EP4149776A1 - Dispositif de répartition d'air et véhicule de tourisme - Google Patents

Dispositif de répartition d'air et véhicule de tourisme

Info

Publication number
EP4149776A1
EP4149776A1 EP21730093.8A EP21730093A EP4149776A1 EP 4149776 A1 EP4149776 A1 EP 4149776A1 EP 21730093 A EP21730093 A EP 21730093A EP 4149776 A1 EP4149776 A1 EP 4149776A1
Authority
EP
European Patent Office
Prior art keywords
air
air duct
distribution element
distribution
duct
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21730093.8A
Other languages
German (de)
English (en)
Inventor
Tomá MÁLEK
Michal TOMALA
Jan HRN Í
Leo DOHALSKÝ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Skoda Auto AS
Original Assignee
Skoda Auto AS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Skoda Auto AS filed Critical Skoda Auto AS
Publication of EP4149776A1 publication Critical patent/EP4149776A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00507—Details, e.g. mounting arrangements, desaeration devices
    • B60H1/00557—Details of ducts or cables
    • B60H1/00564—Details of ducts or cables of air ducts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B60H1/00021—Air flow details of HVAC devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00664—Construction or arrangement of damper doors
    • B60H1/00671—Damper doors moved by rotation; Grilles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/24—Devices purely for ventilating or where the heating or cooling is irrelevant
    • B60H1/26—Ventilating openings in vehicle exterior; Ducts for conveying ventilating air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/34—Nozzles; Air-diffusers
    • B60H1/3414—Nozzles; Air-diffusers with means for adjusting the air stream direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/34—Nozzles; Air-diffusers
    • B60H2001/3471—Details of actuators
    • B60H2001/3478—Details of actuators acting on additional damper doors

