger car upholstery, mounted on the panels of the front panel, front, middle, rear floor of the passenger compartment and luggage compartment. Naturally, the listed elemental composition of the noise insulation package can be either somewhat narrower (with fewer parts) or somewhat wider.

Known technical solutions in which the problem of increasing the soundproofing efficiency of soundproofing upholstery is solved due to the fact that additional layers of materials are included in its structure, which can more effectively reduce the transmission of vibrational excitation from the vibrating body panel and increase the sound-absorbing properties of the porous mounting part.

In particular, the international application for invention No. 2005/069273, published on July 28, 2005, describes the structure of a noise insulation upholstery comprising an assembly part from a layer of foam material, a front part and an additional substrate layer connected to the lower side of the assembly part and separating it from the body panel .

In the international patent for invention No. 01/92086, published on June 12, 2001, the structure of the noise insulation upholstery is described, comprising an assembly part of five layers of pressed material, one layer of material based on polyurethane foam, and also a front part of a layer of material based on latex.

The European patent for invention No. 1682385, published on July 16, 2006, describes the structure of a noise insulation upholstery comprising an assembly part of a layer of porous sound-absorbing material, a front part of a layer of dense sound-reflecting material and an additional porous sound-absorbing layer located on the outer surface of the front part.

When using the known structures of noise insulation upholstery described above, the problem of increasing sound insulation efficiency is solved to a certain extent. However, the significant drawbacks of the presented technical solutions are the complication of the technologies for their manufacture, the increase in the cost, the complexity of manufacturing, the increase in the specific gravity and thickness of the noise insulation upholstery (the decrease in the usable space of the passenger compartment, the complication of the assembly of units and body systems in the passenger compartment of the car).

Known technical solutions in which to some extent the problem of reducing the specific gravity by using the front part of one or more layers of a porous compacted breathable soundproofing material instead of a dense, airtight soundproofing one is solved. Due to the fact that the total weight of the classical structure (containing the mounting part of a porous sound-absorbing material and the front part of a dense sound-reflecting material) in some cases up to 80% is determined directly by the weight of the front part, it seems quite natural to reduce the weight of this part down to its weight complete exclusion. From a practical point of view, this is achieved by replacing the classical soundproofing system of the "spring-mass" type as part of the front part of a dense sound-reflecting material (mass) and the mounting part of a porous sound-absorbing material (spring) with a sound-insulating-sound-absorbing system "spring-mass", called "Ultralight". This system contains two porous parts - the front part of a porous sealed breathable soundproofing material (oscillating porous mass), which has the integral properties of preferential sound absorption and to a certain degree of sound reflection, and the mounting part of the porous material (deformable porous spring), which has mainly high sound absorption properties. The front part of such an oscillating system, having a higher density and mass relative to the mounting part, when sound waves fall on its outer surface, as well as under the influence of structural vibrational excitation transmitted from the side of the body’s vibrating panel, makes its own deformation dynamic vibrations on a soft porous spring ( porous mounting part). Possessing the properties of end-to-end airflow in such a porous structure, at the same time, sufficiently high sound-absorbing properties are provided (preserved). Thus, the conditions of two-way absorption of sound energy by the noise-insulating upholstery are realized both from the side of the sound emission by the vibrating thin-sheet body panel on which the noise-insulating upholstery is mounted (from the back side of the mounting part), and when the reflected sound waves (formed by the diffuse sound field) fall from the noisy side spaces of the passenger compartment (from the outside of the front part) with their oncoming passage through the through porous structure of the material of the front part and then into the pores The true structure of the mounting material.

At the same time, the presence of two parts of different density, stiffness, and porosity in such an interconnected structure causes a corresponding spasmodic drop in wave impedances in the interface between these parts with the creation of an additional sound-reflecting effect from the sealed front part in the direction of the mounting part, forming a certain sound-proofing effect of the noise insulation upholstery, which generally increases its noise reduction properties.

In particular, in Japanese application for invention No. 2004/294619, published on 04/26/2006, the structure of a noise insulation upholstery is described, comprising a mounting part of a layer of porous sound-absorbing material, connected by means of an adhesive sound-transparent layer to the front part of a layer of porous densified sound-proof material.

The Russian patent for invention No. 2198798, published on 02.20.2003, describes the structure of a noise insulation upholstery containing an assembly part from a layer of fibrous or foam material, a front part from a layer of densified, with a microporous structure of a similar material having a blow resistance of 500 ... 2500 N × s / m ^-3 and specific surface weight of 0.3 ... 2.0 kg / m ² .

In the international patent for invention No. 01/40025, published on 06/07/2001, the structure of noise insulation upholstery is described, containing several alternating mounting and front parts from various porous materials, one decorative layer in the form of a carpet, while the porous materials used have different structural compositions, density, blow resistance.

US Patent No. 6720068, published September 10, 1999, describes the structure of a noise insulation upholstery comprising a mounting portion of a layer of porous sound-absorbing material and a face portion of a layer of porous densified material. In particular, the mounting part is made of fibrous nonwoven material with a specific surface weight of not more than 2 kg / m ² and a thickness of not more than 50 mm or of foamed open-cell material with a density of 16 ... 32 kg / m ³ and a thickness of at least 6 mm. The front part is made of microfiber material with a fiber thickness of 1 ... 10 microns, mainly 2 ... 5 microns, the blowing resistance of this material is 500 ... 4000 N × s / m ^-3 .

U.S. Patent No. 6,145,617, published May 7, 1998, describes the structure of a noise insulation upholstery comprising an installation part of at least one layer of porous sound-absorbing material and a front part of a layer made of a microporous material having a blow resistance value of 500 ... 2500 N × s / m ^-3 , specific surface weight 0.3 ... 2.0 kg / m ² and having a predetermined bending stiffness of 0.05 ... 10.5 N × m.

In the international patent for invention No. 9818656, published on 05/07/1998, the structure of a noise insulation upholstery is described, comprising an assembly part of at least one layer of porous sound-absorbing material and a front part of a layer of microporous material having a blow-off value of 900 ... 2000 N × s / m ^-3 , specific surface weight of 0.3 ... 0.7 kg / m ² , as well as having a given bending stiffness of 0.027 ... 0.275 N × m

European Patent Patent No. 1428656, published June 16, 2004, describes the structure of a noise insulation upholstery comprising an acoustically transparent light film layer located between a mounting portion of a foam porous sound absorbing material and a face portion of a layer of porous densified soundproofing material. The use of such a structure of noise insulation upholstery allows you to directionally "tune" the acoustic properties, balancing the properties of sound absorption and sound reflection. In this case, the material of the front part has a blow-off resistance value of 500 ... 2500 N × s / m ^-3 , specific surface weight 0.2 ... 1.6 kg / m ² , as well as a predetermined bending stiffness of 100 ... 100000 Pa. The acoustically transparent light film layer is made of a polymeric material (such as polyethylene) and has a thickness of 0.01 mm.

French patent for invention No. 2889617, published on 08/03/2005, describes the structure of a noise insulation upholstery comprising a mounting part of a layer of porous sound-absorbing material, a front part of a layer of porous compacted sound-proofing material and a decorative layer in the form of a carpet. The porous material of the mounting part is made of a mixture of thermoplastic fibers, and the porous compacted material of the front part of non-woven fibers mixed with polymerization particles and soft thermoplastic fibers. The porous compacted material of the front part in the surface structure of the noise insulation upholstery has at least one variable parameter - surface weight, thickness, fiber concentration (in a unit volume of the structure), polymer particles concentration, the concentration of thermoplastic fibers in given surface and volume zones determined by results of the performed localization of sound fields. The layer of porous material of the mounting part has at least one variable parameter - surface weight, fiber concentration, concentration of polymer particles. The layer of porous compacted material of the mounting part has a density of 150 ... 1500 kg / m ³ , the density of polymer particles 500 ... 2000 kg / m ³ , the ratio of the length of the polymer particles to the thickness is 5 ... 100. To ensure the specified adhesive properties, the smallest size of polymer particles should be 3 ... 30 mm.

The described structures of noise insulation upholstery, consisting of porous parts with various physical properties, are also known from separate scientific and technical publications, for example:

[1] Hinne Bloemhof. “Haut nahe Zusammen arbeit”, Automobil Industrie, November, 2000, S.46 ... 50.

[2] Christopher A. Sawyer. "Less Weight, More Quiet", Automobile Design & Production, 2002, v. 114, No. 7, S. 14 ... 15.

[3] Kami Buchholz. "System approach to NVH reduction", Automotive Engineering, 2002, v. 101, No. 8, p. 45 ... 46.

