RU2438911C2 - Transport facility - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to machine building, particularly, to wheeled transport facilities with bearing body faced on the side of passenger cabin by multifunctional linings. Transport facility comprises bearing body. Body roof face panel supports flat sheet noise absorbing panels and multifunctional lining attached thereon by adhesive or thermosetting coat, mechanical fasteners and/or appropriate mounts. Lining comprises bearing perforated substrate from porous noise-absorbing material, face decorative layer from air-permeable material made up of solid non-perforated structure cross-linked to substrate face surface by adhesive or thermosetting coat. This invention differs from known designs in that perforations of said roof multifunctional lining substrate feature diameter d₁=(0.7…2.0)×h₁, and distance between centers t₁=(0.7…2.0)×h₁. Air gap between multifunctional lining rear side and face surface of noise-absorbing panels makes 0.005 to 0.02 m while projection of face surface of said noise-absorbing panels features rectangular shape. Width of air gaps b₂, formed between opposite faces of adjacent noise-absorbing panels makes at least thickness h₂ of said panels. In compliance with another version, instead of flat sheet noise-absorbing panels, used are flat sheet two-layer noise-and-vibration damping panels containing viscoelastic vibration damping layer and porous noise-absorbing layer.

EFFECT: improved noise-absorbing properties.

22 cl, 24 dwg

Description

The invention relates to the field of engineering, in particular to wheeled vehicles containing a load-bearing body, lined on the side of the passenger compartment space with multifunctional upholstery.

The designs of modern wheeled vehicles, in particular passenger cars, contain a supporting body with multifunctional upholstery mounted in the space of its passenger compartment. One of such multifunctional upholstery is the roof upholstery, which performs the functions of decorative, heat-insulating, power and load-bearing elements, often forming a modular unit, integrating elements of lighting systems, ventilation, climate control, devices for installing multimedia tools, etc. into a single multifunctional unit. Roof upholstery can it is very effective to perform the accompanying useful sound absorption function to improve acoustic comfort in the passenger compartment of the car.

In particular, the European patent for invention No. 341652, published on November 15, 1989, describes the construction of a vehicle roof upholstery made of a multilayer structure containing a front, back, intermediate and two convex-concave layers made of cardboard-like (sound-reflecting) material. Convex-concave layers are located between the front and back layers and are separated by an intermediate layer. In this case, the front, intermediate and convex-concave layers contain perforation holes with a diameter of 1 mm, located with an intercenter pitch of 12 mm.

The European patent for invention No. 1878568, published January 16, 2008, describes the construction of a vehicle roof upholstery comprising two porous sound-absorbing layers - a layer of foamed open-cellular material and a layer of fibrous material based on thermoplastic fibers, a decorative face layer of nonwoven fibrous needle-punched material, additional layers that perform auxiliary functions. All composite layers are interconnected by a thermal adhesive layer.

UK patent No. 1505213, published March 30, 1978, describes a vehicle roof upholstery structure, the structure of which comprises a porous sound-absorbing layer of foamed open-cell material, a decorative face layer of nonwoven fibrous needle-punched material, and a toughening layer of dense (sound-reflecting) material located on the inner surface of the porous sound-absorbing layer. The thickness of the roof upholstery lies in the range of 2.5 ... 5.0 mm.

Japanese Patent Application No. 2006206020, published on 08/10/2006, describes the construction of a vehicle roof upholstery comprising a layer of porous sound-absorbing material, a front decorative layer and a layer of heat-insulating material located on the inner surface of the porous sound-absorbing layer. Also, the specified roof upholstery may contain an additional layer of vibration damping material located on the surface of the heat-insulating layer and by means of an adhesive connection mating with the front panel of the roof. Thus, the use of such a multilayer structure makes it possible to provide effective sound absorption properties in the passenger compartment, to reduce the transfer of thermal energy from the environment, and to exclude the excitation of pulsed structural noise caused by raindrops falling on the surface of the front panel of the roof.

In the European patent for invention No. 13393943, published 03.03.2004, describes the design of the vehicle roof upholstery, made in the form of a modular system containing, in particular, the main canvas of a layer of porous sound-absorbing material and a decorative face layer, as well as integrated air ducts of the ventilation system and heating, mounted on the rear surface of the porous sound-absorbing layer, and air distribution deflectors located in front of the roof upholstery.

The RF patent for invention No. 2081010, published on 10.06.1997, describes the construction of a vehicle roof upholstery made of a layer of porous sound-absorbing material (foamed open-cell or fibrous) lined with a thin airtight sound-transparent film forming an enclosed space in which a layer of porous sound-absorbing material is located , while the space under the film is partially evacuated, which allows to improve sound absorbing (especially in the low-frequency region), heat and olyatsionnye and weight characteristics of the structure.

U.S. Patent Application No. 2007035958, published Feb. 15, 2007, describes the construction of a vehicle roof upholstery comprising a main web of a layer of porous sound-absorbing material and a decorative face layer, as well as one or more elements of a lighting system integrated into the layered structure of the main web.

The disadvantage of the presented technical solutions is their insufficiently high sound-absorbing efficiency, due to a number of the following reasons. In particular, while ensuring compliance with the framework requirements (bending stiffness), the structure of the roof upholstery is made of high density and, accordingly, low porosity, which is associated with the loss of sound-absorbing properties. The use of a multilayer structure leads to the need to ensure a high degree of sound transparency of composite (except sound-absorbing) layers of the structure, which is not always feasible while ensuring the effective implementation of other functions of roof upholstery, forcing them to additionally use dense sound-reflecting (non-translucent) layers of materials.

Famous, the above designs are distinguished by the complexity and complexity of the technological design, as well as high cost.