Definitions

  • the present invention relates to air distribution in motor vehicles, for example for an air conditioning system. Specifically, the invention relates to a device for air distribution which comprises two air ducts and a distribution element which enables the direction of the resulting air flow to be controlled.
  • the air ducts for an air vent that feeds the air into the passenger compartment are a common component of passenger vehicles.
  • the air vent usually comprises a grille with lamellas or a lamellar composite with which the outflowing air can be deflected, and possibly a flap for the Close the air vent.
  • the air can be fed into the guides from the passenger compartment or from outside, usually the air flows at the same time through the fan and possibly also through a cooling or heating unit.
  • the use of lamellas in the air vent is not suitable for all types of air vent.
  • the so-called slot vents which have the shape of a relatively narrow gap running, for example, over the dashboard
  • the slats in the air vent cannot be used because there is no space for the slats at the air vent, i.e. near the air outlet on the dashboard is available.
  • the mixture of two different directions is used to deflect the exiting air flow Air flows are used, the direction of the resulting exiting air flow resulting from the ratio of the flow rates of the respective two differently directed air flows.
  • an outlet device for ventilating a vehicle interior which comprises two air outlets which are connected to an inlet chamber with a flap which controls the air flow in the air outlets.
  • a flap which controls the air flow in the air outlets.
  • the device for air distribution in the motor vehicle which comprises two air ducts, an outlet chamber, an air vent, a distribution element and an actuating mechanism equipped for adjusting the distribution element, each of the air ducts having a has a first end for the air supply into the air duct and a second end for the air discharge from the air duct.
  • the outlet chamber is connected to the air vent and the first air duct and the second air duct are connected at their second ends to the outlet chamber, with these intersecting one another between their ends.
  • the distribution element has a tubular shape, which defines the air flow, and is arranged at the point of intersection of the first air guide and the second air guide.
  • the distribution element is adjustable at least in a first position and in a second position, wherein in the first position the distribution element is approximately in the same direction as the first air duct, the first air duct is open and the second air duct is closed, and in the second position the distribution element is approximately in the same direction as the second air duct, the second air duct being open and the first air duct being closed.
  • the actuating mechanism used to adjust the distribution element can, for example, comprise an electric motor to be actuated from the dashboard.
  • the distribution element is advantageously pivotable with respect to the air duct and the actuating mechanism thus pivots the distribution element.
  • the distribution element thus has the shape of a wall or a plurality of walls, so that these form part of the tube which defines the air passage.
  • the tubular shape of the distribution element preferably has a cross section similar to that of the first and second air ducts at the point of intersection.
  • the arrangement of the distribution element at the point where the air ducts intersect enables effective control of the air flows in individual air ducts and thus an effective deflection of the exiting air flow, i.e. the air flow behind the air vent in the direction of flow.
  • the device according to the invention is significantly lower, at least in the vicinity of the air outlets, so that this device can also be used in places where there is insufficient space in a certain direction is.
  • the first air duct at the connection point to the outlet chamber is preferably inclined by at least 20 °, even more preferably at least 30 °, compared to the second air duct a larger adjustment range for the deflection of the air duct exiting the air vents.
  • An angle of 20 ° is sufficient for the possible deflection of the air flow in an adjustment range that is usual for the air vents on the vehicle dashboard for example the deflection of the exiting air flow from the air vent on the dashboard between the face and body area of the passenger in the front seat.
  • a hint! of 40 ° can, for example, enable the air flow to be adjusted between the space above the passenger's head and his or her body, or between the passenger's body and his or her feet.
  • it may be more advantageous to use a larger angle that the air ducts enclose at their second ends on the outlet chamber for example in the range from 40 ° to 60 °.
  • the first air duct at the connection point to the outlet chamber is directed vertically upwards with a non-zero component and the second air duct is directed vertically downwards with a non-zero component.
  • the deflection of the exiting air flow is therefore possible in the up / down direction.
  • first air duct with a non-zero component to the left and the second air duct with a non-zero component to the right, the terms left and right referring to the normal direction of travel of the vehicle, for example.
  • the device according to the invention can therefore deflect the exiting air flow from left to right. It is also possible to align the individual air ducts at an angle to the vertical and horizontal direction.
  • the distribution element can preferably be adjusted to at least a third position, with the first air duct being at least partially open and the second air duct also being at least partially open in the third position the directions resulting from the first and second positions of the distribution element can be adjusted.
  • Partially open and thus partially closed air ducts allow a lower air flow than with the open air duct.
  • the distribution element preferably comprises a flap which is designed for opening and closing the air passage defined by the distribution element.
  • the flap is thus designed to control the air flow through the distribution element and thus to control the flow of the exiting air flow.
  • the flap can also be arranged on the outside of the distribution element or the flow can also be controlled directly through the distribution element, ie without using a flap.