[4] Hinne Bloemhof. “Autos konnen auch zu leise sein”, Automobil mdustrie / Innenausstattung, Mai, 2001, S.56 ... 57.

The disadvantage of such known types of noise insulation upholstery according to the above and analyzed technical solutions is their insufficiently high sound insulation efficiency in the low- and mid-frequency sound range, which dominates the typical noise spectrum of the passenger compartment of a passenger car. This is especially critical when using this type of noise insulating upholstery for practical tasks of attenuating intense (dominant) low-frequency sound, which occurs, in particular, in cars equipped with vibro-active low-speed diesel power units. Also, in most cases, it is very problematic to use such noise-insulating upholstery when installing it on such typical dominant (most) intense low- and mid-frequency emitters as the front panel of a modern passenger car. The use of the microporous structure of the porous compacted material of the front part makes it necessary to strictly (in strict technological tolerances) ensure the specified physicomechanical parameters of the blow-off resistance and the stiffness characteristics of the skeletal structure of the materials of the composite layers when using complex technological equipment. The conditions for strict observance of the specified parameters within tight tolerances in the production of materials of components and their subsequent bonding into a single structural module (technological “stitching”) leads to a significant complication of technological operations, as well as a possible loss of soundproofing efficiency of these noise insulation upholstery with insufficiently strict observance of the data conditions.

From the source [5] - Harter Job fur leichtes Vlies. Automobil-Entwicklung, November, 2001, p. 72, there is known the structure of noise insulation upholstery, for the manufacture of the mounting part of which is used fiber material “evolone” having a microporous structure obtained using ultrafine polymer granulate fibers with a certain linear density. The use of such material for the manufacture of the mounting part of the noise insulating upholstery of a car body allows to increase its sound insulation efficiency by increasing the sound-absorbing properties of the porous layer, and also to reduce the specific gravity by using such a lightweight structure of this material. However, the use of the presented technical solution allows to increase the sound insulation efficiency mainly only in the high-frequency sound range in a typical area of the most efficient operation of porous sound-absorbing materials. Moreover, the use of such a lightweight structure is associated with a concomitant decrease in its soundproof properties in the low and medium frequencies. Also, the manufacturing process of ultrafine yarns requires expensive high-tech equipment, high-quality feedstock, a special expensive thermoactive binder, which allows these properties to be preserved after molding. Ultimately, the use of such a material, along with the positive effect of reducing the specific gravity and increasing sound insulation efficiency in the high frequency range, causes a significant increase in the cost of noise insulation upholstery with an undesirable drop in sound insulation efficiency in the low and mid frequency region of the sound spectrum.

Sound insulation upholstery structures are also known, in which an increase in sound insulation efficiency and a decrease in specific gravity are achieved by purposefully imparting to the structure of the porous material of the mounting part predetermined inhomogeneous (anisotropic) bulk or surface physical and mechanical properties. In particular, from the source [6] - Kevin A. Buck. “The Next Step in Acoustical Part Weight Reduction”, Noise and Vibration Conference Proceedings, 1999, SAE Technical paper 1999-01-1685, p.1 ... 5, the structure of noise insulation upholstery is known, comprising a mounting part of an anisotropic polyurethane foam layer and a front part of dense sound-reflecting material.

The RF patent for invention No. 2270767, published on 02.27.2006, describes the structure of a noise insulation upholstery containing an assembly part from a layer of foamed open-cell gas-permeable material, a front part from a layer of dense gas-tight material and a decorative layer in the form of carpet. In this case, the structure of the porous material of the mounting part is provided with a different amount of stiffness within the boundaries of the lower surface mating with the body panel, separate groups of harder or softer sections of the structure of the porous material are formed by separate groups of cells (pores) of different sizes.

In the international patent for invention No. 9529951, published 09.11.1995, describes the structure of the noise insulation upholstery made of flakes of foam material of various sizes, mixed with a small amount of dispersion of polyurethane. The formed structural composition has pronounced anisotropy properties distributed over the volume of the structure of the noise insulation upholstery.

In the international patent for invention No. 0142053, published on June 14, 2001, the structure of the noise insulation upholstery is described, comprising a mounting part of a layer of porous material, a front part of a dense sound-reflecting material and a decorative layer in the form of a carpet. At the same time, the porous material of the mounting part consists of open-cell polyurethane foam made using two components - polyol and isocyanate, and the proportion of polyol and isocyanate in the mixture during manufacture reports a given inhomogeneity of the physical properties of the material over the surface of the porous material.

From the source [7] - T. Alts, The significance of anisotropy for the acoustical effectiveness of visco-elastic foams, Unikeller Conference 89, 1989, p. 8/1 ... 8/23, the well-known structure of noise insulation upholstery contains the front part of a dense layer sound-reflecting material, mating with the mounting part made of polyurethane foam, with pronounced anisotropic properties.

The use of well-known technical solutions given above, based on imparting anisotropic properties to one of the parts of the noise insulation upholstery, allows to a certain extent increase the sound insulation efficiency of the noise insulation upholstery by increasing the sound-absorbing and vibration-damping properties of the porous material of the mounting part. However, the use of such modified structures of anisotropic porous materials of the mounting part does not allow to effectively reduce the specific gravity, and ultimately the cost of noise insulation upholstery, and moreover, due to the high complexity of technological processes when using expensive technological equipment leads to its significant increase in cost.

From the source [8] - Knut Becker, Jürgen Bukovics, Detlef Kosanke. "Entwicklung von Akustik und Schwingungscomfort am neuen Audi A6", Sonderausgabe von ATZ und MTZ, 2004, S.55 ... 57, there is known a structure of noise insulation upholstery comprising a mounting part from a layer of polyurethane foam and a front part from a layer of dense sound-reflecting material, while the layer thickness the porous material of the mounting part is 40 mm, and the specific surface weight of the layer of dense material of the front part is 2.7 kg / m ² . In the indicated source, it is noted that such a structural composition of the material of the noise insulation upholstery makes it possible to obtain sound insulation efficiency that is not inferior to the sound insulation efficiency of the noise insulation upholstery used earlier in the construction of this vehicle, comprising an assembly part of a layer of porous material 10 mm thick and a front part of a layer of dense material with a specific surface weighing 5.6 kg / m ² . Thus, a compromise was achieved in reducing the specific surface weight of the noise insulation upholstery by 2 kg / m ² (or 30%) while maintaining the given soundproofing efficiency of the noise insulation upholstery. At the same time, it should be noted that the use of this technical solution is effective only on body panels, characterized by weak low- and mid-frequency noise emissions, inherent in vehicle designs with low vibration noise activity (with relatively high vibration noise reduction already achieved through the use of numerous noise reduction measures in units and vehicle systems). The presented structure of the noise insulation upholstery allows maintaining an acceptable soundproofing efficiency, mainly in the high-frequency range. However, in the low- and mid-frequency range, its effectiveness is not high enough. At the same time, the current trends in lightening the car body associated with the use of thinner-walled vibroactive panels are associated with an increase in their noise activity and require the use of noise-insulating upholstery more effective, primarily in the low- and mid-frequency ranges of the dominant noise spectrum.

In the European application for invention No. 2006/018190, published on 02.23.2006, the structure of the noise insulation upholstery is described, comprising a mounting part from a layer of polyurethane foam and a front part from a layer of dense material based on polyurethane. In this case, the components of the noise insulation upholstery have different thicknesses, densities and / or compositions, determined by the value of the specified sound insulation in a certain surface zone of the noise insulation upholstery, thus obtaining the necessary acoustic and mechanical properties.

Noise-insulating upholstery is known, containing structured (modified) components with purposeful giving them a given geometric shape, stiffness, damping, strength, durability and other characteristics, while allowing to reduce to a certain extent the transmission of vibrational energy to the upper weight layer from an oscillating thin-body panel.

