WO2021078720A1 - Ensemble de ventilation pour la ventilation d'un véhicule à moteur - Google Patents

Ensemble de ventilation pour la ventilation d'un véhicule à moteur Download PDF

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Publication number
WO2021078720A1
WO2021078720A1 PCT/EP2020/079466 EP2020079466W WO2021078720A1 WO 2021078720 A1 WO2021078720 A1 WO 2021078720A1 EP 2020079466 W EP2020079466 W EP 2020079466W WO 2021078720 A1 WO2021078720 A1 WO 2021078720A1
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WO
WIPO (PCT)
Prior art keywords
air
flow channel
flow
actuator
ventilation arrangement
Prior art date
Application number
PCT/EP2020/079466
Other languages
German (de)
English (en)
Inventor
Dirk Wexel
Lothar Seybold
Original Assignee
Psa Automobiles Sa
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 Psa Automobiles Sa filed Critical Psa Automobiles Sa
Publication of WO2021078720A1 publication Critical patent/WO2021078720A1/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
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • B60H1/00857—Damper doors, e.g. position control characterised by the means connecting the initiating means, e.g. control lever, to the damper door
    • 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
    • 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
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • 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

Definitions

  • the present development relates to a ventilation arrangement for ventilating a motor vehicle interior. Another aspect relates to a motor vehicle which is equipped with such a ventilation arrangement
  • a method for controlling a heating, ventilation or air conditioning system is known, a supplied air flow being divided into at least a first and a second partial air flow.
  • the first partial air flow is guided without swirl to an outlet opening of an air vent and the second air flow as a jacket air flow subjected to a swirl to an outlet opening of the air vent.
  • the discharge characteristic can be changed by an adjustable swirl. In this way, the air flow can be given a scattering or spot characteristic.
  • Common air vents are designed with several adjustable slats and / or flaps in order to change the amount of air flowing out, the air direction as well as the discharge characteristics, for example between a broadly fanned out or a point-like concentrated air flow.
  • adjustable slats and / or flaps increases the complexity of such air vents. Flaps and / or lamellas also contribute to increasing the weight and manufacturing or assembly costs of air vents. Furthermore, adjustable flaps and / or slats impose a restriction on the geometric design of air vents.
  • the present development is based on the object of providing an improved ventilation arrangement for the motor vehicle interior, which can be operated particularly easily and intuitively, which can be implemented with a comparatively small number of movable components and which contributes to reducing the vehicle weight.
  • a ventilation arrangement for an interior of a motor vehicle.
  • the ventilation arrangement has an inlet, a first flow channel and a second flow channel as well as an actuating device.
  • the first and second flow channels each open with an upstream end section into the inlet of the ventilation arrangement.
  • the first and the second flow channel are fluidically separated from one another or fluidically decoupled from one another.
  • the adjusting device is provided in or on one of the first and second flow channels. It has at least one in or on one of the first and the second Flow channel movable or deformable actuator.
  • the actuator is designed to be movable between a basic position and an actuating position, or it is correspondingly deformable.
  • the movement of the actuator can be specifically set or regulated by one of the following parameters, namely dynamic pressure, temperature and / or the air mass flow of air supplied via the inlet.
  • the degree of deformation of the actuator can also be set in a targeted manner via one of the following parameters, namely dynamic pressure, temperature and / or air mass flow of air supplied via the inlet and changed as required.
  • the actuating device and its actuator are a type of passive actuating device, or a passive actuator which can be used alone or exclusively via or by means of at least one or more of the following parameters: dynamic pressure, temperature and air mass flow of the air supplied via the inlet is adjustable or changeable.
  • the position or orientation of the at least one actuator and / or its degree of deformation causes a variable division or distribution of the air supplied via the inlet into partial air flows which flow into the first and second flow channels.
  • the actuating device In the case of a comparatively low dynamic pressure and / or in the case of a comparatively low air flow present at the inlet of the ventilation arrangement, it can be provided, for example, that the actuating device largely closes the first flow channel.
  • the air supplied via the inlet can then flow completely or almost completely into the second flow channel.
  • the actuator With an increase in the dynamic pressure and / or with an increase in the air mass flow of the air supplied via the inlet, the actuator can be moved out of the basic position in the direction of the actuation position. That movement can be initiated and brought about solely by the dynamic pressure of the supplied air or via the air mass flow.
  • the movement of the actuator leads to move the actuator from the basic position closing the first flow channel into the actuating position or at least to move it towards the actuating position or to deform it so that the first flow channel can at least partially be traversed by supplied air.
  • a further movement or deformation of the first actuator can be achieved until the actuator assumes its actuation position.
  • that portion of the air supplied via the inlet which flows into the first flow channel can be greater than the portion of the supplied air which flows into the second flow channel.
  • the air flow present at the inlet can be distributed into first and second flow channels, which can be regulated solely via the dynamic pressure and / or via the air mass flow.
  • first and second flow channels which can be regulated solely via the dynamic pressure and / or via the air mass flow.
  • no actuators that are actively controlled or actively controlled or adjusted are required.
  • Corresponding actuators or actuating devices which would have to be actuated, for example, by an end user or by an electromechanically implemented actuating device, can be dispensed with in this way. This can contribute to reducing costs and weight of the ventilation arrangement and of the entire motor vehicle.
