A heating air duct structure, heating system and control method

Abstract

The present invention discloses a heating duct structure, a heating system and a control method. The heating duct structure includes a driving module and a valve plate module. The valve plate module is arranged in a diversion cavity and connected to the output end of the driving module. The driving module is arranged to drive the valve plate module to move between the front air inlet and the rear air inlet. The heating system includes the above-mentioned heating duct structure, a temperature sensor and a controller. The control method includes generating a first control signal when the temperature is lower than a first preset temperature, and the controller controls the switching to an overcooling state based on the first control signal; generating a second control signal when the temperature is higher than a second preset temperature, and the controller controls the switching to an overheating state based on the second control signal. The present invention relates to the field of vehicle air conditioning technology, and provides a heating duct structure, a heating system and a control method, which can realize the simultaneous reduction of the front exhaust air volume and the increase of the rear exhaust air volume, realize the uniform temperature of the passenger compartment, and have low energy consumption, so as to achieve a balance between comfort and battery energy consumption.

Description

Technical Field

[0001] The present invention relates to the field of vehicle air conditioning technology, and in particular to a heating duct structure, a heating system and a control method. Background Art

[0002] The heating function of air conditioning is an essential function for automobiles, especially in the cold winter in the north. The heating function is the primary problem that plagues the winter range of electric vehicles. The heating function is achieved through the heating duct structure, which needs to maximize the utilization rate of heat while ensuring the comfort of the passengers.

[0003] At present, the existing heating air duct structures mainly include defrost air ducts and foot-blowing air ducts. For models with heavier loads, a relatively uniform heating effect is achieved by adding rear main units and rear foot-blowing air vents, adding seat heating and other measures. Some models can use three-zone or four-zone air conditioning to increase the temperature in the rear row and lower the temperature in the front row to achieve a relatively uniform and comfortable heating effect. However, no matter which of the above options is used, the wind direction of the foot-blowing air duct and the relative proportions between the air ducts are fixed and cannot be adjusted, which also makes it easy for the front row to be comfortable and the back row to be cold during the heating process. Furthermore, the above options will either significantly increase costs or have high energy consumption, or both. Summary of the invention

[0004] The present application provides a heating air duct structure, comprising a front air duct and a rear air duct, and a diverter cavity, wherein the front air duct and the rear air duct are both connected to the diverter cavity to guide the warm air in the diverter cavity to the passenger compartment, a front air inlet is provided at one end of the front air duct connected to the diverter cavity, and a rear air inlet is provided at one end of the rear air duct connected to the diverter cavity, and further comprising a driving module and a valve plate module, wherein the valve plate module is arranged in the diverter cavity and connected to the output end of the driving module;

[0005] The driving module is configured to drive the valve plate module to move between the front air inlet and the rear air inlet to adjust the air intake ratio of the front air duct and the rear air duct.

[0006] The front air duct includes a front main driving side air duct, and the front main driving side air duct includes a first air duct and a second air duct, the first air duct and the second air duct are respectively connected to the diversion cavity and both extend to the left foot activity area, the first air duct is connected to the second air duct at one end away from the diversion cavity, and the first air duct and the second air duct are provided with right foot air outlets corresponding to the right foot activity area; the two right foot air outlets include a first right foot air outlet arranged on the first air duct and a second right foot air outlet arranged on the second air duct, and the directions of the first right foot air outlet and the second right foot air outlet are staggered; a left foot air outlet is provided at the connection between the first air duct and the second air duct, a one-way valve is provided in the second air duct, and a wind-blocking net is provided at the first right foot air outlet; during driving, the driver places his right foot on the accelerator pedal or the brake pedal.

