An S-shaped defrosting and defogging duct structure for vehicles

Abstract

This utility model discloses an S-shaped defrosting and defogging duct structure for vehicles, comprising: a central duct, a left-side duct, and a right-side duct. The central duct has an air inlet and an air outlet; the air inlet is for intake, and the air outlet is for exhausting air towards the windshield. The left-side and right-side ducts are respectively installed on opposite sides of the central duct and connected to it to exhaust air towards the left and right windows, respectively. A left air chamber and a right air chamber are formed within the central duct. A left diverter assembly is formed within the left air chamber to create multiple left air ducts; a right diverter assembly is formed within the right air chamber to create multiple right air ducts. The multiple left and right air ducts allow the airflow towards the windshield to exit from multiple different directions, expanding the defrosting and defogging area of ​​the windshield and improving airflow utilization. Simultaneously, it prevents mutual interference of airflow within the central duct during exhaust, ensuring orderly airflow onto the windshield and improving defrosting and defogging efficiency.

Description

Technical Field

[0001] This utility model relates to the field of vehicle air conditioning system technology, specifically to an S-shaped defrosting and defogging duct structure for vehicles. Background Technology

[0002] Among vehicle components, the air conditioning system is an indispensable part. The defrosting and defogging system, which ensures good visibility of the windshield and the side windows of the driver's cab, is crucial for driving safety. This system removes fog or frost from the windshield and side windows, ensuring clear visibility for the driver in front and through the side windows. This allows the driver to observe the road ahead or check the side mirrors to assess the situation, which is essential for safe driving. With the increasing popularity of electric vehicles, and because wind resistance significantly impacts their range, most electric vehicles use steeply angled windshields to reduce wind resistance. However, the field of vision area of ​​a steeply angled windshield is far from the air outlet of the defrosting and defogging system, making it difficult for the airflow of the defrosting and defogging system to reach it. This reduces the defrosting and defogging efficiency and makes it difficult to achieve a fast defrosting and defogging effect. At the same time, most defrosting and defogging systems do not have airflow diversion in their air chambers, resulting in concentrated airflow when the air is discharged. This makes it impossible to divert the airflow to different areas of the windshield when the air is discharged, resulting in an insufficient defrosting and defogging area, which further leads to low defrosting and defogging efficiency. Utility Model Content

[0003] One of the objectives of this invention is to provide an S-shaped defrosting and defogging duct structure for vehicles, in order to solve the problem of insufficient defrosting and defogging efficiency in existing technologies.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] An S-shaped defrosting and defogging duct structure for vehicles, used to guide airflow to the windshield, left-side window, and right-side window, includes: a central duct, a left-side duct, and a right-side duct. The central duct has an air inlet and an air outlet; the air inlet is for intake, and the air outlet is for exhausting air to the windshield. The left-side and right-side ducts are respectively installed on opposite sides of the central duct and connected to it to exhaust air to the left-side and right-side windows, respectively. A left air chamber and a right air chamber are formed within the central duct. A left air splitter assembly is formed within the left air chamber to create multiple left air ducts. A right air splitter assembly is formed within the right air chamber to create multiple right air ducts. The multiple left and right air ducts are used for airflow splitting within the left and right air chambers, respectively.

[0006] Based on the aforementioned technical means, multiple left and right air ducts enable the airflow flowing from the central duct to the windshield to exit from multiple different directions, expanding the defrosting and defogging area of ​​the windshield and avoiding the problem of concentrated airflow caused by a single air duct's inability to divert airflow, thus improving airflow utilization. At the same time, multiple left and right air ducts prevent mutual interference of airflow within the central duct during airflow, ensuring that the airflow acts on the windshield in an orderly manner, thereby improving defrosting and defogging efficiency. The left and right ducts direct airflow to the left and right windows, providing the driver with a clear view when observing the left and right rearview mirrors, thus improving driving safety.

