GB2028492A - A passenger vehicle having air ventilation means - Google Patents
A passenger vehicle having air ventilation means Download PDFInfo
- Publication number
- GB2028492A GB2028492A GB7928917A GB7928917A GB2028492A GB 2028492 A GB2028492 A GB 2028492A GB 7928917 A GB7928917 A GB 7928917A GB 7928917 A GB7928917 A GB 7928917A GB 2028492 A GB2028492 A GB 2028492A
- Authority
- GB
- United Kingdom
- Prior art keywords
- air
- ducts
- duct
- passenger compartment
- passenger vehicle
- 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.)
- Granted
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
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00371—Air-conditioning arrangements specially adapted for particular vehicles for vehicles carrying large numbers of passengers, e.g. buses
-
- 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
- B60H1/241—Devices purely for ventilating or where the heating or cooling is irrelevant characterised by the location of ventilation devices in the vehicle
- B60H1/243—Devices purely for ventilating or where the heating or cooling is irrelevant characterised by the location of ventilation devices in the vehicle located in the lateral area (e.g. doors, pillars)
-
- 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
- B60H1/241—Devices purely for ventilating or where the heating or cooling is irrelevant characterised by the location of ventilation devices in the vehicle
- B60H1/245—Devices purely for ventilating or where the heating or cooling is irrelevant characterised by the location of ventilation devices in the vehicle located in the roof
-
- 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
- B60H1/247—Disposition of several air-diffusers in a vehicle for ventilation-air circulation in a vehicle cabin
-
- 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
- B60H1/00207—Combined heating, ventilating, or cooling devices characterised by the position of the HVAC devices with respect to the passenger compartment
- B60H2001/00235—Devices in the roof area of the passenger compartment
Abstract
A passenger vehicle having a passenger compartment (1) with ventilation means comprising at least one fresh-air duct (4) and at least one parallel exhaust-air duct (6) extending in the longitudinal direction of the passenger compartment (1), the ducts having flow apertures opening into the passenger compartment wherein the cross-sectional area of the ducts and the area of the apertures are such that the through-put (5) of fresh air and exhaust air is the same for the same longitudinal coordinate of the passenger compartment. <IMAGE>
Description
SPECIFICATION
A passenger vehicle having air ventilation means
The present invention relates to a passenger vehicle, particularly but not exclusively a bus, having a passenger compartment with air ventilation means comprising at least two parallel air ducts extending in the longitudinal direction of the passenger compartment.
Buses are known in which air ducts extend parallel to each other in the longitudinal direction of the inside of the vehicle and are formed at their front portions as air-delivery ducts and at their rear portion as air-removal ducts. It is also known to form such ducts as air-delivery ducts over the total length thereof, and the removal of spent air takes place at other parts of the passenger compartment.
All known ventilating means have the disadvantage that the air exchange rates (per passenger) are in general different at different parts of the compartment. As a result of this, and because the air is delivered and removed at different longitudinal parts of the passenger compartment, the air is transported over considerable distances inside the passenger compartment. Consequently, at least some of the passengers are supplied with used air instead of fresh air. This longitudinal motion of the air in the passenger compartment is particularly unpleasant if it contains smoke. Afurther disadvantage of such known means is that the longitudinal movement of the air causes a draught.
An object of the present invention is to overcome these known disadvantages and to provide a passenger vehicle with ventilation means, which feeds unused air to each passenger in the same way and removes used air from each passenger, without a detour, into an exhaust duct system. Simultaneously, the constructional expenditure of such ventilation means should be kept low.
The invention provides a passenger vehicle having a passenger compartment with ventilation means comprising at least one fresh-air duct and at least one parallel exhaust-air duct extending in the longitudinal direction of the passenger compartment, the ducts having flow apertures opening into the passenger compartment wherein the cross-sectional area of the ducts and the area of the apertures are such that the through-put of fresh-air and exhaust air is the same for the same longitudinal coordinate of the passenger compartment.