  • the actuator essentially closes the first or the second flow channel in the basic position.
  • the first flow channel can be almost or completely closed by the actuator, while the second flow channel is in flow connection with the inlet in a largely barrier-free manner.
  • the actuator can be moved from the basic position in the direction of the actuation position, whereby, for example, the first flow channel can at least partially flow in or through supplied air is released.
  • the proportion of the total air flow flowing through the second flow channel is reduced.
  • the actuator with the onset of movement or deformation from the basic position in the direction of the actuating position out of the basic position, in which basic position it is outside of the second flow channel, now at least partially projects into the second flow channel.
  • the flow cross-section of the first flow channel can be enlarged or released at the expense of the flow cross-section of the second flow channel.
  • the actuating device is designed to change the air flow ratio in the first and second flow ducts as a function of the dynamic pressure, the temperature and / or the air mass flow of air supplied via the inlet.
  • an automatic, air-controlled air distribution can be implemented.
  • the actuator in the actuating position, at least partially releases the first and / or the second flow channel for air supplied to flow through.
  • the cross section of the first and / or second flow channel through which air can flow can reach a maximum.
  • the cross section of the first and / or second flow channel through which air can flow can be minimal.
  • first and / or second flow channel which are movable between a basic position and an actuation position depending on a dynamic pressure, a temperature and / or an air mass flow of air supplied via the inlet or are deformable.
  • actuators on, next to or adjacent to the first and / or second flow channel, which are movable between a basic position and an actuation position depending on a dynamic pressure, a temperature and / or an air mass flow of air supplied via the inlet or are deformable.
  • the actuator can be moved from the basic position into the actuating position against a restoring force. If, for example, there is no dynamic pressure or a comparatively low dynamic pressure or air mass flow on the actuator, the actuator is moved into the basic position along the restoring force.
  • the actuator can be raised from the basic position into the actuating position against gravity simply by applying a dynamic pressure or an air mass flow of the supplied air. When the dynamic pressure or air mass flow decreases, the actuator then sinks back into its basic position under the action of gravity.
  • the actuator In the basic position, the actuator can, for example, essentially block or seal off the first flow channel and / or the second flow channel. In the basic position, the actuator can, for example, rest against a sealing seat or rest against it.
  • the actuator is mechanically coupled to a restoring element.
  • the restoring element can be a spring element, for example, which is typically mechanically coupled to a housing of the ventilation arrangement, for example to a side wall of one of the first and second flow channels, on the one hand and to the actuator on the other.
  • the actuator can be moved from the basic position and against the restoring force of the restoring element in the direction of the actuating position.
  • the restoring element finally ensures that the actuator returns to its basic position, ie to its starting position.
  • a position and / or orientation of the actuator in the actuating position is defined or predetermined by a system or by a stop.
  • the abutment or the stop can in particular be adjustably arranged on one of the first and second flow channels, in particular on a channel wall. In this way, different positions and / or orientations of the actuator in the actuating position can be defined as required and individually and can be specified accordingly.
  • the stop or the system can in particular be mechanically coupled to an actuating element.
  • the actuating element can be actuated manually by a user and / or with the aid of an electromechanical actuating means in order to modify the position or alignment of the actuator in the actuating position as required.
  • the actuator has a bimetal section.
  • the actuator can be designed to be temperature-sensitive. In this way, by means of the temperature of the air supplied via the inlet, a mechanical deformation of the actuator and / or a movement of the actuator from the basic position into the actuating position but also back into the basic position can be initiated and brought about.
  • the bimetal section can also be coupled or combined with a mechanical restoring element.
  • a spring element functioning as a restoring element can also have at least one bimetal section or, for example, be made from a bimetal.
  • a return mechanism for the actuator can be provided with one and the same actuator, for example with a return spring made of metal, which can react both to a change in the dynamic pressure or the air mass flow and to a change in the temperature of the air supplied via the inlet.
  • the actuator is mounted on one of the first and second flow ducts or on a partition wall running between the first and second flow ducts so as to be pivotable with respect to an axis of rotation between the basic position and the actuating position.
  • the actuator can for example directly on a side wall of the first and second Be arranged pivotably flow channel. However, it can also be pivotably mounted on a partition wall running between the first and the second flow channel.
  • a wide variety of orientations of the first and second flow ducts and also pivotable arrangements of an actuator are conceivable here, in which the actuator can be moved from the basic position into the actuating position against gravity.
  • a separate restoring element can be dispensed with.
  • a restoring element attached to the housing of the ventilation arrangement for example with a side wall of the first and / or second flow channel, which is arranged or articulated to the actuator at the other end, the actuator can be pivoted against the restoring force of the mechanical restoring element.
  • the actuator can be moved from the basic position into the actuating position against the force of gravity. This is possible in particular in combination with the first and second flow channels, which run approximately parallel to the vertical axis of the vehicle (z). A separate reset element can be dispensed with. The lifting or transferring of the actuator from the basic position into the actuating position takes place against gravity.
  • the actuator is longitudinally displaceable in one of the first and second flow channels between the basic position and the actuating position.
