Automobile roof duct and design method thereof

Abstract

The application provides an automobile roof air pipe and a design method thereof, which comprises: a blowing pipe, one end of which is provided with a blowing port; at least two air outlet pipes, one end of each of which is communicated with the blowing port and forms a shunt area at the communicated position with the blowing port; and at least one shunt plate, which is arranged in the shunt area and is arranged between two air outlet pipes to separate the shunt areas on both sides thereof to form an air inlet corresponding to one air outlet pipe, so that the airflow sent out by the blowing port is sent into the corresponding air outlet pipe through each air inlet, and the arrangement position of the shunt plate in the shunt area is obtained according to the preset air volume ratio between the air outlet pipes. The shunt plate is arranged between the two air outlet pipes in the shunt area, the airflow sent out by the blowing pipe is shunted through the shunt plate, and then when the air volume of the two air outlet pipes needs to be adjusted, the position of the shunt plate in the shunt area can be directly adjusted, so that the air volume ratio of the two air outlet pipes reaches the preset value.

Description

Technical Field

[0001] This invention relates to the field of data processing, and more particularly to a car roof duct and its design method. Background Technology

[0002] Roof ducts are installed on the car's roof sheet metal and covered by the roof lining. Their primary function is to evenly distribute cool air from the rear air conditioning system in the trunk to rear passengers. Generally, large six / seven-seater SUVs and MPVs are equipped with roof ducts to meet the cooling needs of passengers in the second and third rows, playing a crucial role in their comfort. The current design and analysis process for roof ducts involves, after each round of initial spatial layout and cross-sectional area distribution design, analyzing and simulating the overall cabin airflow effect to determine the phased design scheme for the roof ducts.

[0003] In the design process of ceiling ductwork, the first step is to adjust the air intake volume of the outlet ducts on both sides. Related technologies refer to... Figure 1 The design process involves controlling the local cross-sectional area and the angle θ of the duct routing at the left and right bifurcations to control the airflow of the left and right exhaust ducts. However, this method has a significant impact on the surrounding environment, component shapes, and structures, making it difficult to implement and requiring substantial resources and time. Summary of the Invention

[0004] The main objective of this invention is to provide a car roof duct and its design method, aiming to solve the problem of design difficulties in the design of air outlet ducts on both sides during the roof duct design process.

[0005] In a first aspect, the present invention provides a car roof ventilation duct, which adopts the following technical solution:

[0006] A car roof ventilation duct, comprising:

[0007] An air supply duct with an air outlet at one end;

[0008] At least two air outlet ducts, one end of each air outlet duct is connected to the air supply outlet, and a diversion zone is formed at the connection position with the air supply outlet;

[0009] At least one diverter plate is disposed within the diversion zone and correspondingly disposed between each pair of the air outlet ducts, dividing the diversion zone on both sides to form an air inlet corresponding to one of the air outlet ducts, so that the airflow delivered by the air outlet is sent into the corresponding air outlet duct through each of the air inlets.

[0010] In some embodiments, the air outlet duct is provided with at least a first air outlet and a second air outlet along the airflow direction.

[0011] In some embodiments, a speed-reducing baffle is provided on the pipe wall inside the first air outlet, occupying a portion of the pipe cross-section, to reduce the airflow velocity through the first air outlet.

[0012] In some embodiments, the second air outlet has the same shape and size as the first air outlet.

[0013] In some embodiments, both the first air outlet and the second air outlet are provided with a plurality of air outlet blades, the air outlet blades are spaced apart, and the size of the air outlet blades is obtained according to a preset air outlet wind speed requirement.

[0014] Secondly, the present invention also provides a design method for an automotive roof duct, employing the following technical solution:

[0015] A design method for a car roof ventilation duct includes the following steps:

[0016] An initial model of the car roof duct is established; wherein the diverter plate in the initial model is obtained according to a set initial position;

[0017] Based on the preset air intake ratio among multiple air outlet ducts, the position of the diverter plate is adjusted until the air intake of each air outlet duct meets the first preset requirement.

[0018] In some embodiments, adjusting the position of the diverter plate according to a preset air intake ratio among multiple air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets a first preset requirement includes the following steps:

[0019] Obtain the air intake ratio results of each of the air outlet ducts after the simulation test of the initial model;

[0020] Determine whether the air intake ratio result falls within the set first error range;

[0021] If it does not belong to the first error range, adjust the position of the diverter plate until the air intake ratio result belongs to the first error range.

[0022] If it belongs to the category, output the first model.

[0023] In some embodiments, after adjusting the position of the diverter plate according to a preset air intake ratio among multiple air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets the set requirements, the following steps are also included:

[0024] Based on the preset air volume ratio between the second air outlet and the first air outlet on the air outlet duct, the speed reduction baffle in the first model is adjusted until a second model is obtained in which the air volume ratio between the second air outlet and the first air outlet meets the second preset requirement.

