CN217022124U - Vehicle and air conditioning system thereof - Google Patents
Vehicle and air conditioning system thereof Download PDFInfo
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- CN217022124U CN217022124U CN202220478830.5U CN202220478830U CN217022124U CN 217022124 U CN217022124 U CN 217022124U CN 202220478830 U CN202220478830 U CN 202220478830U CN 217022124 U CN217022124 U CN 217022124U
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Abstract
The utility model relates to the technical field of air conditioners of vehicles, and particularly provides a vehicle and an air conditioning system thereof, wherein the air conditioning system comprises: an air handling unit having a chamber, the air handling unit capable of temperature conditioning air entering the chamber; the air duct group comprises an air supply duct communicated with the cabin space of the vehicle, and the air supply duct at least comprises a rear exhaust duct which emits air to a rear exhaust chamber of the cabin space; the air conditioning system further includes: a bypass duct, at least a portion of the bypass duct having no intersecting portion with the air handling unit, so as to: the resistance caused by the air having to flow through the air handling unit can be at least partially reduced by letting the air enter the rear evacuation compartment through the bypass air duct. With this configuration, the amount of air delivered to each target region of the cabin space can be planned.
Description
Technical Field
The utility model relates to the technical field of air conditioners of vehicles, and particularly provides a vehicle and an air conditioning system thereof.
Background
HVAC (Heating, Ventilation and Air Conditioning) assemblies of vehicles are mainly used to ensure that the quality of Air in the cabin space of the vehicle reaches standards, such as temperature, humidity and freshness. For example, when the temperature of the air in the cabin space needs to be lowered, the refrigerant circulation pipeline is started, and the refrigerant changes the phase in the refrigerant circulation pipeline, so that the cold energy is distributed on the surface of the evaporator. Therefore, when the air entering the cabin space flows across the surface of the evaporator, the air can carry away the cold energy through the heat exchange between the air and the surface of the evaporator, so that the temperature of the air is reduced, and the air is mixed with the air in the cabin space after being distributed to the cabin space, so that the expected temperature drop regulation can be realized. When the temperature of the air in the cabin space needs to be raised, the PTC is activated, and the air is heated to achieve the desired temperature rise regulation.
Typically, the vents of the HVAC assembly deliver air to both the front and rear plenums of the cabin space. This is problematic because the front and rear plenums share a blower assembly disposed adjacent the front plenum and due to windage of the air during delivery: the air volume distributed by the rear exhaust duct is restricted to a large extent, and data show that the air volume data distributed by the rear exhaust duct can only reach about 15% of the total air volume.
Accordingly, there is a need in the art for a new solution to the above problems.
SUMMERY OF THE UTILITY MODEL
Technical problem
The present invention has been made to solve, at least in part, the above problems, or at least some of the problems.
Technical scheme
In view of this, a first aspect of the present invention provides an air conditioning system of a vehicle, the air conditioning system including: an air handling unit having a chamber, the air handling unit capable of temperature conditioning air entering the chamber; the air duct group comprises an air supply duct communicated with the space in the cabin of the vehicle, and the air supply duct at least comprises a rear exhaust duct which supplies air to a rear exhaust chamber of the space in the cabin; wherein, air conditioning system still includes: a bypass duct, at least a portion of the bypass duct having no intersecting portion with the air handling unit, to: the air entering the rear exhaust chamber through the bypass duct at least partially reduces the resistance caused by the air having to flow through the air handling unit.
With this configuration, the amount of air delivered to each target region of the cabin space can be planned by reducing the resistance of the air delivered to the evacuation space.
Specifically, the air conditioning system is configured to reduce or eliminate resistance to air flow through the bypass duct when the air conditioning system is delivering air to each target area of the cabin space, assuming that such resistance is created when the air handling unit is flowing through the bypass duct, it is clear that the air is delivered to the corresponding target area through the bypass duct more without intervention of other structure or control logic.
It is understood that the specific form of the air handling unit can be determined by those skilled in the art according to actual needs, for example, the air handling unit can be a refrigerant circulation circuit (such as mainly including a compressor, a condenser, a throttling component and an evaporator) capable of switching between a cooling mode and a heating mode (such as by a four-way valve), or can be a combination of the refrigerant circulation circuit and a PTC, the heating of the air in the cabin space is realized by the PTC heating, and the cooling of the air in the cabin space is realized by the refrigerant circulation circuit.