[0007] In a possible design, the front air duct further includes a front passenger side air duct, the front driver side air duct and the front passenger side air duct are respectively connected to the diversion cavity, and the front air inlet includes a first air inlet arranged on the front driver side air duct, and a second air inlet arranged on the front passenger side air duct;

[0008] The rear air duct includes a rear driver side air duct and a rear passenger side air duct, the rear driver side air duct and the rear passenger side air duct are respectively connected to the diversion cavity, and the rear air inlet includes a third air inlet arranged on the rear driver side air duct, and a fourth air inlet arranged on the rear passenger side air duct;

[0009] The driving module includes a first driving component and a second driving component;

[0010] The valve plate module includes a first valve plate assembly and a second valve plate assembly, the first valve plate assembly is connected to the output end of the first drive assembly, and the first drive assembly is configured to drive the first valve plate assembly to move between the first air inlet and the third air inlet to adjust the air intake ratio of the front main driver side air duct and the rear main driver side air duct;

[0011] The second valve plate assembly is connected to the output end of the second drive assembly, and the second drive assembly is configured to drive the second valve plate assembly to move between the second air inlet and the fourth air inlet to adjust the air intake ratio of the front passenger side air duct and the rear passenger side air duct.

[0012] In a possible design, the second drive assembly is configured as a motor, and the second valve plate assembly includes a first regulating valve plate, which is fixed to an output end of the second drive assembly to swing between the second air inlet and the fourth air inlet.

[0013] In a possible design, a driver's seating area is provided in the passenger compartment, and the driver's seating area includes a left foot activity area and a right foot activity area;

[0014] The first air inlet includes a fifth air inlet arranged on the first air duct, and a sixth air inlet arranged on the second air duct;

[0015] The first driving assembly is configured as a motor, and the first valve plate assembly includes an active connecting rod, a second regulating valve plate, a third regulating valve plate, and a fourth regulating valve plate;

[0016] The fourth regulating valve plate is openably and closably arranged at the third air inlet, the second regulating valve plate is openably and closably arranged at the fifth air inlet, and the third regulating valve plate is openably and closably arranged at the sixth air inlet;

[0017] The active connecting rod is connected to the output end of the first driving component so as to swing in the diversion chamber. The active connecting rod is respectively connected to the second regulating valve plate, the third regulating valve plate and the fourth regulating valve plate through multiple connecting parts to drive the second regulating valve plate, the third regulating valve plate and the fourth regulating valve plate to open and close during the swinging process.

[0018] The present application provides a heating system, comprising a temperature sensor and a controller, and also comprising the above-mentioned heating air duct structure, wherein the controller is electrically connected to the temperature sensor and the driving module respectively;

[0019] The controller is configured to control the action of the driving module according to data from the temperature sensor;

[0020] The valve plate module includes an overheating state disposed close to the front air inlet and an overcooling state disposed away from the front air inlet.

[0021] In a possible design, a front leg activity area is provided in the passenger compartment, and the temperature sensor is arranged corresponding to the front leg activity area.

[0022] A possible design further includes a valve plate position detection module, which is electrically connected to the controller. The valve plate position detection module is arranged in the diversion chamber and corresponds to the valve plate module to detect the position of the valve plate module.

[0023] The present application provides a control method, which is applied to the above-mentioned heating system, comprising:

[0024] When the measured value of the temperature sensor is lower than a first preset temperature, a first control signal is generated, and the controller controls the valve plate module to switch to a supercooling state based on the first control signal;

[0025] When the measured value of the temperature sensor is higher than a second preset temperature, a second control signal is generated, and the controller controls the valve plate module to switch to an overheating state based on the second control signal;

[0026] The first preset temperature is lower than the second preset temperature.

[0027] In a possible design, the first preset temperature is set to 17-20°C, and the second preset temperature is set to 24-27°C.

[0028] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or be understood by implementing the present application. Other advantages of the present application can be realized and obtained by the schemes described in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings are used to provide an understanding of the technical solution of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present application and do not constitute a limitation on the technical solution of the present application.