[0007] Furthermore, the air outlet includes a left air outlet and a right air outlet. The left air outlet is connected to the left air cavity so that the airflow in the left air cavity flows through the left air outlet to the left side of the windshield. The right air outlet is connected to the right air cavity so that the airflow in the right air cavity flows through the right air outlet to the right side of the windshield.

[0008] Based on the aforementioned technical means, the arrangement of the left and right air outlets allows the airflow from the left and right air chambers to be directed to the left and right sides of the windshield, respectively, avoiding airflow turbulence and improving the accuracy of airflow delivery.

[0009] Furthermore, the left diversion assembly includes a first left partition, a second left partition, and a third left partition. The first left partition, the second left partition, and the third left partition are respectively formed in the left air cavity, and one end is close to the left air outlet, so as to divide the left air cavity into four left air ducts.

[0010] Based on the aforementioned technical means, the four left air ducts enable the airflow in the left air cavity to flow precisely to the left air outlet along the duct direction, avoiding mutual interference of the airflow in the left air cavity when flowing to the left air outlet, reducing airflow diffusion and loss, and ensuring that the airflow can reach the target area with high utilization and precision; and the first left partition, the second left partition, and the third left partition distribute the airflow in the left air cavity to each left air duct, which can ensure that the left side of the windshield obtains a uniform defrosting and defogging effect, avoiding incomplete defrosting and defogging.

[0011] Furthermore, the right diversion assembly includes a first right partition, a second right partition, and a third right partition. The first right partition, the second right partition, and the third right partition are respectively formed in the right air cavity, and one end of each partition is close to the right air outlet, so as to divide the right air cavity into four right air ducts.

[0012] Based on the above technical means, the four right air ducts ensure that the airflow in the right air cavity flows precisely to the right air outlet along the duct direction, and finally flows to the right side of the windshield, avoiding mutual interference when the airflow in the right air cavity flows to the right air outlet; and the first right partition, the second right partition, and the third right partition distribute the airflow in the right air cavity to each right air duct, which can ensure that the right side of the windshield obtains a uniform defrosting and defogging effect and avoid incomplete defrosting and defogging.

[0013] Furthermore, the central duct also has a left connector and a right connector. One end of the left duct is installed on the left connector, and the other end is used to exhaust air to the left window. One end of the right duct is installed on the right connector, and the other end is used to exhaust air to the right window.

[0014] Based on the aforementioned technical means, the left and right connectors provide clear separation points for the airflow in the central duct to be diverted to the left and right ducts, respectively. They also provide installation positioning for the left and right ducts, enabling them to be installed quickly and accurately on the central duct, thus improving installation efficiency.

[0015] Furthermore, it also includes a first sealing ring, which is installed at the connection between the left-side pipe and the left-side connector to seal the gap between the left-side pipe and the left-side connector.

[0016] Based on the above technical means, the first sealing ring can prevent airflow from leaking from the connection between the left pipe and the left connector, ensuring the utilization rate of airflow; at the same time, the first sealing ring can also prevent impurities in the external environment from entering the central pipe or the left pipe from the connection between the left pipe and the left connector.

[0017] Furthermore, a first limiting interface is formed at the end of the left pipe near the left connector, and the left connector is installed in the first limiting interface; the first sealing ring is located between the left connector and the first limiting interface.

[0018] Based on the above technical means, the first limiting interface not only provides a clear installation limit for the left connector to connect to the left pipe, improving the assembly efficiency of the left connector to connect to the left pipe, but also provides an installation limit for the first sealing ring, preventing the first sealing ring from loosening and falling off.

[0019] Furthermore, it also includes a second sealing ring, which is installed at the connection between the right-side pipe and the right-side connector to seal the gap between the right-side pipe and the right-side connector.

[0020] Based on the above technical means, the second sealing ring can prevent airflow from leaking from the connection between the right-side pipe and the right-side connector, ensuring the utilization rate of airflow; at the same time, the second sealing ring can also prevent impurities in the external environment from entering the central pipe or the right-side pipe from the connection between the right-side pipe and the right-side connector.