It can be understood that, a person skilled in the art may determine the specific form of the air duct group according to actual requirements, for example, the air duct group may only include an air supply duct, and may also include air ducts with other functions such as humidification and fresh air. And it can be understood that a person skilled in the art can determine the number of the specific air ducts included in the supply air duct according to actual needs, for example, the rear exhaust duct may include one or more than one, the specific orientation of each rear exhaust duct may be the same or different, and besides the rear exhaust duct, the front exhaust duct or other air ducts with specific orientations are included.
It will be understood that the specific form, arrangement position and relative position of the bypass air duct and the air processing unit, etc. can be determined by those skilled in the art according to actual situations, such as: the bypass air duct is a pipeline which is arranged in a chamber of the air processing unit, is insulated from the chamber and has no cross part at all, and air selectively passes through the pipeline or one of the chambers to reach the rear exhaust duct. At this time, the function of the distribution section may be realized, as but not limited to: the windward sides of the pipeline and the cavity have a set area ratio, so that air can be distributed through two ways in a fixed proportioning mode; the amount of air entering the conduit and the chamber can be regulated by the intervention of corresponding structure or control logic, thus allowing to dispense air in a proportioned manner through both routes.
With the air conditioning system for a vehicle described above, in one possible embodiment, the bypass duct includes a first portion and a second portion, as viewed in a direction of flow of air to the rear exhaust duct,
wherein at least the second portion has no intersecting portion with the air handling unit.
With this construction, a possible design of the bypass duct is provided.
It will be appreciated that the specific configuration, dimensional limitations and relative positions of the first and second portions with respect to the air handling unit, the fit relationship, etc. may be determined by one skilled in the art based on actual requirements. Illustratively, the first portion and the second portion are continuous structures of uniform cross-section, both of which do not intersect the air handling unit at all.
With regard to the air conditioning system of the vehicle described above, in one possible embodiment, the air handling unit includes an evaporator, and the first portion has an intersection with at least a portion of the evaporator.
With this construction, a possible design of the bypass duct is provided.
It will be appreciated that the skilled person can determine the form of the cross section of the first part and the evaporator, the proportion involved in the cross section, etc. according to actual requirements. Such as the first portion having an intersection with the evaporator along all or part of its cross-section.
In a possible embodiment, the air processing unit further includes a compressor, a throttling component and a condenser, and the compressor, the evaporator, the throttling component and the condenser form a refrigerant circulation loop.
With this construction, a specific construction of the air treatment unit is given.
Such as may be: when air flows through the surface of the evaporator in the refrigerant circulation loop, the air can be refrigerated. Or may be: according to actual requirements, a four-way valve is additionally arranged on a refrigerant circulation loop, and the air can be cooled/heated simultaneously by switching the communication mode of the four-way valve.
With regard to the air conditioning system of the vehicle described above, in one possible embodiment, the air treatment unit includes an independent heating part that is capable of performing a temperature raising process on air entering the chamber.
With this construction, a specific construction of the air treatment unit is given. Such as a PTC.
With the air conditioning system for a vehicle described above, in one possible embodiment, the second portion has an intersection portion with a portion of the evaporator that is close to the lower side.
By such a construction, one possible form of construction of the cross section is given.
With the air conditioning system of the vehicle described above, in one possible embodiment, a mounting structure is formed in the first portion, through which the evaporator is fixed to the vehicle.
With such a constitution, a specific mechanism of forming the intersecting portion is given.
With regard to the above-mentioned air conditioning system of a vehicle, in a possible embodiment, a switching means is arranged in the second section, wherein by means of the switching means the first section communicates with the rear exhaust duct via the second section and/or the air handling unit.
In this way, a specific structure form of the bypass air duct is provided.
It will be appreciated that the specific form, number and arrangement of the switching elements in the second part may be determined by those skilled in the art according to actual requirements. Exemplarily, the following steps are carried out: an opening is formed in the wall of the second part, an electromagnetic valve is arranged at the opening, the second part is communicated with the chamber through the on-off of the electromagnetic valve, the other electromagnetic valve is arranged in the second part, and the second part is communicated with the rear exhaust duct through the on-off of the electromagnetic valve.
With the air conditioning system of the vehicle described above, in one possible embodiment, the switching member includes a first switching member that is provided in the second portion in a movable manner, based on which a state of communication between the second portion and the rear exhaust duct can be switched.
By means of such a construction, a possible design of the switching means is given.