[0030] Figure 1 This is a schematic diagram of an overheating state of the heating air duct structure of an embodiment of the present application;

[0031] Figure 2 This is a schematic diagram of the supercooling state of the heating air duct structure of an embodiment of the present application;

[0032] Figure 3 for Figure 1 A partial schematic diagram of the heating duct structure;

[0033] Figure 4 for Figure 2 A partial schematic diagram of the heating duct structure;

[0034] Figure 5 This is a schematic diagram of electrical connections of a heating system according to an embodiment of the present application;

[0035] Figure 6 for Figure 5 Schematic diagram of temperature sensor arrangement in FIG.

[0036] Figure 7 Schematic diagram of a control method according to an embodiment of the present application.

[0037] Description of Figure Numbers:

[0038] 100- diversion chamber, 101- driver's seat area, 102- left foot activity area, 103- right foot activity area, 104- passenger compartment, 105- front leg activity area, 200- front air duct, 201- front driver's side air duct, 202- front passenger's side air duct, 203- first air duct, 204- second air duct, 205- first right foot air outlet, 206- second right foot air outlet, 207- left foot air outlet, 208- wind resistance net, 209- passenger's air outlet, 210- one-way valve, 300- rear air duct, 301- rear driver's side air duct, 302- rear passenger's side air duct, 400- front air inlet, 401- first air inlet , 402-sixth air inlet, 403-second air inlet, 404-fifth air inlet, 500-rear air inlet, 501-third air inlet, 502-fourth air inlet, 600-driving module, 601-first driving assembly, 602-second driving assembly, 700-valve plate module, 701-first valve plate assembly, 702-second valve plate assembly, 703-third regulating valve plate, 704-fourth regulating valve plate, 705-active connecting rod, 706-connecting spring, 707-second connecting rod, 708-first connecting rod, 709-second regulating valve plate, 800-temperature sensor, 900-controller, 901-valve plate position detection module.

[0039] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0041] At present, in the heating systems of relevant vehicles, the wind direction of the foot duct and the relative proportions between the ducts are fixed and cannot be adjusted. This also makes it easy for the front row to be comfortable and the back row to be cold during the heating process. In addition, the structure is complex, the manufacturing cost is high, and the energy consumption is large.

[0042] Please refer to Figures 1 to 7The heating air duct structure of the embodiment of the present invention can be applied to new energy vehicles to blow warm air to the feet of passengers for heating. It includes a front air duct 200 and a rear air duct 300, and a diverter chamber 100, wherein the front air duct 200 and the rear air duct 300 are both connected to the diverter chamber 100, so as to guide the warm air in the diverter chamber 100 into the passenger compartment 104. At the same time, a front air inlet 400 is provided at one end of the front air duct 200 connected to the diverter chamber 100, and a rear air inlet 500 is provided at one end of the rear air duct 300 connected to the diverter chamber 100. In particular, the heating air duct structure also includes a driving module 600 and a valve plate module 700, and the valve plate module 700 is arranged in the diverter chamber 100 and connected to the output end of the driving module 600. The driving module 600 is configured to drive the valve plate module 700 to move between the front air inlet 400 and the rear air inlet 500 to adjust the air intake ratio of the front air duct 200 and the rear air duct 300. Thus, the heating air duct structure can simultaneously reduce the front air volume and increase the rear air volume to improve comfort without increasing energy consumption.

[0043] The diversion chamber 100 can receive the warm air generated by the warm air device. The warm air is gathered in the diversion chamber 100 and then diverted through the front air duct 200 and the rear air duct 300. Figure 5 As shown, the heating system includes, in addition to the above-mentioned heating air duct structure, a temperature sensor 800 and a controller 900. The controller 900 is electrically connected to the temperature sensor 800 and the drive module 600, respectively, so as to receive the measurement data of the temperature sensor 800 and control the operation of the drive module 600. The temperature sensor 800 is arranged in the passenger compartment 104 and can measure the temperature in the passenger compartment 104 in real time. In addition, the valve plate module 700 includes Figure 1 The overheating condition shown near the front air inlet, and Figure 2 The supercooling state shown is set away from the front air inlet.

