GB2584353A

GB2584353A - Improvements in air vents

Info

Publication number: GB2584353A
Application number: GB1909009.1A
Authority: GB
Inventors: Oakley Matthew; Kellitt Paul
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2018-06-26
Filing date: 2019-06-24
Publication date: 2020-12-02
Anticipated expiration: 2039-06-24
Also published as: GB201909009D0; DE102019209128A1; GB2584353B

Abstract

The air vent 10 comprises a housing 12 having an air outlet opening 14 and a lateral air inlet opening 42 oriented orthogonally to the air outlet opening. The housing contains a first group of parallel pivotable slats (20, figure 13), a second group of parallel pivotable slats 22 and a throttle flap 31. The throttle flap is pivotally mounted in a channel 40 of the housing and is coupled to an annular control element 32 that is rotatable about an annular section of the channel. The annular control element has a first, annular, gearwheel section 34 coupled to a second gearwheel section 36, the second section being connected with the throttle flap. The vent is ideally used in a ceiling space of a vehicle passenger cabin where a thumb wheel (39, figure 4) projecting through a first opening 15 of a screen 17 facing a vehicle occupant can be rotated by the occupant to turn the first gearwheel section and so open or close the throttle flap, thereby permitting or cutting-off air supply through the vent. Use of the vent as a roof vent in a passenger compartment of a vehicle is also claimed.

Description

Improvements in air vents

Technical field

The present disclosure relates to an air vent. In particular, but not exclusively it relates to an air vent for a vehicle such as a car and the use of said air vent in a vehicle.

Background

Air vents serve for deflection of delivered air made available by an air-conditioning installation or another ventilating device. Air vents are used, particularly in vehicles, for the purpose of bringing fresh air, temperature-controlled air and/or conditioned air into the passenger compartment of a vehicle. Vehicles can be, for example, motor vehicles such as passenger cars, trucks or buses, trains, aircraft or ships. It is usually possible with air vents to not only control the deflection of delivered air, for example from an air-conditioning installation, but also to regulate the amount of delivered air. Air vents can be arranged at different positions, for example at the roof of a motor vehicle.

Conventional air vents usually have, apart from slats extending orthogonally to one another, a throttle device serving for control of the quantity of supplied air. The throttle device comprises, for example, a closure flap which is pivotably mounted upstream of the slats in the direction of the air flow. The amount of supplied air varies in dependence on the setting of the closure flap. Such arrangements can be used wherever appropriate installation space is available.

However, particularly in the case of air vents arranged at a roof of a passenger compartment, i.e. so-called roof vents, the available space is very limited. It is therefore not possible to provide a feed of air by way of an air inlet opening opposite an air outlet opening.

A further problem in the case of air vents to be arranged at the roof of a passenger compartment is present in the construction and arrangement of the throttle device. Due to the fact that a central air feed is not possible, conventional flap arrangements cannot be used, since sufficient installation space is not available.

It is therefore the object to indicate an air vent which even in the case of small installation space provides an optimised air quantity and air directional control when air feed by way of an air inlet opening opposite an air outlet opening is not possible.

Summary of the invention

Aspects and embodiments of the invention provide an air vent, a vehicle comprising an air vent and a method of using an air vent in a vehicle as claimed in the appended claims.

The aforesaid object is fulfilled by an air vent 10 at least comprising a housing 12 with an air outlet opening 14 and an air inlet opening 16, a first group of parallel pivotable slats 20, a second group of parallel pivotable slats 22 and a throttle flap 31, wherein the housing 12 has a lateral air inlet opening 42 oriented substantially orthogonally to the air outlet opening 14, a channel 40 in which the throttle flap 31 is pivotably mounted is arranged at the housing 12 in the region of the air inlet opening 16, the throttle flap 31 is coupled with an annular control element 32 mounted to be rotatable about an annular section of the channel 40 and the control element 32 has a first gearwheel 34 section coupled with a second gearwheel section 36 connected with the throttle flap 31.