In particular, US patent application No. 2007/0020447, published January 25, 2007, describes the structure of a noise insulation upholstery comprising an assembly part of several layers and a front part of one layer of closed-cell material based on a compound of polyphenol resin and foam, as well as decorative layer. Additionally, the structure of the noise insulation upholstery may include a vibration damping layer and / or a sound-reflecting layer on the front side from the bottom surface of the mounting part (with the decorative layer being installed on top of the sound-reflecting layer). Components of noise insulation upholstery may have structured surfaces (contain blind holes through). The total projection area (onto the front surface of the noise insulation upholstery) of the blind holes is 3 ... 50% of the projection area of the front surface of the noise insulation upholstery, the diameter of the blind holes is 0.2 ... 1.3 mm, the depth is 0.3 ... 0.9 from thickness of the mounting part. The total thickness of the multilayer structure of the noise insulation upholstery is 2 ... 10 mm. Using the presented structure of noise insulation upholstery, as follows from the materials of this application, allows you to get a normal coefficient of sound absorption of the material 0.04 ... 0.19 srvc. units in the frequency range 500 ... 2000 Hz and 0.26 ... 0.86 conv. units in the frequency range 2500 ... 6300 Hz. The undoubted advantage of using this technical solution is the smaller thickness relative to the applied thicknesses of typical noise insulation upholstery. However, a significant drawback of the presented technical solution is the lower sound insulation efficiency due to the extremely low sound absorbing properties of the mounting part (the normal sound absorption coefficient is less than 0.2 srvc) in the frequency range 500 ... 2000 Hz and insufficiently high sound absorbing properties (relative to typical foamed and fibrous sound-absorbing materials used as a mounting part of noise insulation upholstery) in the frequency range 2500 ... 6300 Hz. Another disadvantage of the presented technical solution is the complexity of the manufacturing technology of the given structural composition of the noise insulation upholstery and, as a result, the significantly higher cost of the final product.

U.S. Patent Application No. 2007/0085364, published April 19, 2007, describes the structure of a multifunctional noise insulation upholstery comprising a structural element made of a polymeric material (polyurethane, polypropylene, etc.), an assembly part of one or more layers of fibrous or foam material, and decorative layer. The structural element on the inside has a finned skeleton, which, when installed on the vehicle body panel, forms closed cavities. The mounting part is located on the outside (from the passenger compartment) and / or on the inside of the structural element. The formed cavities between the structural element and the body panel can perform a useful incidental function of the ventilation ducts of the ventilation and air conditioning system, while also providing (with the option of installing the porous layer on the inside of the structural element) to reduce the noise of the transported air flow in the specified ventilation and air conditioning system. The main requirement when using this structure of noise insulation upholstery to ensure its specified noise insulation properties and the accompanying noise-reducing process of transporting the air flow (when using the structural element as an air duct) is to ensure high tightness of the interface between the noise insulation upholstery and the body panel. As follows from the results of experimental studies using a set of communicating acoustic chambers (anechoic and reverberation) presented in the materials of the above application, the use of the described structure of the noise insulation upholstery made it possible to increase its sound insulation efficiency (compared to the version of the structure of the traditional noise insulation upholstery) to 3 dB in the range frequencies 100 ... 2000 Hz and 7 ... 9 dB in the frequency range 2500 ... 6300 Hz. When testing (experimental research), the following configuration of the claimed noise insulation upholstery was used: the thickness of the structural element is 30 mm, the depth of the closed cavities formed by the skeleton of the fins is 20 mm, the thickness of the mounting part located on the outside of the structural element is 10 mm, on the inside (in cavities) 5 mm. The structure configuration of the traditional soundproofing upholstery is an assembly part of a layer of porous material with a thickness of 20 mm, the front part of a layer of dense material with a thickness of 4.5 mm. The use of the presented technical solution allowed to increase the soundproofing efficiency of the car body panels mainly in the high frequency range (effective working range of typical sound-absorbing materials). A significant drawback of the known technical solution is the need to ensure high tightness of the pairing of the noise insulation upholstery and the body panel both during production (in the conditions of conveyor assembly) and during the operation of the car (under the influence of dynamic alternating loads). Another drawback is the significant complication and cost of production of this noise insulation upholstery, which is due to the use of expensive polymeric materials for the structural element of noise insulation upholstery and the use of additional equipment for technological processes of shaping. Also, when using the cavities of a structural element as air ducts of a ventilation and air conditioning system, the sound-absorbing properties of the material of the layers of the mounting parts located in these cavities can significantly deteriorate during long-term operation of the vehicle. This fact may be due to the accumulation of amorphous particles (dust) and moisture carried by the transported air stream in a porous sound-absorbing structure.

Also, modified structures of noise-reducing materials, the composite layers of which contain blind holes, which allow to achieve greater sound-absorbing efficiency by reducing the sound-reflecting properties of the mounting part (by additional perforation of auxiliary intermediate layers of a multilayer structure, for example, adhesive, which do not perform a direct acoustic function, etc.) or increase the sound-absorbing properties materials of components of noise insulation upholstery by increasing their dynamic hearth tridnosti and / or sound absorption area, are known from numerous other patents, in particular from:

- RF patent for the invention No. 2161825, published January 10, 2001;

- US patent for the invention No. 6820720, published 23.11.2004;

- US patent for the invention No. 4397912, published 07.09.1982;

- US patent for the invention No. 4830140, published 05.16.1989;

- Japan patent for invention No. 5025914, published 02.02.1993;

- European patent for invention No. 1736357, published December 27, 2006, and others.

The noise insulation upholstery is described as a prototype. or natural fibers. Moreover, the lower surface of the mounting part is formed by a plurality of protrusions and depressions having a geometric shape of volumetric bodies of revolution such as an elliptical paraboloid. The depth of the troughs is at least 10% of the thickness of the mounting part. When relatively large depressions are formed in the material structure of the mounting part, to ensure the necessary mechanical properties, the fibers of this layer are stacked vertically or crosswise in the horizontal direction. According to the materials of this application, the authors conducted experimental studies of samples of fibrous materials 40 mm thick and similar samples of the claimed structure (protrusions are located with an intercenter pitch of 28 mm) illustrate that the use of the mounting part of the claimed structure allowed to increase the value of the normal sound absorption coefficient to 0.14 srvc. units in the frequency range of 1000 ... 6300 Hz. At the same time, in the frequency range of 50 ... 800 Hz, the value of the normal coefficient of sound absorption practically did not change (the difference does not exceed 0.02 conventional units). The use of a known technical solution allows to reduce the weight of the noise insulation upholstery. However, the presented structure of the assembly layer requires the use of complex specialized technological equipment and the use of the material material of the porous layer with a predetermined definitely spatially oriented arrangement of the fibers of this layer. Also, the use of this structure of the porous layer of the noise insulating upholstery does not allow to obtain increased sound insulating efficiency due to the obtained weak sound absorbing efficiency of the material of the mounting part (the recorded increase in the normal sound absorption coefficient does not exceed 0.14 conventional units). It should also be noted a significant decrease in the soundproofing properties of soundproofing upholstery due to the formation of local decreases in the thickness of the material of the mounting part and the lack of a front part of soundproofing or soundproofing material.

The technical problem solved by the claimed invention is to improve the acoustic and operational properties of the lightweight structure of the noise insulation upholstery by implementing technical (physical) conditions that reduce the dynamic excitation of the mounting part structure, weaken the transmission of dynamic excitation of the front part and increase the sound-absorbing efficiency of the material of the mounting part.

The stated technical problem is solved due to the fact that the mounting part of the noise insulation upholstery is modified in a certain way by its directional structuring through blind holes.

In addition to the main version of the noise insulation upholstery, which consists of two components - a mounting part structured by dead-end holes of one or more layers of porous sound-absorbing material and a continuous front part of one or more layers of dense sound-reflecting material (in cases where the dominant noise radiation in the car interior does not have a pronounced low-frequency character or when the noise insulation upholstery is mounted on a relatively low-emitting body panel (from the dominant re-emitter of sound energy), other structural versions of the structure of noise insulation upholstery are possible with a structured mounting part of one or more layers of porous sound-absorbing material and a continuous front part of one or more layers of densified sound-proof material (noise insulation upholstery of the “ultralight” type).

The porous sound-absorbing material of the mounting part (and the porous sealed sound-proof material of the front part when using the ultralight type sound-insulating upholstery structures) of the modified sound-insulating upholstery can be made of fibrous materials based on natural (cotton, silk, jute, sisal, linen, hemp, etc. .), protein (animal origin), synthetic (acrylic, polyester, polyoxadiazole, polyimide, carbon, aramid, polypropylene, nylons x, etc.), mineral fibers (basalt, ceramic, glass, etc.) or foams (based on urethane, nitrile, vinyl, butadiene-styrene rubbers, etc.). The fibers can be impregnated with a binder containing, for example, phenylmethylpolysiloxane, polyorganoelementosilazane, tetrabromodiphenylpropane, phenol formaldehyde, polyimide, etc.

As a dense sound-reflecting material of the front part, compositions based on bitumen, polymers (polyethylene, polypropylene, copolymer of ethylene with vinyl acetate, polyvinyl chloride), rubber, ethylene propylene diene monomer, rubber derivatives, bitumen-polymer or polymer-rubber compositions, etc. can be used.

With a modified structuring of one or several layers of porous sound-absorbing material of the mounting part, the dead-end openings can have the geometric shape of volumetric bodies of revolution formed by flat figures (in the cross-section of the material) such as a rectangle (cylinder), triangle (cone), trapezoid (torus), oval (sphere sphere sector), etc., or have a different geometric shape of volumetric figures such as a pyramid, prism, etc.

