DE102022100268A1 - air vent - Google Patents

Abstract

The invention relates to an air vent (1) with a housing (2), a guide element (5) and an outflow opening (4). According to the invention, the guide element (5) has a first end (6) and a second end (7), wherein the first end (6) is arranged upstream and the second end (7) is arranged downstream in the housing (2), and wherein the guide element (5) has a closing element (8) at the second end (7), and wherein the guide element (5 ) at least one guide vane (9) adjoining an inner side of the closing element (8). The guide element (5) is movable between a first position and a second position. In the first position, the air mass flow can flow through the outflow opening (4) into the interior of the vehicle. In the second position, the closing element (8) rests against an inside of the housing (2) in such a way that no air mass flow can flow through the outflow opening (4). can flow into the interior of the vehicle.

Description

technical field

The invention relates to an air vent according to the preamble of claim 1.

State of the art

The DE 10 2010 013 365 B3 describes an air outlet device for a vehicle ventilation system or a vehicle air conditioning system with a central axis and a plurality of lamellar air guiding elements which are arranged around the central axis.

The air guiding elements are arranged to be displaceable in the direction of the central axis of the air outlet device.

The ends of the air guiding elements widen like a trumpet, viewed in the direction of flow of the air to be guided.

object of the invention

The object of the invention is to provide an air vent that requires little installation space.

solution of the task

The object is achieved by an air vent according to claim 1.

Advantages of the Invention

The air vent according to the invention for the outflow of an air mass flow into an interior of a vehicle has a housing, a guide element and an outflow opening.

The guide element has a first end and a second end different from the first end.

The first end is upstream and the second end is downstream in the housing.

The guiding element has a closing element at the second end.

The guide element has at least one guide vane, which adjoins an inner side of the closing element.

The vane is moveable between a first position and a second position.

In the first position, the air mass flow can flow into the interior of the vehicle via the outflow opening.

In the second position, the closing element rests against an inside of the housing in such a way that no air mass flow can flow through the outflow opening into the interior of the vehicle.

The air vent according to the invention requires little installation space. Furthermore, the air vent according to the invention allows flow from different areas in an interior of a vehicle, for example the occupants, the side window and the windshield, so that a small number of air vents according to the invention is required in an interior of a vehicle and the required space is therefore small.

In an advantageous embodiment of the air vent, the housing has a first cross section at an inflow opening, a third cross section and a second cross section at the outflow opening.

Downstream of the first cross section, the housing widens to the third cross section.

Downstream of the third cross section, the housing widens to the second cross section.

The first cross section is smaller compared to the third cross section and the third cross section is smaller compared to the second cross section.

In a further advantageous embodiment of the air vent, the guiding element has a first section in the form of a hemisphere, a second section with a fourth cross section and a third section.

In the third section, the guide element widens from the fourth cross section to a fifth cross section at the second end of the guide element.

The fourth cross section is smaller compared to the fifth cross section and the fourth cross section is smaller compared to the first cross section and the fifth cross section is smaller compared to the first cross section.

In a further advantageous embodiment of the air vent, the closing element has a sixth cross section.

The sixth cross section is larger compared to the third cross section, and the sixth Cross section is smaller compared to the second cross section.

In a further advantageous embodiment of the air vent, the sixth cross section of the closing element is not rotationally symmetrical.

Due to the non-rotationally symmetrical shape of the sixth cross section of the closing element, the geometric shape of the inner surface of the housing in the widening between the third cross section and the second cross section must be adapted in such a way that in the second position of the guide element the closing element rests against the inner surface in such a way that no air mass flow occurs can flow through the outflow opening into the interior of the vehicle.

• Es kann eine halbkreisförmige Aufteilung des Abschlusselements erfolgen. Aus dem zum Fahrer oder Insassen zugewandten Halbkreis wird eine geringere resultierende Fläche und aus dem zur Windschutzscheibe gerichteten Halbkreis eine größere resultierende Fläche erzeugt.

Due to the following geometric conditions and relationships, a larger volume flow can be directed to the windshield and side windows in the interior of the vehicle compared to the rotationally symmetrical end element with the same deflection:

• A semi-circular division of the closing element can take place. A smaller resulting area is generated from the semicircle facing the driver or occupant and a larger resulting area is generated from the semicircle facing the windshield.

Both semicircles can run into one another freely or continuously at a tangent, with a radius ratio of 1:1.1 (r/R) being advantageous.