  • the actuator can be guided along a longitudinally extending guide, for example along a longitudinally extending or rectilinear sliding guide in the first flow channel or in the second flow channel.
  • the longitudinal guide for the actuator can extend, for example, in the vertical direction, for example along the vertical axis of the vehicle (z).
  • the actuator can be moved from the basic position against gravity and along the elongated guide relative to the first and / or second flow channel into its actuating position.
  • the actuator can act the gravity back to the basic position.
  • the actuator it is also conceivable for the actuator to be movable against a restoring force of a restoring element from the basic position along the elongated guide in the direction of the actuating position.
  • the actuator rests in a sealing manner on a contact that protrudes inward from an inside of the first or second flow channel, or it rests on such a contact.
  • the system can be designed, for example, as a circular aperture or passage opening that tapers the flow channel. It can protrude inwardly in the manner of a flange from the side wall of the first and / or second flow channel.
  • the through opening of the inwardly protruding system can function as a type of sealing seat on which the actuator can rest in a sealing manner or on which the actuator can rest in a sealing manner.
  • the actuator can, for example, be a spherical body which, for example, due to its gravity, rests in a sealing manner on the system below or rests against it.
  • the actuator in the form of a spherical body can, for example, have a hollow design and in this respect only have a comparatively low weight, so that when a predetermined minimum dynamic pressure is reached at the inlet, the adjacent air mass flow lifts out of the sealing seat and thus out of the inwardly protruding system.
  • the lifting of the actuator which can function as a sealing body, causes at least a partial fluidic release of the relevant flow channel.
  • the actuator has a first leg and a second leg.
  • the first leg In the basic position of the actuator, the first leg is arranged in the first flow channel or it protrudes into the first flow channel.
  • the second leg In the basic position, the second leg is outside the second flow channel. In the basic position it is provided that the air supplied via the inlet flows exclusively or almost exclusively into the second flow channel.
  • the first and the second leg can be rigidly connected to one another.
  • the second leg In the basic position of the actuator, the second leg can rest in or against a partition between the first and the second flow channel, quasi parallel or flush.
  • the first leg can release the first flow channel and / or enlarge a flow cross-section of the first flow channel through which air can flow compared to the normal position of the actuator.
  • the air mass flow in the first flow channel can be increased at the expense of the air mass flow in the second flow channel.
  • the flow conditions in the first and second flow channels can generally be changed as required by means of a single actuator.
  • the ventilation arrangement has at least one air vent arranged in the interior of the motor vehicle.
  • the air vent has a first air vent flow channel and a second air vent flow channel.
  • the first and the second air vent flow channel of the air vent are fluidically separated from one another or fluidically decoupled from one another.
  • the first and the second air vent flow channel open at different angles into a common outflow opening of the air vent.
  • a first side wall of the air vent that delimits the first air vent flow channel directly adjoins the outflow opening with a first outlet section.
  • a second side wall of the air vent that delimits the second air vent flow channel likewise directly adjoins the outflow opening with a second outlet section.
  • the first outlet section does not run parallel to the second in relation to a main flow direction predetermined by the housing of the air vent Outlet section.
  • the first air vent flow channel is also fluidically coupled to the first flow channel of the ventilation arrangement.
  • the second air vent flow channel is fluidically coupled to the second flow channel of the ventilation arrangement.
  • the first air vent flow channel is decoupled from the second flow channel.
  • the second air vent flow channel is also decoupled from the first flow channel of the ventilation arrangement.
  • different air mass flows can be set in the first and second flow channels, which lead to correspondingly different air flows in the first and second air vent flow channels.
  • the first and second outlet sections for example, facing each other in the flow direction, can purposefully change the outflow characteristics of the air vent simply by changing the ratio of a first air flow in the first air vent flow channel to a second air flow in the second air vent flow channel.
  • the air vent can in particular be designed without lamellae and / or flaps.
  • the flow direction of the outflow air flow flowing out of the air flow can be changed by changing the air mass flow of the first air flow relative to the air mass flow of the second air flow. All that is required for this is moving or deforming the actuating device of the ventilation arrangement.
  • an air supply in one of the first and second flow channels can be throttled or increased compared to the other of the first and second flow channels.
  • the outflow airflow of the airflow can either be approximately the same or be dominated by an air mass flow in the first or second flow channel.
  • a suitable alignment of the outlet-side end of the first and second air vent flow channel also changes the direction of the vent air flow formed by the union of the first and second air flow.
  • the first flow duct of the ventilation arrangement can be fluidically coupled to a plurality of first air vent flow ducts of a plurality of air vents.
  • the same can apply to the second flow channel of the ventilation arrangement.
  • the ventilation arrangement can have different, possibly a plurality of first and second flow channels, which are provided, for example, for different areas in the motor vehicle interior.
  • the ventilation arrangement can have a first ventilation line with a first and second flow channel, which is provided exclusively or predominantly for a left side of the vehicle or for a front area of the vehicle.
  • the ventilation arrangement can have a further ventilation line with a first and second flow channel, which is provided, for example, for the ventilation of a right side of the vehicle or a rear area of the passenger compartment and is designed accordingly.
  • the air supplied via the inlet can be variably and changeably divided into the first flow channel and the second flow channel depending on its dynamic pressure, its temperature and / or depending on its air mass flow by means of the actuator of the adjusting device.