  • the device for air distribution advantageously comprises an actuating mechanism which is designed not only for setting the distribution element but also for actuating the flap independently of the setting of the distribution element.
  • An actuation medianism thus enables both the direction of the exiting air flow and its flow to be set.
  • the distribution element and the flap can, for example, be pivotably mounted in such a way that their axes of rotation are coaxial.
  • the distribution element can then be pivoted by means of the flap, i.e. the flap has two end partitions within the distribution element in which, with further pivoting of the flap, the flap is pressed against the inner wall of the distribution mechanism, which is also pivoted by the action of the flap.
  • the flap After setting the distribution element with the flap in the end position, the flap can face its second end position so that it enables the desired air flow through the distribution element.
  • the control mechanism thus enables the folder and the distribution element to be set independently, whereby the distribution element is set first and then the flap and the control mechanism is only connected directly to the flap, e.g. by means of a coupling, a gear train, by attaching the flap to the Rotor shaft of an electric motor or other known mechanism for the transmission of torque.
  • the device for air distribution can furthermore have an inlet chamber, the first air duct and the second air duct being connected at their first ends by means of the inlet chamber.
  • the inlet chamber thus connects both air ducts with the same air supply.
  • the first air duct is preferably bent in an approximately S-shape and the second air duct is approximately straight, the first air duct being above the second air duct in a portion of its length and the first air duct being below the second air duct in a portion of its length. This will increase the amount of Device reduced in the area in front of the outlet chamber and at the same time allows sufficient deflection of the air upwards or downwards
  • Fig. 1 is a schematic representation of the device for air distribution according to the present invention in a side view, wherein the distribution element is set in one of the end stalls and the flap closes the distribution element,
  • FIG. 2 shows a schematic representation of the air ducts with an inlet and outlet chamber of the device from FIG. 1, the distribution element being set in the second end position and the flap not closing the distribution element, FIG.
  • FIG. 3 shows a schematic side view of the components from FIG. 2, the distribution element being open in the end position from FIG. 1 and FIG
  • FIGS. 2 and 3 shows a schematic view of the components of the device from FIGS. 2 and 3, the distribution element being set and opened in a third position between the first and second positions.
  • FIG. 1 is a schematic representation of the device for air distribution according to the present invention.
  • This device comprises an inlet chamber 7, an outlet chamber 2, two air ducts 1, which connect the inlet chamber 7 to the outlet chamber 2, an air vent 3, a distribution element 4 with a flap 5 and a control mechanism 6 for adjusting the adjustment element 4 and the flap 5 .
  • the inlet chamber 7 is closed at one of its ends to an air inlet or air supply (not shown) into the device for air distribution and at its second end to the first end of the first air duct 1 and the first end of the second air duct 1.
  • the first air duct 1 is connected to the inlet chamber 7 above the second air duct and is bent in an S-shape.
  • the first air duct 1 thus has the shape of two arcs, one of which in the side view is defined by a concave function and the second by a convex function, so that this air duct 1 first goes up, then goes down and then goes up again.
  • the second air duct 1 is curved at the first end and approximately straight and slightly descending for the rest of its length.
  • first air duct 1 is approximately straight and the second air duct 1 is S-shaped or bent in a different way, or both air ducts 1 can be bent. At the second ends, both air ducts 1 are connected to the outlet chamber 2, which is connected to the air vent 2.
  • the two air ducts 1 intersect between their ends and the distribution element 4, which has the shape of a tube with approximately the same cross-section as the cross-sections of the two air ducts 1, is arranged at the point of intersection.
  • the air duct 1 are therefore connected at three points - at both ends and at a point between the ends, for example in the middle, where they intersect.
  • uncontrolled mixing of the air flows from individual air ducts 1 through the distribution element 4 and / or the flap 5 is prevented.
  • Part of the air flow that is in the distribution element 4 from the first aerial tour! occurs, can be passed from the distribution element 4 into the second Luit Adjust 1 and vice versa, depending on the position of the distribution element 4 and / or the flap 5.
  • the flap 5, which is used to control the air flow through the distribution element 4, is arranged within the distribution element 4.
  • the distribution element 4 is pivotably mounted inside both air ducts 1 and the flap 5 is pivotably mounted inside the distribution element 4, its axes of rotation being coaxial in the embodiment shown.
  • the outlet chamber 2 is essentially formed by connected second ends of the two air ducts 1 and serves to mix the air flows from the two air ducts i.
  • the first air duct 1 and the second air duct 1 enclose an angle of approximately 45 ° at the outlet chamber 2 in the illustrated embodiment, i.e. the vector determining the flow direction from the first air duct 1 and the vector determining the flow direction from the second air duct 1 Angle of about 45 °.
  • the resulting exiting air flow then enters the passenger compartment through the air vent 3.
  • the direction of this exiting flow is influenced on the one hand by the shape of both air ducts 1 and on the other hand by the ratio of the air flow rates in the first and second air duct 1. This ratio is determined by the distribution element 4, which can be adjusted into the first and second end positions and into several positions between the first and second end positions.
  • the distribution element 4 In the first end position, the distribution element 4 is in the same direction as the first air duct ⁇ , as shown in FIG.
  • the second air duct 1 is closed so that the air from the inlet chamber 7 cannot flow through it, or only a small amount of air flows through it, depending on the manufacturing accuracy and possible seal on the distribution element 4.