The technical solution described in US Patent No. 6820720, published on 02.22.2001, which describes the design of a vehicle containing a multifunctional passenger compartment upholstery, mounted on the front panel of the body roof (roof trim), containing at least at least one layer of the carrier base made of dense sound-reflecting material and plane-sheet sound-absorbing panels of porous non-woven fibrous or foamed open-cell material with a thickness of 20 ... 40 mm. The carrier sound-reflecting base is perforated through holes with a diameter of 0.05 ... 2 mm, with an intercenter pitch of 1 ... 20 mm, the perforation coefficient of the bearing base is k _per = S _per / S _main = 0.002 ... 0.04 (where S _per is the total projection area of the perforation holes on the plane of the surface of the supporting base, S _osn - the area of the front surface of the supporting base). In local zones of the surface in the structure of the bearing base may contain macroholes with a projection area of 6 ... 40,000 mm ² .

In this case, the performed micropunching of the carrier base in combination with the lining by plane-sheet sound-absorbing panels perform the main sound-absorbing function. At the same time, the use of a perforated carrier base made of sound-reflecting material allows to increase the sound-absorbing efficiency of the upholstery in a narrow high-frequency range. The additional introduction of flat-plate sound-absorbing panels from the back of the carrier base allows you to increase the sound-absorbing efficiency of the roof upholstery in a wider frequency range. At the same time, the effectiveness of flat-plate sound-absorbing panels is largely determined by the degree of sound transparency of the perforated bearing base, that is, the value of its perforation coefficient k _per . On the other hand, an “excessive” increase in the perforation coefficient k _{per of the} bearing base leads to a decrease in its sound-absorbing efficiency as a volumetric sound-absorbing cavity (formed by the walls of the bearing base and the surface of the roof front panel), deterioration of the skeleton properties (drop in the properties of bending stiffness) and a violation of the decorative design function . In addition, the presented design of the roof upholstery is expensive, due to the need to use sophisticated technological equipment (in particular to ensure the microperforation process).

The technical result achieved by the claimed invention is to improve the sound-absorbing properties of the vehicle roof upholstery (with an increase in the overall noise-reducing effect and improved acoustic comfort in the passenger compartment) in a wide frequency range of 500 ... 8000 Hz, while maintaining the effectiveness of the design of other (non-acoustic) it functions.

The technical result is achieved by manufacturing a perforated support base of a porous sound-absorbing material, lining its front surface with a decorative layer of a continuous non-perforated air-blown material, by means of a sound-transparent adhesive sticky adhesive or thermoactive coating, rational selection of sizes and relative position of the perforation holes, providing a predetermined size of the formed air gap between the surface of the rear side of the roof trim and the front the surface of the flat-plate sound-absorbing panels, as well as due to the rational selection of the corresponding geometric shapes and sizes of the flat-sheet sound-absorbing panels and their relative position, providing the corresponding intensification of the sound absorption process.

To achieve a technical result in a known vehicle containing a load-bearing body, on the front panel of the roof of which there are flat-sheet sound-absorbing panels, by means of adhesive sticky adhesive or thermoactive coating, or mechanical fasteners, and / or by mounting pressing and holding by mating interior parts, a multifunctional upholstery is mounted passenger compartment (hereinafter - upholstery). The carrier perforated base is made of a porous sound-absorbing material, its front surface is lined with a decorative layer of a continuous non-perforated air-blown material by means of a soundproof adhesive sticky adhesive or thermoactive coating. The perforation holes of the bearing base are made with a diameter of d ₁ = (0.7 ... 2.0) × h ₁ (where h ₁ is the wall thickness of the bearing base of the upholstery) and are located with an inter-center pitch t ₁ = (7.0 ... 20.0) × d ₁ . The perforation coefficient of the carrier base is selected in the range of k _per = 0.003 ... 0.015.

The size of the formed air gap between the surface of the rear side of the upholstery and the front surface of plane-sheet noise-absorbing panels is 0.005 ... 0.02 m, and the projections of the front surfaces of plane-sheet noise-absorbing panels have a rectangular geometric shape with an area of S ₂ ≤2S ₀ , where S ₀ is the area of the rear surface of the front panel the roof.

The air gaps b ₂ formed between the opposite ends of the adjacent flat-sheet sound-absorbing panels are not less than their thickness h ₂ .

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 the art showed that the claimed upholstery device has features that are not found 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 in comparison with the current 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 figures and the following detailed description, where:

- figure 1 presents a diagram of a vehicle (passenger car) with an image of the installation site of the upholstery on the panel of the roof of the body;

- figure 2 presents a section of the structure of the upholstery (complete) installed on the panel of the roof;

- figure 3 presents a view of the front surface (from the passenger compartment) of the upholstery;

- figure 4 presents a fragment of a section of the structure of the upholstery installed on the panel of the roof of the body, indicating the ratios of the geometric parameters of the claimed design;

- figure 5 presents a fragment of a view of the front surface (from the passenger compartment) of the upholstery indicating the ratios of the geometric parameters of the claimed design;

- figure 6 presents a diagram of the front panel of the roof (upholstery not installed) with installed 9 flat-sheet sound-absorbing panels, rectangular geometric shape in the form of narrow long strips;

- Fig.7 shows a diagram of the front panel of the roof (upholstery not installed) with installed 24 small-sized flat-sheet noise-absorbing panels of a rectangular geometric shape;

- Figs. 8, 9 show a diagram of a rear surface and a fragment of a section of a roof panel (upholstery not installed) with 9 flat-sheet sound-absorbing panels installed, of a rectangular geometric shape in the form of narrow long strips and vibration-damping gaskets installed in the air gaps between them 6;

- figure 10, 11 shows a diagram of the rear surface and a fragment of the cross section of the roof panel (upholstery not installed) with a noise reduction module installed, containing a supporting base of non-acoustic polymer material (for example, polypropylene, polyethylene) or of a viscoelastic vibration-damping layer, as well as mounted on its surface 24 small-sized flat-sheet noise-absorbing panels of a rectangular geometric shape;