  • the air supplied via the inlet can accordingly be divided into the first and second flow ducts.
  • the division of the air flow supplied via the inlet into first and second flow channels can be set solely and exclusively via the dynamic pressure of the supplied air, its temperature and / or via the air mass flow of the supplied air.
  • the present development further relates to a motor vehicle with a motor vehicle body, a motor vehicle interior and with a ventilation arrangement described above.
  • the ventilation arrangement can, for example, be located downstream of a fan and upstream of an air manifold.
  • the ventilation arrangement in particular the actuating device, can be arranged on or in an outlet or on or in an outlet-side interface of a blower or can be integrated therein.
  • the ventilation arrangement in particular its control device, is arranged, for example, away from a fan or an air conditioning module in a line of an air distributor.
  • the air vent can function, for example, as a defroster nozzle and, in a first operating mode, direct the air supplied to it, for example, to the inside of a pane in the immediate vicinity.
  • the air vent can also function as a nozzle or air vent for interior ventilation and direct the air flow away from the adjacent window directly into the interior of the motor vehicle.
  • the ventilation arrangement is in no way limited to the implementation of only one or two air vents. 2, 3, 4, 6, 8 or far more than 10 air outlets, each with a first and a second flow channel, can be fluidically coupled to one another in the manner described here.
  • the outflow characteristics, in particular the outflow direction of the individual air outlets, can be changed as required by means of a single adjusting device.
  • the air mass flow in the first flow channel is variable relative to the air mass flow in the second flow channel.
  • the air mass flow in the first flow channel and thus also in the first air outlet flow channels of the first and second air outlet that are in flow connection therewith can therefore be changed relative to the air mass flow of the second flow channel and thus also relative to the second air outlet flow channels of the first and second air outlet.
  • the change in the air mass flows can take place centrally, for example by means of an actuating device described centrally.
  • the air mass flows in the first flow channel and in the second flow channel can be changed or regulated as required and independently of one another.
  • the outflow direction of the respective first or second outflow air flow can be varied or changed in a targeted manner by changing the air mass flow ratio in the first flow channel relative to the second flow channel.
  • the directions of the air flowing out of all air vents that are fluidically connected to the respective distribution channels can be changed or adjusted as required.
  • variable or changeable division of the air mass flow into first and second flow channels can be controlled or adjusted solely by the dynamic pressure, the temperature and / or the air mass flow of the air supplied via the inlet of the ventilation arrangement.
  • the ventilation arrangement can be designed as part of a heating, ventilation or air conditioning system. It can be implemented as a so-called HVAC module (Heating Ventilating and Air Condition module).
  • HVAC module Heating Ventilating and Air Condition module
  • the ventilation arrangement has a fan for generating an air flow.
  • the fan or a time-limit air supply of the motor vehicle can typically be provided upstream of the insert of the ventilation arrangement.
  • the air mass flow in the first flow channel can be regulated or set independently of the air mass flow in the second flow channel.
  • at least part of the air flow that is available and can be divided between the first and second flow channels by means of the actuating device can also be at least partially fed by fresh air supplied from the outside, which can be diverted from the airstream, especially when the motor vehicle is moving rapidly.
  • Fig. 1 is a side view of an example of an air vent
  • FIG. 2 shows a cross section through the air vent according to FIG. 1,
  • FIG. 3 shows an enlarged illustration of the air vent according to FIG. 2 in the area of the outflow opening
  • FIGS. 1 to 3 shows a perspective external view of the air vent according to FIGS. 1 to 3,
  • FIG. 5 shows a perspective illustration of a mounting support with several air vents arranged or integrated thereon
  • FIG. 6 shows a block diagram of a ventilation arrangement of the motor vehicle
  • FIG. 8 shows a schematic representation of the actuating device according to FIG. 7 in the actuating position
  • 9 shows a further embodiment of the actuating device in the actuating position
  • FIG. 11 shows the embodiment according to FIG. 10 in the actuating position
  • FIG. 13 shows an illustration of the embodiment according to FIG. 12 in an intermediate position
  • FIG. 14 shows an illustration of the embodiment according to FIGS. 12 and 13 in the actuating position
  • FIG. 15 shows a schematic illustration of an air vent when first and second flow channels are unevenly exposed to first and second air mass flows
  • FIG. 16 shows an illustration of the air vent according to FIG. 11, but with first and second air mass flows of approximately equal strength
  • FIG. 17 shows a further illustration of the air vent with different first and second air flows in the first and second flow channels
  • FIG. 18 shows an exemplary arrangement of several air vents in the interior of a motor vehicle
  • FIG. 19 shows a schematic side view of a motor vehicle and FIG. 20 shows a further exemplary embodiment of a passive actuating device of the ventilation arrangement.
  • the motor vehicle 1 shown schematically in FIG. 19 has a self-supporting motor vehicle body 2 which provides an interior 3 for the vehicle occupants.
  • the air vent 10 has a housing 11 with an outlet opening 12.
  • the air vent 10 On the inlet side, the air vent 10 has a first air inlet 14 and a second air inlet 16.