It will be understood that the specific structure of the first switching member, the position of the first switching member on the second portion, the specific movable manner thereof, etc. can be determined by those skilled in the art according to actual requirements. Illustratively, the first switching member is a damper rotatably disposed within the second portion.
With the above vehicle air conditioning system, in one possible embodiment, the first switching member is provided with a drive mechanism by which the first switching member is rotatably provided in the second portion.
With this configuration, a specific configuration of the first switching member is given. Illustratively, the mechanism is driven by a motor mounted to an outer wall of the second portion.
With regard to the air conditioning system of the vehicle described above, in one possible embodiment, the switching means comprises a second switching means arranged in a movable manner on the first portion and/or on the second portion, on the basis of which the proportion of air entering the second portion and the chamber can be adjusted.
By means of such a construction, a possible design of the switching means is given.
It is understood that the specific structure of the second switching component, the specific position of the second switching component configured on the first portion and/or the second portion, the specific movable manner thereof, etc. can be determined by those skilled in the art according to actual requirements. The second switching member is illustratively a plate-like structure that is telescopically disposed on the upstream side of the second portion, and by extending the second switching member from the second portion, the flow path of at least a portion of the air that would otherwise be directed to the chamber can be altered, specifically, to reach the back exhaust compartment via the second portion.
In a possible embodiment of the air conditioning system for a vehicle, a cross section of the second portion has a circumferentially closed structure, and a cross section of at least a part of the first portion has a circumferentially open structure.
By means of the structure, a specific structure form of the bypass air duct is provided.
It is understood that the specific structure formed based on the closing/opening can be determined by those skilled in the art according to actual requirements. Illustratively, the first portion is polygonal in cross-section (a portion is not closed) and the second portion is circular in cross-section.
In a possible embodiment of the air conditioning system for a vehicle, the maximum dimension of the cross section of the bypass duct in the height direction of the vehicle is greater than or equal to 30 mm.
By means of the structure, a specific structure form of the bypass air duct is provided.
With the air conditioning system for a vehicle described above, in one possible embodiment, at least a part of a dimension of a cross section of the first portion in a height direction of the vehicle is larger than at least a part of a dimension of a cross section of the second portion in the height direction of the vehicle.
By means of the structure, a specific structure form of the bypass air duct is provided. Illustratively, if the shape of the cross section of the second portion in the axial direction is substantially the same throughout, and the size of the cross section in the height direction of the vehicle is substantially the same, the shape of the cross section of the first portion in the axial direction is substantially the same throughout, the size of the cross section in the height direction of the vehicle gradually decreases from upstream to downstream, and the size of the cross section at the junction thereof is substantially the same.
With regard to the air conditioning system for a vehicle as described above, in one possible embodiment, the first portion and the second portion are in series communication with each other, and/or the second portion and the rear exhaust duct are in communication with each other.
Through the structure, the arrangement mode of the bypass air duct in the air conditioning system is provided.
With regard to the air conditioning system for a vehicle described above, in one possible embodiment, the rear exhaust duct includes a rear exhaust blowing surface duct and a rear exhaust blowing foot duct, and the downstream end of the bypass duct is connected to the rear exhaust blowing surface duct.
Through the structure, a specific communication mode of the bypass air duct and the rear exhaust blowing surface air duct is provided.
Specifically, the temperature of the air supplied to the rear space converges in the face area and the foot area due to the internal space structure of the HVAC assembly. Taking heating as an example, it is assumed that this temperature reaches about 40 ℃, which is intolerable for the blowing surface area of the back row space. The bypass air channel is communicated with the blowing surface air channel, so that the comfort of a rear row space is improved on the premise of improving the air quantity requirement. For example, a switching member (for example, may be referred to as a third switching member) may be configured for the blowing surface area, and when the temperature difference control is required, the third switching member connects the second portion to the blowing surface air duct and does not connect to the blowing leg air duct. Exemplarily, the third switching member is disposed at the foot blowing duct.
A second aspect of the utility model provides a vehicle comprising an air conditioning system of a vehicle as claimed in any preceding claim.
It can be understood that the vehicle has all the technical effects of the air conditioning system of the vehicle described in any one of the foregoing, and the details are not repeated herein.