- Fig. 12 shows a fragment of a section of the structure of a roof panel (no upholstery is installed) with an installed noise reduction module containing a supporting base in the form of a perforated viscoelastic vibration damping layer and small-sized plane-sheet sound-absorbing panels mounted on its surface;

- Fig.13 shows a fragment of a section of the structure of the roof panel (upholstery not installed) with installed flat-sheet noise vibration-damping panels containing porous sound-absorbing and viscoelastic vibration-damping layers;

- on Fig presents a fragment of a section of the structure of the roof panel (upholstery is not installed) with installed flat-sheet noise vibration damping panels containing a porous sound-absorbing layer and a viscoelastic vibration-damping layer with a perforated structure;

- Fig. 15 is a fragment of a view of the front surface (from the passenger compartment) of the perforated structure of the vibration-damping material of the carrier base (or the vibration-damping layer of the noise-reducing element);

- on Fig, 17 presents a diagram of the rear surface and a fragment of a section of the roof panel (upholstery not installed) with installed 24 small-sized perforated plane-sheet sound-absorbing panels of a rectangular geometric shape;

- on Fig presents a fragment of a view of the front surface (from the passenger compartment) of a flat-sheet sound-absorbing panel with a perforated structure;

- on Fig presents the results of determining the reverberation coefficient of sound absorption of the upholstery Assembly with a metal panel of the roof of the body and mounted on it flat-sheet sound-absorbing panels; the structural composition of the upholstery material contained a porous sound-absorbing layer of poroso-type material (pressed cotton fibers, a binder — fusible polypropylene fibers) with a perforated structure (k _per = 0.007) and a decorative face layer of nonwoven needle-punched material, crosslinked with the surface of the sound-absorbing layer by a soundproof thermo-adhesive layer, in comparison with the variant of the non-perforated upholstery structure of a similar structural composition, assembled with a metal panel of the body roof and installed E noise absorbing panels;

- Fig. 20 shows the results of determining the reverberation coefficient of sound absorption of the upholstery assembly with a metal panel for the roof of the body and installed flat-panel sound-absorbing panels, the structural composition of the material of the upholstery contained a bearing base of porous sound-absorbing material of the "baynat" type (foamed open-cell cold formed polyurethane foam) with a perforated structure (k _per = 0.007) and the front decorative layer of non-woven needle-punched material, crosslinked with a sound-absorbing surface layer with a sound-transparent thermo-adhesive layer, in comparison with the option of non-perforated roof upholstery of a similar structural composition, assembled with a metal body roof panel and similar sound-absorbing panels installed;

- Fig. 21 shows the dependence of the change in the reverberation sound absorption coefficient (in "characteristic" octaves with centers of 4000 Hz and 8000 Hz) of the upholstery assembly with the metal panel of the body roof and installed flat-sheet sound-absorbing panels on the perforation coefficient k _{per of the} structure of the supporting base of the upholstery made of porous sound-absorbing material of the "porozo" type, indicating the effective (claimed) range of values of the perforation coefficient k _{per (eff)} ;

- Fig. 22 shows the dependence of the change in the reverberation sound absorption coefficient (in "characteristic" octaves with centers of 4000 Hz and 8000 Hz) of the upholstery assembly with the metal panel of the body roof and installed flat-sheet sound-absorbing panels on the perforation coefficient k _{per of the} structure of the supporting base made of porous sound-absorbing material of the “baynat” type, indicating the effective (claimed) range of values of the perforation coefficient k _{per (eff)} ;

- Fig.23 shows the results of determining the reverberation sound absorption coefficient of a flat-sheet sound-absorbing panel (1200 × 1000 mm) from material AA25 (open-cell polyurethane foam with a thickness of 25 mm) perforated with round holes (k _per = 0.04) in comparison with the non-perforated flat-sheet sound-absorbing version panels made of similar material AA25;

- Fig.24 presents the results of determining the reduced composite loss coefficient of a flat-sheet vibration damping material of type VD-17 (bituminized glassine with an assigned viscoelastic layer 2.2 mm thick) perforated with round holes (k _per = 0.15) in comparison with a similar non-perforated version vibration damping material VD-17.

The figures used the following digital and letter designations:

1 - a supporting body of a car;

2 - front panel of the roof;

3 - flat-plate sound-absorbing panels;

4 - roof panel amplifiers;

5 - upholstery;

6 - supporting perforated upholstery base;

7 - front decorative layer of the upholstery;

8 - elements of the upholstery lighting system;

9 - hole perforation of the bearing base of the upholstery;

10 - flat vibration damping pads;

11 - self-adhesive supporting base;

12 - viscoelastic vibration damping layer of a flat-sheet noise vibration damping panel;

13 - a porous sound-absorbing layer of a flat-sheet noise vibration damping panel;

14 - holes for the perforation of a vibration damping pad or a viscoelastic vibration damping layer as part of a flat-sheet noise vibration damping panel or noise reduction module;

15 - holes for perforation of a flat-plate noise-absorbing panel or a porous sound-absorbing layer of a flat-sheet noise-vibration damping panel;

h ₁ is the thickness of the bearing base of the upholstery;

h ₂ - the thickness of the flat-plate sound-absorbing panel or layer of porous sound-absorbing material in the composition of flat-sheet noise vibration-damping panels;

h ₃ - the thickness of the vibration damping material as part of a plane-sheet vibration damping pad or as part of a noise reduction module;

t ₁ is the intercenter pitch of the holes of the perforation of the carrier base;

t ₂ - the center-to-center pitch of the perforation holes of a flat-plate sound-absorbing panel;

t ₃ is the intercenter pitch of the perforation holes of the vibration damping material as part of a plane vibration damping pad or as part of a noise reduction module;

d ₁ - the diameter of the holes of the perforation of the bearing base of the upholstery;

d ₂ - the diameter of the holes of the perforation of a flat-sheet sound-absorbing panel;

d ₃ - the diameter of the holes of the perforation of the vibration damping material as part of a flat-sheet vibration damping pad or as part of a noise reduction module;

b ₂ - the value of the air gap between the flat-sheet sound-absorbing panels (opposite end surfaces of the panels).