  • the two air inlets 14, 16 can be fluidically connected separately from one another to a first flow channel 220 and to a second flow channel 222 of the air distributor 210 shown schematically in FIG. 6.
  • the air distributor 210 has, as it were, two independent flow channels 220, 222.
  • the air distributor 210 is fluidically connected to a fan 202 of the ventilation arrangement 200.
  • An actuating device 230 is arranged in the air distributor 210 or in the blower 202. This can have one or more actuators 232, 234, for example in the form of adjustable flaps, which can be adjusted independently of one another or also as a function of one another. In this way, different air mass flows can be introduced into the flow channels 220, 222 downstream of the actuating device 230.
  • the first air inlet 14 merges into a first flow channel 20.
  • the second air inlet 16 merges into a second flow channel 22 in the interior 15 of the housing 11.
  • the two flow channels 20, 22 are separated from one another via a partition 24, in particular separated from one another in terms of flow.
  • the first flow channel 20 has a first side wall 21 which directly adjoins the outflow opening 12 via a first downstream outlet section 25.
  • the second also points in the same way
  • Flow channel 22 has a second side wall 23 which, with a second outlet section 27, directly adjoins the outflow opening 12.
  • both the first outlet section 25 and the second outlet section 27 run inclined at a predetermined angle to a main flow direction 80, as is predetermined by the basic shape of the housing 11.
  • the main flow direction 80 can for example run along a surface normal to the cross-sectional plane of the outflow opening 12 or coincide with it.
  • a first air flow 30 flows through the first flow channel 20.
  • a second air flow 32 flows through the second flow channel 22.
  • the first air flow 30 experiences the curvature or the inward direction Inclination of the first outlet section 25 an orientation deviating from the main flow direction 80 directly adjacent to the outflow opening 12.
  • the first air flow 30 and the second air flow 32 intersect directly adjacent to the outflow opening 12.
  • a virtual intersection area of the first and second air flow 30, 32 can in this case approximately in the Level of the outflow opening 12 lie.
  • the first air flow 30 experiences an upward orientation.
  • the second air stream 32 experiences a downward orientation.
  • the first air flow 30 is therefore deflected in the direction of the second flow channel 22.
  • the second air flow 32 is deflected in the direction of the first flow channel 20. If the air mass flows in the first flow channel 20 and the second flow channel 22 are changed as required, the outflow characteristics in the area of the outflow opening 12 can either be predominantly determined by the upwardly directed first airflow 30 or by the downwardly directed second airflow 32.
  • a change in direction of the air flowing out of the outflow opening 12 can be provided as required.
  • the variation in the outflow angle can also be increased by providing a flow body 18 at the free end of the partition wall 26.
  • the flow body 18 can provide a convex, approximately airfoil-like thickening of the partition wall 24.
  • the flow body 18 can have, for example, a convexly curved inflow surface 34 which protrudes into at least one or into both flow channels 20, 22.
  • the end 26 of the partition wall 24 lies at a predetermined distance from the outflow opening 12. In this way, the two flow channels 20, 22 can still be combined within the housing 11. If the air flowing out of the air vent 10 flows out, for example, in the direction of the main flow direction 80, this can be brought about by approximately equally strong volume flows in the first flow channel 20 and in the second flow channel 22. The corresponding first and second air flows 30, 32 can in this respect still mix within the housing 11 and thus upstream of the outflow opening 12, for example in a mixing chamber 38.
  • the flow cross-section in the first flow channel 20 and / or in the second flow channel 22 can be further reduced by or by means of the flow body 80, as a result of which the air supplied to the air vent 10 can be accelerated and aligned as required.
  • the perspective illustration according to FIG. 4 shows that the outflow opening 12 can have a height to width ratio H / B of less than 1/5 or less than 1/10.
  • the outlet opening 12 can therefore be designed as an outflow slot.
  • the dividing wall 24, and possibly also the flow body 18, can extend over the entire width B of the outflow opening 12.
  • the assembly support 100 can be designed in the form of a one-part or multi-part plastic injection-molded component. In particular, it can have a receptacle 112, for example for receiving one or more functional components 90. As functional components 90 come in particular a display, a display or various actuating elements for the vehicle occupants.
  • the receptacle 112 can in particular be designed like a frame. It can provide a mounting frame for one or more functional components 90.
  • the carrier body 110 is provided with a plurality of air vents 10. These can be integrated in one piece into the carrier body 110.
  • an air distributor 10 can be arranged on each of the two lateral outer ends of the support body 110. These can be in flow connection with one another and can be directly coupled to one another in terms of flow via their first flow channel 20 and via their second flow channel 22.
  • the mounting support 100 can have a first air inlet 14 and a second air inlet 16, each of which is fluidically connected to a first flow channel 20 and to a second flow channel 22, in particular can be configured in one piece.
  • the integration of one or more air vents 10 shown in FIG. 5 in a support body 110 of a mounting support 100 shows that differently configured air vents 10 can be integrated at any points in a mounting support.
  • the assembly support 100 can take over parts of the air distributor 210 and to this extent only have a first air inlet 14 and a second air inlet 16.
  • a separate fluidic connection between individual air vents 10 and air distributors 210 of the ventilation arrangement 200 no longer has to be made manually in the course of the final assembly of the motor vehicle. In this respect, assembly and manufacturing costs can be further reduced.