Proposal 1. an air conditioning system for a vehicle, characterized by comprising:
an air handling unit having a chamber, the air handling unit capable of temperature conditioning air entering the chamber; and
the air duct group comprises an air supply duct communicated with the cabin space of the vehicle, and the air supply duct at least comprises a rear exhaust duct which emits air to a rear exhaust chamber of the cabin space;
wherein, air conditioning system still includes:
a bypass duct, at least a portion of the bypass duct having no intersecting portion with the air handling unit, so as to:
the resistance caused by the air having to flow through the air handling unit can be at least partially reduced by letting the air enter the rear evacuation compartment through the bypass air duct.
Proposal 2 the air conditioning system for a vehicle according to proposal 1, characterized in that the bypass duct includes a first portion and a second portion as viewed in the direction of flow of air to the rear exhaust duct,
wherein at least the second portion has no intersecting portion with the air handling unit.
Proposal 4 the air conditioning system for a vehicle according to proposal 3, wherein the air processing unit further includes a compressor, a throttle member, and a condenser, and the compressor, the evaporator, the throttle member, and the condenser constitute a refrigerant circulation circuit.
Proposal 5 the air conditioning system for a vehicle according to proposal 3, characterized in that the air treatment unit comprises an independent heating member capable of heating the air entering the chamber.
Proposal 6 an air conditioning system for a vehicle according to the proposal 3, characterized in that the first section has a cross section with a portion of the evaporator near below.
Proposal 7 the air conditioning system for a vehicle according to proposal 4, characterized in that a mounting structure is formed in the first portion, and the evaporator is fixed to the vehicle by the mounting structure.
An air conditioning system for a vehicle according to any one of claims 2 to 7, characterized in that a switching member is disposed in the second section,
wherein the first part is in communication with the rear exhaust duct via the second part and/or the air handling unit by means of the switching means.
An air conditioning system for a vehicle according to claim 8, wherein the switching member includes a first switching member that is provided in the second portion in a movable manner, and based on which the state of communication between the second portion and the rear exhaust duct can be switched.
Proposal 10 the air conditioning system for a vehicle according to proposal 9, characterized in that the first switching member is provided with a drive mechanism by which the first switching member is rotatably provided in the second portion.
An air conditioning system for a vehicle according to claim 11, characterized in that the switching member includes a second switching member, the second switching member being movably disposed in the first portion and/or the second portion, and a ratio of air entering the second portion and the chamber being adjustable based on the second switching member.
An air conditioning system for a vehicle according to claim 2, characterized in that at least a part of a dimension of a cross section of the first portion in a height direction of the vehicle is larger than at least a part of a dimension of a cross section of the second portion in the height direction of the vehicle.
Proposal 15 air conditioning system for vehicle according to the proposal 2, characterized in that the first part and the second part are in series connection with each other and/or
The second portion and the rear exhaust duct are communicated with each other.
Proposal 16. the air conditioning system for a vehicle according to proposal 1, characterized in that the rear exhaust duct includes a rear exhaust blowing surface duct and a rear exhaust blowing foot duct, and a downstream end of the bypass duct is connected to the rear exhaust blowing surface duct.
A vehicle characterized by comprising the air conditioning system of the vehicle of any of claims 1-16.
Drawings
The air conditioning system of the present invention will be described below with reference to the accompanying drawings in which the switching member includes only the first switching member. In the drawings:
fig. 1 is a schematic view showing the configuration of an air conditioning system of a vehicle according to an embodiment of the present invention;
FIG. 2 illustrates a first cross-sectional schematic view of an air conditioning system of a vehicle with an evaporator, condenser, etc. of an air handling unit not removed in accordance with an embodiment of the present invention;
FIG. 3 illustrates a second cross-sectional schematic view of the air conditioning system of the vehicle with the evaporator, condenser, etc. of the air handling unit removed in accordance with one embodiment of the present invention;
FIG. 4 shows an enlarged schematic view of detail A of FIG. 3;
FIG. 5 is a schematic view of a duct group of an air conditioning system of a vehicle according to an embodiment of the present invention; and
fig. 6 shows a schematic diagram of the velocity of air flowing through different portions in an air conditioning system of a vehicle according to an embodiment of the present invention.
List of reference numbers:
100. an air conditioning system; 11. a blower; 12. an evaporator; 121. an air filter element; 13. a condenser; 14. a PTC; 2. an air duct group; 21. a front exhaust duct; 22. a rear exhaust duct; 221. a rear discharge blowing surface air duct; 222. a rear exhaust foot blowing air duct; 3. a bypass air duct; 31. a first portion; 32. a second portion; 321. an air door; 322. an electric motor.
