Air outlet adjustment mechanism, method and air outlet adjustment method for improving thermal comfort

Abstract

The present invention discloses an air outlet adjustment mechanism, method and air outlet adjustment method for improving thermal comfort, which belongs to the technical field of vehicle-mounted air conditioners and solves the technical problem that the wind speed of the air outlet of the existing vehicle-mounted air conditioner is high, resulting in low thermal comfort for the human body. The adjustment mechanism is arranged in the air outlet duct of the air conditioner; the air outlet adjustment mechanism includes two groups of adjustment mechanisms, and the two groups of adjustment mechanisms are respectively fixed on the two opposite inner walls of the air outlet duct; the adjustment mechanism includes a driving mechanism and a plurality of fins arranged at intervals along a first direction, and the driving mechanism can drive the fins to rotate around a second direction, and the first direction, the second direction and the length direction of the air outlet duct are perpendicular to each other; the air outlet adjustment method is applied to the air outlet adjustment mechanism; the air outlet adjustment method for improving thermal comfort is applied to the air outlet adjustment method. The present application can improve the turbulence intensity of the airflow at the air outlet of the air outlet duct of the air conditioner, and the wind feeling is close to natural wind, which can greatly improve the comfort of the occupants.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle air conditioners, and in particular relates to an air outlet adjustment mechanism and method, and an air outlet adjustment method for improving thermal comfort. Background Art

[0002] Due to the limited space in the vehicle passenger compartment, the air outlet of the vehicle air conditioner is close to the passengers, and the wind speed blowing on the passenger's body surface is relatively high and concentrated in one position, which makes the thermal comfort of the human body poor, especially when the wind blows on the passenger's face. The high wind speed makes the passenger feel uncomfortable and uncomfortable. There are currently two solutions on the market to improve the thermal comfort of the air outlet. One is to add a motor to the air outlet of the air conditioner to drive the air outlet guide vane to swing back and forth, and the other is to set multiple baffles at the air outlet to break up the air into multiple small airflows. The former requires the motor to continuously reciprocate, which has a great impact on the durability of the motor, and the mechanical structure will continue to generate noise when it moves, resulting in poor user experience; the latter greatly reduces the ventilation area, resulting in an increase in the pressure loss of the air outlet, an increase in the energy consumption of the air conditioner, and a poor cooling effect of the air conditioner. Summary of the invention

[0003] The present application aims to at least to some extent solve the technical problem that the high wind speed at the existing vehicle air-conditioning outlet leads to low thermal comfort for the human body. To this end, the present application provides an air outlet adjustment mechanism and method and an air outlet adjustment method for improving thermal comfort.

[0004] The technical solution of this application is as follows:

[0005] An air outlet adjustment mechanism is arranged in the air outlet pipe of the air conditioner;

[0006] The air outlet adjustment mechanism includes two groups of adjustment mechanisms, and the two groups of adjustment mechanisms are respectively fixedly arranged on two opposite inner walls of the air outlet pipe;

[0007] The adjustment mechanism includes a driving mechanism and a plurality of vanes spaced apart along a first direction, the driving mechanism can drive the vanes to rotate about a second direction, and the first direction, the second direction and the length direction of the air outlet pipe are perpendicular to each other.

[0008] In some embodiments, the air outlet adjustment mechanism is 50-100 mm away from the air outlet of the air outlet pipe.

[0009] In some embodiments, the height of the middle portion of the fin is greater than the height of an end of the fin close to the upstream of the airflow;

[0010] The maximum height of the wing is 1 / 20-1 / 30 of the diameter of the air outlet pipe.

[0011] In some embodiments, the vanes of the two groups of the air outlet adjustment mechanisms are arranged opposite to each other; and the vanes of the two groups of the air outlet adjustment mechanisms rotate in the same direction.