Thus, in a passenger vehicle according to the invention the air flow in passenger compartment circulates only in planes perpendicular to the longitudinal axis of the passenger compartment.
Thus, each longitudinal movement of the air in the passenger compartment and the resulting disturbance of passengers by used air from other passengers is hindered. The equal ventilation over the whole passenger compartment is achieved by constructionally simple means, i.e. by suitable matching of the cross-sectional area of the air ducts and the area of the flow apertures.
In a preferred embodiment of the invention, the air ducts are formed so that the air through-put through the flow apertures per unit length of duct is constant over the total length thereof. As a result, equal rates of air exchange are obtained over the whole length of the passenger compartment.
The air ducts in the passenger compartment may be arranged in a large number of different ways. For example, a duct can extend along the roof on each side of the passenger compartment.
If there are no further ducts, then one of the two ducts Is a fresh-air duct and the other is an exhaust-air duct Although with this arrangement a longitudinal flow is avoided in the passenger compartment, the ventilation is not yet optimal, since the air stream flows from the passengers sitting on one side of the bus to the passengers sitting on the other side of the bus. Therefore in a preferred embodiment, both the air ducts arranged on each side of the passenger compartment are fresh-air channels, and an exhaust-air channel is provided in the middle of the roof of the passenger compartment.In this arrangement, therefore, there are two air flows in each transverse plane of the vehicle, each air current flowing substantially downwards to the passengers and from there towards the middle of the vehicle and then upwardly towards the exhaust-air duct in the middle of the roof. Naturally two exhaust-air duMs can be arranged in the middle (for example on either side of a lighting strip running down the middle).
In a further embodiment according to the invention, the two ducts extending along the roof on either side of the passenger compartment are exhaust-air ducts, and two fresh-air ducts are provided along the lower sides of the passenger compartment. This results in two partial flows in a transverse plane of the vehicle from the lower side of the passenger compartment obliquely upwards to the middle of the vehicle and then from substantially half-way up the passenger compartment obliquely upwards to the upper side of the passenger compartment.
Finally in a further embodiment of the invention, an exhaust-air channel is arranged only in the middle of the roof, and a fresh-air channel is arranged along each lower side of the passenger compartment. Finally the above-described embodiments can also be combined with each other.
In a further embodiment of the invention it is proposed that for ducts of constant crosssectional area, the total area of the flow apertures per unit length of duct decreases in the direction of flow. This embodiment ensures that constant air exchange rates are achieved over the whole length of the ducts.
Preferably, the decrease of total area is achieved by a decrease in the number of flow apertures per unit length of ducts. In this embodiment, all the flow apertures generally have the same area, but are arranged at different spacings over the length of the ducts. In another embodiment, the decrease of the total area of the flow apertures can be achieved decreasing the area-of the flow apertures in the flow direction, the apertures being provided in a constant number per unit length duct. Finally, it is also possible to reduce the total area of the flow apertures by providing a slot over the total length of the duct, which slot tapers in the flow direction. The provision of such a slot as flow aperture is constructionally particularly simple, and the appearance of such a slot can be improved by means of a textile fabric cover.It is an advantage if this cover is provided with separate small flow apertures.
In a further embodiment of the invention, ducts are provided which have decreasing crosssectional area in the direction of air flow, and the total area of the ducts per unit length is constant.
Fans and/or heat exchanges may be arranged in the ducts so as to-increase the air through-put and/or heat or cool the air.
Embodiments according to the invention will now be described with reference to the accompanying drawings, wherein:
Figure 1 is a perspective view of the rear part of a bus having two air ducts in the roof,
Figure 2 is a view similar to Figure 1, except that an additional, middle, air duct is provided in the roof,
Figure 3 is a view similar to Figure 2 with additional air ducts arranged at the bottom of the sides of the bus,
Figure 4 is a perspective view of en air duct with a constant air-exchange rate over its total length,
Figure 5 is a view similar to Figure 4 for a different embodiment of air duct,
Figure 6 is a view similar to Figure 4, in which a slot extending over the length of the collecting channel is provided as a discharge opening, and
Figure 7 is a view similar to Figure 4, in which the cross-sectionofthe air duct changes in the direction of flow.