To ensure effective reduction of the dynamic (vibrational) excitation of the mounting and front parts, the outer surface of the mounting part (mating with the surface of the front part) and its rear surface (mating with the surface of the body panel) can be non-planar, for example, with a relief micro profile of alternating depressions and protrusions, with a depth of formed depressions of not more than 0.1 thickness of the mounting part.

The degree of the modified structure the porous sound-absorbing material mounting portion acoustic system upholstery by its perforating dead-end holes may be characterized by the parameter "coefficient structuring» (k _p) as the ratio of the total volume of the remote dead end holes material mounting part V _{of holes} ^(m3) to the volume of material (unperforated) solid the bottom of the V _pov (m ³ ) unstructured noise insulation upholstery:

усл. ед.

conv. units

The technical result achieved by using the proposed technical solution is that due to the modified structuring of the material of the mounting part by means of the corresponding blind holes, characterized by a given coefficient of modified structuring (determined by the number, pitch, depth, size of the perforation holes), it is ensured :

- the formation of a family of numerous closed sound-absorbing cavities containing elastic air volume and allowing to strengthen the process of dynamic deformations of the material of the mounting part by reducing the dynamic stiffness (increasing dynamic flexibility) of its skeleton with the subsequent conversion of the energy of elastic dynamic deformations into dissipated thermal energy;

- additional dynamic movements of air from the filled air cavities of the perforation holes into the adjacent labyrinth cavities of the communicating channels of the open cells of the porous skeleton at the frequencies of vibration and sound vibrations, as well as the intensification of the process of absorption of sound energy by additional surface zones formed by the lateral surfaces of the dead-end holes of the perforated structured material assembly part.

Comparison of scientific, technical and patent documentation on the priority date in the main and related sections of the MKI shows that the set of essential features of the claimed solution was not previously known, therefore, it meets the patentability condition of “novelty”.

An analysis of the above known technical solutions in this technical field showed that the claimed device for noise insulation upholstery has features that are absent in the known technical solutions, and their use in the claimed combination of features makes it possible to obtain a new technical result, therefore, the proposed technical solution has an inventive step compared with the existing level of technology.

The proposed technical solution is industrially applicable, because can be manufactured industrially, efficiently, feasibly and reproducibly, therefore, meets the patentability condition “industrial applicability”.

Other features and advantages of the claimed invention will become apparent from the drawings and the following detailed description of the claimed noise insulation upholstery, where

- figure 1 presents a structural diagram in the form of a cross section of a typical (widely used in technology) noise insulation upholstery mounted on a body panel and containing an installation part of a layer of porous sound-absorbing material and the front part of a layer of dense sound-reflecting material;

- figure 2 presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel containing an assembly part of a layer of porous sound-absorbing material structured by blind holes (in the form of a cylinder) and a front part of a continuous layer of dense sound-reflecting material;

- figure 3 presents a structural diagram in the form of a cross section of a typical (widely used in technology) porous noise insulation upholstery (type "ultralight") installed on the body panel and containing the mounting part from a continuous layer of porous sound-absorbing material and the front part from a continuous layer of compacted soundproof material;

- figure 4 presents a structural diagram in the form of a cross section of a modified porous noise insulation upholstery (type "ultralight") installed on the body panel and containing the mounting part of a layer of porous sound-absorbing material structured with dead-end holes (in the form of a cylinder) and the front part of a continuous layer compacted soundproofing material;

- figure 5 presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing a mounting part of two layers of porous sound-absorbing material structured by blind holes (in the form of a cylinder) and a front part of a continuous layer of dense sound-reflecting material;

- Fig.6 shows a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing an installation part of a layer of porous sound-absorbing material structured with dead-end openings (in the form of a cylinder), a front part of a continuous layer of dense sound-reflecting material and a decorative layer in type of carpet;

- Fig. 7 shows a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing an assembly part of a layer of porous sound-absorbing material structured by blind holes (in the form of a torus) and a front part of a continuous layer of dense sound-reflecting material;

- on Fig presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on the body panel and containing the mounting part of a layer of porous sound-absorbing material structured with blind holes (in the form of a cone) and the front part of a continuous layer of dense sound-reflecting material;

- figure 9 presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing an assembly part of a layer of porous sound-absorbing material structured by blind holes (in the form of an ellipsoid segment) and a front part of a continuous layer of dense sound-reflecting material;

- figure 10 presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing a mounting part of a layer of porous sound-absorbing material structured on both sides (top and bottom) with coaxial blind holes (in the form of an ellipsoid segment) and front part of a continuous layer of dense sound-reflecting material;

- figure 11 shows a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing a mounting part of a layer of porous sound-absorbing material structured on both sides (from the external and mounting) with non-coaxially blind holes (in the form of an ellipsoid segment) and the front part of a continuous layer of dense sound-reflecting material;

- Fig. 12 shows a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing a mounting part of a layer of porous sound-absorbing material with anisotropic structured on both sides (from the external and mounting) by coaxial blind holes (in the form of an ellipsoid segment) structure and front part of a continuous layer of dense sound-reflecting material;

- Fig.13 shows a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on a body panel and containing an assembly of a layer of porous sound-absorbing material with anisotropic structure, structured by blind holes (in the form of an ellipsoid segment) and a front part of a layer of dense sound-reflecting material;

- on Fig presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on the body panel and containing the mounting part of a layer of porous sound-absorbing material structured by blind holes (in the form of an ellipsoid segment) and the front part of a layer of continuous sound-reflecting material, while zones of high (zone 1) and low (zone 2) vibration noise blind holes have a different configuration;

- on Fig presents a structural diagram in the form of a cross section of a modified noise insulation upholstery mounted on the body panel and containing the mounting part of a layer of porous sound-absorbing material structured with dead-end holes and the front part of a solid layer of dense sound-reflecting material, while the lower surface of the mounting part, mating with the body panel, and the surface of the mounting part, mating with the surface of the front part, are made in the form of a non-planar embossed microprofile in turn yuschihsya depressions and protrusions;

- on Fig presents a structural diagram (cross section) of the interface zone of the surface of the mounting part having a non-planar embossed micro-profile of alternating depressions and protrusions, with a flat surface of the front part of the noise insulation upholstery;

- on Fig presents a diagram of a fragment of the mating surface of the mounting part (directly mating with the adhesive layer to the surface of the front part), while the adhesive layer is made in the form of a thin solid lines of a translucent pattern of many rectangles;

- on Fig presents a diagram of a fragment of the mating surface of the mounting part (directly mating with the adhesive layer to the surface of the front part), while the adhesive layer is made in the form of a translucent lines soundproof pattern of many rectangles;

- Fig.19 shows a diagram of a fragment of the mating surface of the mounting part (directly mating with the adhesive layer to the surface of the front part), while the adhesive layer is made in the form of a perforated structure;

- on Fig presents a diagram of the potential zones of location (installation) of the modified noise insulation upholstery on the car body;

- on Fig presents a front view of a modified soundproofing upholstery of the floor of the car body, containing the mounting part from a structured layer of porous sound-absorbing material and the front part from a continuous layer of dense sound-reflecting material, while the blind holes in the material structure of the mounting part are localized in the corresponding (specified ) areas of floor body panels with increased vibration noise;

- on Fig presents a structural diagram (cross section) of a modified soundproofing upholstery of the floor of the car body, comprising a mounting part of a structured layer of porous sound-absorbing material and a front part of a solid dense sound-reflecting material, while the blind holes in the structure of the mounting part are localized in the corresponding (specified ) areas of floor body panels with increased vibration noise;

- Fig. 23 shows a structural diagram and a mechanical dynamic analogy of a typical classical soundproofing upholstery mounted on a vibro-acoustic panel of a body, comprising a mounting part of a continuous layer of porous sound-absorbing material and a front part of a continuous layer of dense sound-reflecting material;

- Fig.24 is a schematic diagram of the processes of propagation and absorption of sound waves in the structure of a typical classic noise insulation upholstery mounted on a vibro-acoustic body panel containing a mounting part of a continuous layer of porous sound-absorbing material and a front part of a continuous layer of dense sound-reflecting material;

- Fig.25 shows a structural diagram and a mechanical dynamic analogy of a modified noise insulation upholstery mounted on a body panel containing an installation part of a structured layer of porous sound-absorbing material and a front part of a continuous layer of dense sound-reflecting material;

- Fig.26 is a schematic diagram of the processes of propagation and absorption of sound waves in a modified structure of a noise insulation upholstery mounted on a body panel containing an assembly part from a structured layer of porous sound-absorbing material and a front part from a continuous layer of dense sound-reflecting material;

- Fig.27 shows the results of an experimental determination of the “sound insulation ability” parameter of a material sample of a modified noise insulation upholstery comprising an assembly part from a structured layer of porous sound-absorbing material and a front part from a continuous layer of dense sound-reflecting material;

- on Fig presents the results of determining the average value in the frequency range 400 ... 6300 Hz of the change in the parameter "sound insulation ability" of the sample material of the modified noise insulation upholstery, containing the mounting part of a structured layer of porous sound-absorbing material and the front part of a continuous layer of dense sound-reflecting material, relatively a similar sample of material, but containing a mounting part of a continuous layer of porous sound-absorbing material and a front part of a solid a layer of dense sound-reflecting material.