[0044] The above-mentioned vehicle has a passenger compartment 104 for the driver and passengers to sit in. According to the seat distribution, it can be divided into the front row space and the rear row space, and can also be divided into the driving side (main driving side) and the co-driver side according to the position of the driver. Therefore, the area where the driver is located in the front row space is the driver's seating area 101, and the driver's seating area 101 has a left foot activity area 102 and a right foot activity area 103. As the name implies, the left foot activity area 102 and the right foot activity area 103 are respectively the placement areas of the driver's left foot and right foot. The right foot activity area 103 is usually arranged with the vehicle's accelerator pedal and brake pedal. During driving, the driver's right foot can only be placed on the accelerator pedal or the brake pedal. The front row space has a front leg activity area 105, which is a space for passengers to place their legs. The front leg activity area 105 is provided on the driving side (main driving side) and the co-driver side. The above-mentioned temperature sensor 800 is set corresponding to the front leg activity area 105 to measure the temperature near this position. The existing related temperature sensors 800 are usually close to the feet or the head, and have a large difference from the average temperature of the passenger compartment 104. The temperature sensor 800 in this example corresponds to the front leg activity area 105 on the driver's side, and its measurement value is closer to the average temperature of the passenger compartment 104.

[0045] like Figures 1 to 4 As shown, the front air duct 200 includes a front driver's side air duct 201 and a front passenger's side air duct 202, wherein the front driver's side air duct 201 and the front passenger's side air duct 202 are respectively connected to the diversion chamber 100, and the above-mentioned front air inlet 400 includes a first air inlet 401 arranged on the front driver's side air duct 201, and a second air inlet 403 arranged on the front passenger's side air duct 202, so that the warm air in the diversion chamber 100 can flow to the driver and the passenger respectively. The rear air duct 300 includes a rear driver side air duct 301 and a rear passenger side air duct 302, which are also connected to the diverter chamber 100 respectively. The rear air inlet 500 includes a third air inlet 501 disposed on the rear driver side air duct 301 and a fourth air inlet 502 disposed on the rear passenger side air duct 302, so that the warm air in the diverter chamber 100 can flow to the passengers on the rear driver side and the rear passenger side, respectively. Thus, the warm air in the diverter chamber 100 can be transmitted in four directions.

[0046] Another example Figures 1 to 4 As shown, the driving module 600 includes a first driving component 601 and a second driving component 602 . The first driving component 601 and the second driving component 602 are both stepping motors. Both are located outside the diversion chamber 100 and are electrically connected to the controller 900 , respectively.

[0047] As for the valve plate module 700, Figures 1 to 4As shown, the valve plate module 700 includes a first valve plate assembly 701 and a second valve plate assembly 702. The first valve plate assembly 701 is connected to the output end of the first drive assembly 601. The first drive assembly 601 can drive the first valve plate assembly 701 to move between the first air inlet 401 and the third air inlet 501 to adjust the air intake ratio of the front passenger side air duct 201 and the rear passenger side air duct 301. The second valve plate assembly 702 is connected to the output end of the second drive assembly 602. The second drive assembly 602 can drive the second valve plate assembly 702 to move between the second air inlet 403 and the fourth air inlet 502 to adjust the air intake ratio of the front passenger side air duct 202 and the rear passenger side air duct 302.