In Figure 1, the rear part of a bus 1 has a rear axle 2. A first air duct 4 is arranged on the roof on one side of the compartment 1 and a second air duct 6 is arranged on the roof on the other side of the compartment. The air ducts 4 and 6 extend parallel to each-other over the whole length of the passenger compartment of the bus 1. In the first embodiment of the invention shown in Figure 1, the first air duct 4 is a fresh-air duct, and the second air duct 6 is an exhaust-air duct.
The air ducts 4 and 6 have flow openings on their under-side leading into the passenger compartment, the openings being arranged so that for the same longitudinal coordinate of the passenger compartment, the airflow from the air duct 4 to the passenger compartment and from the passenger compartment to the air duct 6 is the same. The resulting airflow in transverse planes
1 5 is shown by arrows 5 shown in broken line and extending perpendicularly to the parallel axes of the ducts 4 and 6. The direction of flow of the air through the air ducts 4 and 6 is indicated with an arrow in the sectional plane of the drawings.
The construction of the ducts 4 and 6 is shown in Figures 4 to 7. As already mentioned, the same rate of flow should be reached for the same longitudinal coordinates, so that the fresh-air duct and the exhaust-air duct are constructed in the same way. The fresh-air duct 4 can be formed as shown, e.g. in Figure 4, and the exhaust-air duct 6 as shown in Figures 5 or 6, or vice-versa. In all embodiments of the air ducts as shown in Figures 4 to 7 there is a constant air through-put per unit length of collecting channel. This constant through-put per unit length of channel is achieved in the embodiment of Figure 4 by decreasing the number of air apertures in the flow direction of the duct (arrow 14), while the area of each individual aperture remains the same.
In the embodiment according to Figure 5, the same result is achieved by reducing the area of the apertures in the flow direction 14 of the air duct, whereas the number of apertures per unit length of duct remains constant. Thus, at the beginning of the air duct shown in Figure 5 two large apertures 13 are arranged next to each other, and similarly pairs of apertures are arranged in the direction of flow spaced at equal intervals, the area of the apertures decreasing continually to the last pair of apertures, which have a considerably smaller area than the apertures 1 3.
In the embodiment of the air duct according to
Figure 6, there is only a single aperture in the form of a conical slot 12 extending along the whole length of the duct. The slot 12 has the largest width at the beginning of the duct. The width of the slot 12 decreases continually in the flow direction of the air duct. In order to improve its appearance, and also to achieve as even an air flow as possible, the slot 12 is covered with a course (i.e. allowing passage of air therethrough) textile fabric 11, which is represented by cross .
hatching.
Figure 7 shows an air duct having a crosssectional area which decreases in the flow direction. As a result of the decrease in crosssectional area, a substantially equal flow speed is achieved over the whole length of duct, so that an aperture in the form of a slot 10 can be provided, which has a constant width over its total length.
In the embodiment according to Figure 2, a further air duct 7 is provided in the middle of the roof of the passenger compartment next to the side air ducts. This further air duct 7 is shown in the embodiment as an exhaust-air duct, while the other two side air ducts 4 and 6a in Figure 2 are fresh-air ducts. The resulting air flow is shown by the arrows 5a, and this flow is again in planes which are transverse to the air ducts.
In the embodiment according to Figure 3, an air duct 8 is provided in the lower region of each side of the bus 1, preferably on the side walls, and the air ducts 8 on both sides can be fresh-air ducts. In this embodiment two ceiling or roof ducts 4hand 6 can be provided as exhaust-air ducts or one central exhaust-air duct 7 can be provided in the middle of the roof. The resulting air flows are shown by arrows Sb and 5c.