[0012] An air outlet adjustment method is applied to the air outlet adjustment mechanism, and the air outlet adjustment method comprises the following steps:

[0013] Obtaining a value range of turbulence intensity of a target area in the vehicle compartment, wherein the target area is a facial area of ​​a passenger when riding in the vehicle;

[0014] Selecting a plurality of turbulence intensity values ​​within the obtained value interval;

[0015] Obtaining an angle value corresponding to each of the turbulence intensity values, wherein the angle value is an angle between the wing of the regulating mechanism and the length direction of the air outlet pipe;

[0016] A plurality of turbulence intensity values ​​and their corresponding angle values ​​are entered into the vehicle ECU, so that after selecting the turbulence intensity value, the ECU drives the wing of the regulating mechanism to rotate to the corresponding angle value.

[0017] In some embodiments, the turbulence intensity has a value interval of 0.4-0.7.

[0018] In some embodiments, in the step of obtaining the angle value corresponding to each of the turbulence intensity values, the angle value obtained includes the angle values ​​corresponding to multiple turbulence intensity values ​​during the cooling process and the angle values ​​corresponding to multiple turbulence intensity values ​​during the temperature maintenance process, wherein the cooling process is the process of cooling the temperature inside the vehicle to the air-conditioning set temperature, and the temperature maintenance process is the process of maintaining the temperature inside the vehicle at the air-conditioning set temperature.

[0019] A method for improving thermal comfort air outlet adjustment is applied to the air outlet adjustment method. The method for improving thermal comfort air outlet adjustment includes the following steps:

[0020] Get the temperature difference between the vehicle interior temperature and the air conditioning setting temperature;

[0021] The different temperature difference values ​​are matched with different turbulence intensity values, and the corresponding angle values ​​are called out through the matched turbulence intensity values, and the wing of the adjustment mechanism is driven to rotate to the called angle value.

[0022] In some embodiments, the greater the temperature difference, the greater the matched turbulence intensity value.

[0023] In some embodiments, the step of matching different temperature difference values ​​with different turbulence intensity values ​​comprises:

[0024] Select multiple testers to sit in various seats in the carriage;

[0025] Setting the temperature difference;

[0026] The driving regulating mechanism sequentially outputs a plurality of turbulence intensity values;

[0027] Each of the testers scores the air conditioning air outlet comfort corresponding to different turbulence intensity values ​​in turn;

[0028] The turbulence intensity value with the highest score is obtained as the turbulence intensity value matched by the set temperature difference value.

[0029] The embodiments of the present application have at least the following beneficial effects:

[0030] It can be seen from the above technical scheme that the regulating mechanism disclosed in the present invention guides part of the airflow in the air-conditioning outlet duct through the fins, changes the airflow direction of part of the airflow, thereby changing the turbulence intensity and turbulence characteristics of the airflow in the air-conditioning outlet duct, and improving the turbulence intensity of the airflow at the air outlet of the air-conditioning outlet duct. After the airflow enters the cockpit, it has airflows in multiple directions, which can achieve a wide range of cooling, and the airflow directly blowing on the occupants' faces is small, and the wind feeling is close to natural wind, which can greatly improve the comfort of the occupants.

[0031] The adjustment method disclosed in the present invention enables the air outlet duct of the air conditioner to stably output different turbulence intensity values ​​by setting multiple angle values, so as to adapt to different turbulence intensity requirements while ensuring the comfort of passengers, and has wide adaptability;

[0032] The air outlet adjustment method for improving thermal comfort disclosed in the present invention automatically obtains the turbulence intensity value adapted to the occupants by obtaining the temperature difference, thereby reducing the occupants' work and improving the comfort of the occupants when riding in the vehicle and using the air conditioner. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0034] Figure 1 A schematic diagram of the structure of the adjustment mechanism in the embodiment of the present application is shown;

[0035] Figure 2 Shows Figure 1 A schematic diagram of the structure of the middle adjustment mechanism when not in use;

[0036] Figure 3 Shows Figure 2 Structural diagram of the use of the middle adjustment mechanism;

[0037] Figure 4 Another structural schematic diagram of the adjustment mechanism in the embodiment of the present application is shown;

[0038] Figure 5 A schematic diagram of the flow chart of the air outlet adjustment method in an embodiment of the present application is shown;

[0039] Figure 6 A schematic diagram of a flow chart of a method for adjusting air flow to improve thermal comfort in an embodiment of the present application is shown;

[0040] Markings in the figure: 1-air outlet pipe, 2-wing, 3-rotating shaft, 4-gear, 5-rack, 6-stepping motor. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0042] In addition, the present application may repeat reference numbers and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not in itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides various specific examples of processes and materials, but those of ordinary skill in the art may recognize the application of other processes and / or the use of other materials.