[0021] Furthermore, a second limiting interface is formed at the end of the right-side pipe near the right-side connector, and the right-side connector is installed inside the second limiting interface; the second sealing ring is located between the right-side connector and the second limiting interface.

[0022] Based on the above technical means, the second limiting interface not only provides a clear installation limit for the right connector to connect to the right pipe, improving the assembly efficiency of the right connector to the right pipe, but also provides an installation limit for the second sealing ring, preventing the second sealing ring from loosening and falling off.

[0023] Furthermore, the projection of the central pipe onto the XZ plane is S-shaped; where the X direction is the vehicle length direction and the Z direction is the vehicle height direction.

[0024] Based on the aforementioned technical means, designing the central duct in an S-shape not only extends the airflow path within the central duct, allowing the airflow to gradually turn along the arc path, reducing energy loss during airflow turning to ensure airflow speed, but also allows its air outlet to face the windshield, guiding the airflow and increasing the airflow's landing point on the windshield, enabling the upper part of the windshield to achieve defrosting and defogging effects; the S-shaped central duct can also avoid other components inside the vehicle, providing space for the installation and layout of other vehicle components.

[0025] The beneficial effects of this utility model are as follows:

[0026] Multiple left and right air ducts allow the airflow from the central duct to the windshield to exit from multiple different directions, expanding the defrosting and defogging area of ​​the windshield and avoiding the problem of concentrated airflow caused by a single duct's inability to distribute airflow, thus improving airflow utilization. At the same time, multiple left and right air ducts prevent mutual interference of airflow within the central duct during airflow, ensuring that the airflow acts on the windshield in an orderly manner, improving defrosting and defogging efficiency. The left and right ducts direct airflow to the left and right windows, providing the driver with a clear view when observing the left and right rearview mirrors, thus improving driving safety. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the overall structure of the duct structure of this utility model;

[0029] Figure 2 This is an exploded structural diagram of the duct structure of this utility model;

[0030] Figure 3 This is one of the structural schematic diagrams of the central pipeline of this utility model;

[0031] Figure 4 for Figure 3 A perspective structural diagram;

[0032] Figure 5 This is the second schematic diagram of the central pipeline structure of this utility model;

[0033] Figure 6 This is a left view of the central pipe of this utility model;

[0034] Figure 7 This is a schematic diagram of the structure of the left-side pipe of this utility model;

[0035] Figure 8 This is a schematic diagram of the structure of the pipe on the right side of this utility model.

[0036] in,

[0037] 100. Central duct; 110. Air inlet; 120. Air outlet; 121. Left air outlet; 122. Right air outlet; 130. Left air chamber; 131. Left diversion assembly; 1311. First left partition; 1312. Second left partition; 1313. Third left partition; 132. Left air duct; 140. Right air chamber; 141. Right diversion assembly; 1411. First right partition; 1412. Second right partition; 1413. Third right partition; 142. Right air duct; 150. Left connector; 160. Right connector; 170. Middle partition; 180. Reinforcing plate; 200. Left duct; 210. First limiting interface; 300. Right duct; 310. Second limiting interface; 400. First sealing ring; 500. Second sealing ring. Detailed Implementation

[0038] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. The drawings are for illustrative purposes only and should not be construed as limiting the utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0039] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0040] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0041] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0042] This embodiment provides, as follows: Figures 1 to 8The diagram shows an S-shaped defrosting and defogging duct structure for a vehicle, used to direct airflow to the windshield, left-side window, and right-side window. It includes a central duct 100, a left-side duct 200, and a right-side duct 300. The central duct 100 has an air inlet 110 and an air outlet 120. The air inlet 110 is used for air intake, and the air outlet 120 is used for air outlet to the windshield. The left-side duct 200 and right-side duct 300 are respectively installed on opposite sides of the central duct 100 and are connected to the central duct 100. The 0-way connection allows air to be directed to the left and right windows respectively; a left air chamber 130 and a right air chamber 140 are formed within the central duct 100; a left diversion assembly 131 is formed within the left air chamber 130 to form multiple left air ducts 132 within the left air chamber 130; a right diversion assembly 141 is formed within the right air chamber 140 to form multiple right air ducts 142 within the right air chamber 140; the multiple left air ducts 132 and the multiple right air ducts 142 are used for airflow diversion within the left air chamber 130 and the right air chamber 140 respectively.

[0043] When defrosting or defogging is needed on the windshield, left-side window, and right-side window, the vehicle's air conditioning system is turned on to generate airflow. The airflow enters the central duct 100 through the air inlet 110, then passes through the left and right air chambers 140 into the left and right air ducts 132, 142, left duct 200, and right duct 300, achieving the desired effect. Figure 3 The airflow is diverted to the windshield, left window, and right window respectively. Due to the action of multiple left air ducts 132 and multiple right air ducts 142, compared with the traditional non-diverted air duct structure, the airflow to the windshield can cover a wider area of ​​the windshield in the vehicle width direction, achieving a wider coverage of the defrosting and defogging area and further improving the defrosting and defogging efficiency.

[0044] Multiple left-side air ducts 132 and multiple right-side air ducts 142 enable the airflow flowing from the central duct 100 towards the windshield to exit from multiple different directions, expanding the defrosting and defogging area of ​​the windshield and avoiding the problem of concentrated airflow caused by a single air duct's inability to divert airflow, thus improving airflow utilization. At the same time, multiple left-side air ducts 132 and multiple right-side air ducts 142 can prevent mutual interference of airflow within the central duct 100 during airflow, allowing the airflow to act on the windshield in an orderly manner, improving defrosting and defogging efficiency. The left-side duct 200 and the right-side duct 300 direct the airflow to the left and right side windows, providing the driver with a clear view when observing the left and right side rearview mirrors, thus improving driving safety.

[0045] like Figure 4 As shown, in order to divide the interior of the central duct 100 into a left air chamber 130 and a right air chamber 140, a middle partition 170 is formed inside the central duct 100. The middle partition 170 divides the interior cavity of the central duct 100 into two parts, forming the left air chamber 130 and the right air chamber 140.

[0046] like Figure 2 As shown, in this embodiment, the air outlet 120 includes a left air outlet 121 and a right air outlet 122. The left air outlet 121 is connected to the left air cavity 130, so that the airflow in the left air cavity 130 flows through the left air outlet 121 to the left side of the windshield. The right air outlet 122 is connected to the right air cavity 140, so that the airflow in the right air cavity 140 flows through the right air outlet 122 to the right side of the windshield. The arrangement of the left air outlet 121 and the right air outlet 122 allows the airflow from the left air cavity 130 and the right air cavity 140 to be directed to the left and right sides of the windshield, respectively, avoiding airflow turbulence and improving the accuracy of airflow delivery.

[0047] like Figure 2 As shown, in this embodiment, the left diversion assembly 131 includes a first left partition 1311, a second left partition 1312, and a third left partition 1313. The first left partition 1311, the second left partition 1312, and the third left partition 1313 are respectively formed in the left air cavity 130, with one end close to the left air outlet 121, so as to divide the left air cavity 130 into four left air channels 132. The four left air channels 132 enable the airflow in the left air cavity 130 to flow precisely to the left outlet along the air channel direction. The air vent 121 prevents the airflow in the left air cavity 130 from interfering with each other when flowing to the left air outlet 121, thereby reducing the diffusion and loss of airflow and ensuring that the airflow can reach the target area with high utilization and precision. In addition, the first left partition 1311, the second left partition 1312 and the third left partition 1313 distribute the airflow in the left air cavity 130 to each left air duct 132, which can ensure that the left side of the windshield obtains a uniform defrosting and defogging effect and avoid incomplete defrosting and defogging.

[0048] like Figure 2 As shown, in this embodiment, the right airflow splitter 141 includes a first right partition 1411, a second right partition 1412, and a third right partition 1413. The first right partition 1411, the second right partition 1412, and the third right partition 1413 are respectively formed in the right air cavity 140, with one end close to the right air outlet 122, so as to divide the right air cavity 140 into four right air ducts 142. The four right air ducts 142 allow the airflow in the right air cavity 140 to flow precisely to the right air outlet 122 along the air duct direction, and finally flow to the right side of the windshield, avoiding mutual interference of the airflow in the right air cavity 140 when flowing to the right air outlet 122; and the first right partition 1411, the second right partition 1412, and the third right partition 1413 distribute the airflow in the right air cavity 140 to each right air duct 142, which can ensure that the right side of the windshield obtains a uniform defrosting and defogging effect and avoid incomplete defrosting and defogging.

[0049] like Figure 4As shown, to increase the airflow velocity from the air outlet 120 within the central duct 100, the first left partition 1311, the second left partition 1312, and the third left partition 1313 are arranged to form a left air duct 132 that is wider at the front and narrower at the back (here, "front" refers to the end through which the airflow passes first, and "back" refers to the end through which the airflow passes last). This allows the airflow to be compressed at the front end of the left air duct 132, and the airflow velocity increases after passing through the front end of the left air duct 132, thereby forming a jet. This allows the airflow to be directed towards the left side of the windshield at a high speed and with a long range, thus increasing the landing point of the airflow on the left side of the windshield and enabling rapid defrosting and defogging. Similarly, the arrangement of the first right partition 1411, the second right partition 1412, and the third right partition 1413 also forms a right air duct 142 that is wider at the front and narrower at the back, with the same principle as the left air duct 132, which will not be described again here.

[0050] To increase the airflow velocity within the left duct 200 and right duct 300, both ducts are designed as flat ducts with their outlets angled towards the left / right window. This allows the airflow towards the left / right window to be compressed within the ducts, thereby increasing the speed at which the airflow exits from the outlets and further improving defrosting and defogging efficiency.

[0051] like Figures 3 to 5 As shown in this embodiment, the central duct 100 also has a left connector 150 and a right connector 160. One end of the left duct 200 is installed on the left connector 150, and the other end is used to exhaust air to the left side window. One end of the right duct 300 is installed on the right connector 160, and the other end is used to exhaust air to the right side window. The left connector 150 and the right connector 160 provide clear separation points for the airflow in the central duct 100 to be diverted to the left duct 200 and the right duct 300, respectively. They also provide installation positioning for the left duct 200 and the right duct 300, enabling them to be installed quickly and accurately on the central duct 100, thus improving installation efficiency.

[0052] like Figure 5 As shown, in order to increase the strength of the left connector 150 and the right connector 160, reinforcing plates 180 are respectively installed between the left connector 150 and the central pipe 100 and between the right connector 160 and the central pipe 100 to prevent the left connector 150 and the right connector 160 from being easily damaged.

[0053] like Figure 2As shown, this embodiment also includes a first sealing ring 400, which is installed at the connection between the left pipe 200 and the left connector 150 to seal the gap between them. The first sealing ring 400 prevents airflow leakage from the connection between the left pipe 200 and the left connector 150, ensuring efficient airflow utilization. Simultaneously, the first sealing ring 400 also prevents impurities from the external environment from entering the central pipe 100 or the left pipe 200 from the connection between the left pipe 200 and the left connector 150. Furthermore, when there is a certain dimensional deviation between the left pipe 200 and the left connector 150, the first sealing ring 400 can effectively eliminate this dimensional deviation, achieving a sealed pipeline effect.

[0054] like Figure 2 and Figure 7 As shown, in this embodiment, a first limiting interface 210 is formed at the end of the left pipe 200 near the left connector 150, and the left connector 150 is installed inside the first limiting interface 210; the first sealing ring 400 is located between the left connector 150 and the first limiting interface 210. The first limiting interface 210 not only provides a clear installation limit for the left connector 150 to connect to the left pipe 200, improving the assembly efficiency of the left connector 150 to connect to the left pipe 200, but also provides an installation limit for the first sealing ring 400, preventing the first sealing ring 400 from loosening and falling off.

[0055] like Figure 7 As shown, to facilitate the connection between the left connector 150 and the left pipe 200, the first limiting interface 210 is double-flared, meaning it comprises two sections with different outer diameters. The smaller outer diameter section is closer to the body of the left pipe 200, while the larger outer diameter section is located on the side of the smaller outer diameter section away from the body of the left pipe 200. The larger outer diameter section provides initial positioning for the left connector 150, while the smaller outer diameter section further limits its position. Furthermore, the first sealing ring 400 is installed on the smaller outer diameter section, ensuring a secure connection of the left connector 150 to the first limiting interface 210. It is worth noting that the first sealing ring 400 is made of a material capable of elastic deformation, facilitating its sealing between the left connector 150 and the first limiting interface 210.

[0056] like Figure 2As shown, this embodiment also includes a second sealing ring 500, which is installed at the connection between the right-side pipe 300 and the right-side connector 160 to seal the gap between them. The second sealing ring 500 prevents airflow leakage from the connection between the right-side pipe 300 and the right-side connector 160, ensuring efficient airflow utilization. Simultaneously, the second sealing ring 500 also prevents impurities from the external environment from entering the central pipe 100 or the right-side pipe 300 from the connection between the right-side pipe 300 and the right-side connector 160. Furthermore, when there is a dimensional deviation between the right-side pipe 300 and the right-side connector 160, the second sealing ring 500 can effectively eliminate this deviation, achieving a sealed pipeline effect.

[0057] like Figure 2 and Figure 8 As shown, in this embodiment, a second limiting interface 310 is formed at the end of the right pipe 300 near the right connector 160, and the right connector 160 is installed inside the second limiting interface 310; the second sealing ring 500 is located between the right connector 160 and the second limiting interface 310. The second limiting interface 310 not only provides a clear installation limit for the right connector 160 to connect to the right pipe 300, improving the assembly efficiency of the right connector 160 to connect to the right pipe 300, but also provides an installation limit for the second sealing ring 500, preventing the second sealing ring 500 from loosening and falling off.

[0058] like Figure 8 As shown, in order to facilitate the connection between the right connector 160 and the right pipe 300, the second limiting interface 310 is also double-layered horn-shaped, which also includes two sections with different outer diameters, and its principle is the same as that of the first limiting interface 210, which will not be described again here.

[0059] like Figure 6 As shown, in this embodiment, the projection of the central duct 100 onto the XZ plane is S-shaped; where the X direction is the vehicle length direction and the Z direction is the vehicle height direction. Designing the central duct 100 as S-shaped not only extends the airflow path within the central duct 100, allowing the airflow to gradually turn along an arc path, reducing energy loss during airflow turning compared to abrupt changes in direction at an acute angle, thus ensuring the airflow speed (which is improved compared to abrupt changes in direction at an acute angle); it also allows its air outlet 120 to face the windshield in a predetermined direction, guiding the airflow and increasing the airflow's landing point on the windshield, enabling defrosting and defogging effects on the upper part of the windshield; the S-shaped central duct 100 also avoids other components inside the vehicle, providing space for the installation and layout of other vehicle components. When the airflow within the central duct 100 flows out through the air outlet 120, its flow direction is as follows... Figure 6 As indicated by the middle arrow.