In a further advantageous embodiment of the air vent, the air vent has at least one flap.

The flap is arranged between two guide vanes.

The flap is moveable between a first position and a second position.

In the first position, the air mass flow can flow into the interior of the vehicle via the outflow opening.

In the second position, due to the closed flap, no air mass flow can flow through the area between the two guide vanes.

By introducing flaps into the flow channel upstream of the guide vanes, it is possible to selectively close off the desired approach area.

The approach area is the area of the guide vane in which the air mass flow can flow along the guide vane without twisting.

Flowing through a desired air outflow area can thus be prevented. It is possible to position the flaps in front of selected outflow positions.

If flaps are integrated in all approach areas, the air vents can be deactivated by closing all flaps, i.e. there is no air flow into the interior of the vehicle.

In addition, a selective closing of start-up areas is thus possible.

The flaps can be controlled or regulated manually or automatically, whereby each flap can be controlled individually.

According to the invention, the flow is deflected and thus the air mass flow flows out radially into the interior of the vehicle, so that there is no direct flow against an occupant.

The air flow and the direction of the air flow in the interior of the vehicle can take place by means of the Coanda effect along an interior lining, for example a dashboard.

By means of an optimal deflection of the air flow in the area of the guide vanes, less turbulence occurs in comparison to conventional lamellar vents.

This can improve the acoustics.

The air guide element with the arranged vanes forms a rigid construction that counteracts swinging up due to turbulence.

The influence of the incoming flow in the flow/air duct on the outflow behavior in the interior of the vehicle can be reduced by deflecting the air flow using the guide vanes, so that even if the air supply via the flow duct is unfavorable, an even outflow into the interior of the vehicle is possible.

There can be a symmetrical arrangement of two air inflows in the dashboard.

The guide vanes can be aligned (inclined) in the direction of the side windows.

A slight inclination of the air inlet in the roll axis (x _v ) of the vehicle is possible, but should be an angle of < ±7° in relation to the inlet surface in the dashboard.

The inclination in relation to the pitch axis (y _v ) should be selected in such a way that a direct flow against the occupant is avoided and at the same time the windscreen can be easily flown over. Angles around the pitch axis, based on the xy plane, of 0° to 10° have proven to be favorable here.

The number of vanes can basically be selected with small vehicle widths (< 1200 mm between the side windows) with six per air vent.

The number can vary depending on the width of the vehicle and the area of application, but at least four guide vanes have proven to be advantageous.

The guide vane shape and vane angle result geometrically from the number of guide vanes, the inner diameter of the inflow channel, the outer diameter of the guide element and the dimensions of the closing element.

The circular surfaces, the guide element and the inflow channel are divided into equal parts (depending on the number of guide vanes).

The points generated in this way are offset and connected by a spline (curve that runs through a certain number of points and connects them "smoothly") and thus guided along the reference surface.

The end directed towards the inlet channel runs in at a constant tangent, parallel in the direction of the central axis.

The lines generated in this way are used as guide curves for the surfaces to be subsequently generated. In the standard case, these are lines between the coupling points of the contours.

The air flow is guided through the flow channel in the direction of the guide element. By subsequently flowing through the guide vanes in connection with the closing element, the air flow is then deflected in such a way that it is partially applied to the dashboard.

Thus, it becomes possible to direct part of the flow to the lower body area of the occupants.

In addition, the air flow is fanned out by the deflection in connection with the nozzle geometry, so that effective prevention or removal of fogging on the front and side windows is made possible.

The surface area of the resulting air outflow area at the outflow opening A _result can be determined using the required volume flow V _Nozzle and the required flow velocity at the resulting outflow area u _required : $$A_{\mathrm{right}es\mathrm{and}lt}=\frac{{\dot{V}}_{D\mathrm{and}ese}}{{\mathrm{and}}_{GefO\mathrm{right}\mathrm{i.e}e\mathrm{right}t}}$$

The outer diameter of the housing at the outflow opening, second cross-section, D _outside can be determined using the surface area of the resulting air outflow area at the outflow opening A _result : $$D_{a\mathrm{and}ssen}=\sqrt{\frac{2\cdot A_{\mathrm{right}es\mathrm{and}lt}}{\pi }+0.0014}.$$

The outside diameter of the closing element, sixth cross-section, d _close can be determined from the outside diameter of the housing at the outflow opening, second cross-section, D _outside : $${\mathrm{i.e}}_{abscHl\mathrm{and}ss}=\sqrt{D_{a\mathrm{and}ssen}-0.0028}.$$

The outer diameter of the closure member, sixth cross-section, should be 3.75 times larger than the diameter of the inner baffle, fourth cross-section.