  • FIGS. 15 to 17 the adjustable ventilation of the motor vehicle interior is shown conceptually with the aid of a first air vent 10.
  • the air vent shown in much more detail in FIGS. 1 to 3 is shown somewhat simplified in FIGS. 15 to 17.
  • first flow channel 20 and a second flow channel 22, both of which flow into a common outflow opening 12 of the air vent 10 flow out.
  • outlet-side end of the first flow channel 20 extends in the direction of the second flow channel 22.
  • outlet-side end of the second flow channel 22 extends in the direction of the first flow channel 20.
  • First and second air streams 30, 32 are guided in the interior of the air vent 10 separately and separately from one another to the outflow opening 12. In the area of the outflow opening or directly adjacent to the outflow opening 12, the first and second air streams 30, 32 combine to form an outflow air stream 40.
  • first air flow 32 has a higher air mass flow than the first air flow 30. Accordingly, the direction of the outflow air flow 40 at the outflow opening 12 is essentially determined by the outflow direction of the second air flow 32. In the exemplary embodiment shown here, the outlet-side end of the second flow channel 22 extends to the top left. Correspondingly and due to the different air mass flows in the first and second flow channels 30, 32, in particular due to the higher air mass flow in the second flow channel 32 compared to the first flow channel 30, the first outflow air flow 40 is also oriented obliquely upwards.
  • both air flows 30, 32 contribute approximately equally to the formation of one second outflow air flow 42, as shown by way of example in FIG. 16.
  • This can be achieved in particular by an essentially symmetrical or mirror-symmetrical configuration of first and second flow channels 20, 22 can be achieved in the area adjoining the outflow opening 12.
  • FIG. 17 shows a further constellation of the ventilation arrangement 200 or the first air vent 10, in which, unlike in the configuration according to FIG. 15, the first air flow 30 has a higher air mass flow than the second air flow 32. Accordingly, a third outflow air flow 44 is formed in the area of the outflow opening 12.
  • the direction 45 of the third outflow air flow 44 is predetermined in particular by the orientation of the outlet end of the first flow channel 30. It differs from the flow directions 41, 43 of the outflow air flows 42, 44 of the two configurations shown in FIGS. 12 and 13.
  • FIGS. 15 to 17 show that by changing the air mass flows in the first and second flow channels 20, 22 relative to one another, the direction of the outflow air flow 40, 42, 44 can be changed as required.
  • the different air mass flows can in particular be generated or changed as required with a valve or flap arrangement 230, which has already been explained schematically above.
  • the ventilation arrangement 200 or its air distributor 210 has, as already shown in FIGS. 5 and 18, a first flow channel 220 and a second flow channel 222.
  • the first air vent flow channels 20 of the different air vents 10, 50 which are typically arranged at a distance from one another in the interior space 3, are all, and possibly exclusively, coupled in terms of flow to the first flow channel 220.
  • the second air vent flow channels 22 of the air vents 10, 50 which are arranged spatially separated from one another, for example in FIG. fluidically coupled to one another exclusively via the second flow channel 222.
  • the actuating device 230 shown in different embodiments in FIGS. 7 to 14 can be used separately and independently of one another in each of the two air distributors 210 provided in FIG. However, only a single control device 230 can be arranged, in particular upstream of the air distributor 210, for example in the transition between a fan 202 and the air distributor 210 or both air distributors 210.
  • Each of the air distributors 210 functions, as it were, as an air distributor line, each of which has a first flow channel 220 and a second flow channel 222, which is fluidically decoupled therefrom.
  • one air distribution line can be designed for the left-hand motor vehicle area, while another, for example a second, air distribution line is designed or provided exclusively for the right-hand motor vehicle area.
  • Different strands of the air distributor 210 can be acted upon separately and independently of one another with, for example, blown air supplied by the blower 202 or with fresh air branched off from the airflow.
  • FIG. 7 shows an embodiment of the ventilation arrangement 200 in the transition region from a fan 202 or a housing 204 enclosing the fan 202 to an air distributor 210.
  • the air distributor 210 or the ventilation arrangement 200 has a first flow channel 220 and a second flow channel 222.
  • First and second flow channels 220, 222 extend next to one another or parallel to one another. They can also be arranged coaxially to one another.
  • the first flow channel 220 and the second flow channel 222 are fluidically decoupled from one another.
  • a partition 225 which is impermeable to air, is located between the first flow channel 220 and the second flow channel 225.
  • the first flow channel 220 has an upstream end section 221, by means of which the first flow channel 220 is connected to the housing 204 or to a common inlet 224 of the first and second flow channels 220, 222 adjoins.
  • the second flow channel 222 also has an upstream end section 223, which likewise adjoins the common inlet 224.
  • a movable actuator 232 is arranged exclusively in the first flow channel 220. In the basic position shown in FIG. 7, the actuator 232 closes the opening through which air can basically flow or the cross section of the first flow channel 220 through which air can flow.
  • the actuator 232 can be designed as a regulating flap or a throttle flap. As shown in particular in FIGS. 7 and 8, the actuator 232 is movable either against gravity or against the force of a mechanical restoring element 244 from the basic position shown in FIG. 7 into a raised actuating position shown in FIG.