  • the walls of the air ducts 1 are offset at the point of intersection of the two air ducts 1, so that both air ducts 1 expand slightly, as a result of which bearing surfaces for the distribution element 4 are formed on the walls of the two air ducts 1.
  • the bearing surfaces are set off from the wall of the distribution element 4, which is advantageous however, the distribution element 4 sits tightly on these offset bearing surfaces for the purpose of better sealing, see, for example, FIG.
  • the air can only flow through the first air duct 1, so that the resulting air flow entering the air vent 3 and exiting the air vent 3 into the passenger compartment with its direction and flow is at least approximately the air flow in the first Air duct 1 is the same.
  • the exiting air flow is then directed upwards, or its direction has a non-zero component directed vertically upwards.
  • the distribution element 4 In the second end position, the distribution element 4 is aligned with the second air duct 1, see Fig. 3, so that the second air duct 1 is open, i.e. the air that is minimally influenced by the distribution element 4 can flow through it.
  • the first air duct 1 is closed so that the air from the inlet chamber 7 cannot flow through it, or only a small amount of air flows through it, depending on the manufacturing accuracy and possible seal on the distribution element 4.
  • the air In the second position of the distribution element 4 the air thus only flow through the second air duct 1, so that the direction and flow of the resulting air flow entering the air vent 3 and exiting the air vent 3 into the passenger compartment is at least approximately the same as the air flow in the second air duct 1.
  • the exiting air flow is then directed downwards, which deviates significantly less from the horizontal direction than the ascending exiting air flow in the first position of the distribution element 4. This descending direction of the exiting air flow results from the slight gradient of the second air duct 1.
  • the lowering of the exiting flow in the second pitch of the distribution element 4 is increased by the built-in parts in the vehicle interior, i.e. by the dashboard using the so-called Coanda effect, according to which a fluid jet, for example air, flows around a curved one Surface has the tendency to follow this surface, ie to flow along its contour.
  • the curvature of the internal components in the vicinity of the air vent 3 consists the possibility of the exiting air flow behind the air vent 3, ie behind the air vent 3 in the air flow direction, to divert from the direction of this air flow in front of the air vent Q, i.e. the outlet chamber 2.
  • the distribution element 4 can also be adjusted to a third position in which both air ducts 1 are partially open and partially closed, the air flow rate in both air ducts 1 being approximately the same, that is to say the distribution element 4 is approximately in the middle between the first and the first second pitch set.
  • This position is shown in FIG. In the outlet chamber 2, the air flows from the two air ducts 1 mix, so that the direction of the exiting air flow is approximately the sum of the directional vectors of the exiting flows in the above-described first and second position of the distribution element 4.
  • the flap 5 ensures the separation and alignment of the air flows from the first and second air duct 1 to a certain extent in accordance with the tightness between the distribution element 4 and the flap 5 and the walls of both air ducts 1. The flow from the first air duct 1 continues to flow through the second air duct 1 and vice versa.
  • the distribution element 4 is adjustable in further positions between the first and second positions, the exiting air flow being directed higher in a setting between the first and third position than in the third position and in the setting between the second and third position the exiting air flow being directed is directed lower than in the third position. So the closer the distribution element 4 is to its second position, the lower the air flow exiting from the air vent 3 is directed.
  • the number of these further positions results from the structure of the individual components of the device according to the invention, in particular the structure of the distribution element 4 and the control mechanism 6.
  • the air vent 3 can form, for example, a gap running over the majority of the width of the dashboard, this gap is used for air outflow from the outlet chamber 2 into the passenger compartment.
  • Such an air vent 3 can have a grille, so that small objects are prevented from falling into the device for air distribution, and can be flush with the surrounding built-in parts, ie it does not have to protrude noticeably from the dashboard.
  • the deflection of the air flow In contrast to conventional air vents, it takes place through the distribution element and the mixing of several differently directed air flows.
  • the air vent 3 can be arranged on the center console.
  • the air ducts 1 can then have a cross section similar to the shape of the air vent 3, ie they can have a cross section whose width is greater than the height.
  • the height of such gaps of the air vent 3 can for example only be a few millimeters to centimeters, for example it can be in the range from 2 to 20 mm. In such a narrow gap there obviously does not have to be sufficient space for the lamellas to deflect the air flow, which is why the device according to the invention is advantageously used for the Schiitz vents.
  • the device according to the invention can alternatively be used with a classic rectangular or round vent with grille.
  • control mechanism 6 represents an arrangement of pull rods or couplings with a servomotor and an actuating element arranged on the air vent 3.
  • the actuating element enables the direction and flow of the exiting air flow to be controlled, for example it can be displaceable and rotatable at the same time show two rotary knobs and the like.
  • the servomotor swivels the distribution element 4 via the couplings and sets it into its positions described above.
  • the servomotor swivels the flap 5 to adjust the flow of the exiting air flow.
  • a first servomotor for the distribution element 4 and a second servomotor for the flap 5 can be part of the control mechanism 6.