[0048] like Figure 1 and Figure 2 As shown, the second valve plate assembly 702 is a first regulating valve plate in the shape of a plate, and the fourth air inlet 502 has the same cross-section as the second air inlet 403 and is consistent with the first regulating valve plate. At the same time, the second drive assembly 602 is located between the front passenger side air duct 202 and the rear passenger side air duct 302. The first regulating valve plate is fixed to the output end of the second drive assembly 602 by a connecting piece, and the connecting piece passes through the cavity wall of the diversion cavity 100 and is sealed by a sliding seal to prevent warm air from leaking out. Thus, the second drive assembly 602 can drive the second valve plate assembly 702 to swing between the second air inlet 403 and the fourth air inlet 502, and partially cover the second air inlet 403 or the fourth air inlet 502 to adjust the air intake ratio. For example, when the second valve plate assembly 702 is close to the second air inlet 403 and away from the fourth air inlet 502, as shown in FIG. Figure 2 As shown, the second valve plate assembly 702 will block part of the warm air from flowing to the second air inlet 403, and will not block the warm air from flowing to the fourth air inlet 502, thereby increasing the air volume on the rear passenger side while also reducing the air volume on the front passenger side, that is, adjusting the air intake ratio of the front passenger side air duct 202 and the rear passenger side air duct 302. It is worth noting that only one motor (the second drive assembly 602) is driven in this process, while the existing warm air system requires two motors to drive the two valve plates to act separately, and its structure is simpler, which is conducive to reducing costs and power consumption.

[0049] Another example Figures 1 to 4As shown, the front row main driving side air duct 201 includes a first air duct 203 and a second air duct 204, the first air duct 203 and the second air duct 204 are respectively connected to the diverter cavity 100 and both extend toward the left foot activity area 102. At the same time, the first air inlet 401 includes a fifth air inlet 404 arranged on the first air duct 203, and a sixth air inlet 402 arranged on the second air duct 204, the fifth air inlet 404 is located at the end of the first air duct 203 connected to the diverter cavity 100, and the sixth air inlet 402 is located at the end of the second air duct 204 connected to the diverter cavity 100. One end of the first air duct 203 away from the diversion cavity 100 is connected to the second air duct 204, and the first air duct 203 and the second air duct 204 are provided with right foot air outlets corresponding to the right foot activity area 103, wherein the two right foot air outlets include a first right foot air outlet 205 arranged on the first air duct 203 and a second right foot air outlet 206 arranged on the second air duct 204, and the orientations of the first right foot air outlet 205 and the second right foot air outlet 206 are staggered, that is, the wind directions flowing out of the first right foot air outlet 205 and the second right foot air outlet 206 are different, thereby avoiding concentrated heating of the right foot. A left foot air outlet 207 is provided at the junction of the first air duct 203 and the second air duct 204. A one-way valve 210 is provided in the second air duct 204 to limit the warm air in the second air duct 204 to only flow from the diversion cavity 100 to the left foot activity area 102. In addition, a wind blocking net 208 is provided at the first right foot air outlet 205 to reduce the air volume of the first right foot air outlet 205. In addition, a fourth regulating valve plate 704 that can be opened and closed is provided at the third air inlet 501 to open or close the third air inlet 501; a second regulating valve plate 709 that can be opened and closed is provided at the fifth air inlet 404 to open or close the fifth air inlet 404; and a third regulating valve plate 703 that can be opened and closed is provided at the sixth air inlet 402 to open or close the sixth air inlet 402.