The lateral air inlet 42 opening makes possible air feed and air distribution in the housing 12 of the air vent 10 without an installation space large in depth d having to be provided. Stepless regulation of the quantity of supplied air can be achieved by way of the control element 32. The throttle flap 31 is preferably arranged in the channel 40 in such a way that the pivot axis of the throttle flap 31 is arranged at a boundary section 46 of an air channel in the channel 40. In an example, in the open state the throttle flap 31 advantageously projects into the channel 40 and away from the air inlet opening 42. Alternatively, the throttle flap 31 projects away from the channel 40 and towards the air inlet opening 42. The pivot axis can additionally be disposed in a section of the air channel 40 facing the air outlet opening 14. This enables simple air quantity regulation without a negative influence on air deflection by the slats 20, 22, because the inflowing air Fi is conducted by way of the throttle flap 31 onto the slats 20, 22 and distributed.

The channel 40 can consist of individual components arranged at a separate housing of the air vent 10. In further embodiments the channel 40 and the housing 12 of the air vent can also be constructed in common.

The control element 32 and the annular section of the channel can have co-operating guide elements 35, 45 so that the control element 32 is securely guided at the channel 40.

The annular control element 32 can have a guide slot 37 which extends sectionally around the circumference of the control element 32 and defines the maximum rotational angle of the control element 32. The annular control element 32 can therefore be rotated only to such an extent as is predetermined by way of the guide slot 37. Destruction or damage of the air vent 10 or components thereof can thereby be resisted.

A bearing element 31b of the throttle flap 31 can be received in the guide slot 37, wherein the throttle flap 31 is mounted in the channel 40 to be rotatable about the bearing element 31b. The bearing element 31b thus takes over the function with respect to pivotable mounting of the throttle flap 31 and the function of limitation of the rotational angle of the control element 32. The bearing element 31b can be, for example, a bearing pin 31b projecting out of an opening 41b in the channel 40. The pivot axis of the throttle flap 31 extends through the opening 41b in the channel 40. The axis of rotation of the control element 32 extends orthogonally to the pivot axis of the throttle flap 31.

The second gearwheel section 36 can be arranged at the bearing element 31b. The second gearwheel 36 section is constructed as, for example, a segment with a toothed circumference. The length and angular size of the circumference or of the second gearwheel section 36 depends on the pivot angle of the throttle flap 31, the size of the air inlet opening 16 and further design features of the air vent 10, which vary according to the field of use and the purpose. The second gearwheel section 36 can be plugged onto the bearing element 31b. For that purpose, the connecting region can be constructed in such a way that transmission of rotational movements is achieved.

The air inlet opening 16 can open into a section of the housing 12 which is upstream of the first group of slats 20 and the second group of slats 22 in air flow direction F. As a result, the inflowing air Fi does not directly impinge on the slats 20, 22, but firstly passes into a region of the housing 12 (shown generally at R) in which no slats 20, 22 are arranged. The inflowing air F1 can therefore be uniformly distributed on the slats 20, 22 and is not unnecessarily subject to turbulence by slats.

A wall 13 of the housing 12 opposite the air inlet opening 16 can have a chamfer or be formed to be curved. The distribution of the inflowing air Eon the slats 20, 22 can thereby be further improved. For preference, the housing 12 is constructed in such a way that this has curved wall sections 13c which provide air distribution on the slats 20, 22.

With respect to the first group of slats 20, the air guide surface 20a of which extends substantially parallel to the air inlet opening 16, the air guide surface 20a of at least a first slat 20s can be smaller than the air guide surface 20a of the other slats 20. Inflowing air F1 initially passes to a first slat 20s facing the air inlet opening 16. However, since this slat 20s in such an embodiment has a smaller air guide surface 20a, this, for example, does not project so far into the rearward section of the housing 12, so that turbulence of air or increased feed of air in a corresponding section of the housing 12 is prevented.

The air guide area 20a of the slats 20 can increase, starting from the air inlet opening 16, towards the opposite wall 13. The greater the spacing of the slats 20 from the air inlet opening 16, the greater the air guide area 20a can be and, for example, the slats 20 project rearwardly so that the area for the air deflection increases with increasing spacing from the air inlet opening 16. This serves for compensation for the lower air speed and air quantity in the sections of the housing 12 remote from the air inlet opening 16. It will be appreciated that the same approach to slat sizing may be applied to the second group of slats 22, in order to compensate for the lower air speed and air quality in the sections of the housing 12 remote from the air inlet opening 16.