Detailed Description
Preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only for explaining the technical principle of the present invention, and are not intended to limit the scope of the present invention. Although the present embodiment is described in connection with the switching member including only one rotatable shutter as the first switching member, it is apparent that other configurations may be adopted as the first switching member or a second switching member may be added to the first switching member, and so on.
It should be noted that in the description of the present invention, the terms of direction or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. The singular forms "a", "an" and "the" may include the plural forms as well.
Furthermore, it should be noted that, in the description of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present invention, and it will be apparent to one skilled in the art that the present invention may be practiced without some of the specific details. In some instances, the principles of operation of air conditioning systems, etc., which are well known to those skilled in the art, have not been described in detail in order to not unnecessarily obscure the present invention.
Referring to fig. 1 to 5, fig. 1 illustrates a structural schematic diagram of an air conditioning system of a vehicle according to an embodiment of the present invention, fig. 2 illustrates a first sectional schematic diagram of the air conditioning system of the vehicle according to an embodiment of the present invention, fig. 3 illustrates a second sectional schematic diagram of the air conditioning system of the vehicle according to an embodiment of the present invention, fig. 4 illustrates an enlarged schematic diagram of a part a in fig. 3, and fig. 5 illustrates a structural schematic diagram of a duct group of the air conditioning system of the vehicle according to an embodiment of the present invention. As shown in fig. 1 to 5, an air conditioning system 100 of a vehicle mainly includes an air processing unit mainly for temperature-conditioning air delivered to an in-cabin space of the vehicle, an air duct group 2 mainly for delivering air to a target area of the in-cabin space, and a bypass air duct 3 mainly for adjusting an air volume of a rear row area of the in-cabin space.
In a possible embodiment, the air processing unit mainly includes a housing formed with a cavity, and the functional components of the air processing unit mainly include a blower 11, a compressor, a throttle component (such as an electronic expansion valve), an evaporator 12 and a condenser 13, wherein the evaporator is provided with an air filter 121 on a side close to the blower, and the compressor → the condenser → the electronic expansion valve → the evaporator → the compressor constitutes a refrigerant circulation loop. In this way, air enters the chamber under the action of the blower, and when the air flows across the surface of the evaporator, the air to be delivered to the cabin space can be cooled. The air conditioning system also includes a separate heating element PTC14 which is used primarily to warm the air to be delivered to the cabin space by directly heating the air.
In a possible embodiment, the duct group 2 mainly comprises a supply duct communicating with the cabin space of the vehicle, the supply duct comprising a front exhaust duct 21 for supplying air to the front exhaust space of the cabin space and a rear exhaust duct 22 for supplying air to the rear exhaust space of the cabin space. In this example, the front exhaust duct includes four V1, V2, V3, and V4, and the rear exhaust duct 22 includes a rear exhaust blowing surface duct 221 and a rear exhaust blowing foot duct 222. In this example, the rear discharge blowing surface duct 221 is a duct V5 (the foot blowing duct is omitted in the example shown in fig. 5).
In a possible embodiment, the bypass air duct 3 comprises a first portion 31 and a second portion 32, the bypass air duct being located entirely below the air handling unit. Wherein the first section 31 is located near below the air handling unit and has a certain cross-over with the evaporator 12 therein. Specifically, there is an overlapping portion between a portion of the evaporator 12 near below and a projection of the first portion 31 in the axial direction of the first portion 31. Wherein the second portion 32 is located completely below the air handling unit and thus has no cross-over with the portions of the evaporator 12, condenser 13, etc. therein that may cause air resistance.
In this example, the first portion 31 and the evaporator 12 have a certain cross section, and the specific structure form is as follows: a part of the mounting structure corresponding to the evaporator 12 is formed in the first portion 31, and another part of the mounting structure of the evaporator 12 is located in a position near above the casing, and the two-part mounting structure forms a mounting space of the evaporator 12. The specific structure form of the second part 32 and the air processing unit without the cross part is as follows: a part of the mounting structure corresponding to the condenser 13 is formed on the outer wall of the second portion 32 near the top, and another part of the mounting structure of the condenser 13 is located at a position near the upper side of the housing, and the two-part mounting structure forms a mounting space corresponding to the condenser 13.
