WO2005012013A1 - Canalisation d'air pour ventilation d'espaces interieurs - Google Patents

Canalisation d'air pour ventilation d'espaces interieurs Download PDF

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Publication number
WO2005012013A1
WO2005012013A1 PCT/EP2004/008463 EP2004008463W WO2005012013A1 WO 2005012013 A1 WO2005012013 A1 WO 2005012013A1 EP 2004008463 W EP2004008463 W EP 2004008463W WO 2005012013 A1 WO2005012013 A1 WO 2005012013A1
Authority
WO
WIPO (PCT)
Prior art keywords
ventilation
duct
ventilation duct
surface structure
walls
Prior art date
Application number
PCT/EP2004/008463
Other languages
German (de)
English (en)
Inventor
Marko Hermann
Original Assignee
Faurecia Innenraum Systeme Gmbh
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 Faurecia Innenraum Systeme Gmbh filed Critical Faurecia Innenraum Systeme Gmbh
Publication of WO2005012013A1 publication Critical patent/WO2005012013A1/fr

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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

Definitions

  • the invention relates to a ventilation duct for interior ventilation, in particular for interior ventilation of a motor vehicle, according to the preamble of the main claim.
  • Such ventilation ducts can, for example, be part of a ventilation system housed in an instrument panel of a motor vehicle and typically end in each case at an air outlet opening for windscreen, footwell or frontal ventilation. Other areas of application would be the interior ventilation of coaches, railway wagons or even air or water vehicles.
  • Generic ventilation ducts can be used to supply fresh air to an interior or in connection with a heating system to supply warm air.
  • An air outlet opening which closes the ventilation duct and is typically provided with a ventilation grille, is also subjected to air very unevenly, namely mainly in the center.
  • This is particularly disadvantageous where an air diffusion that is as diffuse as possible is desired, for example in the case of a front window ventilation with which a front window is to be exposed to the largest possible area of air.
  • the invention is therefore based on the task of developing a ventilation duct that the mentioned
  • At least one duct wall preferably all duct walls, are provided with a surface structure consisting of elevations and depressions on the sides facing the ventilation duct, an air flow guided by the ventilation duct is set into turbulence even at relatively low flow speeds, the turbulence either only form a turbulent boundary layer or the entire ventilation duct can grasp.
  • Both lead particularly if the surface structure covers the duct walls at least in some areas, with the exception of a very small, immediate environment of the duct walls to a much more uniform velocity profile of an air flow in the ventilation duct.
  • the flow speeds averaged over time at a location in the ventilation duct are relevant for the speed profile. Given a total air flow (amount of air passed through time), this results in a reduced maximum flow velocity and a more uniform velocity distribution over an area formed by an air outlet opening. This is advantageous in view of the quietest possible and diffuse ventilation.
  • a channel wall provided with a surface structure in the sense of the present invention can trigger various effects. At very low flow velocities, which would still lead to a largely laminar flow with conventional, smooth duct walls, the surface structure can cause an early turbulence. Compared to a laminar flow, the resulting turbulent flow already has a significantly more uniform, broader, that is less concentrated around a central flow, speed profile and thus leads to the advantages mentioned.
  • the surface structure is such that elevations and depressions alternate along a line running in the main flow direction on one of the channel walls, so that the channel walls are not only transverse to Main flow direction have a non-trivial course.
  • the surface structure has a typical scale length of between 0.05 and 0.03, preferably between 0.15 and has 0.25 channel diameters.
  • the typical scale length of the surface structure is defined as the mean distance between two adjacent elevations and / or depressions, the duct diameter as the largest diameter of the ventilation duct transverse to the main flow direction.
  • such embodiments of the invention are preferred in which there is a middle one between elevations of the surface structure and adjacent depressions Height difference of at least 2 mm, preferably between 2 mm and 6 mm. Particularly good results can be achieved if this mean height difference measures between 3 mm and 4.5 mm.
  • the ventilation duct which will usually have a rectangular cross section, is particularly suitable for a design of the type described here with structured duct walls if it has a cross section with a length to width ratio of between 1: 3 and 3: 1, preferably between 1: 2 and 2: 1.
  • a channel cross section there is a particularly significant manipulation of the air flow by a surface structure on the channel walls in the desired manner.
  • a ventilation duct with proportions suitable for use for interior ventilation of a motor vehicle and a particularly effective influencing Solution of the air flow through the structured channel walls has a maximum diameter of between 6 cm and 20 cm, preferably between 9 cm and 14 cm.