[0050] Another example Figures 1 to 4As shown, the first valve plate assembly 701 includes the second regulating valve plate 709, the third regulating valve plate 703 and the fourth regulating valve plate 704, and also includes an active connecting rod 705, a first connecting rod 708, a second connecting rod 707 and a connecting spring 706. Among them, the first driving assembly 601 is located between the second air duct 204 and the rear main driving side air duct 301, and one end of the active connecting rod 705 is connected to the output end of the first driving assembly 601, so that the active connecting rod 705 can swing in the diverter cavity 100 driven by the first driving assembly 601. The active connecting rod 705 is connected to the second regulating valve plate 709, the third regulating valve plate 703 and the fourth regulating valve plate 704 through a plurality of connecting members (i.e., the first connecting rod 708, the second connecting rod 707 and the connecting spring 706), respectively, to drive the second regulating valve plate 709, the third regulating valve plate 703 and the fourth regulating valve plate 704 to open and close during the swinging process. The two ends of the first connecting rod 708 are respectively hinged to the active connecting rod 705 and the second regulating valve plate 709, the two ends of the connecting spring 706 are respectively hinged to the active connecting rod 705 and the third regulating valve plate 703, and the two ends of the second connecting rod 707 are respectively hinged to the active connecting rod 705 and the fourth regulating valve plate 704. Figure 2 As shown, the fourth regulating valve plate 704 will also approach the third air inlet 501, and partially block the third air inlet 501, reducing the air volume of the rear driver's side air duct. At this time, at least one of the fifth air inlet and the sixth air inlet is fully opened, thereby increasing the air volume of the front driver's side air duct. When the active connecting rod 705 is away from the third air inlet 501, as shown in FIG. Figure 1 As shown, the fourth regulating valve plate 704 will also move away from the third air inlet 501, thereby reducing its shielding of the third air inlet 501 and increasing the air volume of the rear-row main driver's side air duct. At this time, the openings of the fifth and sixth air inlets are reduced, thereby reducing the air volume of the front-row main driver's side air duct. In this way, the air volume of the rear-row co-driver's side is increased while the air volume of the front-row co-driver's side is reduced, that is, the air intake ratio of the front-row main driver's side air duct and the rear-row main driver's side air duct is adjusted. It is worth noting that in this process, only one motor (first drive component 601) is driven, while the existing warm air system requires two motors to drive the two valve plates to act separately, and its structure is simpler, which is conducive to reducing costs and power consumption.

[0051] In addition, the heating system also includes a valve plate position detection module 901, which is arranged in the diversion chamber 101 and corresponds to the valve plate module 700, and can detect the position of the valve plate module 700, that is, detect the positions of the first regulating valve plate, the second regulating valve plate 709, the third regulating valve plate 703 and the fourth regulating valve plate 704, and feed back to the controller 900. The valve plate position detection module 901 is connected to the controller 901, and the measurement data can be fed back to the controller 900. The controller 900 can calculate the rotation angle of the output end of the first drive component 601 and the second drive component 602 according to the data of the valve plate position detection module 901, and further control the action of the first drive component 601 and the second drive component 602.

[0052] like Figure 1 and Figure 3 As shown, in the overheating state, the first valve plate assembly 701 is away from the third air inlet 501, and the second valve plate assembly 702 is away from the fourth air inlet 502. At this time, the first connecting rod 708 pushes the second regulating valve plate 709 into the first air duct 203, opening the fifth air inlet 404, and the connecting spring 706 presses against the third regulating valve plate 703 to block the sixth air inlet 402. In this state, most of the warm air in the diversion cavity 100 flows to the rear row from the third air inlet 501 and the fourth air inlet 502, and the other part of the warm air flows to the front row from the fifth air inlet 404 and the second air inlet 403. Among them, the warm air entering the first air duct 203 from the fifth air inlet 404 flows out from the first right foot air outlet 205 and the left foot air outlet 207, and the air outlet is less, and cannot flow to the second right foot air outlet 206 due to the action of the one-way valve 210.

[0053] like Figure 2 and Figure 4 As shown, in the supercooling state, the first valve plate assembly 701 is close to the third air inlet 501, and the second valve plate assembly 702 is close to the fourth air inlet 502. At this time, the first connecting rod 708 pulls the second regulating valve plate 709 to block the fifth air inlet 404, and the connecting spring 706 pulls out the third regulating valve plate 703 to open the sixth air inlet 402. In this state, a small part of the warm air in the diversion cavity 100 flows to the back row from the third air inlet 501 and the fourth air inlet 502, and the other part of the warm air flows to the front row from the sixth air inlet 402 and the second air inlet 403. Among them, the warm air entering the second air duct 204 from the sixth air inlet 402 flows out from the second right foot air outlet 206 and the left foot air outlet 207, and the air outlet is large, which concentrates on improving the temperature of the front row.