[0043] Figure 1 A schematic diagram of the structure of the adjustment mechanism in the embodiment of the present application is shown; Figure 2 Shows Figure 1 A schematic diagram of the structure of the middle adjustment mechanism when not in use; Figure 3 Shows Figure 2 Structural diagram of the use of the middle adjustment mechanism; Figure 4 Another structural schematic diagram of the adjustment mechanism in the embodiment of the present application is shown; Figure 5 A schematic diagram of the flow chart of the air outlet adjustment method in an embodiment of the present application is shown; Figure 6 A schematic flow chart of a method for adjusting air outlet to improve thermal comfort in an embodiment of the present application is shown.

[0044] The present application is described below with reference to the accompanying drawings and specific embodiments:

[0045] like Figure 1-Figure 6As shown, this embodiment provides a thermal comfort air outlet adjustment mechanism, which is arranged in the air outlet duct 1 of the air conditioner, and the air outlet adjustment mechanism is 50-100mm away from the air outlet of the air outlet duct 1, and is used to change the turbulence intensity of the air flow in the air outlet duct 1 of the air conditioner, thereby improving the comfort level of the wind blowing on the body surface and face of the occupants.

[0046] Reference Figure 1 The air outlet regulating mechanism includes a first regulating mechanism and a second regulating mechanism, and the first regulating mechanism and the second regulating mechanism are respectively fixedly arranged on two opposite inner walls of the air outlet pipe 1.

[0047] The regulating mechanism includes a driving mechanism and a plurality of vanes 2 spaced apart along a first direction. The driving mechanism can drive the vanes 2 to rotate about a second direction. The first direction, the second direction and the length direction of the air outlet duct 1 are perpendicular to each other. The air-conditioning air outlet duct 1 of some vehicle models has a bending section to adapt to the layout of the cockpit or cabin. Therefore, the regulating mechanism in this embodiment is arranged on the straight section of the air-conditioning air outlet duct 1, and the length direction of the air-conditioning air outlet duct 1 is the length direction of the straight section where the regulating mechanism is located. The first direction, the second direction and the length direction of the air outlet duct 1 are perpendicular to each other. The airflow direction in the air-conditioning air outlet duct 1 is the length direction of the air-conditioning air outlet duct 1, that is, as the vanes 2 rotate about the second direction, refer to Figure 2 and Figure 3 , the airflow direction will form an angle between the fins 2. At this time, part of the airflow in the air-conditioning outlet duct 1 is guided by the fins 2, and the airflow direction will change, thereby changing the turbulence intensity and turbulence characteristics of the airflow in the air-conditioning outlet duct 1, thereby improving the turbulence intensity of the airflow at the air outlet of the air-conditioning outlet duct 1. After the airflow enters the cockpit, it has airflows in multiple directions, which can achieve large-scale cooling, and there is less airflow directly blowing on the occupants' faces. The wind feeling is close to natural wind, which can greatly improve the comfort of the occupants.

[0048] Reference Figure 1 and Figure 4 It can be understood that the air outlet pipe 1 of the air conditioner can be a square pipe or a round pipe, as long as the direction of the airflow in contact with the wing 2 can be changed by the wing 2. The driving mechanism can be multiple motors, each wing 2 is fixedly connected to a stepper motor, of course, multiple wings 2 can also be driven by a stepper motor, that is, multiple wings 2 can be rotatably arranged in the air outlet pipe 1, and one end of the multiple wings 2 is hinged to the telescopic rod of the hydraulic structure, which can also be referred to Figure 1 , so that each wing 2 is coaxially connected to a gear 4 through a rotating shaft 3, and multiple gears 4 are all engaged with the same rack 5. A driving gear 4 is also engaged on the rack 5. The driving gear 4 is connected to a stepping motor 6. The motor 6 drives the driving gear 4 to rotate, thereby driving the rack 5 to move back and forth, thereby realizing the synchronous rotation of multiple wings 2.