In all embodiments, the essential feature is that the amount of air fed.in to the passenger compartment in a plane is equal to the amount of air removed in that plane, so that air flow is only in transverse planes of the passenger compartment, i.e. there is no longitudinal air flow in the passenger compartment of the bus.
At the beginning of each fresh-air duct, a fan and/or heat exchanger can be arranged in the duct as is shown for example in Figure 7, in which the device 1 6 is a heat exchanger.
Although the ventilation means has been described in relation to a single-decker bus only, it can be equally applied to a double decker bus, the downstairs and the upstairs each having ventilation means as described.
Claims (14)
1. A passenger vehicle having a passenger compartment with ventilation means comprising at least one fresh-air duct and at least one parallel exhaust-air duct extending in the longitudinal direction of the passenger compartment, the ducts having flow apertures opening into the passenger compartment wherein the cross-sectional area of the ducts and the area of the apertures are such that the through-put of fresh-air and exhaust air is the same for the same longitudinal coordinate of the passenger compartment.
2. A passenger vehicle as claimed in claim 1, wherein the air ducts are formed so that the air throughput through the flow openings per unit length of duct is constant over the total length thereof.
3. A passenger vehicle as claimed in claim 1 or 2, wherein an air duct extends along the roof on each side of the passenger compartment
4. A passenger vehicle as claimed in claim 3, wherein one of the air ducts is a fresh-air duct and the other is an exhaust-air duct.
5. A passenger vehicle as claimed in claim 3, wherein both air ducts are fresh-air ducts, and an exhaust-air duct extends along the middle of the roof of the passenger compartment.
6. A passenger vehicle as claimed in claim 3, wherein both ducts are exhaust-air ducts, and two fresh-air ducts are arranged along the lower sides of the passenger compartment.
7. A passenger vehicle as claimed in claim 2, wherein an exhaust-air channel is arranged in the middle of the roof of the passenger compartment, and a fresh-air duct is arranged at each lower side of the passenger compartment.
8. A passenger vehicle as claimed in any one of the preceding claims, wherein the ducts have a constant cross-section and the total area of the flow apertures per unit length of duct decreases in the direction of air flow through the duct.
9. A passenger vehicle as claimed in claim 8, wherein the decrease in total area is achieved by reducing the number of flow apertures per unit length of duct.
10. A passenger vehicle as claimed in claim 8, wherein the decrease in total area is obtained by a decrease of the area in the flow direction of the flow apertures prdvided in a constant number per unit length of duct.
11. A passenger vehicle as claimed in claim 8, wherein the decrease in total area of the flow apertures is obtained by providing a tapering slot extending over the length of the duct and tapering in the flow direction.
12. A passenger vehicle as claimed in any one of claims 1 to 7, wherein the ducts have a crosssection decreasing in the direction of air flow and the total area of the flow apertures per unit length of duct is constant.
13. A passenger vehicle as claimed in any one of the preceding claims, wherein one or more of the ducts is provided with a fan and/or heat exchanger.