In the drawings, the following alphanumeric designations are introduced:

1 - a layer of porous sound-absorbing material of the mounting part;

2 - a layer of dense sound-reflecting material of the front part;

3 - blind holes;

4 - body panel;

5 - a layer of porous compacted soundproofing material of the front part;

6 - a decorative layer;

7 - part of the structure of the layer of porous sound-absorbing material of the mounting part, having a higher bending stiffness and lower porosity compared to part of the structure 8 of the layer of porous sound-absorbing material of the mounting part, formed, for example, from families of smaller cells;

8 - part of the structure of the layer of porous sound-absorbing material of the mounting part, having lower bending stiffness and higher porosity compared to part of the structure 7 of the layer of porous sound-absorbing material of the mounting part, formed, for example, from families of larger cells;

9 - blind holes located in the zone of low vibration noise of the body panel and characterized by a structuring coefficient k _p ≥0.15 conv. units;

10 is a relief micro-profile of alternating depressions and protrusions, made in the surface of the layer of porous sound-absorbing material of the mounting part;

11 - soundproof adhesive layer;

12 - perforation holes of the translucent adhesive layer;

13 - noise insulation upholstery mounted on the panels of the body front panel;

14, 15, 16 - noise insulation upholstery mounted on the panels of the front, middle and rear floor of the body, respectively;

17 is a symbol for the amplitudes of dynamic deformations of a thin-sheet body panel, mounting and front parts;

18 is a symbol of an elastic element (deformable "spring") illustrating the dynamic deformation of a layer of porous sound-absorbing material of the mounting part;

19 is a symbol of a damping element illustrating the irreversible loss of vibrational energy in the structure of a layer of porous sound-absorbing material of the mounting part;

20 - symbol of the amplitudes of the vibrational velocity (sound pressure);

21 is a symbol for the fraction of vibrational velocity (sound pressure) converted into thermal energy in the porous structure of the material of the mounting part;

t - center-to-center (center-to-center) pitch of blind perforation holes;

L is the depth of the blind perforation holes;

H is the thickness of the layer of porous sound-absorbing material of the mounting part;

h is the depth of the depressions of the relief microprofile;

A is the amplitude of oscillations of the body panel;

In - the amplitude of the dynamic deformation of the mounting part;

C is the amplitude of vibrations of the front;

D is the amplitude of the vibrational velocity;

c _to - the value of the dynamic stiffness of the elastic skeleton of the mounting part;

c _in - the value of the dynamic stiffness of the air enclosed in the cells of the skeleton of the mounting part;

c _about - the value of the dynamic stiffness of the air cavities filling the dead-end holes;

d _to - the value of the damping coefficient of the elastic skeleton of the mounting part;

d _in - the value of the damping coefficient of the air cavities contained in the cells of the skeleton of the mounting part;

d _o - the value of the damping coefficient of the air cavities filling the blind holes;

m _in - the mass of the front part;

I _pad - the intensity of sound waves incident on the front surface of the body panel;

I _neg - the intensity of sound waves reflected from the front surface of the body panel;

I _pr - the intensity of sound waves reradiated by the body panel to the rear, mating with the surface of the body panel, the surface structure of the material of the mounting part;

I _p1 - the intensity of sound waves absorbed (converted into thermal energy) during propagation in the structure of the material of the mounting part;

I _p2 is the intensity of the sound waves additionally absorbed (converted into thermal energy) in the formed porous surface cavities of the dead-end perforation holes of the modified noise insulation upholstery;

I _p3 - the intensity of sound waves additionally absorbed (converted into thermal energy) as a result of increased dynamic deformations of the skeleton of the material of the mounting part of the modified noise insulation upholstery;

I _n - the intensity of direct sound waves that are not absorbed (not converted into thermal energy) when they propagate through the structure of the material of the mounting part of the modified noise insulation upholstery;

I _{n. neg} - the intensity of sound waves that are not absorbed (not converted into thermal energy) when they propagate through the structure of the material of the mounting part and reflected from the surface of the material of the front part (taking into account the intensity of sound waves reflected from the body panel);

I _lane is the intensity of sound waves transmitted through the porous structure of the modified noise insulating upholstery re-emitted by dynamically excited material of the front part into the closed volume of the passenger compartment of the car coupled to the panel;

f is the frequency;

SZI - the value of the parameter "ability to sound insulation";

Δ _cf - the magnitude of the change in the parameter "ability to sound insulation";

k _p is the structuring coefficient;

k _{p (ef)} is the effective structuring coefficient.

, межцентровым шагом отверстий перфорации t=(0,5…2,0)×H,The inventive modified soundproofing upholstery (see Fig. 2, 4) contains conjugated front and mounting parts, each of which is made of an acoustic layer endowed with the properties of sound insulation and sound absorption, while the front part of the soundproof upholstery is made of acoustic material endowed mainly with sound insulation properties, and the mounting part is made of acoustic material endowed mainly with sound-absorbing properties, at the same time the specific gravity of the jet tours of the front part exceeds the specific gravity of the mounting part, while at least in one of the layers of the mounting part of the noise insulating upholstery, at least in a limited area of its surface, blind holes are made to a depth of L≤0.5 × N, while structural modification of the mounting part of the noise insulation upholstery is characterized by an effective structuring coefficient

, the intercenter pitch of the perforation holes t = (0.5 ... 2.0) × H,

- суммарный объем полостей образованных отверстий перфорации модифицированного варианта исполнения шумоизоляционной обивки;

- объем сплошной (неперфорированной) монтажной части неструктурированного варианта исполнения шумоизоляционной обивки; Н - толщина слоя пористого звукопоглощающего материала монтажной части.Where

- the total volume of the cavities of the formed perforation holes of the modified embodiment of the noise insulation upholstery;

- the volume of the continuous (non-perforated) mounting part of the unstructured embodiment of the noise insulation upholstery; N is the thickness of the layer of porous sound-absorbing material of the mounting part.

≤0,02 усл. ед.) не обеспечивается существенное улучшение звукоизоляционной эффективности модифицированной шумоизоляционной обивки вследствие реализации относительно большого расстояния между осями тупиковых отверстий перфорации и их малого количества. В тоже время структурирование слоя пористого звукопоглощающего материала монтажной части шумоизоляционной обивки тупиковыми отверстиями с коэффициентом структурирования

≥0,15 усл. ед. (избыточным числом мелких и/или относительно большими размерами отверстий перфорации), влекущих относительно большую потерю вещества пористой звукопоглощающей структуры в которой происходит преобразование звуковой энергии в тепловую неприемлемо из-за возникающих недопустимых падений звукоизоляционной эффективности. Также возникают проблемы сохранения приемлемых жесткостных и долговечностных характеристик таких («чрезмерно перфорированных») шумоизоляционных обивок в процессе длительной эксплуатации транспортного средства.The selected effective range of the structuring coefficient of the modified structure of the noise insulation upholstery is determined by the fact that when structuring the layer of porous sound-absorbing material of the mounting part with blind holes with a lower value of the structuring coefficient (

≤0.02 conv. units) does not provide a significant improvement in the soundproofing efficiency of the modified soundproofing upholstery due to the realization of a relatively large distance between the axes of the blind perforation holes and their small number. At the same time, the structuring of the layer of porous sound-absorbing material of the mounting part of the noise insulation upholstery with blind holes with a structuring coefficient

≥0.15 conv. units (an excessive number of small and / or relatively large sizes of perforation holes), entailing a relatively large loss of substance of the porous sound-absorbing structure in which the conversion of sound energy into thermal energy is unacceptable due to the resulting unacceptable drops in sound insulation efficiency. Also, problems arise in maintaining acceptable stiffness and durability characteristics of such ("excessively perforated") noise insulation upholstery during long-term operation of the vehicle.