[0054] In some exemplary embodiments, a control method is applied to the above-mentioned heating system, including: when the measurement value of the temperature sensor 800 is lower than the first preset temperature, a first control signal is generated, and the controller 900 controls the valve plate module 700 to switch to a supercooling state based on the first control signal; when the measurement value of the temperature sensor 800 is higher than the second preset temperature, a second control signal is generated, and the controller 900 controls the valve plate module 700 to switch to a superheating state based on the second control signal; the first preset temperature is lower than the second preset temperature. The first preset temperature can be 17-20°C, and the second preset temperature can be 24-27°C. In this example, the first preset temperature is 19°C and the second preset temperature is 25°C. Specifically, the vehicle's air conditioner is in auto mode. When the measured value of the temperature sensor 800 is lower than 19°C, the temperature in the front row is low and the body feels cold. The controller 900 receives the first control signal and calculates the angle of rotation required for the output end of the first drive component 601 and the second drive component 602 according to the position of the valve plate module 700 detected by the valve plate position detection module 901. Then, the first drive component 601 and the second drive component 602 are controlled to move according to the calculated rotation angle and switch to the overheating state. When the measured value of the temperature sensor 800 is lower than 25°C, the temperature in the front row is high and the body feels hot. The controller 900 receives the second control signal and calculates the angle of rotation required for the output end of the first drive component 601 and the second drive component 602 according to the position of the valve plate module 700 detected by the valve plate position detection module 901. Then, the first drive component 601 and the second drive component 602 are controlled to move according to the calculated rotation angle and switch to the overcooling state. If the measured value of the temperature sensor 800 is between 19° C. and 25° C., the current position of the valve plate module 700 is maintained.

[0055] From the above, it can be seen that the heating duct structure can achieve the simultaneous reduction of the front exhaust air volume and the increase of the rear exhaust air volume, so as to achieve uniform temperature in the passenger compartment and low energy consumption, thus achieving a balance between comfort and battery energy consumption. Moreover, both the driver's side and the co-driver's side are driven by only one stepper motor, which has a simple structure and relatively low cost. In addition, the heating duct structure also realizes the wind direction adjustment of the driver's right foot, thereby avoiding the problem of overheating and discomfort caused by the inability to move the right foot.

[0056] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0057] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0058] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0059] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0060] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0061] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A heating air duct structure, comprising a front air duct and a rear air duct, and a diversion cavity, wherein the front air duct and the rear air duct are both connected to the diversion cavity to guide the warm air in the diversion cavity to the passenger compartment, a front air inlet is provided at one end of the front air duct connected to the diversion cavity, and a rear air inlet is provided at one end of the rear air duct connected to the diversion cavity, wherein: It also includes a driving module and a valve plate module, wherein the valve plate module is arranged in the diversion cavity and connected to the output end of the driving module, and the driving module is arranged to drive the valve plate module to move between the front air inlet and the rear air inlet to adjust the air intake ratio of the front air duct and the rear air duct; The front air duct includes a front main driving side air duct, and the front main driving side air duct includes a first air duct and a second air duct, the first air duct and the second air duct are respectively connected to the diversion cavity and both extend to the left foot activity area, the first air duct is connected to the second air duct at one end away from the diversion cavity, and the first air duct and the second air duct are provided with right foot air outlets corresponding to the right foot activity area; the two right foot air outlets include a first right foot air outlet arranged on the first air duct and a second right foot air outlet arranged on the second air duct, and the directions of the first right foot air outlet and the second right foot air outlet are staggered; a left foot air outlet is provided at the connection between the first air duct and the second air duct, a one-way valve is provided in the second air duct, and a wind-blocking net is provided at the first right foot air outlet; during driving, the driver places his right foot on the accelerator pedal or the brake pedal.