The third cross-section D _min for the flow channel can be determined using the maximum permissible flow velocity u _max and the diameter of the inner guide element, fourth cross-section, d _{guide element} : $$D_{min}=\sqrt{\frac{4\cdot {\dot{V}}_{D\mathrm{and}ese}}{{\mathrm{and}}_{max}\cdot \pi }+{\mathrm{i.e}}_{Leitelemen\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="DE102022100268A1\_0005.png,DE102022100268A1\_0006.png"\; state="\{\{state\}\}">t</figure-callout>}}^2}$$

character list

• 1: einen Längsschnitt eines erfindungsgemäßen Luftausströmers in einer ersten Position;
• 2: einen Längsschnitt des Luftausströmers in einer zweiten Position;
• 3: eine Draufsicht auf den Luftausströmer gemäß 1;
• 4: eine Unteransicht auf den Luftausströmer gemäß 1.

Show it:

• 1 : a longitudinal section of an air vent according to the invention in a first position;
• 2 : a longitudinal section of the air vent in a second position;
• 3 : a top view of the air vent according to 1 ;
• 4 : a bottom view of the air vent according to 1 .

The 1 until 4 show an embodiment of an air vent 1 according to the invention. The air vent 1 comprises a housing 2 with an inflow opening 3 and an outflow opening 4.

An air mass flow can flow into the housing 2 in the direction of the arrow P1 via the inflow opening 3 and out of the housing 2 in the direction of the arrow P2 via the outflow opening 4 into an interior of a vehicle (not shown). The vehicle can be, for example, a land vehicle, water vehicle, or aircraft.

Furthermore, the air vent 1 comprises a guide element 5 arranged within the housing 2.

The guide element 5 extends in the flow direction of the air mass flow and has a first end 6, which is arranged upstream in relation to the flow direction of the air mass flow on the guide element 5, and a second end 7, which is different from the first end 6 and which is downstream in relation to the flow direction of the Air mass flow is arranged on the guide element 5 on.

A closing element 8 is arranged at the second end 7 of the guide element 5 .

The air vent 1 also includes at least one guide vane 9.

The guide vane 9 extends in the flow direction of the air mass flow and adjoins an outer surface of the guide element 5 and an inner surface of the closure element 8 with an outer surface.

The guide element 5 is between a first position (in 1 shown) and a second position (in 2 shown) movable.

The movement of the guide element 5 between the first position and the second position can be purely translatory (along the longitudinal axis 10) in the direction of the arrows P3 and P4 or in a combination of a translatory movement (along the longitudinal axis 10) in the direction of the arrows P3 and P4 and a rotational movement (around the longitudinal axis 10) in the direction of the arrows P5 and P6.

In the first position, the air mass flow can flow through the outflow opening 4 into the interior of the vehicle.

In the second position, the closing element 8, which is arranged at the second end 7 of the guide element 5, lies against the inside of the housing 2 in such a way that no air mass flow can flow through the outflow opening 4 into the interior of the vehicle.

The cross section of the housing 2 varies in the flow direction of the air mass flow.

A first cross section 11 at the inflow opening 3 is smaller compared to a second cross section 12 at the outflow opening 4.

The housing 2 widens to a third cross section 13 downstream of the first cross section 11 .

The third cross section 13 is widened in such a way that the surface area through which flow occurs remains identical to the first cross section 11 (despite the guide element 5).

The housing 2 widens to the second cross section 12 downstream of the third cross section 13 .

The first end 6 of the guide element 5 is arranged inside the housing 2 in the region of the widening from the first cross section 11 to the third cross section 13 .

At the first end 6 the guide element 5 has the shape of a hemisphere in a first section 14 .

The hemispherical shape offers the advantage that the air mass flow flowing in in the direction of the arrow P1 can be divided symmetrically, streamlined and at the same time in a space-optimized manner when it hits the first end 6 .

