Patent Application
20240066951
Embodiments of this disclosure relate to thermal, air supply, and HVAC systems, for example, in vehicles.
Air supply for the benefit of a person is used in a variety of contexts. One such area is the passenger compartment of a vehicle, where air is typically introduced through one or more vents. For example, such vents can be positioned in the instrument panel for use primarily by the front seat occupants, and sometimes also in a second (or higher) row of seats for other passengers as well. The vents are usually controlled to regulate the flow of air entering the cabin, and the direction thereof. The vents are connected to the vehicle's heating, ventilation and air conditioning (HVAC) system so that hotter, colder and/or dehumidified air can be supplied as desired.
Various features will now be described with reference to the following drawings. Throughout the drawings, reference numbers may be re-used to indicate correspondence between referenced elements. The drawings are provided to illustrate examples described herein and are not intended to limit the scope of the disclosure.
The following description of certain embodiments presents various descriptions of specific embodiments. However, the innovations described herein can be embodied in a multitude of different ways, for example, as defined and covered by the claims. In this description, reference is made to the drawings where like reference numerals can indicate identical or functionally similar elements. It will be understood that elements illustrated in the figures are not necessarily drawn to scale. Moreover, it will be understood that certain embodiments can include more elements than illustrated in a drawing and/or a subset of the elements illustrated in a drawing. Further, some embodiments can incorporate any suitable combination of features from two or more drawings.
Some air supply systems allow reduced visibility vent outlets by transitioning to a thin slot outlet with aerodynamical positioning of the air jets to reduce visible vanes and flaps. These aerodynamic designs have fundamental control and stability limitations. For example, there must be a minimization of the height of the outlet slot. Additionally, the vent design may require control of a certain areas around the outlets which would limit on the proximity of the outlets to other objects (for example displays) that are not aerodynamic part of the air supply system.
One or more aspects of the present application relate to an air supply or thermal system for vehicles.
The user controls 102 are designed to give the user control over many aspects of the air supply and thermal system for the vehicle. For example, the user controls 102 can be used to control temperature, humidity, the direction and speed of air coming out of the vents, whether the air is being cycled throughout the vehicle, and which vents are being used. The user controls 102 can also be used to control the above factors in various parts of the vehicle such that different occupants can experience different environmental settings. For example, a user may control the driver side vents to have a higher speed of air coming out of the driver side vents than the vents for the front seat passenger. As a further example, the user may control the driver side vents to have more air conditioning than the vents for the front seat passenger. Similarly, the vents for windows and mirrors can be adjusted separately from vents meant for the passengers and driver. User controls 102 can be any kind of vehicle user controls such as buttons, dials, the use of a capacitive touch screen, or any other typical way in which a user can interact with a device, computer, or interactive control schema.
User controls 102 can also include the option to direct the vents at the head of an occupant (for example, the driver), a seat position, the ceiling, or the floor. If the user directs the vents at the head of an occupant, the control system 104 can use an internal camera of the vehicle to detect the location of the head of the occupant. Alternatively, the user may want to direct the vents away from the head of an occupant.
The control system 104 receives input from the user controls 102. The control system 104 is composed of one or more control subsystems 106. These control subsystems 106 are used to determine how to change the user input into the desired outcome of the thermal system. The control system 104 can include a controller, a processor, memory, and storage. The control system 104 sends instructions to the HVAC system 108 and the vent system 112. Likewise, the control system 104 can receive feedback and/or updates from the HVAC system 108 and the vent system 112, which may include sensors to detect conditions in their respective systems. Similarly, the control system 104 can send feedback to the user controls to show updates in the HVAC system 108 and the vent system 112. For example, the control system 104 can indicate to the user controls 102 that fan speed has increased or air conditioning has been increased.
The HVAC system 108 controls heating, ventilation, and conditioning. The HVAC system 108 is comprised of one or more HVAC subsystems 110 which function as sources of air jets for purposes of providing heating, air conditioning, and ventilation air streams to an interior compartment of a vehicle. HVAC systems for vehicles are well known. The HVAC system 108 can include sensors to detect conditions related to the HVAC system 108 and the HVAC subsystems 110. The HVAC subsystems 110 can include individual HVAC subsystems that can provide individual air streams for portions of the vehicle compartment, such as a first HVAC subsystem 110 that provides air streams directed to an area of the interior compartment associated with a vehicle driver (or driving position) and a second HVAC, subsystem 110 that provides air streams directed to an areas of the interior compartment associated with a front passenger different from the vehicle driver (or driving position). The individual HVAC subsystems 110 may be independently operable in some embodiments. In other embodiments, the HVAC, subsystems 110 may be configured in a synchronized manner or partially synchronized manner as described herein.