2. The heating air duct structure according to claim 1, characterized in that: The front row air duct also includes a front row passenger side air duct, the front row main driver side air duct and the front row passenger side air duct are respectively connected to the diversion cavity, and the front row air inlet includes a first air inlet arranged on the front row main driver side air duct, and a second air inlet arranged on the front row passenger side air duct; The rear air duct includes a rear driver side air duct and a rear passenger side air duct, the rear driver side air duct and the rear passenger side air duct are respectively connected to the diversion cavity, and the rear air inlet includes a third air inlet arranged on the rear driver side air duct, and a fourth air inlet arranged on the rear passenger side air duct; The driving module includes a first driving component and a second driving component; The valve plate module includes a first valve plate assembly and a second valve plate assembly, the first valve plate assembly is connected to the output end of the first drive assembly, and the first drive assembly is configured to drive the first valve plate assembly to move between the first air inlet and the third air inlet to adjust the air intake ratio of the front main driver side air duct and the rear main driver side air duct; The second valve plate assembly is connected to the output end of the second drive assembly, and the second drive assembly is configured to drive the second valve plate assembly to move between the second air inlet and the fourth air inlet to adjust the air intake ratio of the front passenger side air duct and the rear passenger side air duct.

3. The heating air duct structure according to claim 2, characterized in that: The second driving assembly is configured as a motor, and the second valve plate assembly includes a first regulating valve plate, which is fixed to an output end of the second driving assembly to swing between the second air inlet and the fourth air inlet.

4. The heating air duct structure according to claim 2, characterized in that: The passenger compartment is provided with a driver seating area, and the driver seating area includes a left foot activity area and a right foot activity area; the first air inlet includes a fifth air inlet arranged on the first air duct, and a sixth air inlet arranged on the second air duct; The first driving assembly is configured as a motor, and the first valve plate assembly includes an active connecting rod, a second regulating valve plate, a third regulating valve plate, and a fourth regulating valve plate; The fourth regulating valve plate is openably and closably arranged at the third air inlet, the second regulating valve plate is openably and closably arranged at the fifth air inlet, and the third regulating valve plate is openably and closably arranged at the sixth air inlet; The active connecting rod is connected to the output end of the first driving component so as to swing in the diversion chamber. The active connecting rod is respectively connected to the second regulating valve plate, the third regulating valve plate and the fourth regulating valve plate through multiple connecting parts to drive the second regulating valve plate, the third regulating valve plate and the fourth regulating valve plate to open and close during the swinging process.

5. A heating system, comprising a temperature sensor and a controller, characterized in that: It also includes the heating air duct structure according to any one of claims 1 to 4, wherein the controller is electrically connected to the temperature sensor and the drive module respectively; The controller is configured to control the action of the driving module according to data from the temperature sensor; The valve plate module includes an overheating state disposed close to the front air inlet and an overcooling state disposed away from the front air inlet.

6. The heating system according to claim 5, characterized in that: A front row leg activity area is provided in the passenger compartment, and the temperature sensor is arranged corresponding to the front row leg activity area.

7. The heating system according to claim 5, characterized in that: It also includes a valve plate position detection module, which is electrically connected to the controller. The valve plate position detection module is arranged in the diversion cavity and corresponds to the valve plate module to detect the position of the valve plate module.

8. A control method, characterized in that: The heating system applied to any one of claims 5 to 7 comprises: When the measured value of the temperature sensor is lower than a first preset temperature, a first control signal is generated, and the controller controls the valve plate module to switch to a supercooling state based on the first control signal; When the measured value of the temperature sensor is higher than a second preset temperature, a second control signal is generated, and the controller controls the valve plate module to switch to an overheating state based on the second control signal; The first preset temperature is lower than the second preset temperature.

9. The control method according to claim 8, characterized in that: The first preset temperature is set to 17-20°C, and the second preset temperature is set to 24-27°C.

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