  • the actuator 232 is mounted on a side wall of the first flow channel 220 so as to be pivotable with respect to an axis of rotation 238. In the same way, the actuator 232 could also be pivotably mounted on the partition 225.
  • there is a comparatively low dynamic pressure at the inlet 224 which is symbolized by a comparatively small arrow of the air flow 28. Since the actuator 232 is in the basic position in which it essentially closes the first flow channel 220, the air flow 28 provided via the inlet 224 flows exclusively as an air flow 32 into the second flow channel 222.
  • the actuator 232 moves in the direction of the actuation position releases at least a portion of the flow cross section of the first flow channel 220, so that a first air flow 30 can flow into the first flow channel 220 and a second resulting air flow 32 can flow into the second flow channel 222.
  • This has a corresponding outflow characteristic at the at least one or at a plurality of air outlets 10, 50 which are in flow connection with the first and second flow ducts 220, 222.
  • the actuator 232 can be moved from the basic position according to FIG. 7 in the direction of the actuation position according to FIG. 8 counter to the action of a restoring element 244, which can be configured, for example, as a restoring spring. If the intensity of the supplied air flow 28 should decrease again, the actuator 232 can be moved back into the starting position or back into the basic position under the action of the restoring element 244.
  • the actuator 232 can come to rest against a system 235, for example.
  • the system 235 can in particular be designed as a stop or as an end stop.
  • the system 235 can also be mechanically coupled to an actuating element 249 that can be actuated by a user.
  • the system 235 can be adjustably arranged on the air distributor 210 or on the flow channel 220 by means of the actuating element 249. In this way, different operating positions for the actuator 232 can be set individually and as required.
  • an actuator 234 is provided in the area of the first flow channel 220.
  • the actuator 234 has a bimetal section 233.
  • the entire actuator 234 can also be made of a bimetal, which is subject to a degree of deformation corresponding to the respective temperature as a function of the temperature of the air prevailing at the inlet 224.
  • the entire actuator 234 can have a bimetal section. However, it is also conceivable that only individual partial areas of the actuator 234 are made from a bimetal.
  • only one bimetal section can function as a type of adjusting element or restoring element for an actuator made of a plastic or some other metal, one end of the bimetal section 233 being attached, for example, to a side wall of the flow channel 220 and a Another portion, such as an opposite portion of the bimetal portion 233 is attached to the actuator 234 or is hinged thereto.
  • a different or variable distribution of the air flow 28 present at the inlet 224 to the first and second flow channels 220, 222 can be provided.
  • One end of the actuating element 234 can be arranged, for example, on an inner wall of the flow channel 220.
  • An opposite, for example a free end of the actuating element 234 can, in the basic position (not shown), rest against a system 235, for example, and detach itself from the system 235 with the movement or deformation that begins into the actuating position.
  • the free end of the adjusting element 234 can bear against the abutment 235 in a sealing manner.
  • the system 235 can be arranged as a system flange, for example on the inside of the flow channel 220.
  • the mechanically deformable adjusting element 234 can also be made from an elastically deformable material, for example from an elastomer material, instead of a bimetal.
  • the adjusting element 234 can be designed, for example, as a mechanically deformable rubber lip or have a flexibly deformable flap made of an elastomer material.
  • a material composition of the elastomer material can determine the restoring force inherently acting on the adjusting element 234.
  • the actuator 236 can also be guided in a longitudinally displaceable manner in one of the first and second flow channels 220, 222 between the basic position shown in FIG. 10 and the actuating position shown in FIG.
  • a longitudinally extending guide 237 for example in the form of a sliding guide, can be provided in the relevant flow channel 220, along which the actuator 236 is guided in a longitudinally displaceable manner.
  • the actuator 236 is, for example, as a spherical Flow body can be configured, sealingly on a contact 235 protruding inward from an inner wall of the first flow channel 220.
  • the system 235 which can have a circumferential flange with a through-opening 231, for example, is fluidically closed by the actuator 236, which optionally closes the through-opening 231 with a precisely fitting fit.
  • the inwardly protruding abutment 235 can act as a type of sealing seat for the actuator 236.
  • the air flow 28 provided at the inlet 224 flows exclusively via the second flow channel 222 to at least one of the air outlets 10 that are in flow connection therewith.
  • the actuator 236 With an increase in the air mass flow of the air flow 28 and an associated increase in the dynamic pressure acting on the actuator 236, the actuator 236 is moved away from the system 235, for example, against gravity or against the effect of a restoring element (not shown), so that the through opening 231 is removed from the Air flow 30 can be flowed through.
  • a stop 239 for the longitudinally displaceable actuator 236 is provided in the first flow channel 220 at a distance from the system 235 in the longitudinal direction.
  • the stop 239 can be designed, for example, in the manner of a perforated plate or in the manner of a perforated structure through which the air stream 30 can flow.
  • the stop 239 represents a movement limitation for the actuator 236.
  • the stop 239 can, for example, be arranged in or on the channel 220 so as to be movable or adjustable with respect to the longitudinal direction of the channel 220.
  • the stop 239 can be mechanically coupled to an actuating element 249, by means of which an adjusting movement of the stop 239 can be carried out. In this way, the actuating position of the actuator 236 can be modified as required by means of the adjustable stop 239.