The vent system 112 controls how air from the HVAC system is directed into the cabin of the vehicle. The vent system 112 includes one or more vanes 114, one or more vents 116, and one or more airflow channels 118. The vent system can also include other vent subsystems. Airflow channels 118 are the conduits through which air flows from the HVAC system 108 and the HVAC subsystems 110 into the vents 116. The vents 116 receive air from the airflow channels 118. Outlets of the vents 116 are where air from the vent system 112 enter the cabin of the vehicle. Vanes 114 are used to direct air through the airflow channels 118 and/or the vents 116. Vanes can be located in the airflow channels 118 or in the vents 116. Vanes 114 can be actuated manually, mechanically, or electrically.
Illustratively, the thermal system 100 includes a first vent 116 and a second vent 116 connected to at least one air source corresponding to an HVAC unit 108. Each vent 116 receives air from the at least one air source to independently produce a plane of air. The first vent 116 and second vent 116 are configured to respectively redirect a first plane of air and a second plane of air to intersect on or along a portion of a blending surface in the vehicle compartment to form a combined air jet. The combined air jet can be directed into the compartment (e.g., cabin) of a vehicle. Illustratively, the first plane of air and the second plane of air do not correspond to substantially horizontal plane that would allow the respective plane of air to be directed into the vehicle compartment. Rather, the first plane of air and second plane of air are directed to opposing angles, relative to a horizontal plane, that causes the generation of the combined air jet that is directed to the interior vehicle compartment (e.g., vehicle cabin). The direction and angle of the combined air jet can be dynamically adjustment responsive to inputs or identified location attributes. The blending surface can illustratively be a flat, convex, or concave surface. Additionally, the blending surface can further have additional functionality, such as forming a portion of a display or instrument panel associated with the vehicle. The outlets of the first vent 116 and the second vent 116 can be hidden from typical sightlines of occupants of a vehicle.
The second plane of air from the second outlet and the first plane of air from the first outlet intersect along a portion of the blending surface 204. The first outlet and the second outlet are configured to cause this intersection of the first plane of air and the second plane of air. When the first plane of air and the second plane of air intersect, the momentums of the first plane of air and the second plane of air create a combined air jet directed into the cabin of the vehicle.
The respective speeds (and therefore momentums) of the first plane of air and the second plane of air to each other determines the angle of the combined air jet into the cabin. A lower speed second plane of air will lead to a lower angle into the cabin of the vehicle while a higher speed second plane of air will lead to a higher angle into the cabin of the vehicle. Alternatively, a higher speed first plane of air will lead to a lower angle in the cabin of the vehicle while a lower speed first plane of air will lead to a higher angle into the cabin of the vehicle.
The vent outlets can have a height of 15 mm, 20 mm, 40 mm, 80 mm or any height between 10 mm and 200 mm depending on where the vent is located. The vent outlets can have a width corresponding to the width of the surface or module around which the vents are placed.
The vent structure 200 also allows for the simple installation and/or maintenance of the vent and any surface or electrical or other nearby equipment. The vent structure is configured such that the vent kinematics and actuation can be combined with any electronics (for example a display) to localize electromechanical complexity to an install module 210. This makes it significantly simpler to install and maintain both the vent structure 200 and any electronic equipment around which the vent is structured. One of the advantages of this vent structure 200 is that it can be combined with other electrical and mechanical elements when space is at a premium.
The outlets of vents can also be referred to as slots. The use of two vents and a blending surface allows slot height limitations to be minimized allowing for more variation in slot height. This system also allows the slots to be angled away or covered from typical sightlines of vehicle occupants, reducing apparent size of the slots to occupants by a significant margin. This system is also more flexible for overall vent system size, allowing vents and outlets to be incorporated into other parts of a vehicle including door handles, arm rests, seats, and the backs of seats for ventilation for different occupants of the vehicle. Additionally, the vent structure is designed such that it can incorporate other objects or be close to other objects in the vehicle. For example, the blending surface could be a display. Furthermore, covers can be placed over, around, or near the slots in order to minimize the apparent size of the slot when viewed from typical occupant sightlines.
Aspects of the present application correspond to an air supply system that enables the integration of the vent outlets with other potentially larger scale outward facing surface objects (for example a display) in a way that reduces vent visibility and increases component integration, without compromising the vent functionality. Vent visibility is reduced by placing vent outlets at an extreme angle to the typical sightlines, thereby reducing their apparent size.
Furthermore, the present application allows for preserving surface space, which is oftentimes at a premium. Oftentimes space on a front dash or on a second-row console is limited. The control of airflow through the vents can he split between the first vent and the second vent locally or remotely to save space behind the vents. For example, the vanes can be in the vents or the airflow channels. Alternatively, the vanes can he close to the HVAC system and away from the localized area of the vents. This gives flexibility in installation of the vent structure without compromising the goal of reducing outlet visibility and integration. The choice of whether to place the mechanical functionality at the vent outlet itself or within a centralized unit gives maximum flexibility to the uses of the vent structure and overall thermal system.
Illustratively, the spacing between outlets of corresponding vents is highly flexible. Thus, the vent topology could be formed in a similar-sized package on a user facing surface as a traditional vent, but retain the same benefits of reduced visibility and allow for remote or local system control of airflow.