The inventive design of the vehicle contains a supporting body 1, on the front panel 2 of the roof of which there are mounted noise absorbing panels 3, the amplifiers 4 are made in the form of beams with a corrugation section, and the upholstery 5 is mounted by means of mounting adhesive adhesive or thermoactive coating, or mechanical fasteners and / or by means of mounting pressing and holding by mating interior parts, comprising a perforated supporting base 6 of porous sound-absorbing material a, the front decorative layer 7 is made of an air-blown material made in the form of a continuous non-perforated structure, stitched to the front surface of the carrier base by means of a soundproof adhesive adhesive glue or thermoactive coating, as well as at least the elements of the lighting system 8.

The perforation holes 9 of the bearing base 6 are made with a diameter of d ₁ = (0.7 ... 2.0) × h ₁ and are located with an inter-center pitch t ₁ = (7.0 ... 20.0) d ₁ , the perforation coefficient lies in the range of k _per = S _per / S _main = 0.003 ... 0.015, the size of the formed air gap between the surface of the rear side of the upholstery and the front surface of the noise-absorbing panels is 0.005 ... 0.02 m, the projections of the front surfaces of plane-sheet noise-absorbing panels are made in a rectangular geometric shape, with a total area of S ₂ ≤0 , 2S ₀ , a the width of the air gaps b ₂ formed between the prot and the other ends of the adjacent flat-sheet noise-absorbing panels is not less than the thickness h _{2 of} these panels. The following letter designations are used above: h ₁ is the thickness of the carrier base of the roof upholstery, S _per is the total projection area of the perforation holes on the surface plane of the carrier base, S _main is the area of the front surface of the carrier base, S ₀ is the area of the rear surface of the roof front panel.

The use of a given diameter of the perforation holes d ₁ , intercenter pitch t ₁ and the resulting perforation coefficient k _per provide the greatest increase in the sound-absorbing efficiency of the upholstery while maintaining the efficiency of other non-acoustic functions. The claimed size of the air gap between the surface of the rear side of the upholstery and the front surface of the noise-absorbing panels provides the efficiency of absorption of sound waves by both flat-plate sound-absorbing panels and the surface of the rear side of the upholstery. The selected area of flat-plate sound-absorbing panels allows to achieve the highest sound-absorbing efficiency of these panels at a lower consumption and cost of material.

If the projection surface perforations on the base substrate have a non-circular geometric shape (e.g., rectangle, triangle, trapezoid, oval, etc.), the projected area of the holes is selected to be _responsible: S = (l, 9 ... 15.7) × 10 ^-3 × h ₁ , and the inter-center step equal to t ₁ = (3,5 ... 1,3 × 10 ³ ) × S _holes This area of the perforations and S between centers _{of holes} t step ₁ are equivalent to the same parameters in the case of circular perforations.

To reduce the vibration activity of the front panel of the roof on its rear surface, in the space between the flat-sheet sound-absorbing panels, flat-plate vibration damping pads 10 can be mounted.

The flat-sheeted sound-absorbing panels can be arranged in separate noise-reducing modules containing a self-adhesive bearing base 11 of a polymer or viscoelastic vibration damping layer.

Separate plane-sheet noise vibration damping panels comprising viscoelastic vibration damping 12 and porous sound-absorbing layers 13 can also be used.

To increase acoustic efficiency (reduce weight and cost) and improve the technological properties of plane-sheet vibration damping pads 10 or viscoelastic vibration-damping layer 12 of plane-sheet noise vibration-damping panel or noise reduction module, their structure can be perforated with k _per = 0.02 ... 0.25, with holes perforations 14 are performed with a diameter of d ₃ = (2.0 ... 5.0) × h ₃ and are arranged with an inter-center pitch t ₃ = (4.0 ... 8.0) × d ₃ . Using these ranges of parameter values allows you to most effectively increase the vibration damping efficiency of a viscoelastic vibration damping material, reduce weight, improve technological and operational properties. In addition, an improvement in the quality of adhesion coupling without the formation of bubble blisters and cracking of a viscoelastic vibration damping material caused by its temperature deformations with possible concomitant loss of vibration damping properties, the potential for moisture accumulation in the formed cavities of the bubble blisters, contributing to the appearance of foci of the metal roof panel, is ensured. In addition, it reduces the complexity of mounting vibration damping pads or noise damping panels, or noise reduction module by increasing the elasticity of the viscoelastic vibration damping material without the use of additional technological operations.

To increase acoustic efficiency while reducing the mass (cost) of flat-plate sound-absorbing panels 3 or porous sound-absorbing layer 13 of flat-sheet noise-vibration-damping panels, their structure can be perforated with k _per = 0.02 ... 0.04, with perforation holes 15 being made with diameter d ₂ = (0.25 ... 0.5) × h ₂ and are arranged with an inter-center step t ₂ = (2.0 ... 4.5) × d ₂ . The use of these ranges of parameter values makes it possible to most effectively increase the sound-absorbing efficiency of plane-sheet sound-absorbing panels or a porous sound-absorbing layer, and to reduce weight.

In order to provide a localized effect of noise reduction of the perforation holes in the structure of the supporting base of the upholstery and / or the structure of plane-sheet noise-absorbing panels (porous sound-absorbing layer of plane-noise noise-damping panels) and / or the structure of vibration-damping gaskets (viscoelastic vibration-damping layer of a plane-sheet noise-damping panel or ) above the areas where the driver and / or passengers are located (which are the most ktualnymi and requiring the highest sound absorption). Also for this purpose, flat-plate sound-absorbing panels can be located exclusively on the surface of the front panel of the roof above the areas of the driver and / or passengers.

The perforation holes in the structure of the carrier base can be unevenly distributed over the upholstery surface, with a given variable value of the center-to-center pitch, selected in the range t ₁ = (7.0 ... 20.0) × d ₁ , and also have different overall dimensions.