  • the control mechanism can only comprise an arrangement of tie rods which is connected to the actuating elements on the air vent 3 or on the dashboard or on the center console, possibly elsewhere in the vehicle interior, and with a flap 5 and a distribution element 4. The movement of the actuator is then transferred to the flap 5 and / or the distribution element 4 by means of the tie rods.
  • control mechanism 6 can be actuated, for example, by means of a screen arranged on the dashboard or by means of a smartphone and the like that communicate wirelessly with the on-board computer.
  • 1 shows the flap 5 in a closed position when the flap 5 prevents the flow of air through the distribution element 4.
  • 2 to 4 show the flap 5 in an open position when the flap 5 is flush with the wall (s) n of the distribution element 4, so that it applies a minimal resistance to the air flow through the distribution element 4.
  • the flap 5 can be set between the closed and open position, which enables rapid or almost rapid control of the air flow through the distribution element 4 and thus also the flow through the air ducts 1 and the air vent 3.
  • the flap 5 can also be arranged outside the distribution element 4.
  • it can be arranged in the inlet chamber 7 or each air duct 1 can comprise its own flap 5.
  • the first and second air ducts 1 are mirror-symmetrical to one another, for example both are bent in an S-shape, whereby they intersect approximately in the middle. This enables the exiting air flow to be directed downwards at a larger angle compared to the horizontal direction, which can be advantageous, e.g. for the vent for foot ventilation.
  • An alternative embodiment is also possible, where the first air duct 1 is rotated around the horizontal axis or around an axis parallel to the second air duct 1 compared to the state from FIG. 1. In the first position of the distribution element 4, the exiting air flow is then directed downwards
  • the air ducts 1 can be rotated 90 "around the horizontal axis in comparison with the exemplary embodiment described above, so that the alignment of the exiting air flow is set from left to right and vice versa by adjusting the distribution element 4 1 would then not correspond to the side view, as stated above, but to the top view Have the shape of a vertical column running through the center of the dashboard.
  • two such air vents with two devices for air guidance can be arranged in parallel next to one another, one more in the direction towards the front passenger, the second towards the driver. In FIG.
  • the inlet chamber 7 is shown in such a way that the air is ascending in the direction of flow, but in the alternative embodiments the inlet chamber 7 or the air flow in the inlet chamber 7 can be directed horizontally or descending, and so on.
  • the shape of the air duct 1 can then be adapted to the direction of the inlet chamber 7, so that one of the air ducts can, for example, be straight over its entire length.
  • each air duct 1 can have its own air supply, i.e. the device according to the invention does not comprise an inlet chamber 7, or each of the air ducts 1 can comprise its own inlet chamber 7.
  • the subject matter of the present invention is furthermore a passenger vehicle which comprises an air conditioning unit and a device for air distribution in any of the embodiments described above or in other possible embodiments - it is clear to those skilled in the art that a number of further modifications of the device according to the invention are possible.
  • the air conditioning unit comprises an air supply, namely an air supply from outside and / or from the passenger compartment, a cooling unit, a heating unit (e.g. connected to the vehicle radiator, i.e. heated by the engine) and is connected to the air distribution device via the passenger compartment.
  • the device according to the invention can also be part of another means of transport, such as buses, trains, airplanes, trucks, etc.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un dispositif permettant la répartition d'air dans un véhicule automobile, lequel dispositif comprend deux conduits d'air (1), une chambre d'évacuation (2), un diffuseur d'air (3), un élément de répartition (4) et un mécanisme de commande (6) pour l'élément de répartition (4). Chaque conduit d'air (1) présente une première extrémité d'entrée et une seconde extrémité de sortie. La chambre d'évacuation (2) est reliée au diffuseur d'air (3) et le premier conduit d'air (1) ainsi que le second conduit d'air (1) sont reliés à la chambre d'évacuation (2) au niveau de leurs secondes extrémités, lesdits conduits d'air se chevauchant entre leurs extrémités. L'élément de répartition (4) présente une forme tubulaire et est disposé au niveau du point de chevauchement des deux conduits d'air (1), ledit élément de répartition pouvant être réglé au moins dans une première position et dans une deuxième position. Dans la première position, l'élément de répartition (4) est dirigé sensiblement dans la même direction que le premier conduit d'air (1) qui est ainsi ouvert et le second conduit d'air (1) est ainsi fermé, et, dans la deuxième position, l'élément de répartition (4) est dirigé sensiblement dans la même direction que le premier conduit d'air (1), de sorte que le second conduit d'air (1) est ouvert.
EP21730093.8A 2020-05-15 2021-05-11 Dispositif de répartition d'air et véhicule de tourisme Pending EP4149776A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CZ2020278A CZ2020278A3 (cs) 2020-05-15 2020-05-15 Zařízení pro rozvádění vzduchu a osobní automobil
PCT/CZ2021/000018 WO2021228288A1 (fr) 2020-05-15 2021-05-11 Dispositif de répartition d'air et véhicule de tourisme

Publications (1)

Publication Number Publication Date
EP4149776A1 true EP4149776A1 (fr) 2023-03-22

Family

ID=76283511

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21730093.8A Pending EP4149776A1 (fr) 2020-05-15 2021-05-11 Dispositif de répartition d'air et véhicule de tourisme

Country Status (3)

Country Link
EP (1) EP4149776A1 (fr)
CZ (1) CZ2020278A3 (fr)
WO (1) WO2021228288A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010011100A1 (de) * 2010-03-11 2010-10-21 Daimler Ag Belüftungseinrichtung für einen Innenraum und Verfahren zum Betreiben einer Belüftungseinrichtung
DE102015109069A1 (de) * 2015-06-09 2016-12-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Belüftungskanal zur Belüftung eines Fahrgastinnenraums eines Kraftfahrzeugs
US20190329630A1 (en) * 2018-04-27 2019-10-31 Nio Usa, Inc. High aspect ratio vent aiming using single barrel mechanism

Also Published As

Publication number Publication date
WO2021228288A1 (fr) 2021-11-18
CZ2020278A3 (cs) 2021-11-24

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