The mounting part of the modified noise insulation upholstery may contain several structured layers of porous sound-absorbing material 1 (see Fig. 5), which have both identical and different physical and mechanical properties in the structure with the front part of a continuous layer of dense sound-reflecting material 2.

The outer surface of the modified noise insulation upholstery may comprise a decorative layer 6 (see FIG. 6), in particular in the form of a porous latex-based carpet.

Dead-end openings can have the geometric shape of volumetric bodies of revolution (see Figs. 2, 4, 5-15) formed by flat figures (in the cross section of the material) such as a rectangle (cylinder), a triangle (cone), a trapezoid (torus), a circle, or oval (ellipsoid, segment of an ellipsoid), etc., or have a different geometric shape of volumetric figures, such as pyramids, prisms, etc.

The structure of the layer of porous sound-absorbing material of the mounting part of the modified noise insulating upholstery can be purposefully given predetermined volume anisotropic physical and mechanical properties with various physical parameters of blowing resistance, bending stiffness, porosity, tortuosity of pores, pore sizes (see Figs. 12, 13). For example, volume zones with greater bending stiffness and lower porosity 7 can be formed, providing, in particular, requirements for the frame structure of the noise insulating upholstery, and zones with lower bending stiffness and high porosity 8, providing improved sound absorption properties and reduced transmission of vibrational energy of the front part. These zones can be formed by separate groups of small-cell (with greater bending stiffness and low porosity) and coarse (with less bending stiffness and higher porosity) formations.

The rear surface of the mounting part (mating with the counter surface of the body panel) and the upper surface of the mounting part mating with the surface of the front part may have a relief micro profile of 10 alternating depressions and protrusions with the depth of the depressions formed h≤0.1 × N (see Fig. 15 , 16).

The components of the modified noise insulation upholstery containing the mounting part from the structured layer (s) of the porous sound-absorbing material and the front part are fastened (“stitched”) into a single structural module using adhesion provided, for example, by temperature heating of the material of the front part during the manufacturing process . If the heated material of the front part does not provide the specified adhesive properties, or in the case of manufacturing a modified noise insulation upholstery of the "ultralight" type, the composite layers of such noise insulation upholstery are bonded into a single module using an additional sound-transparent adhesive layer 11, for example, made with thin solid lines forming a plurality of regular geometric figures (see FIG. 17), or thin dashed lines forming a set of regular geometric figures (see FIG. 18), or as a continuous surface perforated through holes 12 layer (see Fig. 19), or as a continuous sound-transparent layer with a low specific surface weight, not more than 100 g / m ² , or as a continuous sound-transparent thermoactive layer with a low specific surface weight, not more than 50 g / m ²

Advantageously, the claimed design of the modified noise insulation upholstery can be used for soundproofing the noise-damping panels of the front panel 13, front 14, middle 15, rear 16 floors of a passenger car body (see FIG. 20). However, its application is not limited to these areas of the body, it can also be mounted on the surfaces of roof panels, doors, luggage compartment sides, wheel arches, engine compartment, spare wheel niche, etc. if necessary.

Dead-end openings 3 layers of porous sound-absorbing material of the mounting part of the modified noise insulation upholstery can be located evenly over the entire surface of the noise insulation upholstery with a step t = (0.1 ... 1.0) × H, or unevenly or localized in separate areas of the modified noise insulation upholstery, for example, in the area that mates with the most vibro-noise-active zone of the body panel 4 (see Figs. 21, 22), and also, if necessary, in other areas for other reasons (for example, to provide lower weight and in areas of weak radiation noise, body panels).

и совершающему колебания подобно подпружиненной массе. Принимаем амплитуду колебаний весового слоя равной С. Колебательная (вибрационная) энергия, передающаяся слою плотного звукоотражающего материала лицевой части и вызывающая его колебания, трансформируется в звуковую энергию, которая переизлучается в присоединенное замкнутое пространство пассажирского салона автомобиля (кабины), в виде звуковых волн диффузного звукового поля, характеризующихся амплитудой колебательной скорости D (звукового давления Р). Одновременно с процессами вибрационного возбуждения слоя плотного звукоотражающего материала лицевой части тонколистовая панель кузова, в структуре которой возбуждена изгибная деформационная волна, своей поверхностью переизлучает звуковую энергию в виде воздушного шума. При этом протекают следующие физические процессы (см. фиг.24). Звуковые волны, падающие на внешнюю поверхность тонколистовой панели кузова и вызывающие ее механические колебания, характеризуются величиной интенсивности (

). Часть звуковой энергии при таком падении на панель отражается от ее поверхности (

), другая часть динамически возбуждает ее и переизлучается панелью кузова в виде упругих звуковых (воздушных) волн, падающих на поверхность структуры слоя пористого звукопоглощающего материала монтажной части (

). Прошедшая (распространяемая) в структуре слоя пористого звукопоглощающего материала монтажной части энергия звуковых волн необратимо преобразуется (рассеивается) в тепловую энергию (

) в результате протекания динамических процессов сжатия-растяжения упругого скелета слоя пористого звукопоглощающего материала монтажной части и колебательного перемещения (с сопутствующим трением) воздуха в сообщающихся каналах между ячейками структуры слоя пористого звукопоглощающего материала монтажной части. Непоглощенная, прошедшая через структуру слоя пористого звукопоглощающего материала монтажной части, звуковая энергия падает на поверхность слоя плотного звукоотражающего материала лицевой части (

), часть которой при этом отражается обратно в структуру пористого слоя (

), а часть переизлучается колеблющимся слоем плотного звукоотражающего материала лицевой части (

) в присоединенный замкнутый объем пассажирского салона автомобиля, формируя в нем диффузное звуковое поле (прямых и отраженных звуковых волн).A typical structure of a noise insulation upholstery containing continuous components is conventionally represented as a dynamic mechano-acoustic analogy - a spring-mass system (see Fig. 23). Structural vibrations and airborne sound waves propagated from sources of excitation and radiation (vibration-noise units and vehicle systems) dynamically excite the structure of a thin-sheet body panel with the formation of its bending deformation vibrations. The bending vibrations that are generated and the airborne sound waves emitted from the thin-sheet body panel impart vibrational energy to the skeleton adjacent to the panel of the layer of porous sound-absorbing material of the mounting part of the noise insulation, which is transmitted in the form of structural deformation waves of the porous skeleton and propagates by air in the form of sound waves through the communicating channels of the layer structure of the porous sound-absorbing material of the mounting part of the noise insulation upholstery. In the above diagram, in Fig. 23, it is assumed that the amplitude of the body panel is A. The layer structure of the porous sound-absorbing material of the mounting part of the noise insulation upholstery in contact with the body panel consists of an elastic skeleton with communicating cells filled with air. Such a porous structure is characterized by certain values of the dynamic stiffness of both the elastic skeleton with _k and the air enclosed in the cells of the skeleton with _c , as well as the corresponding values of the damping coefficients d _k and d _c . The layer of porous sound-absorbing material of the mounting part of the noise insulation upholstery works like an elastic element (deformable "spring"). In this case, we take the amplitude of the dynamic deformations of the excited porous layer equal to B. When working (deformations) of dynamic compression of the layer structure of the porous sound-absorbing material of the mounting part, the amplitudes of its bending vibrations decrease due to the losses incurred to complete this work (internal friction of the skeleton material with irreversible heat dissipation energy). According to the structure of the layer of porous sound-absorbing material of the mounting part of the noise insulation upholstery, the vibrational energy is transmitted to the layer of dense sound-reflecting material of the front part, characterized by mass

and oscillating like a spring-loaded mass. We take the oscillation amplitude of the weight layer equal to C. The vibrational (vibrational) energy transmitted by the layer of dense sound-reflecting material of the front part and causing it to vibrate is transformed into sound energy, which is reradiated into the attached closed space of the passenger compartment of the car (cabin), in the form of sound waves of diffuse sound fields characterized by the amplitude of the vibrational velocity D (sound pressure P). Along with the processes of vibrational excitation of a layer of dense sound-reflecting material of the front part, the thin-sheet body panel, in the structure of which a bending deformation wave is excited, re-emits sound energy in the form of air noise with its surface. In this case, the following physical processes occur (see Fig. 24). Sound waves incident on the outer surface of the body sheet panel and causing mechanical vibrations are characterized by the intensity value (

) Part of the sound energy with such a fall on the panel is reflected from its surface (

), the other part dynamically excites it and is reradiated by the body panel in the form of elastic sound (air) waves incident on the surface of the layer structure of the porous sound-absorbing material of the mounting part (

) The energy of sound waves transmitted (distributed) in the layer structure of the porous sound-absorbing material of the mounting part is irreversibly converted (dissipated) into thermal energy (

) as a result of the dynamic processes of compression-tension of the elastic skeleton of the layer of porous sound-absorbing material of the mounting part and vibrational movement (with accompanying friction) of air in the communicating channels between the cells of the layer structure of the porous sound-absorbing material of the mounting part. Unabsorbed, passed through the structure of the layer of porous sound-absorbing material of the mounting part, sound energy falls on the surface of the layer of dense sound-reflecting material of the front part (

), part of which is reflected back into the structure of the porous layer (

), and the part is reradiated by an oscillating layer of dense sound-reflecting material of the front part (

) into the attached closed volume of the passenger compartment of the car, forming a diffuse sound field (direct and reflected sound waves) in it.