  • FIGS. 12 to 14 a further exemplary embodiment of an actuating device 230 is shown.
  • an actuator 240 equipped with two legs 241, 242 is provided.
  • the legs 241, 242 are rigidly connected to one another.
  • the second leg 242 is typically arranged outside the second flow channel 222. In this case, it can be arranged, for example, to overlap with the partition wall 225 or be arranged lying in a recess provided there.
  • the first leg 241 By increasing the air flow 28 supplied via the inlet 224, as indicated in FIG. 13, the first leg 241 experiences an increased dynamic pressure, which ultimately leads to the leg 241 being pivoted in the direction of the actuation position as a result of the increased dynamic pressure. Hence the first leg gives
  • the actuator 240 can be pivoted further in the direction of the actuation position, so that the part of the air flow 30 flowing into the first flow channel 220 can ultimately have a larger air mass flow than the one flowing into the second flow channel 222 Partial air flow 32.
  • the pivoting of the actuator 240 from the basic position shown in FIG. 12 in the direction of the actuation position indicated in FIG. 14 can take place against the restoring force of a restoring element 244.
  • the restoring element can for example be designed as a restoring spring.
  • One end may be connected to the first or the second leg 241, 242. It can be connected or mechanically coupled to the partition wall 225 at other ends, for example
  • FIG. 20 shows a further development of the actuating device 230 according to FIG. 7.
  • actuating device 230 in the area of the flow channel 220, a plurality of pivotably mounted actuating elements 232 arranged on opposite side walls of the channel 220 are provided.
  • Each of the actuators 232 is mechanically coupled to a restoring element 244.
  • the restoring element 244 can be a leg spring or a torsion spring 246.
  • the spring 246 can have one or legs 248, one of which is arranged on an actuator 232 and the other of which rests against the inside of the flow channel 220, for example.
  • Such springs can of course also be used universally instead of the restoring elements 244 shown in FIGS. 7, 8 or 12 to 14.

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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 ensemble de ventilation pour l'habitacle d'un véhicule à moteur, l'ensemble de ventilation présentant une entrée (224), un premier canal d'écoulement (220), un deuxième canal d'écoulement (222) et un dispositif d'actionnement (230), le premier et le deuxième canal d'écoulement (220, 222) débouchant chacun dans l'entrée (224) au moyen d'une partie d'extrémité amont (221, 223), et le dispositif d'actionnement (230) comportant, dans ou sur l'un ou l'autre du premier ou du deuxième canal d'écoulement (220, 222), au moins une pièce d'actionnement mobile ou déformable (232) qui peut être déplacée ou déformée entre une position initiale et une position d'actionnement selon la pression dynamique, la température et/ou le débit massique d'air de l'air fourni par l'entrée (224).
PCT/EP2020/079466 2019-10-23 2020-10-20 Ensemble de ventilation pour la ventilation d'un véhicule à moteur WO2021078720A1 (fr)

Applications Claiming Priority (2)

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DE102019216288.6A DE102019216288B4 (de) 2019-10-23 2019-10-23 Belüftungsanordnung zur Belüftung eines Kraftfahrzeugs
DE102019216288.6 2019-10-23

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3717676A1 (de) * 1987-05-26 1988-12-08 Bayerische Motoren Werke Ag Fahrzeugheiz- oder klimaanlage
WO2005068233A1 (fr) 2004-01-15 2005-07-28 Behr Gmbh & Co. Kg Système de chauffage, de ventilation ou de climatisation
EP3290245A1 (fr) * 2016-09-01 2018-03-07 Fischer Automotive Systems GmbH & Co. KG Dispositif d'écoulement d'air
US20180134120A1 (en) * 2016-11-16 2018-05-17 Calin Marginean Vehicle hvac system
US20180215237A1 (en) * 2017-02-01 2018-08-02 GM Global Technology Operations LLC System and method for hvac outlet flow control vent using electrically responsive vanes

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3135909A1 (de) * 1981-09-10 1983-03-24 Aurora Konrad G. Schulz Gmbh & Co, 6933 Mudau Vorrichtung zum beheizen und belueften von fahrzeugraeumen o.dgl.
DE10164374A1 (de) * 2001-12-28 2003-07-17 Valeo Klimasysteme Gmbh Klimaanlage mit Vorrichtung zur Regelung des Einlasses von Frisch- und Umluft

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3717676A1 (de) * 1987-05-26 1988-12-08 Bayerische Motoren Werke Ag Fahrzeugheiz- oder klimaanlage
WO2005068233A1 (fr) 2004-01-15 2005-07-28 Behr Gmbh & Co. Kg Système de chauffage, de ventilation ou de climatisation
EP3290245A1 (fr) * 2016-09-01 2018-03-07 Fischer Automotive Systems GmbH & Co. KG Dispositif d'écoulement d'air
US20180134120A1 (en) * 2016-11-16 2018-05-17 Calin Marginean Vehicle hvac system
US20180215237A1 (en) * 2017-02-01 2018-08-02 GM Global Technology Operations LLC System and method for hvac outlet flow control vent using electrically responsive vanes

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