  • Cross-sectional shapes of the ventilation duct deviating from a rectangle are of course also possible.
  • interior ventilation systems that generate maximum flow speeds of up to 7 m / s, preferably between 4 m / s and 6 m / s, are preferred. allow s, for example by appropriately sized fans.
  • the surface structure of the channel walls can consist of trough-like, curved depressions which are separated from one another by a system of ridges, so that the ridges form the elevations.
  • An embodiment is also possible in which the elevations of the surface structure are curved and the depressions are formed by ridges which separate the elevations from one another.
  • a combination of both designs is also conceivable, in particular not all channel walls need to be designed in the same way. Designing the channel walls with elevations or depressions curved in the manner described, which are separated from one another by ridges or a framework of ridges, brings with it the advantage of a significantly increased stability for a given wall thickness of the channel walls.
  • the elevations or depressions have a hexagonal shape, so that the ridges form a honeycomb-like structure.
  • a corresponding surface structure is also conceivable, which consists of triangles joined together or also of a grain combination of different polygons strung together.
  • a surface with a hexagonal surface structure as described above also results from a structure of triangles joined and preferably equilateral, of which six each form a hexagon. Then the individual triangles can also be flat, with curvatures of the hexagons resulting from the triangles abutting along slight creases or ridges.
  • Channel walls with such a surface structure can be produced in a particularly simple manner by embossing originally flat, smooth components.
  • designs are also possible in which a system of burrs is molded onto a flat surface or is applied in another way to such a surface.
  • the surface structure not only gives the duct walls the desired aerodynamic properties, but may also increase their stability. This applies above all to hexagonal surface structures, but also to other structures, especially when the channel walls are covered with a network of burrs due to the surface structure. This makes it possible to make the channel walls extremely thin-walled, which results in material and weight savings. If the duct walls are made of plastic, wall thicknesses of between 1 mm and 3 mm are appropriate, if the walls are made of metal, they are between 0.2 mm and 0.8 mm.
  • Ventilation ducts of the type described are primarily advantageous because, owing to the changed speed profile of the corresponding air flow, a vent or ventilation grille is better can be flowed to and thus acts more effectively.
  • an interior trim part which has a ventilation system with such ventilation ducts, for example an instrument panel with a corresponding ventilation system.
  • a ventilation duct stiffened by the surface structure of the duct walls can have a load-bearing function for such an interior trim part and thereby give the entire interior trim part a significantly increased rigidity with an extremely low material expenditure.
  • the changed speed profile of the air flow in the ventilation duct it can, under certain circumstances, be designed with a duct diameter that is reduced compared to the prior art, which in turn saves space.
  • FIG. 1 is a perspective view of a section of a ventilation duct according to the invention
  • FIG. 3 shows a diagram with a speed profile for an air flow in a ventilation duct according to the invention in comparison with a corresponding curve for a conventional ventilation duct at low flow speeds and
  • the ventilation duct shown in FIG. 1 is part of an installation for installation behind an instrument.
  • the ventilation duct can be supplied with fresh air or with preheated air and leads to an air outlet opening for windscreen ventilation.
  • duct walls 1 which surround the ventilation single duct. These channel walls are made of plastic and have a wall thickness of about 2 mm.
  • the ventilation duct has a width 2 of approximately 10 cm and a height 3 of approximately 5 cm.
  • the channel walls 1 have an embossed surface structure which consists of hexagons 4 joined together in a honeycomb manner.
  • the individual hexagons 4 are designed as trough-like depressions and separated from one another by a system of ridges 5.
  • the ridges 5 thereby form elevations which, when viewed on the inside, facing the ventilation duct, are approximately 4.5 mm higher than the recessed centers of the hexagons 4.
  • the surface structure of the duct walls 1 is dimensioned such that between two hexagon centers two neighboring ones Hexagons 4 there is a distance of about 3.4 cm.
  • FIG. 2 Another ventilation duct according to the invention is shown in FIG. 2.
  • This ventilation duct also has a rectangular cross section with a height 3 of approximately 5 cm and a width 2 of approximately 10 cm.
  • the channel walls 1 are here made of metal with a wall thickness of about 0.5 mm and again have a surface structure consisting of depressions and elevations in the form of hexagons 4, which, however, are not arched uniformly here, but rather each by six triangles 6 that are approximately equilateral be formed.