To ensure high sound transparency between the front surface of the bearing base and the surface of the decorative face layer, the sound-transparent adhesive sticky adhesive or thermoactive coating used for this purpose can be made not with a continuous layer, but with thin solid or broken lines forming many regular or irregular geometric shapes, or it can be made by perforated through holes. Also, a soundproof adhesive sticky adhesive coating can be made with a thin continuous layer, with a low specific surface weight ρ≤100 g / m ² . Sound-transparent adhesive thermoactive adhesive coating can be performed with a specific surface weight ρ≤50 g / m ² .

When the vehicle is operating in the passenger compartment space, a diffuse sound field is formed, formed by the noise-emitting contributions of the structural component due to vibration of the body panels (forming an enclosed passenger compartment) and the air component associated with the transmission of sound energy into the passenger compartment by air through open or weakly insulated channels sound transmission from noisy spaces of the engine compartment, luggage compartment, area under the underbody, including wheel arches. Sound waves with minimal losses (minimal sound reflection) pass through the air-blown front decorative layer to the front surface of the upholstery, and then through the structure of the sound-transparent adhesive adhesive or thermo-adhesive layer penetrates into the porous sound-absorbing structure of the carrier layer made of fibrous or foam material. During the propagation of sound waves in the porous sound-absorbing structure of the supporting base, complex dynamic (deformation, friction, thermal) wave interactions occur both with the external surface and the internal structure of the porous material. When sound vibrations propagate through capillary air channels in the fiber zones or between communicating cells of porous materials, viscous frictional forces arise, causing processes of corresponding viscoelastic damping. There are also specific losses of sound energy in places of narrowing and kinks of pores associated with the processes of propagation (reflections and interference interactions) of incident and reflected sound waves. As a result of the course of these dynamic processes, an irreversible transformation (dispersion) of the vibrational energy of sound waves into thermal energy is realized in the porous structure of the carrier base filled with air. In addition, the absorption of sound energy occurs due to the accompanying internal mechanical losses (internal friction of the material), formed by the ongoing dynamic deformations of its skeleton, which are caused by the force acting on it of variable sound pressure. The non-absorbed part of the sound energy that has passed through the porous structure of the material falls on the front and end surfaces of plane-sheet sound-absorbing panels, in the structure of which similar dynamic processes additionally occur, as with the absorption of sound energy in the structure of the porous sound-absorbing layer of the upholstery. Sound waves not absorbed by the upholstery structure also fall on the rear sound-reflecting surface of the front panel of the roof and, being reflected from it, re-pass through the porous sound-absorbing structures of the flat-sheet sound-absorbing panels and the supporting base of the upholstery, providing effective absorption of sound energy, reducing the levels of internal noise in the passenger compartment of a car ( improving acoustic comfort in the passenger compartment of the car).

When using upholstery containing a perforated structure of the supporting base, the following dynamic processes occur. Incident sound waves, similar to the non-perforated version of the upholstery, are absorbed by the structure of the supporting base of the upholstery.

The presence of perforated holes allows part of the sound energy to pass into the space above the rear surface of the upholstery through the indicated perforation holes and cause acoustic resonance of the formed air cavity (roof front panel - upholstery). The resulting acoustic resonance of air oscillations with high amplitudes in the necks of the perforation holes causes high losses of vibrational energy in the zones of these necks due to air friction on their porous surfaces. Also, when using upholstery with a perforated structure of the carrier base, there is a more intense absorption of sound waves in the structure of the carrier base from the back. Thus, the process of absorption of sound energy in the space of the passenger compartment of a passenger car is substantially intensified. When perforating with the claimed perforation coefficient, an insignificant amount of porous sound-absorbing substance of the upholstery material is removed (not more than 1.5%), which allows you to save the sound-absorbing properties of the front surface of the roof upholstery. In addition, the perforation of the porous structure of the supporting base causes alternating local decreases in the stiffness characteristics of the zones directly adjacent to the perimeters (free edges) of the holes, which thus increases the dynamic compliance and deformation of the elastic skeleton of the perforated structure in these zones. This, accordingly, contributes to an increase in the effects of energy absorption of incident sound waves by these alternating deformable local zones (the energy of sound waves is spent on this work of deformations and thus converts it into heat). Also in this case, the open porous end zones of the perforation holes formed in the structure of the supporting base throughout its thickness are additionally included in the process of absorption of sound energy. In addition to the reasons described above for increasing the sound-absorbing efficiency of upholstery, this effect is due to additional absorption of sound waves due to viscous friction resistance to the passing air flow in the perforation holes, depending on the air mass in the perforation holes (including the dynamic increment of the attached air masses in the mating zones), as well as on the mass the upholstery itself. This effect is enhanced when using a continuous air-blown non-perforated front decorative layer stretched across the perforation holes (according to this invention).

Simultaneously with the above-described dynamic processes and realized effects, the use of the perforated structure of the supporting base of the upholstery also allows us to further eliminate spurious radiation of structural noise emitted by the structure of the directly vibrating supporting base of the upholstery. This is due to the implementation of the “short acoustic circuit” effect, dynamic pressure fields that arise between the front and back sides of the oscillating structure of the supporting base of the upholstery and emitting sound as a “piston” two-way radiator. The transmitted vibrational excitation along rigid body structures is accordingly transmitted to the elastic structure of the bearing base of the upholstery and causes piston membrane and elastic deformations of its bending, accompanied by radiation of the corresponding spurious structural noise. During piston membrane vibrations and the formation of bending deformations of the supporting base of the upholstery between the opposite areas of the front and back sides of the supporting base of the upholstery, the corresponding fields of dynamic pressures (high and low alternating pressures) are formed. Due to the presence of perforation holes in the structure of the carrier base, they quickly compensate for alignment (quick "flow" of the air through the formed through holes from the high pressure zones to the low pressure zones). This is the reason for the additional sound-absorbing effect of attenuating spurious structural noise emitted by piston diaphragm and bending vibrations of the elastically deformable structure of the supporting base of the upholstery.