In one possible embodiment, the second portion 32 is provided with a damper 321 as the first switching component, the damper is provided with a motor 322, and the damper 321 is rotatably arranged in the second portion 32 by driving the motor 322, so as to adjust the communication state of the second portion 32, such as being switchable between a full communication state, a partial communication state (e.g. 30%, 50%, 70%, etc.) and a non-communication state.
In one possible embodiment, the cross section of the first portion 31 is a structure having an open portion in the circumferential direction, specifically, a portion close to the upper side is open. The cross-section of the second portion 32 is a circumferentially closed structure, such as a substantially circular shape.
In this example, the cross-section of the first portion 31 is relatively large in size in the height direction (Z direction) of the vehicle and the cross-section of the second portion 32 is relatively small in size in the Z direction. Analysis has determined that the maximum dimension of the cross-section of the first portion 31 in the Z-direction should be no less than 30 mm.
Referring to fig. 6, fig. 6 is a diagram illustrating the velocity of air flowing through different portions in an air conditioning system of a vehicle according to an embodiment of the present invention. Suppose the blower is rotating at 3200rpm, the damper 321 in the second section 32 is fully open, and the back pressure at the outlet of the duct is 0 Pa. As shown in fig. 6, the air flows through the air handling unit at a significantly lower speed than through the bypass air duct 3 during its delivery to the cabin space. A higher velocity indicates less wind resistance through the site where a greater proportion of air is expected to be available. If the air flows through the position of the approximate middle of the second part 32, the detected air quantity is 142.5m3/h。
The technical effect of the air conditioning system of the vehicle of the present invention due to the addition of the bypass duct 3 is further verified by comparing a set of data.
Table 1 shows the detected air volumes at V1 to V5 and the calculated air volume distribution ratios in the state where the damper 321 is closed.
TABLE 1 air quantity and ratio in the closed state of air door
| Position of | Air volume (m)3/h) | Percentage of occupation (%) |
| V1 | 131.6 | 18.20％ |
| V2 | 148.2 | 20.60％ |
| V3 | 143.9 | 19.90％ |
| V4 | 128.2 | 17.80％ |
| V5 | 169.3 | 23.50％ |
| Total air volume | 721.2 |
It can be seen that the total air volume of the front exhaust duct 21 reaches a ratio of approximately 80% with the damper 321 closed. Specifically, at this time, since the air must pass through the air handling unit only when it reaches V5, the ratio of the amount of air that can be distributed to the rear exhaust duct is small because the blower is closer to V1-V4. Further, since the air reaches any one of V1-V5 and is exposed to a problem of wind resistance corresponding to the horizontal level, the total air volume is 721.2m3/h。
Table 2 shows the detected air volumes at V1 to V5 and the calculated air volume distribution ratios in the fully opened state of the damper. Namely: under the working condition corresponding to fig. 6, the air volume of each air duct and the relationship between the air volume and the air duct.
TABLE 2 air quantity and ratio of air door in full open state
| Position of | Air volume (m)3/h) | Ratio of the ingredients |
| V1 | 126.6 | 16.40％ |
| V2 | 144 | 18.70％ |
| V3 | 138.4 | 18.00％ |
| V4 | 125.1 | 16.20％ |
| V5 | 236.7 | 30.70％ |
| Total air volume | 770.6 |
It can be seen that the total air volume of the rear exhaust duct 22 reaches a ratio of approximately 30% with the damper closed. Specifically, at this time, since the air reaches V5 and passes through only the evaporator 12 in the air handling unit, the air resistance is significantly reduced, the ratio reaching V5 is significantly increased, and the total air volume is also increased by 770.6m3/h。
Furthermore, since the air reaching V5 passes through only a small portion of evaporator 12, the same temperature rise as V1-V4 does not occur due to heat exchange. Such adjustments may be made at this time: under the condition that the rear exhaust duct 22 comprises the rear exhaust blowing surface air duct 221 and the rear exhaust blowing foot air duct 222, only the bypass air duct 3 is communicated with the rear exhaust blowing surface air duct 221, so that different temperatures can be obtained in a blowing surface area (realized by the rear exhaust blowing surface air duct) and a blowing foot area (realized by the rear exhaust blowing foot air duct) of the rear exhaust space, for example, the blowing surface area obtains more comfortable air at 18-25 ℃, and the blowing foot area can obtain air at the temperature of up to 40 ℃, therefore, under the premise of increasing the air volume ratio, differential temperature control is obtained for the blowing surface area and the blowing foot area, and therefore, the comfort of users in the rear exhaust space is improved.