[0049] Reference Figure 1The two sets of vanes 2 of the air outlet adjustment mechanism are arranged opposite to each other to reduce the influence of the vanes 2 on the air volume in the air conditioner outlet duct 1. Specifically, the vanes 2 arranged opposite to each other change the flow direction of part of the air flow while dividing less air flow, and while increasing the turbulence intensity of the air flow, the air volume loss is small. Furthermore, the vanes 2 of the two sets of air outlet adjustment mechanism rotate in the same direction, further reducing the divided air flow and reducing the air volume loss.

[0050] Reference Figure 3 , the height of the middle part of the wing 2 is greater than the height of the end of the wing 2 close to the upstream of the airflow, that is, the wing 2 has a first end and a second end relative to each other, the first end of the wing 2 is located upstream of the airflow in the air-conditioning outlet pipe, and the second end of the wing 2 is located downstream of the airflow. The shape of the wing 2 can be hemispherical, fin-shaped, triangular, trapezoidal, etc. The height of the first section of the wing 2 is low, which can reduce the loss of the airflow caused by direct collision with the end face of the first end of the wing 2, and reduce the loss of air volume while increasing the turbulence intensity of the airflow. In this embodiment, the maximum height value of the wing 2 is 1 / 20-1 / 30 of the diameter of the air outlet pipe 1. The height of the wing 2 in this range makes it possible for the airflow to obtain a turbulence intensity range suitable for the passengers to blow when there is an angle between the wing 2 and the length direction of the air-conditioning outlet pipe 1, which is suitable for the air-conditioning outlet of the vehicle.

[0051] like Figure 5 As shown, the present embodiment further discloses an air outlet adjustment method, which is applied to the above-mentioned air outlet adjustment mechanism to obtain a turbulence intensity value that can be adapted to the vehicle occupants. When the angle between the wing and the length direction of the air outlet pipe is different, the amplitude of the flow direction changed by the wing is also different. Generally speaking, when the angle between the wing and the length direction of the air outlet pipe is larger, the turbulence intensity of the airflow at the outlet of the air outlet pipe is higher. However, the turbulence intensity is also affected by the air outlet intensity of the air conditioner and the direction of the air outlet pipe. Therefore, the air outlet adjustment method of the present embodiment includes the following steps:

[0052] Step 100: Obtain a value range of turbulence intensity of a target area in the vehicle compartment, wherein the target area is a facial area of ​​a passenger when riding in the vehicle.

[0053] The receptors for heat and cold in human skin are based on two different principles. In general, during vehicle development, the fastest default cooling method is for the air conditioner to blow on the occupants' faces. Moreover, airflow with a relatively high wind speed can easily make the occupants feel uncomfortable with difficulty breathing. Therefore, in this embodiment, the target area is the facial area of ​​the occupants when riding in the vehicle. The turbulence intensity of the airflow is increased while ensuring the comfort of the occupants, thereby enhancing the natural wind feeling of the airflow.

[0054] The wind blown out by ordinary automobile air conditioners meets the characteristics of steady-state mechanical wind, and its turbulence intensity Ir is 0.01-0.05. The coverage area when blowing to the target area is small, and the area where the target area is blown to the cold air is concentrated, the comfort level is low, and the occupants are prone to breathing difficulties. In this embodiment, different value intervals can be selected according to the type of automobile, such as 0.2-0.9, 0.3-0.6, 0.3-0.8, 0.4-0.8, etc. In this embodiment, the value interval of the turbulence intensity Ir is 0.4-0.7. Within this range, the occupants' evaluation of the air outlet of the air conditioner is closer to natural wind.

[0055] Step 200: Select multiple turbulence intensity values ​​within the obtained value range.