The selected effective range of the perforation coefficient of the supporting base of the upholstery is determined as follows. When punching with k _per ≤0.003, a significant (by more than 0.05) increase in the “reverberation sound absorption coefficient” of the claimed upholstery, characterizing its sound-absorbing properties, is not achieved. With an increase in the perforation coefficient, there is an increase in the sound-absorbing efficiency of the upholstery. When the values of the perforation coefficient k _lane = 0.007, the sound absorption efficiency is maximum. With a further increase in the perforation coefficient, the absorption efficiency of sound waves noticeably decreases due to a decrease in the volume of sound-absorbing material in the porous structure of the roof upholstery and, accordingly, a weakening of the mechanism for converting the energy of sound waves into thermal energy, despite the additional effect of increasing the deformation mechanism of absorption of sound energy less rigid and more pliable (deformable in more) perforated skeleton of the supporting base caused by an excessive degree of perforation Nia porous structure of the base substrate upholstery. Upon reaching the perforation coefficient k _per ≥0.015, a significant weakening of the mechanism of conversion of sound energy already occurs. At lower values of the coefficient of perforation relative to the claimed (k _per ≤0.003), the opposite picture is observed. A small degree of perforation, despite the preservation, in fact, of the full volume of the porous structure of the supporting base, which ensures the absorption of sound energy in it, does not sufficiently reduce the dynamic stiffness (increase compliance) of the porous skeleton of the supporting base, and also increase the specified degree of sound transparency for ensuring unhindered passage of sound waves into the space of the air gap formed on the back side of the upholstery. Accordingly, the additional effect of absorbing the energy of the incident sound waves on the weakly perforated supporting base of the upholstery, which is associated with an insufficient increase in the dynamic deformation of the perforated porous skeleton with the accompanying weak irreversible energy transformations of these small dynamic skeleton deformations into thermal energy, is not provided. A small degree of perforation does not allow the implementation of effective sound absorption processes based on the absorption of an acoustic cavity (such as a Helmholtz resonator), and provides a “short acoustic short circuit” process to suppress piston diaphragm and bending upholstery vibrations.

The use of the claimed overall dimensions and the relative position of the flat-plate sound-absorbing panels allows to obtain a higher sound-absorbing effect. The effect of the implementation of increased sound absorption is also due to the processes of additional diffraction sound absorption, which is provided by more extended and compliant to the dynamic effects of incident sound waves, by the free contour edges of plane-sheet noise-absorbing panels having a larger perimeter of the contours in comparison with the contour of a comparable monolithic large-sized plane-sheet noise-canopy surface. Perforation of the porous structure of plane-sheet sound-absorbing panels causes similar technical effects (increased dynamic compliance and deformation of the elastic skeleton, the inclusion of additional end zones of perforation holes in the absorption process) that occur during perforation of the supporting base of the upholstery. In this case, the resulting effects are significantly higher due to the use of plane-sheet sound-absorbing panels of greater thickness.

The effectiveness of the proposed technical solution is illustrated and confirmed by the experimental results of determining the parameter “reverberation sound absorption coefficient”, which quantitatively characterizes the degree of absorption of sound energy of the upholstery with a perforated porous structure of the supporting base, assembled with a metal roof panel and installed flat-panel sound-absorbing panels, in comparison with a similar upholstery with non-perforated support structure. The tests were carried out using the “Alpha Cab” bench setup containing a measuring reverberation chamber with a volume of 6.45 m ³ . During acoustic tests, the upholstery assembly with the roof panel was installed by the external side of the roof front panel directly on the floor of the reverberation chamber of the Cab Alpha bench installation. The reverberation sound absorption coefficient was determined by comparing the reverberation (attenuation) time of the diffuse sound in the reverberation chamber with the installed roof panel and in the reverberation chamber with the installed roof panel assembled with upholstery and flat-plate sound-absorbing panels.

Upholstery tests of two types of structural compounds were carried out.

Structural composition A:

- the supporting base is an integrally formed porous sound-absorbing material of the "porozo" type (pressed cotton fibers, the binder is fusible polypropylene fibers);

- the front decorative layer is a non-woven needle-punched material stitched to the surface of the supporting base with a sound-transparent thermo-adhesive layer. The structural composition In:

- the supporting base is an integrally formed porous sound-absorbing material of the “baynat” type (foamed open-cell cold-formed polyurethane foam);

- the front decorative layer is a non-woven needle-punched material stitched to the surface of the supporting base with a sound-transparent thermo-adhesive layer.

In experimental studies, in the structure of the supporting base of the upholstery with a thickness of 6 mm, through holes of round perforation with a diameter of 5 mm were made with a varying center-to-center pitch from 20 to 100 mm to provide various values of k _per . On the rear surface of the roof front panel, 9 rectangular rectangular sound-absorbing flat-panel sound-absorbing panels made of AA 15 self-adhesive flat-sheet material (manufactured by Teknical Consulting NPP CJSC, Tolyatti) with a size of 0.8 × 0.1 m were installed. Structural composition of the flat-panel noise-absorbing material The panels included a porous sound-absorbing layer of open-cell polyurethane foam (PUF) with a thickness of 15.0 mm and an adhesive adhesive mounting layer.

From the results of the experimental studies presented in Fig.19, 20, it follows that the use of the specified prefabricated design allows to achieve an increase in the values of the parameter "reverberation sound absorption coefficient" in the entire investigated frequency range 500 ... 8000 Hz. For example, when perforating the bearing base of the upholstery with k _per = 0.007, an increase to 0.21 conventional units is noted. the values of the “reverberation sound absorption coefficient” parameter in the range of octave frequency bands of 500 ... 8000 Hz. In this case, the greatest increase in the value of the parameter “reverberation sound absorption coefficient” is observed in the “characteristic” (most reflecting effect) octave frequency bands of 4000 Hz and 8000 Hz.