So far, the technical solutions of the present invention have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present invention is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the utility model, and the technical scheme after the changes or substitutions can fall into the protection scope of the utility model.
Claims (17)
1. An air conditioning system of a vehicle, characterized by comprising:
an air handling unit having a chamber, the air handling unit capable of temperature conditioning air entering the chamber; and
the air duct group comprises an air supply duct communicated with the cabin space of the vehicle, and the air supply duct at least comprises a rear exhaust duct which emits air to a rear exhaust chamber of the cabin space;
wherein, the air conditioning system further includes:
a bypass duct, at least a portion of the bypass duct having no intersecting portion with the air handling unit, so as to:
the air entering the rear exhaust chamber through the bypass duct at least partially reduces the resistance caused by the air having to flow through the air handling unit.
2. The air conditioning system for a vehicle according to claim 1, wherein the bypass duct includes a first portion and a second portion as viewed in a flow direction of air to the rear exhaust duct,
wherein at least the second portion has no intersecting portion with the air handling unit.
3. The air conditioning system of a vehicle of claim 2, wherein the air handling unit includes an evaporator, the first portion having an intersection with at least a portion of the evaporator.
4. The air conditioning system for a vehicle according to claim 3, wherein the air handling unit further includes a compressor, a throttle member, and a condenser, and the compressor, the evaporator, the throttle member, and the condenser constitute a refrigerant circulation circuit.
5. The air conditioning system of a vehicle of claim 3, wherein the air handling unit includes a separate heating component capable of warming air entering the chamber.
6. The air conditioning system for a vehicle according to claim 3, wherein the first portion has an intersection portion with a portion of the evaporator near below.
7. The air conditioning system of a vehicle of claim 4, wherein a mounting structure is formed within the first portion, the evaporator being secured to the vehicle by the mounting structure.
8. The air conditioning system of a vehicle according to any one of claims 2 to 7, characterized in that a switching member is arranged in the second section,
wherein the first part is in communication with the rear exhaust duct via the second part and/or the air handling unit by means of the switching means.
9. The air conditioning system for a vehicle according to claim 8, wherein the switching member includes a first switching member that is provided in the second portion in a movable manner, based on which the state of communication between the second portion and the rear exhaust duct can be switched.
10. The air conditioning system of a vehicle according to claim 9, characterized in that the first switching member is provided with a drive mechanism by which the first switching member is rotatably provided in the second portion.
11. Air conditioning system of a vehicle according to claim 8, characterized in that the switching means comprise a second switching means, which is movably arranged at the first part and/or the second part, on the basis of which the proportion of air entering the second part and the chamber can be adjusted.
12. The air conditioning system for vehicles according to claim 2, wherein the cross section of the second portion is a structure closed in the circumferential direction, and the cross section of at least a part of the first portion is a structure having an open portion in the circumferential direction.
13. The air conditioning system for a vehicle according to claim 2, wherein a maximum dimension of a cross section of the bypass duct in a height direction of the vehicle is equal to or greater than 30 mm.
14. The air conditioning system of a vehicle according to claim 2, characterized in that at least a part of a dimension of a cross section of the first portion in a height direction of the vehicle is larger than at least a part of a dimension of a cross section of the second portion in the height direction of the vehicle.
15. Air conditioning system for a vehicle according to claim 2, characterized in that said first and second parts are in series connection with each other and/or
The second portion and the rear exhaust duct are communicated with each other.
16. The air conditioning system for vehicles according to claim 1, wherein the rear exhaust duct includes a rear exhaust blowing surface duct and a rear exhaust blowing foot duct, and a downstream end of the bypass duct is connected to the rear exhaust blowing surface duct.
17. A vehicle characterized in that it comprises an air conditioning system of a vehicle according to any one of claims 1 to 16.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220478830.5U CN217022124U (en) | 2022-03-07 | 2022-03-07 | Vehicle and air conditioning system thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220478830.5U CN217022124U (en) | 2022-03-07 | 2022-03-07 | Vehicle and air conditioning system thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217022124U true CN217022124U (en) | 2022-07-22 |
Family
ID=82453700
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202220478830.5U Active CN217022124U (en) | 2022-03-07 | 2022-03-07 | Vehicle and air conditioning system thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217022124U (en) |
-
2022
- 2022-03-07 CN CN202220478830.5U patent/CN217022124U/en active Active
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