[0056] It can be understood that 3-10 turbulence intensity values ​​can be selected within the value range to provide personalized customization for passengers, and multiple turbulence intensity values ​​are selected in an arithmetic progression.

[0057] Step 300: Obtain the angle value corresponding to each turbulence intensity value, where the angle value is the angle between the vane of the regulating mechanism and the length direction of the air outlet pipe.

[0058] This embodiment obtains the angle values ​​corresponding to different turbulence intensity values ​​by pre-adjusting the angle value to obtain the turbulence intensity of the target area under different angle values. Specifically, the test angle value is set, and a hot wire anemometer is provided to collect the wind speed of the target area multiple times within a unit time. During the collection process, the unit time is the duration of collecting the wind speed. In this embodiment, the unit time is 30-60s, wherein the time interval for each collection within the unit time is 0.1s. An XYZ spatial coordinate system is set, and the data obtained includes the wind speed components in the three directions of x, y, and z. Multiple groups of data with relatively stable wind speed within a unit time are obtained and the average of each component speed is calculated. At this time, the data obtained has a higher accuracy.

[0059] The real-time turbulence intensity value I of the target area is obtained by obtaining the wind speed. r .

[0060]

[0061] Among them, I r is the turbulence intensity, u' is the root mean square of the turbulent fluctuation velocity (i.e. the standard deviation of wind speed), and U is the average velocity.

[0062]

[0063]

[0064] Among them, v x 、v y 、v zare the wind speed components in the x, y, and z directions, U x , U y , U z They are the mean values ​​of the wind speed in the x, y, and z directions per unit time.

[0065] The turbulence intensity values ​​corresponding to different test angle values ​​are calculated by the above formula. After a plurality of turbulence intensity values ​​are obtained in step 200, the angle values ​​corresponding to the turbulence intensity values ​​can be obtained according to the above calculation results.

[0066] Furthermore, when the air conditioner is cooling the cabin, the wind speed of the air flow in the air outlet duct changes. The process of cooling the interior temperature of the vehicle to the air conditioner set temperature is the cooling process, and the process of maintaining the interior temperature at the air conditioner set temperature is the temperature maintenance process. The wind speed of the air flow in the air outlet duct during the cooling process is greater than the wind speed of the air flow in the air outlet duct during the temperature maintenance process. Therefore, the above calculation process needs to respectively calculate the turbulence intensity values ​​corresponding to different test angle values ​​during the cooling process and the turbulence intensity values ​​corresponding to different test angle values ​​during the temperature maintenance process, so that the method can make adaptive adjustments to the cooling process and the temperature maintenance process, provide accurate turbulence intensity values ​​at different stages of air conditioning use, and improve the comfort of the occupants.

[0067] Step 400: multiple turbulence intensity values ​​and their corresponding angle values ​​are entered into the vehicle ECU (Electronic Control Unit) so that after the turbulence intensity value is selected, the ECU drives the wing of the adjustment mechanism to rotate to the corresponding angle value.

[0068] The driving mechanism of the regulating mechanism is electrically connected to the ECU. Regarding the selection of the turbulence intensity value, the passenger may operate the vehicle ECU to select a suitable turbulence intensity value, or the ECU may automatically select a suitable turbulence intensity value according to environmental factors.

[0069] like Figure 6 As shown, this embodiment also provides a method for improving thermal comfort air outlet adjustment, which is applied to the above air outlet adjustment method so that the vehicle can automatically select a suitable turbulence intensity value, reduce the operating difficulty of the occupants, and improve the thermal comfort of the occupants. The method for improving thermal comfort air outlet adjustment includes the following steps:

[0070] Step 500: Obtain the temperature difference between the vehicle interior temperature and the air conditioning setting temperature.

[0071] Step 600: Match different temperature difference values ​​with different turbulence intensity values, call out corresponding angle values ​​through the matched turbulence intensity values, and drive the vanes of the adjustment mechanism to rotate to the called angle values.