) на поверхность тонколистовой панели кузова, возбуждающих его структуру и переизлучаемых в структуру слоя пористого звукопоглощающего материала монтажной части

, как и интенсивность отраженных звуковых волн от поверхности тонколистовой панели

остаются неизменными. При этом большая часть звуковой энергии (относительно типичного варианта шумоизоляционной обивки со сплошным неструктурированным слоем пористого звукопоглощающего материала монтажной части), прошедшей в структуру слоя пористого звукопоглощающего материала монтажной части, преобразуется в тепловую энергию, что складывается как из поглощения звуковой энергии в структуре слоя пористого звукопоглощающего материала монтажной части

, так и из дополнительного поглощения звуковой энергии в образованных пористых поверхностных полостях отверстий перфорации

, а также в результате возрастания работы (потери энергии) при реализации динамических деформаций скелета слоя пористого звукопоглощающего материала монтажной части

с соответственным усилением процесса перемещения (продавливания) воздуха между сообщающимися ячейками слоя пористого звукопоглощающего материала монтажной части. В результате доля непоглощенной звуковой энергии в структуре слоя пористого звукопоглощающего материала монтажной части (

) существенно снижается. Соответственно, снижается величина интенсивности звуковой энергии, отраженной обратно по структуре слоя пористого звукопоглощающего материала монтажной части (

), что в конечном итоге обуславливает ослабление структурного шума, переизлучаемого слоем плотного весового звукоотражающего материала (

) в присоединенный замкнутый объем пассажирского салона автомобиля. Таким образом, в результате протекания указанных физических процессов достигается снижение величины звукового давления, переизлучаемого в пространство пассажирского салона транспортного средства, создавая более комфортные условия обитания водителя и пассажиров.When using a modified noise insulation upholstery containing in a certain way a structured layer (s) of porous sound-absorbing material of the mounting part, paired with a continuous layer of dense sound-reflecting material of the front part (see Fig. 25), the vibration amplitudes of the dynamic excitation of such a porous sound-absorbing material of the mounting part are weakened , which ultimately leads to a corresponding weakening of the transmission of this dynamic excitation to the adjacent layer of dense woven reflective material of the front part of the noise insulation upholstery, and also provides an increase in the degree of absorption of energy of air sound waves in the structure of the layer (s) of the porous sound-absorbing material of the mounting part of the modified noise insulation upholstery. The effect of attenuation of the amplitudes of the dynamic excitation of the structure of the layer of porous sound-absorbing material of the mounting part is due to more contact compliant dynamic deformation of the skeleton of the layer of porous sound-absorbing material of the mounting part, the localized interaction of the mating surfaces of the structured noise insulation upholstery (correspondingly “destroying” the full surface fit made by the deadlock holes), pliability (less rigid Stu) surface zone conjugation opposing contacting surfaces (structured porous layer with local non-perforated portions alternating zones and hollow cavities perforations) and formed elastic-damping air cavities, lumped in dead holes. The amplitude of vibrations A of the thin-sheet body panel relative to the variant of the typical (unstructured) noise insulation upholstery installed on it as part of the mounting part from a continuous layer of porous sound-absorbing material remains unchanged. The air located in the closed cavities of the blind openings of the perforation of the layer of porous sound-absorbing material of the mounting part of the modified noise insulation upholstery also affects the flow and damping of dynamic deformation processes, partially absorbing some of the transmitted vibrational energy by the body panel of the noise insulation upholstery. This process is characterized by dynamic stiffness with _o and damping coefficient d _{o of} air (elastic air medium) filling the cavity of the blind perforation holes. The layer of porous sound-absorbing material of the mounting part of the modified noise insulation upholstery under dynamic deformations does the work proceeding in a more dynamically malleable porous structure in the zones of perforation holes (with reduced dynamic stiffness). In this case, the amplitude of dynamic deformations of the porous layer of the modified noise insulation upholstery (and, accordingly, the work) increases. The vibrational energy is partially lost in the process of realization of increased deformations of the skeleton of the layer of porous sound-absorbing material of the mounting part due to its irreversible conversion into thermal energy, in a weakened form is transmitted to the layer of dense sound-reflecting material of the front part, which as a result has a lower vibration amplitude C. Therefore, a smaller amount of vibrational energy is brought to the layer of dense sound-reflecting material of the front part, weakening its dynamic excitation, which of course as a result, it leads to a corresponding decrease in its amplitudes of the vibrational velocity D and weakening of the generated sound pressure re-emitted into the attached closed space of the passenger compartment (cabin) of the car. Simultaneously with a decrease in the vibrational excitation of the layer of porous sound-absorbing material of the mounting part of the modified noise insulation upholstery, there is an increase in the absorption of the air component of sound energy in the structure of the layer of porous sound-absorbing material of the mounting part due to the expanded inclusion of additional surfaces of the open porous end zones of the perforation blind openings formed in skeleton of a layer of porous sound-absorbing material hydrochloric portion. In this case, the following physical processes occur (see Fig. 26). Intensity of incident sound waves (

) on the surface of the thin-sheet body panel, exciting its structure and re-emitted into the structure of the layer of porous sound-absorbing material of the mounting part

, as well as the intensity of the reflected sound waves from the surface of the sheet panel

remain unchanged. In this case, most of the sound energy (relative to a typical version of noise insulation upholstery with a continuous unstructured layer of porous sound-absorbing material of the mounting part), which has passed into the layer structure of the porous sound-absorbing material of the mounting part, is converted into thermal energy, which is the sum of the absorption of sound energy in the structure of the layer of porous sound-absorbing mounting material

, and from additional absorption of sound energy in the formed porous surface cavities of the perforation holes

and also as a result of increased work (energy loss) during the implementation of dynamic deformations of the skeleton of the layer of porous sound-absorbing material of the mounting part

with a corresponding increase in the process of moving (punching) air between the interconnected cells of the layer of porous sound-absorbing material of the mounting part. As a result, the proportion of unabsorbed sound energy in the layer structure of the porous sound-absorbing material of the mounting part (

) is significantly reduced. Accordingly, the value of the intensity of sound energy reflected back over the structure of the layer of porous sound-absorbing material of the mounting part is reduced (

), which ultimately leads to the attenuation of structural noise re-emitted by a layer of dense weighted sound-reflecting material (

) into the connected closed volume of the passenger compartment of the car. Thus, as a result of the course of these physical processes, a decrease in the sound pressure re-emitted into the space of the passenger compartment of the vehicle is achieved, creating more comfortable living conditions for the driver and passengers.

.The effectiveness of the claimed soundproofing upholstery is illustrated by the experimental results of determining the parameter “soundproofing” of samples of materials of multilayer structures containing a supporting metal panel and a sample of the studied material of soundproofing upholstery, using the Pisa Tower bench installation. This installation consists of two chambers: the lower - the exciting chamber and the upper - measuring chamber. In the lower chamber, acoustic excitation (diffuse sound field) of the “white noise” type is generated in the frequency range 400 ... 6300 Hz using a sound emitter (loudspeaker) mounted in the lower excitation chamber. A thin metal plate with a diameter of 300 mm and a thickness of 1 mm (imitating a thin-sheet panel of a car body) was used as a carrier sheet. As the test object, we used a sample of noise insulation upholstery material containing an installation part made of porous fibrous sound-absorbing material (thickness 20 mm, specific surface weight 1.2 kg / m ² ) and an installation part made of a layer of dense sound-reflecting material on a bitumen-polymer basis (thickness 3 mm, a specific surface weight of 4.5 kg / m ^2). During experimental studies in the structure of the layer of porous sound-absorbing material of the mounting part, blind holes of a cylindrical shape were made to a depth equal to 0.5 of the thickness of the layer of porous sound-absorbing material of the mounting part (10 mm), the diameter of the dead-end holes of the perforation was 10 mm, the center-to-center pitch was variable from 14 up to 40 mm for various sizes

.