  • This Triangles 6, which have a side length of approximately 15 mm and within which the corresponding channel wall 1 is flat, touch one another along bends or ridges 5, which results in height differences of approximately 3.75 mm between hexagon centers and hexagon edges.
  • flow velocities v of a slow air flow in a ventilation duct are plotted as the ordinate as a function of a spatial coordinate.
  • This spatial coordinate designates a distance from an origin located centrally on a duct wall in a direction transverse to the ventilation duct and perpendicular to this duct wall, the ventilation duct having a diameter D in this direction.
  • a dashed line shows a typical location-dependent flow velocity for a ventilation duct according to the prior art with smooth walls, in which the air flow is still laminar. It can clearly be seen that the flow velocity in the center of the ventilation duct takes a maximum value and then decreases rapidly towards the walls. The corresponding air flow is a so-called center flow.
  • a corresponding speed profile for a ventilation duct according to the invention of the same dimensions with a surface structure is illustrated with a solid line.
  • the air flow is already turbulent despite its low flow speed due to influences of the surface structure of the channel walls, which results in a different speed profile.
  • time-averaged speed values are plotted in the diagram.
  • the flow velocity in the middle of the ventilation duct has a maximum, but it initially decreases significantly more slowly towards the walls of the ventilation duct. Accordingly, the maximum flow velocity in the ventilation duct is correspondingly lower even with a given average speed or with a given total air flow. Overall, this results in a more uniform speed distribution and a broader speed profile, which means that an air outlet supplied by the corresponding ventilation duct is subjected to air more evenly.
  • FIG. 4 shows a location-dependent flow velocity of an air flow in a ventilation duct of the type shown in FIG. 2 (solid line), with a corresponding curve for an equally dimensioned ventilation duct according to the prior art, but provided with smooth duct walls, being drawn in for comparison (dashed line).
  • Both curves relate to a cross section approximately 2 m after the air flow enters the ventilation duct and there to a line running centrally through the ventilation duct and parallel to its wider duct walls.
  • a location coordinate is plotted as the abscissa, which denotes a distance of a location on this line to one of the narrower channel walls.
  • the dashed curve corresponds to a flow in an air duct with smooth duct walls that is already turbulent at the given flow velocities, namely uncontrolled turbulent.
  • the result is a speed profile that is already wider than a corresponding speed Velocity profile for a laminar flow (see FIG. 3), which, however, still shows a clear drop in speed towards the duct walls, that is to say leads to high flow speeds mainly in the center of the ventilation duct.
  • the curve drawn as a solid line shows that, on the other hand, a flow is formed in the ventilation duct according to the invention equipped with structured duct walls, in which the flow velocity does not drop noticeably close to the duct walls.
  • the corresponding speed profile is therefore wider and stands for an evenly distributed air transport across the cross-section with the consequence of a more uniform loading of an outlet surface closing the ventilation duct and a greater air throughput for a given maximum flow speed or a lower maximum flow speed for a given air throughput.
  • this advantage is paid for by a greater pressure drop (corresponding to a greater flow resistance). This results in a pressure drop of approximately 31 Pa after 2 m of flow for the ventilation duct with structured duct walls for the illustrated speed profiles compared to a value of only approximately 11 Pa for the corresponding ventilation duct according to the prior art.
  • the present invention proposes a ventilation duct for interior ventilation, in particular for interior ventilation of a motor vehicle, which is illustrated on the basis of the exemplary embodiments discussed and is delimited all around by duct walls in a direction perpendicular to a main flow direction, at least one of the duct walls on one side facing the ventilation duct Has elevations and depressions existing surface structure.
  • the channel walls are completely structured, as a result of which, in addition to the desired influencing of the flow, particularly good reinforcement of the channel is achieved with the same or lower use of material, with the following further advantages, such as a not inconsiderable weight saving.
  • Advantageous applications of such ventilation ducts can also result from installation in ventilation systems for other land vehicles (for example buses and trains) or for water and aircraft.
  • a targeted swirling which is particularly advantageous with a view to a low flow resistance and a uniform air flow is obtained if the ventilation duct is designed in such a way that adjacent elevations and / or depressions of the surface structure have an average distance of between 0.05 and 0.3, at least in the main flow direction. preferably have between 0.15 and 0.25 channel diameters. Also With such a dimensioning of the surface structure, a particularly high degree of stability of the channel walls can be achieved.