The streamwise length of the vents 202, 206 and/or the airflow channels 208 is also flexible allowing a compact side packaging that would allow vent placement in non-traditional places such as seat backs without compromising jet direction range or uniformity.
Due to the inherently high jet direction angle range, the system also does not need to be perpendicular to the occupant's line of sight, allowing vent placement on more angled surfaces for improved design freedom.
Additionally, in future autonomous vehicles where passenger seating positions and directions are not rigidly defined, the ability of this vent structure to integrate closely with displays could provide an advantage. This vent structure could be incorporated into an occupant-facing object to provide non-ambient cabin ventilation, where reduced line of sight to the outlet could be desirable.
The position of the combined air jet 302 may then be controlled by adjusting the proportion of the total air flow being fed or directed to the first outlet and the second outlet. Controlling and adjusting the proportion of the total air flow being fed to each out may be done manually, mechanically, or electronically.
In step 502 the control system 104 determines the characteristics of the first plane of air and the second plane of air for each vent structure (for example, vent structure 200 of
Illustratively, Equation 1 can define fundamentals of mixing efficiencies for input jets as follows:
Illustratively, Equation 2 can define fundamentals of mixing efficiencies for input jets as follows:
ζαθ({dot over (m)}{tilde over (x)}μ{tilde over (x)}sin θ−{dot over (m)}{tilde over (z)}μ{tilde over (z)}sin θ)=0
X-momentum reduced by turbulent mixing (angled jets) but supported by pressure reaction:
ζΔθ({dot over (m)}{tilde over (x)}μ{tilde over (x)}cos θ+{dot over (m)}{tilde over (z)}μ{tilde over (z)}cos θ)+
If angles are equal, momentum flux must also be equal to maintain zero outlet angle. So, can write:
E2 Equation 2
In step 504, the control system 104 determines how the vanes 114 are oriented and how air is passed through airflow channels 118 to achieve the combined air jet into the cabin. As described above, each vent structure can have their own vanes within the top or bottom vents or air channels, or the vanes can be closer to the HVAC system and used to direct air into the air channels. There are both vertical and horizontal vanes. Vertical vanes are used to direct air laterally side to side while horizontal vanes are used to direct air vertically up and down. Some vent structures may correspond to both vertical and horizontal vanes. Some vent structures may only have vertical vanes. Some vent structures may only have horizontal vanes. Vanes are attached to actuators which orient the vanes. All vanes can be attached to the same actuator or to separate actuators. Vanes can be grouped into sets of vanes which are actuated by the same actuator. In some vane structures, there are multiple sets of vertical vanes and only a single set of horizontal vanes,
In step 506, the control system 104 transmits control signal(s) to the actuators of the vanes. This causes the vanes to orient in the directions determined by the control system 104 to result in the combined air jet into the cabin.
In optional step 508, sensors near or at the vanes can be used to transmit feedback to the control system 104. These sensors can be used to determine if the vanes are at the proper orientation of the control system. These sensors can also be used to determine if the vanes are in the process of moving into the proper orientation. These sensors can also be used to detect the characteristics of the air such as temperature, humidity, and the like.
In optional step 510, the control system 104 transmits signals back to the user interface 102. These signals can include confirmation signals that the user jet has been modified as the user indicated. These signals can include updates to specific information about speed of air jets or planes of air, or characteristics of the air such as temperature, humidity, and the like.
The passenger air vent system 720 can be vertically smaller because it does not have to form vents around the instrument cluster 730, but rather only form vents around the aero lens 740. The control system can adjust the passenger air vent system 720 and the driver air vent system 710 separately.
Moreover, conditional language used herein, such as, among others, “can,” “could,” “might,” “may,” “e.g.,” “for example,” “such as” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments include, while other embodiments do not include, certain features, elements and/or states. Thus, such conditional language is not generally intended to imply that features, elements and/or states are in any way required for one or more embodiments.
Although the disclosure and examples have been described with reference to the accompanying drawings, various changes and modifications will become apparent to those skilled in the art. Such changes and modifications are to be understood as being included within the scope of the disclosure. While certain embodiments have been described, these embodiments have been presented by way of example only and are not intended to limit the scope of the disclosure. The illustrative discussions above are not intended to be exhaustive or to limit the inventions to the precise forms described. Many modifications and variations are possible in view of the above teachings. Others skilled in the art are thereby enabled to best utilize the techniques and various embodiments with various modifications as suited to various uses. Any suitable combination of the elements and/or features of the various embodiments described above can be combined to provide further embodiments.
The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the claims.
in the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of the disclosure. Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosed air vent assembly. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.
Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., attached, affixed, coupled, connected, and the like) are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other. Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, embodiment, variation and/or modification.
It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application
This application claims the benefit of U.S. Provisional Application No. 63/142,992, entitled “THERMAL SYSTEM”, and filed on Jan. 28, 2021. U.S. Provisional Application No. 63/142,992 is incorporated by reference herein.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/US2022/014102 | 1/27/2022 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 63142992 | Jan 2021 | US |