To determine the values of the effective range of the perforation coefficient k _{per (ef), the} results of the experimental studies were presented (see Figs. 21, 22) as the dependence of the change in the parameter “reverberation sound absorption coefficient” on the value of the perforation coefficient k _per in the “characteristic” octave bands frequencies 4000 Hz and 8000 Hz. From the presented graphical dependencies it follows that with an increase in the value of the perforation coefficient of the bearing base of the roof upholstery in the range of k _per = 0.002 ... 0.007, the value of the “reverberation sound absorption coefficient” indicator increases. At the same time, a noticeable (0.05) increase in the values of the “reverberation sound absorption coefficient” is observed at a perforation coefficient k _per ≥0.003. The greatest effect of increasing the indicator “reverberation sound absorption coefficient” (by 0.14 ... 0.18) is observed when the value of the perforation coefficient k _lane = 0.007. With a further increase in the perforation coefficient k _per , a drop in the values of the “reverberation sound absorption coefficient” is already observed, and at k _per = 0.015, the difference in the values of the “reverberation sound absorption coefficient” relative to the roof upholstery sample with an unperforated bearing base is not more than 0.05. Thus, as the experimental results confirm and confirm, the effective values of the perforation coefficient of the porous structure of the supporting base lie in the range of k _{per (eff)} = 0.003 ... 0.015.

On Fig presents the results of experimental studies of flat-panel noise-absorbing panels of open-cell polyurethane foam (25 mm thick and overall dimensions 1200 × 1000 mm), perforated through circular holes with a diameter of 6 mm with an intercenter pitch of 25 mm and thus achieved perforation coefficient k _per = 0. 04. These results indicate an additional (up to 0.3) increase in the values of the reverberation sound absorption coefficient α _r in the entire investigated range of octave frequency bands of 500 ... 8000 Hz relative to the version of a similar non-perforated sound-absorbing panel. The obtained effects of increasing sound absorption are achieved when the values of the center-to-center distance of the perforation holes (t ₂ ) are equal to the thickness of the sound-absorbing panel (h ₂ ) with the performed diameter of the perforation holes d ₂ ≈1 / 4h ₂ . The value of the perforation coefficient k _per = 0.04 provides the largest increase in the reverberation coefficient of sound absorption α _r in the studied range of changes in the perforation coefficient k _per = 0.01 ... 0.20.

On Fig presents the results of experimental studies of vibration damping materials of type VD-17 (2.2 mm thick, specific surface weight 1.7 kg / m ² ), perforated through circular holes of perforation with a diameter of 5 mm with an intercenter pitch of 15 mm. Experimental studies were carried out using the Oberst bench installation; a supporting metal plate (steel 08 kp) with dimensions 320 × 20 mm and a thickness of 1 mm was used as a component of the test object, onto which a sample of the vibration-damping material under study was glued. The obtained effects of increasing vibration damping efficiency (reduced composite loss factor) are achieved with a perforation coefficient lying in the range of k _per = 0.02 ... 0.25, with the greatest effect being achieved at k _per = 0.15.

Specific illustrations of the efficiency of use and technical implementation options of the claimed technical solution described above are by their nature only particular examples and do not limit the claims of the claimed invention, the scope of which is determined by the claims. For technical specialists working in the art, other possible specific embodiments of the claimed device will become apparent that will fall within the scope of the present invention.

Claims (22)