[0072] The vehicle is provided with a temperature sensor to obtain the temperature inside the vehicle. Generally speaking, the higher the temperature inside the vehicle, the greater the temperature difference, the higher the air outlet speed of the air conditioning outlet duct, and the higher the required turbulence intensity value, so as to reduce the discomfort caused by the high air outlet speed to the occupants. Therefore, the greater the temperature difference, the greater the turbulence intensity value matched. In step 200, if n turbulence intensity values ​​are selected in the value range, then in step 600, the operator can set the temperature difference to n intervals, each interval corresponding to a turbulence intensity value, and obtain the temperature difference through step 500. After the ECU determines which interval the obtained temperature difference is located, it calls the turbulence intensity value corresponding to the interval, and then obtains the corresponding angle value according to the turbulence intensity value, and finally drives the wing of the adjustment mechanism to rotate to the angle value. It can be understood that when the temperature difference is greater than 1°C, it can be considered that the vehicle is in the cooling process, and when the temperature difference is less than or equal to 1°C, it can be considered that the vehicle is in the temperature maintenance state.

[0073] For example, let the turbulence intensity values ​​include four values ​​of 0.4, 0.5, 0.6, and 0.7, let the temperature difference include four intervals of 0-1°C, 1-4°C, 4-7°C, and above 7°C. When the temperature difference is 8, the ECU will execute the angle value of the turbulence intensity value of 0.7 during the cooling process. As the air conditioner is running, the temperature difference gradually decreases, and the turbulence intensity value executed by the ECU also decreases accordingly. Considering that the temperature inside the vehicle is high after being exposed to the sun, and the temperature difference is generally greater than 10°C, this embodiment also includes step 601: correcting the matched turbulence intensity value by obtaining the initial in-vehicle temperature. The initial in-vehicle temperature is the in-vehicle temperature when the air conditioner is not started. The correction step includes: if the initial temperature inside the vehicle is too high, then after obtaining the matching turbulence intensity value through the temperature difference, the obtained turbulence intensity value is multiplied by a correction coefficient greater than 1 to obtain a corrected turbulence intensity value; if the initial temperature inside the vehicle is not high, then after obtaining the matching turbulence intensity value through the temperature difference, the obtained turbulence intensity value is multiplied by a correction coefficient less than 1 to obtain a corrected turbulence intensity value.

[0074] By correcting the turbulence intensity value to obtain the corresponding corrected angle value, the ECU drives the wing of the regulating mechanism to rotate to the corrected angle value. It should be noted that the correction step is based on the initial in-car temperature in order to target different driving environments. For example, the correction coefficient for an initial in-car temperature greater than 40°C is 1.2, the correction coefficient for an initial in-car temperature of 35-40°C is 1.1, the correction coefficient for an initial in-car temperature of 30-35°C is 1, and the correction coefficient for an initial in-car temperature less than 30°C is 0.8.

[0075] In order to improve the accuracy of turbulence intensity values ​​matched with different temperature differences, this embodiment further includes the steps of:

[0076] Step 621: Select multiple test persons to sit in different seats in the carriage.

[0077] Step 622: Set the temperature difference.

[0078] Step 623: driving the regulating mechanism to output a plurality of turbulence intensity values ​​in sequence.

[0079] Step 624: Each tester scores the air conditioning air outlet comfort corresponding to different turbulence intensity values ​​in turn.

[0080] Step 625: Obtain the turbulence intensity value with the highest score as the turbulence intensity value matched by the set temperature difference.

[0081] Select the typical high temperature in the car and the typical air conditioning setting temperature in China, set the car temperature to 35℃ and the air conditioning setting temperature to 25℃, adjust the air outlet of the air conditioning outlet duct so that the wind blows through the tester's face area, and the tester evaluates and scores the thermal comfort brought by different turbulence intensity values ​​under the same temperature difference, obtain the turbulence intensity value with the highest score, and make the temperature difference with equal turbulence intensity values ​​within the same temperature difference range, which is convenient for ECU call. Of course, the car temperature can also be set to 40℃ and the air conditioning setting temperature to 25℃ to obtain more and more accurate data to improve the comfort of passengers in different environments.

[0082] In the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0083] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application 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 a limitation on the present application.