=0,08 усл. ед. отмечается увеличение на величину до 6,8 дБ значений параметра «способность к звукоизоляции», с

=0,13 усл. ед. - до 11,1 дБ, в то время как при дальнейшем увеличении

уже не отмечается увеличения значений параметра «способность к звукоизоляции». При варианте структурирования с

=0,20 усл. ед. отмечается уже заметное (до 3,1 дБ) снижение значений параметра «способность к звукоизоляции» во всем исследуемом диапазоне частот 400…6300 Гц. Таким образом, иллюстрируется наличие определенного эффективного диапазона значений

обеспечивающего положительный эффект увеличения звукоизоляционной способности структуры шумоизоляционной обивки.From the results of the experimental studies presented in Fig. 27, it follows that the structuring of the layer of porous sound-absorbing material of the mounting part of the sample of the typical material of the noise insulation upholstery with the subsequent various structuring configurations presented above allows to achieve a significant increase in the values of the “sound insulation ability” parameter in the entire studied range frequencies 400 ... 6300 Hz. In particular, when structuring with

= 0.08 conv. units there is an increase of up to 6.8 dB in the values of the parameter “sound insulation ability”, s

= 0.13 conv. units - up to 11.1 dB, while with a further increase

there is no longer an increase in the values of the “soundproofing ability” parameter. When structuring with

= 0.20 conv. units there is already a noticeable (up to 3.1 dB) decrease in the values of the “sound insulation ability” parameter in the entire studied frequency range 400 ... 6300 Hz. Thus, the presence of a certain effective range of values is illustrated.

providing a positive effect of increasing the sound insulation ability of the structure of noise insulation upholstery.

результаты проведенных экспериментальных исследований были представлены (см. фиг.28) в виде зависимости усредненной в частотной области 400…6300 Гц величины изменения параметра «способность к звукоизоляции» (Δ_ср) от величины коэффициента структурирования

относительно варианта типичного вида (неструктурированной) шумоизоляционной системы со сплошными составными частями. Из представленной графической зависимости следует, что при увеличении значения коэффициента структурирования

происходит увеличение Δ_ср. При этом наименее ощутимое (1 дБ) увеличение Δ_ср наблюдается при коэффициенте структурирования не менее

=0,02 усл. ед. Наибольший эффект увеличения Δ_ср (на 5,0 дБ) наблюдается при значении коэффициента структурирования

=0,12 усл.ед. При дальнейшем увеличении коэффициента структурирования

наблюдается резкое падение Δ_ср, а при

=0,15 усл. ед. уже не отмечается увеличения звукоизоляционной эффективности. При еще больших значениях

отмечается резкое падение Δ_ср относительно неструктурированного варианта образца материала шумоизоляционной обивки со сплошным слоем пористого звукопоглощающего материала монтажной части. Таким образом, следует, что наиболее эффективным является значение коэффициента структурирования

=0,12 усл. ед., а максимально допустимое (как еще приемлемое, обеспечивающее положительный эффект)

=0,15 усл. ед. Таким образом, как свидетельствуют результаты экспериментов, при значении коэффициента структурирования

=0,12 усл. ед. можно достичь максимального увеличения звукоизоляционной эффективности модифицированной шумоизоляционной обивки при сопутствующем снижении веса слоя пористого звукопоглощающего материала монтажной части на 12%, в то время как при значении коэффициента структурирования

=0,15 усл. ед. возможно достичь снижения веса на 15% без увеличения (или потерь) звукоизоляционной эффективности по отношению к неструктурированному образцу типичного материала шумоизоляционной обивки.To determine the values of the effective range of the structuring coefficient

the results of the experimental studies were presented (see Fig. 28) in the form of the dependence of the parameter “sound insulation ability” (Δ _avg ) averaged over the frequency domain 400 ... 6300 Hz on the value of the structuring coefficient

relative to a typical type of (unstructured) soundproofing system with solid components. From the presented graphical dependence it follows that with an increase in the value of the structuring coefficient

an increase in Δ _cf. In this case, the least noticeable (1 dB) increase in Δ _sr is observed at a structuring coefficient of at least

= 0.02 conv. units The greatest effect of increasing Δ _p (5.0 dB) occurs at a value of structuring coefficient

= 0.12 srvc With a further increase in the structuring coefficient

there is a sharp drop in Δ _cf , and at

= 0.15 srvc units there is no longer an increase in soundproof efficiency. With even greater values

there is a sharp drop in Δ _cf relative to the unstructured version of the sample material of the noise insulation upholstery with a continuous layer of porous sound-absorbing material of the mounting part. Thus, it follows that the most effective is the value of the structuring coefficient

= 0.12 conv. units, and the maximum allowable (as still acceptable, providing a positive effect)

= 0.15 srvc units Thus, as evidenced by the results of experiments, with the value of the structuring coefficient

= 0.12 conv. units it is possible to achieve a maximum increase in the soundproofing efficiency of the modified soundproofing upholstery with a concomitant reduction in the weight of the layer of porous sound-absorbing material of the mounting part by 12%, while at the value of the structure factor

= 0.15 srvc units it is possible to achieve a weight reduction of 15% without an increase (or loss) in soundproofing efficiency with respect to an unstructured sample of a typical soundproofing upholstery material.

The invention is not limited to the above specific structural example of its implementation, shown in the accompanying figures. Minor changes of various elements or materials of which these elements are made, or their replacement with technically equivalent ones, which do not go beyond the scope of the claims indicated by the claims, remain possible.

Claims (12)

1. Noise-insulating upholstery of a car body, containing the front and mounting parts mating together, each of which is made of at least one layer of acoustic material endowed with the properties of sound insulation and sound absorption, while the front part of the noise-insulating upholstery is made of acoustic material endowed mainly soundproofing properties, and the mounting part is made of acoustic material, endowed mainly with sound-absorbing properties, at the same time the specific value th density of the structure of the front part exceeds the specific density of the mounting part, characterized in that at least in one of the layers of the mounting part of the noise insulation upholstery, at least in a limited area of its surface, blind holes are made to a depth of L≤0.5 H, while the structure of the mounting part of the noise insulation upholstery is characterized by an effective structuring coefficient

,
the intercenter pitch of the perforation holes t = (0.5 ... 2.0) · H,
where V _holes - the total volume of the cavities formed by a dead end hole upholstery acoustic system; _Dressings V - the volume of the mounting portion acoustic system upholstery made without deadlock of apertures; H is the thickness of the mounting part. 2. Noise-insulating upholstery of a car body according to claim 1, characterized in that the surface of the mounting part mating with the surface of the carrier body panel and / or the surface of the mounting part mating with the counter surface of the front part is made in the form of a relief microprofile of alternating depressions and protrusions, with the depth of the formed depressions h≤0,1 · H, where N is the thickness of the mounting part. 3. Noise-insulating upholstery of a car body according to claim 1, characterized in that on the outer surface of the front part contains an additional decorative layer, for example, in the form of a carpet. 4. Noise-insulating upholstery of a car body according to claim 1, characterized in that the blind holes in the structure of at least one layer of the mounting part are concentrated unevenly on the surface. 5. Noise-insulating car body upholstery according to claim 1, characterized in that the dead-end openings in the structure of at least one layer of the mounting part are localized in the most vibro-noise areas of the body panel, while in areas with low vibro-noise activity of the body panel non-perforated. 6. Noise-insulating upholstery of a car body according to claim 1, characterized in that its components are fastened into a single structural module using a sound-transparent adhesive layer made of spaced solid thin lines from many regular geometric shapes. 7. Noise-insulating upholstery of a car body according to claim 1, characterized in that its components are fastened into a single structural module using a sound-transparent adhesive layer made with thin intermittent lines of many regular geometric shapes. 8. Noise-insulating car body upholstery according to claim 1, characterized in that its components are fastened into a single structural module using an adhesive layer perforated through holes. 9. Noise-insulating upholstery of a car body according to claim 1, characterized in that its components are fastened into a single structural module using a sound-transparent continuous adhesive layer with a specific surface weight ρ <100 g / m ² . 10. Noise-insulating upholstery of a car body according to claim 1, characterized in that its components are fastened into a single structural module using a sound-transparent thermoactive adhesive layer with a specific surface weight ρ <50 g / m ² . 11. Noise-insulating car body upholstery according to claim 1, characterized in that at least one layer of the mounting part has an anisotropic structure, with different physical parameters of blowing resistance, bending stiffness, porosity, tortuosity of pores, pore sizes. 12. Noise-insulating upholstery of a car body according to claim 1, characterized in that the dead-end perforation holes in the structure of at least one layer of the mounting part, localized in areas of the body panel with low vibration noise, are characterized by an effective structuring coefficient

conv. units

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