14. A passenger vehicle as herein described with reference to any one of the embodiments shown in the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19782836406 DE2836406A1 (en) | 1978-08-19 | 1978-08-19 | PASSENGER VEHICLE, ESPECIALLY OMNIBUS WITH A VENTILATION DEVICE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2028492A true GB2028492A (en) | 1980-03-05 |
| GB2028492B GB2028492B (en) | 1983-03-30 |
Family
ID=6047481
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB7928917A Expired GB2028492B (en) | 1978-08-19 | 1979-08-20 | Passenger vehicle having air ventilation means |
Country Status (5)
| Country | Link |
|---|---|
| AT (1) | AT370040B (en) |
| DE (1) | DE2836406A1 (en) |
| FR (1) | FR2433429A1 (en) |
| GB (1) | GB2028492B (en) |
| NL (1) | NL7906260A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109249776A (en) * | 2018-08-10 | 2019-01-22 | 厦门理工学院 | A kind of natural ventilation system and double decker coach |
| FR3101024A1 (en) * | 2019-09-20 | 2021-03-26 | Alstom Transport Technologies | Ventilation and air recirculation system and associated transport vehicle compartment |
| EP4052937A1 (en) * | 2021-03-05 | 2022-09-07 | Ningbo Geely Automobile Research & Development Co. Ltd. | A fresh air intake device for a vehicle |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3644566C2 (en) * | 1986-12-27 | 1993-12-09 | Max Dr Guntersdorfer | Cooling system for motor vehicle interiors |
| DE4142957A1 (en) * | 1991-12-24 | 1993-07-01 | Fritz Wesner | Attachment for radiator to heat recirculated air - extracts flush air using ventilator and used air is diverted from inside to outside. |
| DE10157499A1 (en) | 2001-11-23 | 2003-06-12 | Daimler Chrysler Ag | Heating and / or air conditioning with ventilation |
| DE102005040571B4 (en) * | 2005-08-26 | 2010-08-05 | Spheros Gmbh | Device for cooling, heating or ventilating an interior |
| DE202007014076U1 (en) * | 2007-10-09 | 2009-02-19 | Liebherr-Werk Bischofshofen Ges.M.B.H. | ventilation |
| DE102013102396A1 (en) * | 2013-03-11 | 2014-09-11 | Visiotex GmbH | Vehicle with an interior ventilation system |
| DE102015112898A1 (en) | 2015-08-05 | 2017-02-09 | Dr. Schneider Kunststoffwerke Gmbh | Air conditioning and ventilation system for a motor vehicle |
| CN109017198A (en) * | 2018-06-21 | 2018-12-18 | 南京理工大学 | A kind of air conditioning for automobiles balanced ventilation road |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2171622A (en) * | 1937-10-25 | 1939-09-05 | Julius M Calkins | Vehicle ventilating system |
| DE825805C (en) * | 1949-09-13 | 1951-12-20 | Helmut Schmidt | Brake arrangement on trailers, in particular on trucks |
| US3362317A (en) * | 1965-12-30 | 1968-01-09 | Wayne Cooling Equipment Corp | Air distribution system for a bus |
| GB1316429A (en) * | 1969-07-22 | 1973-05-09 | South Wales Transport Co Ltd | Ventilating system for passenger vehicles |
| SE356471B (en) * | 1971-04-28 | 1973-05-28 | Saab Scania Ab | |
| DE2811022A1 (en) * | 1978-03-14 | 1979-03-29 | Magirus Deutz Ag | Ventilation system for bus - has separated circulation forced ducts for permanent and jet ventilation |
-
1978
- 1978-08-19 DE DE19782836406 patent/DE2836406A1/en active Granted
-
1979
- 1979-08-16 AT AT0555479A patent/AT370040B/en not_active IP Right Cessation
- 1979-08-16 NL NL7906260A patent/NL7906260A/en not_active Application Discontinuation
- 1979-08-20 FR FR7921005A patent/FR2433429A1/en active Granted
- 1979-08-20 GB GB7928917A patent/GB2028492B/en not_active Expired
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109249776A (en) * | 2018-08-10 | 2019-01-22 | 厦门理工学院 | A kind of natural ventilation system and double decker coach |
| FR3101024A1 (en) * | 2019-09-20 | 2021-03-26 | Alstom Transport Technologies | Ventilation and air recirculation system and associated transport vehicle compartment |
| EP4052937A1 (en) * | 2021-03-05 | 2022-09-07 | Ningbo Geely Automobile Research & Development Co. Ltd. | A fresh air intake device for a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| DE2836406C2 (en) | 1988-06-23 |
| ATA555479A (en) | 1982-07-15 |
| FR2433429B3 (en) | 1981-05-29 |
| FR2433429A1 (en) | 1980-03-14 |
| DE2836406A1 (en) | 1980-02-21 |
| AT370040B (en) | 1983-02-25 |
| NL7906260A (en) | 1980-02-21 |
| GB2028492B (en) | 1983-03-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |