Vehicle ventilation assembly

Abstract

A vehicle comprising a passenger compartment, a seat located in the passenger compartment and a ventilation assembly located in front of the seat, the ventilation assembly comprising at least one outlet for discharging air into the passenger compartment, wherein the ventilation assembly is adapted to direct a jet of air along a jet axis (605) through the outlet towards a region of the passenger compartment located rearward of the seat, the jet axis projecting rearward and upward over the seat.

Description

TECHNICAL FIELD

[0001] The present invention relates to a vehicle comprising a ventilation assembly for discharging air into a passenger compartment of the vehicle. BACKGROUND

[0002] Vehicles, such as passenger cars, typically comprise a ventilation system for supplying heated or cooled air to the passenger compartment of the vehicle to improve occupant comfort. Typically, such a ventilation system comprises a fan unit located behind the dashboard in the front of the passenger compartment which draws in air from outside the vehicle through a heating and cooling element and discharges the air flow into the passenger compartment through a ventilation opening located in the dashboard. It is also known to provide the fan unit with additional ventilation openings in remote areas of the cabin, for example, near the second row of seats. These additional ventilation openings can advantageously provide increased air flow to the second row of seats area, thereby facilitating more effective heating or cooling of the second row of passengers.

[0003] Published US patent 4,783,115 shows a passenger car with ventilation openings in the B-pillar for directing air towards the second row of passengers. In US patent 4,783,115, the B-pillar ventilation openings (29, 30) are supplied with air by a fan unit located behind the dashboard in the front of the passenger compartment through a duct (26) which passes through the front door (10) of the vehicle. This duct disadvantageously occupies space within the door and increases the mass and complexity of the ventilation system assembly. Furthermore, when the vehicle door is opened, the air flow through the duct is interrupted, thereby disadvantageously interrupting the supply of air to the B-pillar ventilation openings. SUMMARY

[0004] According to an aspect of the present invention, there is provided a vehicle comprising a passenger compartment, a seat located in the passenger compartment and a ventilation assembly located in front of the seat, the ventilation assembly comprising at least one outlet for discharging air into the passenger compartment, wherein the ventilation assembly is adapted to direct an air jet along a jet axis through the outlet, the jet axis projecting rearwardly and upwardly over the seat towards a passenger compartment area rearwardly of the seat.

[0005] The ventilation assembly is thus located in front of the seat but serves to provide ventilation to a passenger compartment area located rearwardly of the seat. By way of example, the seat can be the foremost seat of the vehicle, one or more seats can be located in a second row in the passenger compartment rearwardly of the front row of seats and the ventilation assembly can direct an air jet past the front row of seats towards the second row of seats, thereby advantageously improving ventilation for the occupants of the second row of seats.

[0006] Because the ventilation assembly is located in front of the seat, the task of delivering air flow from the front end of the vehicle to the ventilation assembly is simplified. In particular, positioning the ventilation assembly in front of the seat avoids the need to install a duct within the vehicle and extend the duct past the seat to deliver air flow from the front end of the vehicle to the ventilation assembly. The packaging of the ventilation assembly and associated ducts is therefore simplified.

[0007] Furthermore, because the ventilation assembly directs the air jet above the seat, rather than, for example, directly at the seat, the impact of the air jet on the seat occupant can be an acceptably low level. Thus, ventilation of the rear region of the passenger cabin can be achieved by the ventilation assembly located forwardly without causing the occupant on the seat to which the air jet is directed to be overly uncomfortable.

[0008] The jet axis along which the ventilation assembly directs the air jet can be fixed. That is, the user of the vehicle cannot readily change the configuration of the ventilation assembly to direct the air jet in an alternative direction into the passenger cabin. Thus, the user of the vehicle cannot reconfigure the ventilation assembly to direct the air jet in an alternative direction into the passenger cabin. Thus, the risk of the user inadvertently redirecting the air jet in a manner which can negatively impact on the comfort of the passenger cabin occupant, for example by adjusting the ventilation assembly to direct the air jet directly at the seat, is avoided. Thus, the risk of an inappropriate adjustment of the ventilation assembly which negatively impacts on passenger comfort is reduced.

[0009] The ventilation assembly can be adapted to shape the jet to have a width to height ratio at a location above the seat of greater than 1 : 1, preferably at least 2: 1.

[0010] The width of the gap region above the upper extent of the seat is typically greater than the height. Shaping the second air jet to have a width to height ratio of greater than 1 : 1, i.e. its width dimension is greater than its height dimension, more preferably the ratio is at least 2: 1, makes best use of the gap region above the seat so that the maximum amount of airflow can be supplied to the rear region of the passenger cabin whilst minimising the impact on the seat occupant.

[0011] The vehicle can comprise a roof located above the passenger cabin.

[0012] When the seat is arranged in the highest adjustment position, the ventilation assembly can be adapted to shape the jet to have a height at a location above the seat of at least 80% of the height of the gap between the seat and the roof. Shaping the air jet to have a height at a location above the seat of at least 80% of the height of the minimum gap between the upper extent of the seat and the roof makes best use of the gap region so that the maximum amount of airflow can be supplied to the rear region of the passenger cabin.

[0013] When the seat is arranged in the highest adjustment position, the ventilation assembly can be adapted to shape the jet to have a height at a location above the seat of no more than 120% of the height of the gap between the seat and the roof. Shaping the air jet to have a height above the seat of no more than 120% of the height of the minimum gap between the upper extent of the seat and the roof can reduce the extent of the collision of the air jet with the seat and its occupant, thereby reducing the impact of the air jet on the occupant.

[0014] The jet axis can be projected at an angle of at least 45 degrees but preferably less than 80 degrees relative to the horizontal. By directing the second air jet at an angle of at least 45 degrees, it can be expected that a large proportion of the air jet will be directed over the top of the seat rather than directly onto the seat. Thus, the extent to which the air jet impacts on the occupant of the seat can be minimised. Keeping the angle of the second jet below 80 degrees relative to the horizontal can avoid the air jet impinging on the top at too steep an angle. Thus, the attachment of the air jet to the top can be improved. Thus, a greater volume of airflow can be directed over the seat without unduly impacting on the occupant of the seat.

[0015] When the seat is set in the most forward adjustment position, the jet axis can intersect the top at a position above the seat.

[0016] The seat in its most forward adjustment position, i.e. the most forward position of any range of positions through which the seat is adapted to be adjusted by a vehicle occupant when normally using the vehicle, represents the worst case, as as the seat is moved forward, the occupant sitting on the seat is closer to the exit, and thus the likelihood of the air jet impacting on the occupant increases if the angle is directed shallower. Thus, by directing the second air jet at a position above the seat in the most forward position, it can be ensured that in the worst case, undue impact on the occupant of the seat is not caused by the air jet.

[0017] The ventilation assembly can be located in a dashboard of the vehicle. Thus, the duct supplying airflow to the ventilation assembly can conveniently be obscured from the view of the occupants of the passenger compartment by the dashboard.

[0018] The at least one outlet can form an elongate slit extending transversely of the passenger compartment. An outlet in the form of an elongate slit can make best use of the area available for the outlet to allow the maximum amount of airflow to pass through the outlet into the passenger compartment.

[0019] The vehicle can comprise an electric fan for supplying air to the ventilation assembly.

[0020] The vehicle can comprise a further seat located in the passenger compartment, wherein the seat and the further seat can be arranged in a row and on the left and right sides of the passenger compartment respectively.

[0021] The ventilation assembly can be adapted to direct the second air jet through the at least one outlet, the jet can be directed rearwardly and upwardly over the left seat, towards a region of the passenger compartment located rearwardly of the left seat, and the second jet can be directed along a second jet axis, the second jet axis projecting rearwardly and upwardly over the right seat towards a region of the passenger compartment located rearwardly of the right seat.

[0022] Thus, the second air jet can provide a further increased airflow to the rear area of the passenger cabin, thereby improving ventilation of this area. Because the ventilation assembly directs the air jet upwards above the right seat, rather than, for example, directly at the seat, the impact of the second air jet on the seat occupant can be an acceptably low level. Thus, improved ventilation of the rear area of the passenger cabin can be achieved by the forwardly located ventilation assembly without unduly discomforting the occupant of the seat.

[0023] The second jet axis can be fixed. Thus, a user of the vehicle cannot reconfigure the ventilation assembly to direct the second air jet into the passenger cabin in an alternative direction. Thus, the risk of the user inadvertently redirecting the air jet in a manner that can negatively affect the comfort of the passenger cabin occupant, for example by adjusting the ventilation assembly to direct the air jet directly at the seat, is avoided. Thus, the risk of an inappropriate adjustment of the ventilation assembly that negatively affects the comfort of the passenger is reduced.

[0024] The ventilation assembly can be adapted to shape the second jet to have a width-to-height ratio of more than 1 : 1, preferably at least 2: 1, at a location above the right seat. The width of the gap region above the upper extent of the seat is typically greater than the height. Shaping the second air jet to have a width-to-height ratio of more than 1 : 1, i.e. its width dimension is greater than its height dimension, more preferably the ratio is at least 2: 1, can best utilise the gap region above the seat, so that a maximum amount of airflow can be supplied to the rear area of the passenger cabin while minimising the impact on the seat occupant.

[0025] The ventilation assembly can be adapted to shape the second jet to have a height at a location above the right seat that is at least 80% of the height of the gap between the seat and the roof when the seat is set in the highest adjustment position. Shaping the air jet to have a height at a location above the seat that is at least 80% of the minimum gap height between the upper extent of the seat and the roof can best utilise the gap region so that a maximum amount of airflow can be supplied to the rear area of the passenger cabin.

[0026] The ventilation assembly can be adapted to shape the second jet to have a height at a location above the right seat that is not more than 120% of the height of the gap between the seat and the roof when the seat is set in the highest adjustment position. Shaping the air jet to have a height above the seat that is not more than 120% of the minimum gap height between the upper extent of the seat and the roof can reduce the extent of the collision of the air jet with the seat and its occupant, thereby reducing the impact of the air jet on the occupant.

[0027] The second jet axis can project at an angle of at least 45 degrees but preferably less than 80 degrees with respect to the horizontal. By directing the second air jet at an angle of at least 45 degrees, it can be expected that a large portion of the air jet will be directed over the top of the seat, rather than directly at the seat. Thus, the extent to which the air jet impacts the occupant of the seat can be minimised. Keeping the angle of the second jet below 80 degrees with respect to the horizontal can avoid the air jet impinging on the top at too steep an angle. Thus, the attachment of the air jet to the top can be improved. Thus, a greater volume of airflow can be directed over the seat without unduly impacting the occupant of the seat.

[0028] The second jet axis can intersect the top at a position above the right-hand seat when the seat is set in the most forward adjustment position. The seat in its most forward adjustment position, i.e. the most forward position of any range of positions through which the seat is adapted to be adjusted by a user of the vehicle when using the vehicle in normal use, represents the worst case, as the occupant sitting on the seat is closer to the exit as the seat is moved forward, so the likelihood of the air jet impacting the occupant increases if the angle is directed shallower. Thus, by directing the second air jet at a position above the seat in the most forward position, it can be ensured that undue impact on the occupant of the seat by the air jet will not occur even in the worst case.

[0029] The at least one outlet can be a single outlet and the ventilation assembly can be adapted to direct the air jet through a first region of the outlet and to direct the second air jet through a second region of the outlet. Discharging the jets and the further jet through different regions of a single outlet can simplify the construction of the ventilation assembly.

[0030] The first region of the outlet can be offset to the left of the longitudinal centreline of the passenger cabin and the second region of the outlet can be offset to the right of the longitudinal centreline of the passenger cabin. Thus, each air jet can flow directly rearward between the seats and over one of the seats, respectively, thereby minimising the distance travelled by the jets before passing between or over the seats and thus minimising the extent of the spread of the jets. Thus, the impact of the air jets on the occupants of the seats can be further reduced.

[0031] The ventilation assembly can be adapted to direct the further air jet along a further jet axis through the outlet towards a region of the passenger cabin located rearward of the seats, the further jet axis projecting rearward between the left-hand seat and the right-hand seat.

[0032] Directing the air jets between the seats, rather than, for example, directly at the seats, ensures that the extent of the impact of the air jets on the occupants of the seats can be an acceptably low extent. Thus, ventilation of a region of the passenger cabin located rearward can be achieved by a ventilation assembly located forward without unduly inconveniencing the occupants of the seats.

[0033] The further jet axis can be fixed. Thus, a user of the vehicle cannot reconfigure the ventilation assembly to direct the further jet of air into the passenger cabin in an alternative direction. Thus, the risk of the user unintentionally redirecting the further jet of air in a way that can negatively affect the comfort of the passenger cabin occupants, for example by adjusting the ventilation assembly to direct the jet of air directly at the seats, is avoided. Thus, the risk of an improper adjustment of the ventilation assembly that negatively affects the comfort of the passengers is reduced.

[0034] The ventilation assembly can be adapted to shape the further jet to have an aspect ratio of more than 1 : 1 at a position between the left-hand seat and the right-hand seat, and preferably the ratio is at least 2: 1.

[0035] The height of the gap region between the left-hand seat and the right-hand seat is typically greater than the width. Shaping the further jet of air to have an aspect ratio of more than 1 : 1, i.e. its height dimension is greater than its width dimension, and more preferably the ratio is at least 2: 1, can best utilize the gap region between the seats so that a maximum amount of airflow can be supplied to the rear region of the passenger cabin while minimizing the impact on the seat occupants.

[0036] The ventilation assembly can be adapted to shape the further jet to have a width at a position between the left-hand seat and the right-hand seat that is at least 80% of the width of the gap between the left-hand seat and the right-hand seat. Shaping the further jet of air to have a width between the seats that is at least 80% of the width of the gap between the seats can best utilize the gap region between the seats so that a maximum amount of airflow can be supplied to the rear region of the passenger cabin.

[0037] The ventilation assembly can be adapted to shape the further jet to have a width at a position between the left-hand seat and the right-hand seat that is not more than 120% of the width of the gap between the left-hand seat and the right-hand seat. Shaping the further jet of air to have a width between the seats that is not more than 120% of the width of the gap between the seats can reduce the extent of the impingement of the jet of air on the seats and their occupants so that the impact of the jet of air on the occupants is reduced.

[0038] The outlet can be located directly in front of the gap between the left-hand seat and the right-hand seat. Thus, the further jet of air can flow directly rearward between the seats so that the distance travelled by the further jet before passing between the seats is minimized and thus the extent of the diffusion of the jet is minimized. Thus, the impact of the jet of air on the seat occupants can be further reduced.

[0039] The further jet axis can be projected parallel to a longitudinal center line of the passenger compartment. Thereby, a lateral movement of air within the passenger compartment caused by the further air jet can be reduced, thereby reducing the impact on the passengers of the passenger compartment. The further air jet can even be projected along the longitudinal center line. Thereby, the movement of air generated by the further air jet can be symmetrical about the longitudinal center line. Thereby, an over-impact on passengers sitting on one side or the other side of the longitudinal center line can be reduced.

[0040] The further jet axis can be projected at an angle of not more than 30 degrees, preferably not more than 10 degrees, with respect to the horizontal plane. By orienting the further jet axis at a relatively shallow angle with respect to the horizontal plane, an upward or downward movement of air in the passenger compartment can be reduced, thereby the impact on the passengers within the passenger compartment can be further reduced.

[0041] The further jet axis can project between the left seat and the right seat a height of not more than 50 centimeters, or preferably not more than 40 centimeters, or preferably not more than 30 centimeters, or even not more than 20 centimeters, above a center point of an upper surface of a seat cushion of the left seat or the right seat when the seat is arranged in a lowest adjustment position. It is advantageous that the further air jet passes between the seats at a height below the upper torso, neck or head of a passenger sitting on the seat, as the upper body region of a seated passenger can be more susceptible to the impact of the further air jet than the lower body region. The seat in its lowest adjustment position, i.e. arranged to a lowest height of an adjustment range through which the seat is adapted to be adjusted by a user of the vehicle when normally using the vehicle, represents a worst case scenario, as the upper body region of a seated passenger can accordingly be at a lower height when the seat is lower. Thereby, by directing the further air jet at the specified height, it can be expected that the further air jet passes between the seats at a height corresponding to the height of the lower body region of a passenger sitting in the seat, e.g. at the height of the passenger's abdomen, and the degree of impact on the upper body region of a passenger sitting in the seat caused by the further air jet can be further reduced. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order that the application can be more readily understood, embodiments of the application will now be described, by way of example, with reference to the accompanying drawings, in which:

[0043] Figure 1 is a schematic bird's eye view of a passenger car embodying the application, including a ventilation system for ventilating a passenger compartment of the car;

[0044] Figure 2 is a schematic side view of the passenger car;

[0045] Figure 3 is a schematic view of an instrument panel of the passenger car, showing a ventilation assembly of the ventilation system mounted thereon;

[0046] Figure 4a , 4b , 4c and 4d are front perspective view, rear perspective view, front elevational view and rear elevational view, respectively, of the ventilation assembly;

[0047] Figure 5 is a perspective cut view of the ventilation assembly alone;

[0048] Figure 6a , 6b and 6c are schematic end cross-sectional views taken along lines A, B and C, respectively, identified in Figure 4;

[0049] Figure 7a and 7b are schematic side cut view and bird's eye view, respectively, of the car showing the path of the first air flow guided by the ventilation assembly into the passenger cabin along a first air flow axis;

[0050] Figure 8a and 8b are schematic side cut view and bird's eye view, respectively, of the car showing the path of the second air flow guided by the ventilation assembly into the passenger cabin along a second air flow axis; and

[0051] Figure 9a and 9b are schematic side cut view and bird's eye view, respectively, of the car showing the path of the third air flow guided by the ventilation assembly into the passenger cabin along a third air flow axis. DETAILED DESCRIPTION

[0052] The vehicle in the form of a passenger car 101 according to an exemplary embodiment of the present application is shown in Figure 1 , 2 and 3.

[0053] With reference to the drawings, the vehicle 101 comprises a body structure 102 internally defining a passenger cabin 103 for accommodating passengers, an instrument panel 104 with vehicle control devices located at the front end of the passenger cabin 103, a plurality of seats 105-110 for the passengers seated in the seating area of the passenger cabin, and a ventilation system 112 for ventilating the passenger cabin to improve the comfort of the occupants.

[0054] The body structure 103 comprises left and right side structures, generally designated 113 and 114, respectively, and roof and floor structures, designated 115, 116, respectively. The instrument panel 104 is mounted at the front end of the passenger cabin 103 in front of the seating area 111 and extends transversely, i.e. in the width dimension of the passenger cabin 103, between the left and right side structures 113, 114.

[0055] The plurality of seats 105-110 are arranged in three transverse rows, two seats per row. Thus, a first row of seats 117 is formed by seats 105 and 106, a second row of seats 118 is formed by seats 107 and 108, and a third row of seats 119 is formed by seats 109 and 110. Each row of seats 119, 120 and 121 comprises a left-hand seat 105, 107, 109 located to the left of a longitudinal centreline L of the passenger cabin and a right-hand seat 106, 108, 110 located to the right of the longitudinal centreline L, leaving a transverse gap 122, 123, 124 between the seats of each row. Each of the seats 105-110 is substantially identical and comprises a floor pan 125 and a backrest support 126 upstanding from the floor pan 125.

[0056] The ventilation system 112 comprises an air handling unit 127, a ventilation assembly 128 and duct assemblies 129, 130.

[0057] The air handling unit 127 comprises a housing 131 defining an inlet 132 and an outlet 133. The housing contains an electrically driven fan unit 134 and a heating element 135. The fan unit 134 is operable by conventional control circuitry to generate an airflow through the inlet 132, over the heating element 135 and out through the outlet 133. In this example, the heating element 135 is a conventional liquid-to-air heat exchanger through which heated liquid is circulated by a remote source. The air handling unit 127 is mounted at the front end of the passenger cabin 103 forward of the dashboard 104.

[0058] The ventilation assembly 128 comprises a main body 136 defining an inlet 137 and an outlet 138. The ventilation assembly is arranged with the inlet 137 facing forwardly towards the air handling unit 127 and the outlet 138 facing rearwardly towards the seating area of the passenger cabin 103. The outlet 138 opens into the passenger cabin 103 through the dashboard 104. The outlet 138 is elongate and arranged with its long dimension extending transversely of the passenger cabin along the dashboard 104, i.e. along the width direction of the passenger cabin 103. The ventilation assembly 128 is mounted to the dashboard 104 generally centrally with respect to the transverse dimension (i.e. the width) of the passenger cabin 103. Thus, the widthwise centre of the outlet 138 is generally aligned with the longitudinal centreline L of the passenger cabin 103, so as to be positioned directly forward of the gap 122 between the seats 105, 106 of the first row of seats 117.

[0059] The duct assemblies 129, 130 respectively communicate the inlet 132 of the air handling unit 127 with the atmosphere surrounding the vehicle and the outlet 133 of the air handling unit with the inlet 137 of the ventilation assembly 128. The ventilation system 112 is thus operable to draw air from the atmosphere over the heating element 135 and discharge the air through the ventilation assembly 128 into the passenger cabin 103 towards the seated passengers. As will be described with reference to later figures, in this example the ventilation assembly 128 is adapted to direct a plurality of air flows beyond the first row of seats 105 towards the second row of seats 107 to improve ventilation of the occupants of the second row of seats 118.

[0060] With reference now to Figures 4a to 4d , the main body 136 of the ventilation assembly 128 is approximately cuboid in shape and comprises a rear wall 401, upper and lower walls 402, 403 and end walls 404, 405.

[0061] The rear wall 401 extends vertically and defines the inlet 137 therethrough. The upper and lower walls 402, 403 extend generally horizontally from the rear wall 401 in a converging manner such that outlets 138 are defined between opposite free edges 139, 140 of the upper and lower walls 402, 403 respectively. The side walls 404, 405 extend vertically from the rear wall 401 generally perpendicularly to cover the left and right widthwise ends of the main body 136 respectively. The walls 401, 402, 403, 404 and 405 of the main body 136 thus define an enclosed volume between the inlet 137 and the outlets 138. In this example the walls of the main body 136 are formed from a rigid plastics material.

[0062] The outlets 138 have a high width to height ratio, defining elongate slots extending transversely to the main body 136. In this example the outlets 138 have a width W of approximately 1000mm and a height H of approximately 30mm, which is substantially uniform relative to the width of the main body 136.

[0063] With reference next to Figure 5 and Figure 6a , 6b and 6c, the main body 136 of the ventilation assembly 128 defines a cavity 501 internally which communicates the inlet 137 and the outlets 138, and comprises a flow splitter 502 located within the cavity 501 in the air flow path between the inlet 137 and the outlets 138.

[0064] A first stage of the cavity 501, immediately downstream of the inlet 137, defines a plenum chamber 601 extending the entire width of the main body 136 between the end walls 404, 405. The inlet 137 opens into the plenum chamber 601 such that air entering through the inlet 137 enters the plenum chamber 601.

[0065] The flow diverter 502 is located in the second stage of the cavity 501 downstream of the plenum 601. The flow diverter 502 includes a horizontal wall portion 503 and a bulbous end portion 504. The wall portion 503 extends in a horizontal plane from an upstream end nearest the plenum 601 to a downstream end connected to the bulbous portion 504 at about half the height of the cavity 501. The bulbous portion 504 extends continuously from the downstream end of the wall portion 503 further toward the outlet 138 and upwardly and downwardly from the horizontal plane of the wall portion 503. The bulbous portion 504 has a generally teardrop-shaped transverse cross-sectional form. The wall 503 and bulbous portion 504 of the flow diverter 502 extend the entire width of the cavity 501 in a substantially uniform widthwise cross-sectional form between the end walls 404, 405 of the body 136.

[0066] The flow diverter 502 interrupts the flow of air through the cavity 501 between the inlet 137 and the outlet 138, in the sense that air flowing through the cavity 501 encounters the flow diverter 502. An upper channel 602 is defined between the upper surface of the flow diverter 502 and the lower surface of the upper wall 402, and a lower channel 603 is defined between the lower surface of the flow diverter 502 and the upper surface of the lower wall 403. Each of the channels 602, 603 is open to and receives air from the plenum 601, and extends toward the outlet 138. The flow diverter 502 extends rearwardly in the cavity 501 to a distance just short of the outlet 138, such that a third stage 604 is defined in front of the outlet 138 where the upper channel 602 and the lower channel 603 meet. Thus, the air flow conveyed by each of the upper and lower channels 602, 603 is combined in the third stage 604 to be discharged through the outlet 138 as a single air jet. The properties of the resultant air jet, such as flow rate and flow direction, are therefore a product of the properties of the constituent air flows conveyed by the upper and lower channels 602, 603.

[0067] The flow diverter 502 also includes left and right wall structures 505, 506, respectively, each extending upwardly from the upper surface of the flow diverter and connected to the lower surface of the upper wall 402 of the body 136. The left and right wall structures 505, 506 serve to enclose left and right widthwise regions of the upper channel 602 of the body 136, thereby preventing air flowing through the inlet 137 to the outlet 138 from flowing through the left and right widthwise portions of the upper channel 602, respectively. In this example, the flow diverter 502 is formed of the same rigid plastic material as the walls 401, 402, 403, 404, 405 of the body 136.

[0068] Thus, as can be seen in the figures, the vent assembly 128 includes three different widthwise portions. As shown in the cross-section in Fig. 5, the left portion 507 is provided by the left third of the width of the vent assembly 128; as shown in the cross-section in Fig. 6, the middle portion 508 is provided by the middle third of the width of the vent assembly 128; and as shown in the cross-section in Fig. 7, the right portion 509 is provided by the right third of the width of the vent assembly 128. Figure 6a Figure 6b ​As shown in the cross-section, the middle portion 508 is provided by the middle third of the width of the ventilation assembly 128; as Figure 6c As shown in the cross-section, the right-hand portion 509 is provided by the right third of the width of the ventilation assembly 128. As will be understood, the left-hand portion 507 of the ventilation assembly 128 is characterized in that the relevant area of ​​the upper passage 602 is enclosed by wall 505, and the right-hand portion 509 is characterized in that the relevant area of ​​the upper passage 602 is enclosed by wall 506. Conversely, as... Figure 6b As best seen in the middle, the area of ​​the upper passage 602 associated with the middle region 508 of the ventilation assembly is open to allow airflow to pass between the inlet 137 and the outlet 138 of the body 136. The lower passage 603 is open, that is, not closed, to allow airflow to pass through its entire width, i.e., through each of the first, second, and third portions 507, 508, and 509 of the ventilation assembly 128.

[0069] The outlet 138 extends continuously along the length of the body 136. Therefore, the outlet 138 is shared by each of the left, middle, and right portions 507, 508, and 509 of the ventilation assembly 128; in this sense, airflow delivered through each of portions 507, 508, and 509 is exhausted through the common outlet 138. Nevertheless, the outlet 138 can conceptually be considered as being divided into a left region 138a receiving air primarily through the left portion 507 of the ventilation assembly 128, a middle region 138b receiving air primarily through the middle portion 508 of the ventilation assembly 128, and a right region 138c receiving air primarily through the right portion 509 of the ventilation assembly 128. In this example, each of the three regions 138a, 138b, and 138c of the outlet 138 is substantially equal in width, that is, each region extends approximately one-third the width of the body 136.

[0070] First, refer to, as follows Figure 6a The air entering through inlet 137 in the left portion 507 of the ventilation assembly 128 shown is received in the pressurization chamber 601 of the body 136. Across the width of the left portion 507, the air from the pressurization chamber 601 can then flow toward outlet 138a through the open lower channel 603, but is blocked by the wall from flowing through the corresponding portion of the upper channel 602. The air thus flows through the lower channel 603 between the lower side of the splitter 502 and the upper surface of the lower wall 603. Just before outlet 138, the airflow direction through the lower channel 603 is turned upwards by the bulbous portion 504 and the lower wall 403. The airflow from the lower channel 603 is then discharged through the left region 138a of outlet 138 via a third stage 604 as a first air jet guided along a first jet axis 605, which is inclined upwards at an angle of approximately 60 degrees relative to the horizontal plane H.

[0071] With reference secondly Figure 6b With reference to the intermediate portion 508 of the vent assembly 128 depicted in the middle, air from the plenum 601 of the main body 136 is allowed to flow through each of the open lower channel 602 and the open upper channel 603 towards the outlet 138b. Air flowing through the lower channel 603 of the intermediate portion 508 thus flows between the lower side of the splitter 502 and the upper surface of the lower wall 403, and in an upward direction to the third stage 604. Conversely, air flowing through the upper channel 602 flows between the upper side of the splitter 502 and the lower side of the upper wall 402, and in a downward direction to the third stage 604. The angles of inclination of the air flows from the lower channel 603 and from the upper channel 602 converge such that the axes intersect and the air flows collide in the third stage 604 immediately prior to the outlet 138b. Upon collision, the two air flows merge to form a single air flow which is discharged through the intermediate region 138b of the outlet as a second air jet along a second jet axis 606 extending generally parallel to the horizontal plane H.

[0072] With reference lastly Figure 6c It can be seen that, similarly to the left portion 507, the upper channel 602 of the right portion 509 of the vent assembly 128 is closed by the wall 506. Air flow is thus only through the lower channel 603. Air thus flows from the plenum 601 through the lower channel 603 between the upper surface of the lower wall 403 and the lower side of the splitter 502. The air flow through the lower channel 603 is similarly diverted upwardly immediately prior to the outlet 138c and discharged through the right region 138c of the outlet as a third air jet along a third jet axis 607 which is inclined upwardly at an angle of approximately 60 degrees relative to the horizontal plane H.

[0073] In summary therefore, the vent assembly 128 is adapted to discharge three distinct air jets through the outlet 138 into the passenger cabin 103. The first jet is directed in an upward direction, i.e. an upwardly inclined direction from the horizontal plane H, through the left region 138a of the outlet, the second jet is directed in a generally horizontal direction, i.e. a direction generally parallel to the horizontal plane H, through the intermediate region 138b of the outlet, and the third jet is directed in a further upwardly inclined direction through the right region 138c of the outlet.

[0074] Because the direction, size and relative flow rate of the constituent air flows through the upper and lower passages 602, 603 are fixed, the direction of each jet axis and the shape of each air jet are correspondingly fixed, i.e. not easily changeable by a user during normal use of the vehicle. Thus, the direction of the jets emitted by the vent assembly 128 cannot be changed by a user during normal use in a way that can negatively affect the comfort of the cabin occupants, for example by adjusting the vent assembly to direct the air jets directly at the seats. Thus, the risk of improper adjustment of the vent assembly that negatively affects the comfort of the passengers is reduced.

[0075] Reference is next made to Figure 7a , 7b , 8a, 8b, 9a and 9b, as previously described, the vent assembly is located substantially centrally in the dashboard 104 with respect to the width of the cabin 103. Thus, as shown, the central portion 508 of the vent assembly 128 and the corresponding central region 138b of the outlet is positioned directly in front of the gap 122 between the seats 105 and 106 of the first row 117, aligned with, i.e. intersecting, the longitudinal centre line L of the cabin 103. The left portion 507 of the vent assembly 128 and the corresponding left region 138a of the outlet is offset to the left of the centre line L, generally in front of the left seat 105, while the right portion 509 of the vent assembly 128 and the corresponding right region 138c of the outlet is offset to the right of the centre line L, generally in front of the right seat 106.

[0076] Reference is first made in particular to Figure 7a and 7b As previously described, the vent assembly 128 is adapted to emit a first air jet along a first jet axis 605 through the left region 138a of the outlet.

[0077] The first jet axis 605 projects from the outlet 138a rearward of the cabin, upward at an upwardly inclined angle of about 60 degrees to the horizontal plane over the left seat 105, and to the left at an angle of about 20 degrees to the longitudinal centre line L. Thus, the first air jet is directed over the seat 105 towards the seat 107 of the second row 118 to provide improved ventilation to the occupant of the seat 107.

[0078] The first air jet thus directed in this way therefore impinges on the roof 115, partially adheres to the underside of the roof and flows along it over the top of the left seat 105 of the first row 117, i.e. through the gap 701 between the upper end 702 of the backrest support 126 and the underside of the roof 115, towards the cabin region located rearward of the seat 105, i.e. towards the left seat 107 of the second row 118 and / or the left seat 109 of the third row 119. Because the first air jet is directed upward and over the first row seat 105, the occupant of the seat 105 is not subjected to excessive impingement by the jet.

[0079] The upward inclination of the first air jet relative to the horizontal plane H should preferably be at least 45 degrees. By directing the first air jet at an angle of at least 45 degrees, it is expected that the majority of the air of the first jet will be directed over the top of the seat 105 rather than directly at the seat, and thus the impact of the air jet on the occupants of the seat 105 will be minimised.

[0080] However, it is desirable that, while the angle of the first jet axis 605 relative to the horizontal plane is inclined sufficiently great to avoid excessive impact on the occupants of the seat 105, it is not inclined so steeply as to cause the air jet to impinge on the underside of the top 115 at too great an angle of incidence. In this regard it has been found that at relatively high angles of incidence the attachment of the air jet to the underside of the top is reduced, which can result in turbulence at the point of impingement of the air jet on the top, and correspondingly increased impact on the occupants of the first row of seats 105, and / or reduced air mass successfully passing over the first row of seats 105 towards the second row of seats region.

[0081] Conversely, it has been found that it is generally desirable to minimise the angle of incidence of the jet axis relative to the plane of the top. This is because, at relatively low angles of incidence, the attachment of the air jet to the underside of the top is improved, with the air flowing more cleanly along the underside of the top through the gap between the top of the seat back support and the underside of the top. Thus, the more cleanly flowing air over the first row of seats 105 reduces impact on the occupants of the first row of seats, and tends to increase the air mass delivered to the rearward target region. In this example, it has been found that a relatively high degree of attachment of the air jet to the underside of the top can be achieved when the axis of the air jet is projected at an angle relative to the horizontal plane H (i.e. a plane which can well represent the plane of the underside of the top) of less than 80 degrees, preferably less than 70 degrees, and most preferably no greater than 65 degrees.

[0082] It will thus be appreciated that the selection of the angle of inclination of the first jet axis 605 relative to the horizontal plane needs to strike a balance between two competing factors, namely minimising the impact of the first air jet on the occupants of the first row of seats 105, and assisting the flow of air over the first row of seats towards the rearward target region. In this example, it has been found that an angle of inclination of the first jet axis 605 relative to the horizontal plane H in the range of 55 to 65 degrees provides a particularly good balance between these competing factors.

[0083] However, the skilled person will appreciate that the optimal angle of inclination of the first jet axis is a function of various factors, in particular the height of the vent relative to the gap height between the upper end of the seat and the underside of the roof, and the distance of the vent from the passenger cabin length between the seat, and thus the optimal angle of inclination of the jet axis is expected to vary for different vehicle configurations. More generally however, it has been found that the optimal balance between the two factors is generally achieved in the case where the jet axis is directed to intersect the roof of the vehicle at a position directly above the first row of seats 105 when the seat is set in the most forward adjustment position. It has been observed that when the jet axis follows this projection, the degree of impingement on the seat occupant can generally be guaranteed to remain acceptable for any adjustment position of the seat, and the air passage above the seat is clean and unobstructed.

[0084] The vent assembly 128 is adapted to shape the first air jet to have a substantially rectangular cross-section with an aspect ratio greater than 1 : 1, for example 2: 1, 3: 1, 4: 1, 5: 1 or even more. Shaping the jet in this form is preferred because it approximates the shape of the gap 701 region between the top end 702 of the seat 105 and the underside of the roof 115, which is generally rectangular. It can therefore be expected that the air jet makes best use of the gap region above the seat, so that the largest volume of air can be delivered to the target region of the passenger cabin with minimal impingement on the front row seat occupants.

[0085] In order to make best use of the region of the gap 701 above the seat 105, the first air jet can preferably be shaped so that the airflow has an aspect ratio of at least 2: 1, that is to say the width of the cross-section of the air jet above the seat is at least twice the height. In this example, the vent assembly is adapted to shape the first jet to have an aspect ratio of approximately 3: 1, so that at a position above the left-hand seat 105, the airflow has a width dimension of approximately 60cm and a height dimension of approximately 20cm.

[0086] Secondly with particular reference to Figure 8a and 8b As previously mentioned, the vent assembly 128 is adapted to expel a second air jet through the intermediate region 138a of the outlet along a second jet axis 606.

[0087] The second jet axis 606 projects from the outlet 138b towards the rear of the passenger cabin, generally along the longitudinal centreline L of the passenger cabin, through the gap 122 between the left-hand seat 105 and the right-hand seat 106, towards the second row of seats 118, thereby providing further ventilation for the occupants of the second row of seats. The axis 606 extends generally parallel to the horizontal plane H of the vehicle, that is to say generally horizontally from the outlet 138b.

[0088] In this example, when the seats are arranged in the lowest adjustment position, the axis 606 of the second jet extends through the gap 122 between the seats 105, 106 at a height of approximately 25 centimetres above the centre point 801 of the upper surface of the floor mat 125 of the seat 105. It has been observed in this regard that by directing the axis of the jet below the specified height, for an average height occupant, the height of the air jet is below the height of the neck and / or face region of the seated occupant even when the seats are in the lowest position. As a result, the impact on the occupant’s neck and / or face is reduced.

[0089] The vent assembly 128 is adapted to shape the second air jet to also have a generally rectangular cross-section at the location between the seats 105, 106 with a height to width ratio greater than 1 : 1, for example, a height to width ratio of 2: 1, 3: 1, 4: 1, 5: 1 or greater. Thus, unlike the first air jet, the vent assembly 128 is adapted to shape the second air jet to have a height that is greater than its width. Shaping the jet in this form is preferred as it approximates the region of the gap 122 between the seat 105 and the seat 106, which is bounded by the top 115 and the floor 116, which is generally rectangular and has a height that is greater than its width. As a result, it can be expected that the second air jet makes best use of the region of the gap 122 to allow the maximum volume of air to be directed through the gap while minimising the impact on the occupants of the seats 105, 106.

[0090] To best use the region of the gap 122 between the seats 105, 106, the second air jet can desirably be shaped such that the airflow has a height to width ratio of at least 2: 1, that is, the height of the cross-section of the air jet at the location between the seats is at least twice the width. In this example, the vent assembly is adapted to shape the second air jet to have a height to width ratio of approximately 3: 1, such that at the location between the seats 105, 106, the second jet has a height dimension of approximately 60 centimetres and a width dimension of approximately 20 centimetres.

[0091] Finally with particular reference to Figure 9a and 9b As previously mentioned, the vent assembly is adapted to expel the third air jet through the right side region 138c of the outlet along a third jet axis 607.

[0092] Similar to the first jet axis 605, the third jet axis 607 projects from the outlet 138c rearward of the cabin and upward at an upwardly inclined angle relative to the horizontal plane. However, unlike the first jet axis 605, the third jet axis 607 is offset to the right from the longitudinal centreline L by a right angle of approximately 20 degrees, such that the jet axis 607 is directed upwardly above the right-hand seat 106. As a result, the third air jet is directed above the seat 106 towards the seat 108 of the second row of seats 118 to provide improved ventilation to the occupant of the seat 108.

[0093] Similarly to the first air jet, the third air jet is directed at an angle of about 60 degrees to the horizontal plane H, such that the third jet axis 607 intersects the top portion 115 at a position approximately above the seat 106, thereby causing the third air jet to pass through the gap 901 between the top portion 902 of the seat 106 and the underside of the top portion 115. Again, similarly to the first air jet, the ventilation assembly 128 is adapted to shape the third air jet to have a width-to-height ratio of about 3:1 above the seat 106, such that at a point before impact with the top portion, the air jet has a width dimension of about 60 cm and a height dimension of about 20 cm.

[0094] In the specific example of the application described in detail herein, the ventilation assembly is adapted to discharge three distinct air jets into the passenger cabin, namely a first and third air jet directed upwardly and blowing over the left and right seats 105, 106 of the first row 117 respectively, and a second air jet directed between the seats 105, 106. As mentioned above, it has been found that this arrangement advantageously maximizes the airflow delivered by the ventilation assembly 128 to the passenger cabin area behind the front row of seats 117, while causing minimal impact to the occupants of the front row of seats.

[0095] However, it will be appreciated that the ventilation assembly can alternatively be configured to discharge only a single air jet, for example a single air jet through the gap between the seats 105, 106 of the first row 117, or a single air jet directed upwardly and rearwardly across one or more seats 105, 106, or indeed any number of multiple air jets, if the size of the ventilation assembly is sufficiently large.

[0096] The height and width dimensions of the air jets referred to in this specification refer to the air jet diameter in the vertical and horizontal planes respectively, taken between points on opposite sides of a cross-section through the air jet, which delineate the points in the jet where the (time-averaged) velocity has reduced to 10% of the local maximum velocity.

[0097] Thus, for example with reference to the first air jet directed along the first jet axis 605, the jet envelope lines A, B and C, D delineate the trajectory of the points where the jet velocity has reduced to about 10% of the local maximum velocity. Thus, according to this measure, the height of the jet is represented by the distance between lines A-B, and the width of the jet is represented by the distance between lines C-D.

[0098] In the context of the present application, it is considered appropriate to define the dimensions of the air jets with reference to the points where the jet velocity has reduced to 10% of the local maximum velocity, since it can generally be expected that a passenger in the airflow path is unlikely to perceive an airflow of less than 10% of the local maximum velocity, or conversely, that it would not cause the passenger to feel discomfort.

[0099] Various methods of assessing the velocity field of an air jet are known in the art, for example using background oriented schlieren (BOS) imaging techniques. It is known that using BOS techniques, a density field of an air jet can be calculated based on light deflections produced during the passage of light through the jet under investigation. The velocity field can subsequently be derived from the density field using known relationships and methods. Alternative known field velocity measurement techniques include hot wire anemometry.

[0100] Furthermore, references in this specification to the "jet axis" of an air jet mean an axis extending from the outlet of the ventilation assembly in the average direction in which the air jet is discharged from the outlet. Although it will be appreciated that the direction of the air jet will typically deviate from the jet axis as it passes through the cabin environment, for example due to the buoyancy of the jet and gravity acting on the jet, it is generally expected that the jet axis can provide a good approximation of the path of the air jet through the cabin.

[0101] The jet axis of an air jet can be derived by examining the velocity field of the jet. The jet axis can be conveniently derived with reference to the jet centreline of the jet, which represents the locus of points at which the (time-averaged) velocity is locally maximum, i.e. tracing the actual average direction of the air jet as it passes through the cabin environment from the outlet. The jet axis can thus be considered as a tangent to the jet centreline at the outlet of the ventilation assembly. The jet centreline, and hence the jet axis, can be determined using the BOS or hot wire anemometry techniques described above.

[0102] References in this specification to "left" or "left-hand" and "right" or "right-hand" are directional definitions from the perspective of an observer facing forwards in the vehicle, as is conventional nomenclature in the field of the invention. Similarly, references to "forward" or "front" and "rearward" or "back" are definitions which are conventionally relative to the front and rear of the vehicle respectively.

[0103] Furthermore, references in this specification to the "fixed" jet axis of a ventilation assembly mean that the user of the vehicle cannot readily change the configuration of the ventilation assembly to change the direction of the jet axis during normal use of the vehicle. Because the jet axis is fixed, the user cannot readily reconfigure the ventilation assembly to redirect a different air jet in a different direction during normal use.

[0104] Furthermore, references in this specification to the lowest, highest, forward-most, rearward-most adjustment positions of a seat mean the positions in which the seat cushion of that seat is set to the lowest, highest, forward-most, rearward-most position, respectively, in any range of positions in which the seat is adapted to be adjusted by a user of the vehicle during normal use of the vehicle. In the event that the vehicle embodying the present invention includes a seat which is not adapted to be repositioned by a user during normal use of the vehicle, references to a particular adjustment position of that seat should be understood to refer only to the intrinsic position of that seat.

Claims

1. A vehicle comprising a passenger compartment, a seat located in the passenger compartment, and a ventilation assembly located in front of the seat, the ventilation assembly comprising at least one outlet for discharging air into the passenger compartment, wherein, The vent assembly is adapted to direct an air jet along a jet axis through the at least one outlet, the jet axis projecting rearward and upward over the seat, toward a passenger cabin area rearward of the seat, wherein each of the at least one outlet includes a first region, a second region, and a third region between the first region and the second region, wherein the vent assembly defines a cavity within the body, and includes a flow divider within the cavity, wherein the flow divider divides the cavity into an upper channel and a lower channel, wherein the flow divider includes a wall structure extending upward from the flow divider in the first region to enclose the upper channel in the first region, thereby preventing air from flowing to the outlet through the region of the upper channel, wherein the flow divider allows air to pass through the lower channel to the outlet such that the air jet is directed along the jet axis through the outlet, the flow divider includes a second wall structure extending upward from the flow divider in the second region to enclose the upper channel in the second region, thereby preventing air from flowing to the outlet through the second region of the upper channel, the flow divider does not include a wall structure extending upward from the flow divider in the third region.

2. The vehicle of claim 1, wherein, The jet axis is fixed.

3. The vehicle of claim 1, wherein, The vent assembly is adapted to shape the air jet to have a width-to-height ratio greater than 1 : 1 at a location over the seat.

4. The vehicle of claim 1, wherein, The vent assembly is adapted to shape the air jet to have a width-to-height ratio of at least 2: 1 at a location over the seat.

5. The vehicle of claim 1, wherein, The vehicle includes a roof above the passenger cabin.

6. The vehicle of claim 5, wherein, When the seat is disposed in a highest adjustment position, the vent assembly is adapted to shape the air jet to have a height at a location over the seat that is at least 80% of a height of a gap between the seat and the roof.

7. The vehicle of claim 5, wherein, When the seat is disposed in a highest adjustment position, the vent assembly is adapted to shape the air jet to have a height at a location over the seat that is no more than 120% of a height of a gap between the seat and the roof.

8. The vehicle of claim 1, wherein, The jet axis projects at an angle of at least 45 degrees relative to horizontal.

9. The vehicle of claim 1, wherein, The jet axis projects at an angle of less than 80 degrees relative to horizontal.

10. The vehicle of claim 5, wherein, When the seat is disposed in a forwardmost adjustment position, the jet axis intersects the roof at a location directly above the seat.

11. The vehicle of claim 1, wherein, The vent assembly is located in a dashboard of the vehicle.

12. The vehicle of claim 1, wherein, The at least one outlet forms an elongated slot extending transverse to the passenger cabin.

13. The vehicle of claim 1, comprising an electric fan for supplying air to the vent assembly.

14. The vehicle of any one of claims 1-13, comprising another seat located in the passenger cabin, wherein, The seat and the other seat are arranged in a row, and the seat and the other seat are located on left and right sides, respectively, of the passenger cabin, the vent assembly is adapted to direct a second air jet through the at least one outlet, the air jet being directed rearward and upward over the left side seat, toward a passenger cabin area rearward of the left side seat, and the second air jet is directed along a second jet axis, the second jet axis projecting rearward and upward over the right side seat, toward a passenger cabin area rearward of the right side seat.

15. The vehicle of claim 14, wherein, The flow divider allows air to pass through the lower channel to the outlet such that the second air jet is directed along the second jet axis through the outlet.

16. The vehicle of claim 14, wherein, The second jet axis is fixed.

17. The vehicle of claim 14, wherein, The ventilation assembly is adapted to shape the second air jet to have a width-to-height ratio greater than 1:1 at a position above the right seat.

18. The vehicle of claim 14, wherein, The ventilation assembly is adapted to shape the second air jet to have a width-to-height ratio of at least 2:1 at a position above the right seat.

19. The vehicle of claim 14, wherein, The vehicle comprises a roof above the passenger compartment, and wherein the ventilation assembly is adapted to shape the second air jet to have a height at a position above the right seat that is at least 80% of the height of a gap between the seat and the roof when the seat is set in the highest adjustment position.

20. The vehicle of claim 14, wherein, The vehicle comprises a roof above the passenger compartment, and wherein the ventilation assembly is adapted to shape the second air jet to have a height at a position above the right seat that is not more than 120% of the height of a gap between the seat and the roof when the seat is set in the highest adjustment position.

21. The vehicle of claim 14, wherein, The second jet axis projects at an angle of at least 45 degrees relative to the horizontal.

22. The vehicle of claim 14, wherein, The second jet axis projects at an angle of less than 80 degrees relative to the horizontal.

23. The vehicle of claim 14, wherein, The second jet axis intersects the roof at a position directly above the right seat when the seat is set in the frontmost adjustment position.

24. The vehicle of claim 14, wherein, The at least one outlet is a single outlet, and the ventilation assembly is adapted to direct the air jet through a first region of the outlet and to direct the second air jet through a second region of the outlet.

25. The vehicle of claim 14, wherein, The first region of the outlet is offset to the left of a longitudinal centerline of the passenger compartment, and the second region of the outlet is offset to the right of the longitudinal centerline of the passenger compartment.

26. The vehicle of claim 14, wherein, The ventilation assembly is adapted to direct a third air jet through the at least one outlet, wherein the third air jet is directed along a third jet axis that projects rearwardly between the left seat and the right seat toward a passenger compartment area located rearwardly of the seats.

27. The vehicle of claim 26, wherein, The flow divider allows air to pass through a third region of the upper channel to the outlet, and the flow divider allows air to pass through the lower channel to the outlet such that the third air jet is directed through the outlet along the third jet axis.

28. The vehicle of claim 26, wherein, The at least one outlet is a single outlet, and the ventilation assembly is adapted to direct the air jet through a first region of the outlet, to direct the second air jet through a second region of the outlet, and to direct a third jet through a third region of the outlet.

Images