The aforesaid object is also fulfilled by the use of an air vent 10 of the afore-described variant as a roof vent in the passenger compartment of a motor vehicle (not shown). The use of such an air vent 10 at a vehicle roof (not shown) makes possible air outflow Fo and air deflection corresponding with the air outflow F, and air deflection of conventional air vents with an air inlet opening opposite an air outlet opening. The lateral air introduction and regulation of the supplied air quantity can be managed in simple manner by way of the control element 32 and the throttle flap 31.

The air vent 10 can also be used in, for example, side wall linings of a vehicle door (not shown) or at other places which have only a small installation space and where only a lateral air feed is possible.

The design of the housing 12 and of the slats 20, 22 assists selective air distribution so that uniform ventilation can be achieved over the entire air outlet opening 14. In that regard, it is achieved that the supplied air uniformly passes into all regions of the air vent 10, particularly into the regions with the slats 20, 22.

All components can consist of plastics material and can therefore be rapidly and economically produced in an injection-moulding process in high piece numbers.

Detailed description

Further advantages, features and design possibilities are evident from the following figure description of embodiments, which are to be understood as non-limiting.

Fig. 1 shows a perspective illustration of an air vent 10 with a housing 12, a channel 40 and a screen 17, which sectionally surrounds an air outlet 14 opening and a control element 30. The air vent 10 may be used as a roof vent and therefore arranged at a vehicle roof of a motor vehicle (not shown). Air is fed laterally from an impeller (not shown) to the air vent 10 by way of the channel 40. For that purpose the channel 40 has an appropriate opening. The channel 40 is connected with the housing 12 of the air vent 10. A first group of slats 20 and a second group of slats 22 are pivotably mounted in the housing 12. The slats of the first group of slats 20 and the slats of the second group of slats 22 are pivotable orthogonally relative to one another. Arranged at a control slat 33 of the first group of slats 20 is a control element 30a which is provided and constructed for rotation and adjustment of the slats of the first group of slats 20 and for rotation and adjustment of the slats of the second group of slats 22 (See Fig. 2 & Fig. 13). For clarity, the screen 17 has been removed from the vent 10 shown in Fig. 2.

Fig. 3 shows a perspective illustration of a channel length 41 of the channel 40 with a control element 30 arranged therein and the throttle flap 31. The throttle flap 31 is pivotably mounted in opposite apertures 31a (shown in detail in Fig. 9) of the channel length 41. A bearing element 31b (shown in detail in Fig. 8) projects out of a front opening 41 b and is connected with a second gearwheel 36 section. Fig. 4 shows a side view of the arrangement of Fig. 3.

The control element 30 comprises a slat control element 30a, arranged to facilitate the adjustment of the slats 20, 22 by the user, to adjust the direction of air exiting the air vent (air outflow F0) in use, and a flap control element 30b, arranged to facilitate the adjustment of the throttle valve 31, to allow the user to adjust the volume of air entering the air vent 10 (inflowing air F1).

Figure 4 shows a throttle flap control feature in the form of a knurled thumb wheel 39. This is formed on an outer surface of the control element 32. A portion of the thumb wheel 39 extends partially through a front opening 15 formed in the screen to allow the user to adjust the throttle flap 31. The thumb wheel 39 is arranged to permit the user to selectively open and close the throttle valve 31 as may be desired to regulate air outflow Fo from the air vent 10.

A throttle flap 31 is pivotably mounted in the channel 40 and pivotable by way of the flap control element 30b. The flap control element 30b is of annular construction, as shown in Figs. 5 to 7 and comprises the annular control element 32. The annular control element 32 has a guide slot 37 in which the bearing element 31 b of the throttle flap 31 is received. The annular control element 32 has a first gearwheel section 34 which extends sectionally around the circumference of the annular control element 32. In the assembled state the first gearwheel section 34 has meshing engagement with the second gearwheel 36 section so that rotation of the control element 32 about an annular section of the channel leads to rotation of the throttle flap 31. Depending on the construction of the first gearwheel section 34 and the second gearwheel section 36 and the interposition of gearwheels 34, 36, a translation of the rotational movement can take place.