[0084] It should be noted that all directional indications in the embodiments of the present application are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0085] In this application, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" 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 this application can be understood according to specific circumstances.

[0086] In addition, the descriptions of "first", "second", etc. in this application are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0087] 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 application. 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 different embodiments or examples described in this specification.

[0088] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0089] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A method for adjusting air flow, characterized in that: Applicable to an air outlet adjustment mechanism, the air outlet adjustment mechanism is arranged in an air outlet duct of an air conditioner; the air outlet adjustment mechanism comprises two groups of adjustment mechanisms, the two groups of adjustment mechanisms are respectively fixedly arranged on two opposite inner walls of the air outlet duct; the adjustment mechanism comprises a driving mechanism and a plurality of fins arranged at intervals along a first direction, the driving mechanism can drive the fins to rotate around a second direction, the first direction is perpendicular to the second direction, and the first direction and the second direction are both perpendicular to the length direction of the air outlet duct; The air outlet adjustment method includes the following steps: Obtaining a value range of turbulence intensity of a target area in the vehicle compartment, wherein the target area is a facial area of ​​a passenger when riding in the vehicle; Selecting a plurality of turbulence intensity values ​​within the obtained value interval; Obtaining an angle value corresponding to each of the turbulence intensity values, wherein the angle value is an angle between the wing of the regulating mechanism and the length direction of the air outlet pipe; A plurality of turbulence intensity values ​​and their corresponding angle values ​​are entered into the vehicle ECU, so that after selecting the turbulence intensity value, the ECU drives the wing of the regulating mechanism to rotate to the corresponding angle value.

2. The air outlet adjustment method according to claim 1, characterized in that: The air outlet adjustment mechanism is 50-100 mm away from the air outlet of the air outlet pipe.

3. The air outlet adjustment method according to claim 1, characterized in that: The height of the middle portion of the wing is greater than the height of an end of the wing close to the upstream of the airflow; The maximum height of the wing is 1 / 20-1 / 30 of the diameter of the air outlet pipe.

4. The air outlet adjustment method according to claim 1, characterized in that: The two groups of wings of the air outlet regulating mechanism are arranged opposite to each other one by one; the two groups of wings of the air outlet regulating mechanism rotate in the same direction.

5. The air outlet adjustment method according to claim 1, characterized in that: The turbulence intensity has a value interval of 0.4-0.

7.

6. The air outlet adjustment method according to claim 1, characterized in that: In the step of obtaining the angle value corresponding to each of the turbulence intensity values, the obtained angle values ​​include the angle values ​​corresponding to multiple turbulence intensity values ​​during the cooling process and the angle values ​​corresponding to multiple turbulence intensity values ​​during the temperature maintenance process, wherein the cooling process is the process of cooling the temperature inside the vehicle to the air-conditioning set temperature, and the temperature maintenance process is the process of maintaining the temperature inside the vehicle at the air-conditioning set temperature.

7. A method for adjusting air flow to improve thermal comfort, characterized in that: Applied to the air outlet adjustment method described in claim 6, the air outlet adjustment method for improving thermal comfort comprises the following steps: Get the temperature difference between the vehicle interior temperature and the air conditioning setting temperature; The different temperature difference values ​​are matched with different turbulence intensity values, and the corresponding angle values ​​are called out through the matched turbulence intensity values, and the wing of the adjustment mechanism is driven to rotate to the called angle value.

8. The method for adjusting air flow to improve thermal comfort according to claim 7, characterized in that: The greater the temperature difference is, the greater the matching turbulence intensity value is.

9. The method for adjusting air flow to improve thermal comfort according to claim 7, characterized in that: The step of matching different temperature difference values ​​with different turbulence intensity values ​​comprises: Select multiple testers to sit in various seats in the carriage; Setting the temperature difference; The driving regulating mechanism sequentially outputs a plurality of turbulence intensity values; Each of the testers scores the air conditioning air outlet comfort corresponding to different turbulence intensity values ​​in turn; The turbulence intensity value with the highest score is obtained as the turbulence intensity value matched by the set temperature difference value.

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