1. A vehicle, mainly a passenger car, containing a supporting body, on the front panel of which are mounted flat-panel acoustic panels and a multifunctional passenger compartment upholstery is installed, using adhesive sticky adhesive or thermoactive coating, mechanical fasteners, and / or by mounting pressing and holding its mating interior details of the passenger compartment, containing a bearing perforated base of a porous sound-absorbing material, whether the main decorative layer of air-blown material, made in the form of a continuous non-perforated structure, stitched to the front surface of the carrier perforated base of multifunctional upholstery by means of a transparent adhesive adhesive adhesive or thermoactive coating, characterized in that on the front panel of the roof there are mounted single-layer sound-absorbing perforation panels, while a carrier perforated bases multifunctional upholstery performed diameter d ₁ = (0,7 ... 2,0) · h _1, Raspaud agayutsya from center to center pitch t ₁ = (7,0 ... 20,0) · d _1, the coefficient of perforation perforated carrier bases multifunctional upholstery ranges k _{pep pep} = S / S _DOS = 0.003 ... 0.015, where h ₁ - the thickness of the perforated carrier the basis of the multifunctional upholstery of the passenger compartment roof, S _per is the total projection area of the perforation holes on the surface plane of the carrier base of the multifunctional upholstery, S _main is the front surface area of the carrier of the perforated base of the multifunctional upholstery, and the amount of air gap formed between the the surface of the rear side of the multifunctional upholstery of the passenger compartment and the front surface of the flat-sheet single-layer sound-absorbing panels is 0.005 ... 0.02 m, the projections of the front surfaces of the flat-sheet single-layer sound-absorbing panels have a rectangular geometric shape, with a total area of S ₂ ≤0,2S ₀ , where S ₀ is the rear area the front surface of the roof panel, b ₂ - width of the air gaps formed between the opposing ends of adjacent ploskolistovyh single-walled sound-absorbing panels constituting were Inu not less than the thickness h ₂ of these panels. 2. The vehicle according to claim 1, characterized in that the projection of the perforation holes on the surface of the carrier perforated base of the multifunctional upholstery is made of a non-circular geometric shape with a projection area of one hole S _ot = (1.9 ... 15.7) · 10 ^-3 · h ₁ while the center-to-center pitch of the perforation holes is chosen equal to
t ₁ = (3.5 ... 1.3 · 10 ³ ) · S _response 3. The vehicle according to claim 1, characterized in that vibration damping pads are mounted on the rear surface of the roof front panel in the space between the flat-sheet single-layer noise-absorbing panels. 4. The vehicle according to claim 1, characterized in that the flat-sheet single-layer sound-absorbing panels are arranged in separate noise-reducing modules containing a self-adhesive carrier base made of a polymer layer. 5. The vehicle according to claim 1, characterized in that the perforation holes in the structure of the carrier of the perforated base of the multifunctional upholstery are located unevenly on the surface, with a given variable value of the intercenter step, selected in the range t ₁ = (7.0 ... 20.0) · d ₁ . 6. The vehicle according to claim 1, characterized in that the perforation holes in the structure of the supporting perforated base of the multifunctional upholstery have different overall dimensions. 7. The vehicle according to claim 1, characterized in that the soundproof adhesive sticky adhesive or thermoactive coating connecting the front surface of the supporting perforated base of the multifunctional upholstery with the surface of the front decorative layer is made of thin, separate solid lines forming many regular or irregular geometric shapes. 8. The vehicle according to claim 1, characterized in that the soundproof adhesive sticky adhesive or thermoactive coating connecting the front surface of the supporting perforated base of the multifunctional upholstery with the surface of the front decorative layer is made of thin separate broken lines forming a set of regular or irregular geometric shapes. 9. The vehicle according to claim 1, characterized in that the translucent adhesive adhesive adhesive or thermoactive coating connecting the front surface of the carrier perforated base of the multifunctional upholstery with the surface of the front decorative layer is perforated through holes. 10. The vehicle according to claim 1, characterized in that the translucent adhesive adhesive adhesive coating connecting the front surface of the carrier perforated base of the multifunctional upholstery with the surface of the front decorative layer is made in the form of a continuous layer, with a specific surface weight of ρ≤100 g / m ² . 11. The vehicle according to claim 1, characterized in that the translucent adhesive thermoactive coating connecting the front surface of the carrier of the perforated base of the multifunctional upholstery with the surface of the front decorative layer is made in the form of a continuous or perforated layer and has a specific surface weight ρ≤50 g / m ² . 12. A vehicle, mainly a passenger car, containing a load-bearing body, on whose front panel roofs flat-panel acoustic panels are mounted, and a multifunctional passenger compartment upholstery is installed, using adhesive sticky adhesive or thermoactive coating, mechanical fasteners, and / or through mounting pressure and holding it with mating interior parts of the passenger compartment, containing a bearing perforated base of porous sound-absorbing material, l the front decorative layer of air-blown material, made in the form of a continuous non-perforated structure, stitched with the front surface of the carrier perforated base of multifunctional upholstery by means of a transparent adhesive adhesive adhesive or thermosetting coating, characterized in that on the front panel of the roof there are mounted two-layer vibration-damping damping-damping panels and a porous sound absorbing layer. 13. The vehicle according to claim 12, characterized in that the structure of the vibration damping layer of flat-sheeted two-layer noise vibration damping panels is perforated with k _per = 0.02 ... 0.25, while the perforation holes are made with a diameter of d ₃ = (2.0 ... 5, 0) · h ₃ and are arranged with an inter-center step t ₃ = (4.0 ... 8.0) · d ₃ , where h ₃ is the thickness of the vibration damping layer in the composition of a two-layer plane-sheet noise vibration damping panel. 14. The vehicle according to claim 12, characterized in that the layer structure of the porous sound-absorbing material layer as a part of _plane -sheet double-layer noise _{vibration-damping} panels is perforated through holes of perforation with k _per = 0.02 ... 0.04, while the perforation holes are made with diameter d ₂ = (0.25 ... 0.5) · h ₂ and are arranged with an inter-center pitch t ₂ = (2,0 ... 4,5) · d ₂ , where h ₂ is the thickness of the sound-absorbing layer of a planar two-layer noise-damping panel. 15. The vehicle according to claim 12, characterized in that the perforation holes made in the structure of the carrier perforated base of the multifunctional upholstery and / or the structure of the porous sound-absorbing layer of the plane-sheet double-layer noise vibration damping panels, and / or the structure of the vibration-absorption layer of plane-sheet double-layer noise vibration-damping panels are located exclusively above the zones placement of the driver and / or passengers. 16. The vehicle according to claim 12, characterized in that the perforation holes in the structure of the carrier of the perforated base of the multifunctional upholstery are located unevenly on its surface, with a given variable value of the center-to-center step, selected in the range t ₁ = (7.0 ... 20.0) D ₁ . 17. The vehicle according to claim 12, characterized in that the perforation holes in the structure of the carrier perforated base of the multifunctional upholstery have different overall dimensions. 18. The vehicle according to claim 12, characterized in that the soundproof adhesive sticky adhesive or thermoactive coating connecting the front surface of the supporting perforated base of the multifunctional upholstery with the surface of the front decorative layer is made of thin, separate solid lines forming many regular or irregular geometric shapes. 19. The vehicle according to claim 12, characterized in that a soundproof adhesive sticky adhesive or thermoactive coating connecting the front surface of the supporting perforated base of the multifunctional upholstery with the surface of the front decorative layer is made of thin separate broken lines that form many regular or irregular geometric shapes. 20. The vehicle according to claim 12, characterized in that the translucent adhesive adhesive adhesive or thermoactive coating connecting the front surface of the carrier perforated base of the multifunctional upholstery with the surface of the front decorative layer is perforated through holes. 21. The vehicle according to item 12, characterized in that the soundproof adhesive sticky adhesive coating connecting the front surface of the bearing perforated base of the multifunctional upholstery with the surface of the front decorative layer is made in the form of a continuous layer, with a specific surface weight of ρ≤100 g / m ² . 22. The vehicle according to p. 12, characterized in that the soundproof adhesive thermoactive coating connecting the front surface of the supporting base of the multifunctional upholstery with the surface of the front decorative layer is made in the form of a continuous or perforated layer and has a specific surface weight ρ≤50 g / m ² .

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