Fig. 8 shows a schematic illustration of the throttle flap 31 or closure flap and the bearing element 31b with the second gearwheel section 36. The pivot axis of the throttle flap 31 runs through the bearing element 31b. The throttle flap 31 has, for mounting, a bearing pin 31c opposite the bearing element 31b.

Different views of the channel length 41 are shown in Figs. 9 to 11. The channel length 41 has opposite apertures 31a for the bearing element 31b and the bearing pin 31c of the throttle flap 31. The channel length 41 is constructed so that the air inlet opening 16 to the housing 12 of the air vent 10 has substantially the form of a segment of a circle. Guide elements 45 are arranged at the outer circumference of the channel length 41. The channel length 41 and a further part of the channel 40 have an annular section at which the annular control element 32 can be rotated. The control element 32 does not necessarily have to be formed to be closed, but can also surround the channel 40 only regionally as shown in the figures.

Fig. 12 shows a perspective illustration of the lateral air inlet 42 at the end of the channel 40.

Fig. 13 shows a sectional view through the air vent 10. The housing 12 has such a form that the inflowing air F, passes into a region without slats, this region is shown generally at R. The wall 13 of the housing 12 opposite the air inlet opening 16 is formed to be curved (shown at 13c) so that the air is deflected onto the slats 20, 22. In addition, the slat 20s adjacent to the air inlet opening 16 has a small air deflecting area 20a and does not extend so far rearwardly as the remaining slats 20.

Claims

Claims 1. Air vent 10 at least comprising a housing 12 with an air outlet opening 14 and an air inlet opening 16, a first group of parallel pivotable slats 20 and a second group of parallel pivotable slats 22 as well as a throttle flap 31, wherein the housing 12 has a lateral air inlet opening 42 oriented substantially orthogonally with respect the air outlet opening 14, a channel 40 in which the throttle flap 31 is pivotably mounted is arranged at the housing 12 in the region of the air inlet opening 16, the throttle flap 31 is coupled with an annular control element 32 mounted to be rotatable about an annular section of the channel 40 and the control element 32 has a first gearwheel section 34 coupled with a second gearwheel section 36 connected with the throttle flap 31.
2. Air vent 10 according to claim 1, wherein the control element 32 and the annular section of the channel 40 have co-operating elements 35, 45.
3. Air vent 10 according to claim 1 or 2, wherein the control element 32 has a guide slot 37 which extends sectionally around the circumference of the control element 32 and defines the maximum rotational angle of the control element 32.
4. Air vent 10 according to claim 3, wherein a bearing element 31b of the throttle flap 31 is received in the guide slot 37 and the throttle flap 31 is mounted in the channel 40 to be rotatable about the bearing element 31b.
5. Air vent 10 according to claim 4, wherein the second gearwheel 36 section is arranged at the bearing element 31b.
6. Air vent 10 according to any one of claims 1 to 5, wherein the air inlet opening 16 opens into a section of the housing R upstream of the first group of slats 20 and the second group of slats 22 in air flow direction.
7. Air vent 10 according to any one of claims 1 to 6, wherein a wall 13 of the housing 12 opposite the air inlet opening 16 has a chamfer 13c or is formed to be curved.
8. Air vent 10 according to any one of claims 1 to 7, wherein for the group of slats having an air guide surface 20a extending substantially parallel to the air inlet opening 16 the air guide surface 20a of at least a first slat 20s is smaller than the air guide surface 20a of the other slats 20.
9. Air vent 10 according to claim 8, wherein the air guide surface 20a of the slats 20 increases towards the opposite wall 13 starting from the air inlet opening 16.
10. Use of an air vent 10 according to any one of claims 1 to 9 as a roof vent in the passenger compartment of a motor vehicle.