Following the first section 14 , the guide element 5 has a second section 15 with a fourth cross section 16 , the fourth cross section 16 being smaller in comparison to the first cross section 11 .

in the in 1 illustrated first position of the guide element 5, the transition from the first section 14 to the second section 15 is on a cross-sectional plane with the transition from the widening (widening from the first cross section 11 to the third cross section 13) to the third cross section 13 (upstream end of the third cross-section 13).

in the in 1 illustrated first position of the guide element 5 is the transition from the two th section 15 onto the third section 17 on a cross-sectional plane with the transition from the third cross-section 13 (downstream end of the third cross-section 13) to the widening (flaring from the third cross-section 13 to the second cross-section 12).

Following the second section 15 , the guide element 5 has a third section 17 .

In the third section 17 the cross section of the guide element 5 widens from the fourth cross section 16 to a fifth cross section 18 at the second end 7 of the guide element 5 .

The widening results geometrically from a previously designed outer cross section of the housing 2, with a trumpet-like widening advantageously taking place in the direction of flow.

The fifth cross section 18 is smaller compared to the first cross section 11.

The guide vane 9 adjoins the outer surface of the guide element 5 with an outer surface in the area of the second section 15 and the third section 17 , an upstream end 19 of the guide vane 9 lying in a cross-sectional plane of the third cross section 13 of the housing 2 .

The position of the upstream end 19 of the vane 9 can be determined using the 2 illustrated second position of the air vent 1 can be determined.

Advantageously, in the second position of the air vent 1, the upstream end 19 can be at the beginning (in the direction of flow) of the third cross section 13.

The closing element 8 has a sixth cross section 20 .

The sixth cross section 20 is larger compared to the third cross section 13 and smaller compared to the second cross section 12.

The sixth cross section 20 is rotationally symmetrical in this embodiment.

Reference List

1

air vent

2

Housing

3

inflow opening

4

outflow opening

5

guiding element

6

first end

7

second end

8th

final element

9

vane

10

longitudinal axis

11

first cross section

12

second cross section

13

third cross section

14

first section

15

second part

16

fourth cross section

17

third section

18

fifth cross section

19

upstream end

20

sixth cross section

P1

Arrow

p2

Arrow

P3

Arrow

P4

Arrow

P5

Arrow

P6

Arrow

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102010013365 B3 [0002]

Claims (6)

Air vent (1) for discharging an air mass flow into an interior of a vehicle, the air vent (1) having a housing (2), a guiding element (5) and an outflow opening (4), characterized in that the guiding element (5) has a first end (6) and a second end (7) different from the first end (6), the first end (6) being arranged upstream and the second end (7) being arranged downstream in the housing (2), and the guide element (5 ) at the second end (7) has a closing element (8), and wherein the guide element (5) has at least one guide vane (9) which adjoins an inner side of the closing element (8), and wherein the guide element (5) between a first position and a second position, and wherein in the first position the air mass flow can flow via the outflow opening (4) into the interior of the vehicle, and wherein in the second position the closing element (8) is attached to an inside of the housing ( 2) that no air mass flow can flow through the outflow opening (4) into the interior of the vehicle. Air vent (1) after claim 1 , characterized in that the housing (2) has a first cross section (11) at an inflow opening (3), a third cross section (13) and a second cross section (12) at the outflow opening (4), downstream of the first cross section ( 11) the body (2) widening to the third cross section (13) and downstream of the third cross section (13) the body (2) widening to the second cross section (12) and the first cross section (11) smaller compared to the third cross section (13), and wherein the third cross section (13) is smaller compared to the second cross section (12). Air vent (1) after claim 1 or 2 , characterized in that the guide element (5) has a first section (14) in the form of a hemisphere, a second section (15) with a fourth cross section (16) and a third section (17), wherein in the third section (17 ) the guide element (5) widens from the fourth cross section (16) to a fifth cross section (18) at the second end (7) of the guide element (5), and the fourth cross section (16) is smaller in comparison to the fifth cross section (18 ) and wherein the fourth cross section (16) is smaller compared to the first cross section (11), and wherein the fifth cross section (18) is smaller compared to the first cross section (11). Air vent (1) according to at least one of the preceding claims, characterized in that the closing element (8) has a sixth cross section (20), the sixth cross section (20) being larger than the third cross section (13), and the sixth Cross section (20) is smaller compared to the second cross section (12). Air vent (1) according to at least one of the preceding claims, characterized in that the sixth cross section (20) of the closing element (8) is not rotationally symmetrical. Air vent (1) according to at least one of the preceding claims, characterized in that the air vent (1) has at least one flap, the flap being arranged between two guide vanes (9) and the flap being movable between a first position and a second position is.

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