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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 une canalisation d'air pour assurer la ventilation d'espaces intérieurs, notamment pour assurer la ventilation de l'habitacle d'automobiles, qui est délimitée en périphérie dans le sens vertical par rapport à un sens d'écoulement principal, par des parois (1). Au moins un paroi (1) présente sur une face tournée vers la canalisation d'air, une structure superficielle composées de creux et de bosses. L'invention concerne en outre une ventilation correspondante d'espaces intérieurs, ainsi qu'un tableau de bord équipé d'une telle ventilation d'espaces intérieurs. Outre le fait d'offrir une rigidité renforcée, une canalisation d'air de ce type présente l'avantage d'intégrer une répartition homogène de la vitesse du flux d'air parcourant ladite canalisation d'air.
PCT/EP2004/008463 2003-07-31 2004-07-27 Canalisation d'air pour ventilation d'espaces interieurs WO2005012013A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10335434.4 2003-07-31
DE2003135434 DE10335434C5 (de) 2003-07-31 2003-07-31 Lüftungskanal für eine Innenraumbelüftung

Publications (1)

Publication Number Publication Date
WO2005012013A1 true WO2005012013A1 (fr) 2005-02-10

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/008463 WO2005012013A1 (fr) 2003-07-31 2004-07-27 Canalisation d'air pour ventilation d'espaces interieurs

Country Status (2)

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DE (1) DE10335434C5 (fr)
WO (1) WO2005012013A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102029678A (zh) * 2009-09-30 2011-04-27 京洛株式会社 空调通道的制造方法及空调通道

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014209323A1 (de) 2014-05-16 2015-11-19 Mahle International Gmbh Kunststoffbauteil
DE102014018034B4 (de) 2014-12-05 2018-03-08 Audi Ag Luftkanal für eine Fahrzeugbelüftung
DE102016000667B3 (de) * 2016-01-22 2017-02-09 Audi Ag Luftkanal für ein Kraftfahrzeug und zugehöriges Kraftfahrzeug
DE102019100560A1 (de) * 2019-01-10 2020-07-16 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit einem belüfteten Nutzinnenraum

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1569715A (fr) * 1968-03-01 1969-06-06
GB2302404A (en) * 1995-06-15 1997-01-15 Nihon Plast Co Ltd Air conditioning duct structure for an automobile
DE19732304A1 (de) * 1997-07-26 1999-01-28 Volkswagen Ag Kraftfahrzeug mit einer Belüftungs-, Klimatisierungs- und/oder Heizungsanlage
US6216742B1 (en) * 1999-02-22 2001-04-17 Totaku Industries, Inc. Heat insulating hose
EP1428701A2 (fr) * 2002-12-10 2004-06-16 REUM GmbH & Co. Betriebs KG Buse d'aération et son procédé de fabrication

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1569715A (fr) * 1968-03-01 1969-06-06
GB2302404A (en) * 1995-06-15 1997-01-15 Nihon Plast Co Ltd Air conditioning duct structure for an automobile
DE19732304A1 (de) * 1997-07-26 1999-01-28 Volkswagen Ag Kraftfahrzeug mit einer Belüftungs-, Klimatisierungs- und/oder Heizungsanlage
US6216742B1 (en) * 1999-02-22 2001-04-17 Totaku Industries, Inc. Heat insulating hose
EP1428701A2 (fr) * 2002-12-10 2004-06-16 REUM GmbH & Co. Betriebs KG Buse d'aération et son procédé de fabrication

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102029678A (zh) * 2009-09-30 2011-04-27 京洛株式会社 空调通道的制造方法及空调通道
CN102029678B (zh) * 2009-09-30 2014-06-04 京洛株式会社 空调通道的制造方法及空调通道

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Publication number Publication date
DE10335434A1 (de) 2005-03-03
DE10335434B4 (de) 2010-01-07
DE10335434C5 (de) 2012-08-02

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