[0060] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A defroster and defogger wind tube structure for a vehicle of S type for guiding air flow to a front windshield, a left side window and a right side window, characterized by, include: The vehicle includes a central duct (100), a left-side duct (200), and a right-side duct (300). The central duct (100) has an air inlet (110) and an air outlet (120). The air inlet (110) is used to intake air, and the air outlet (120) is used to exhaust air to the windshield. The left-side duct (200) and the right-side duct (300) are respectively installed on opposite sides of the central duct (100) and are connected to the central duct (100) to exhaust air to the left-side window and the right-side window, respectively. A left air cavity (130) and a right air cavity (140) are formed within the central duct (100); a left diversion assembly (131) is formed within the left air cavity (130) to form multiple left air ducts (132); a right diversion assembly (141) is formed within the right air cavity (140) to form multiple right air ducts (142); the multiple left air ducts (132) and the multiple right air ducts (142) are respectively used for airflow diversion within the left air cavity (130) and the right air cavity (140).

2. The S-shaped defroster and defogger air duct structure for a vehicle according to claim 1, characterized by The air outlet (120) includes a left air outlet (121) and a right air outlet (122). The left air outlet (121) is connected to the left air cavity (130) so that the airflow in the left air cavity (130) flows through the left air outlet (121) to the left side of the windshield. The right air outlet (122) is connected to the right air cavity (140) so that the airflow in the right air cavity (140) flows through the right air outlet (122) to the right side of the windshield.

3. The S-shaped defrosting and defogging duct structure for vehicles according to claim 2, characterized in that, The left diversion assembly (131) includes a first left partition (1311), a second left partition (1312), and a third left partition (1313). The first left partition (1311), the second left partition (1312), and the third left partition (1313) are respectively formed in the left air cavity (130), and one end is close to the left air outlet (121) to divide the left air cavity (130) into four left air ducts (132).

4. The S-shaped defrosting and defogging duct structure for vehicles according to claim 2, characterized in that, The right splitter assembly (141) includes a first right partition (1411), a second right partition (1412), and a third right partition (1413). The first right partition (1411), the second right partition (1412), and the third right partition (1413) are respectively formed in the right air cavity (140), and one end is close to the right air outlet (122) to divide the right air cavity (140) into four right air ducts (142).

5. The S-type defrosting and defogging duct structure for vehicles according to claim 1, characterized in that, The central duct (100) also has a left connector (150) and a right connector (160). One end of the left duct (200) is installed on the left connector (150), and the other end is used to vent air to the left window. One end of the right duct (300) is installed on the right connector (160), and the other end is used to vent air to the right window.

6. The S-type defrosting and defogging duct structure for vehicles according to claim 5, characterized in that, It also includes a first sealing ring (400), which is installed at the connection between the left pipe (200) and the left connector (150) to seal the gap between the left pipe (200) and the left connector (150).

7. The S-type defrosting and defogging duct structure for vehicles according to claim 6, characterized in that, The left pipe (200) has a first limiting interface (210) at one end near the left connector (150), and the left connector (150) is installed in the first limiting interface (210); the first sealing ring (400) is located between the left connector (150) and the first limiting interface (210).

8. The S-type defrosting and defogging duct structure for vehicles according to claim 5, characterized in that, It also includes a second sealing ring (500), which is installed at the connection between the right-side pipe (300) and the right-side connector (160) to seal the gap between the right-side pipe (300) and the right-side connector (160).

9. The S-type defrosting and defogging duct structure for vehicles according to claim 8, characterized in that, The right-side pipe (300) has a second limiting interface (310) formed at one end near the right-side connector (160), and the right-side connector (160) is installed inside the second limiting interface (310); the second sealing ring (500) is located between the right-side connector (160) and the second limiting interface (310).

10. The S-type defrosting and defogging duct structure for vehicles according to claim 1, characterized in that, The projection of the central pipe (100) on the XZ plane is S-shaped; where the X direction is the vehicle length direction and the Z direction is the vehicle height direction.

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