[0025] In some embodiments, the step of adjusting the area of ​​the deceleration baffle in the first model according to a preset air volume ratio between the second air outlet and the first air outlet on each of the air outlet ducts, so that the air volume ratio between the second air outlet and the first air outlet meets a second preset requirement, includes the following steps:

[0026] Obtain the air volume ratio between the second air outlet and the first air outlet on the same air outlet duct obtained after the simulation test of the first model;

[0027] Determine whether the air volume ratio obtained from each air outlet duct falls within the set second error range;

[0028] If it does not belong to the range, adjust the pipe cross section occupied by the deceleration baffle in each of the corresponding air outlet pipes until the air volume ratio of the second air outlet and the first air outlet in each air outlet pipe belongs to the second error range.

[0029] If each of the stated air volume ratio results falls within the set second error range, the second model is output.

[0030] In some embodiments, after adjusting the position of the diverter plate according to a preset air intake ratio among multiple air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets the set requirements, the following steps are also included:

[0031] The size of the air outlet blades is adjusted according to the preset wind speed results of each of the second air outlets and the first air outlet.

[0032] The present invention provides a car roof duct and its design method. By setting a diverter plate between the two air outlet ducts in the diversion zone, the airflow delivered by the supply duct is diverted through the diverter plate, so that the airflow delivered by the supply duct can be delivered to the two air outlet ducts from both sides respectively. Therefore, during the design process, when it is necessary to adjust the air intake of the two air outlet ducts, the position of the diverter plate in the diversion zone can be directly adjusted to move it until the air volume ratio of the two air outlet ducts reaches the preset value. Compared with the prior art, which modifies the cross-sectional area of ​​the duct and the angle θ of the duct direction, it is simpler and faster, and has less impact on the overall shape of the roof duct, effectively reducing the conflict with the surrounding environment during the modification process. Attached Figure Description

[0033] Figure 1 The accompanying diagram is for the background technology.

[0034] Figure 2 This is a schematic diagram of the structure of a car roof duct in one embodiment of the present invention;

[0035] Figure 3 This is a schematic diagram of the structure of an air outlet duct in one embodiment of the present invention;

[0036] Figure 4 for Figure 3 Schematic diagram of the cross section of line AA;

[0037] Figure 5 This is a cross-sectional schematic diagram of the first air outlet in one embodiment of the present invention;

[0038] Figure 6 This is a schematic diagram of the hardware structure of the automotive roof duct design equipment involved in the embodiments of the present invention;

[0039] Figure label:

[0040] 1. Air supply duct; 10. Air outlet;

[0041] 2. Air outlet duct; 20. First air outlet; 200. Speed ​​reduction baffle; 21. Second air outlet;

[0042] 3. Diversion zone; 30. Diversion plate; 300. Air inlet.

[0043] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0044] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0045] Roof ducts are installed on the sheet metal of a car roof and are covered by the roof. Their main function is to evenly distribute the cool air from the rear air conditioning system in the trunk to rear passengers. Generally, large six / seven-seater SUVs and MPVs are equipped with roof ducts to meet the cooling needs of passengers in the second and third rows, playing a crucial role in their comfort. The current design and analysis process for roof ducts involves, after each round of initial spatial layout and cross-sectional area distribution design, analyzing and simulating the overall airflow effect within the vehicle cabin to determine the phased design scheme for the roof ducts. In the design process of roof ducts, the air intake volume of the side vents first needs to be designed and adjusted. Related technologies refer to… Figure 1 The design process involves controlling the local cross-sectional area and the angle θ of the duct routing at the left and right bifurcations to control the airflow of the left and right exhaust ducts. However, this method has a significant impact on the surrounding environment, component shapes, and structures, making it difficult to implement and requiring substantial resources and time.

[0046] To address the aforementioned issues, this application provides a car roof duct and its design method. The key feature is that a diverter plate is installed between the two air outlet ducts within the diversion zone. This diverter plate separates the airflow from the supply duct, allowing the airflow to be delivered to the two outlet ducts from opposite sides. Furthermore, during the design process, when adjusting the airflow of the two outlet ducts, the position of the diverter plate within the diversion zone can be directly adjusted to achieve a preset airflow ratio between the two outlet ducts. Compared to existing technologies that modify the duct cross-sectional area and the duct routing angle θ, this method is simpler and faster, and has less impact on the overall shape of the roof duct, effectively reducing conflicts with surrounding components during modifications.

[0047] Firstly, a car roof ventilation duct is provided.

[0048] Reference Figure 2 A car roof ventilation duct, comprising:

[0049] Air supply duct 1, one end of which is provided with an air supply outlet 10;

[0050] At least two air outlet ducts 2, one end of each air outlet duct 2 is connected to the air supply outlet 10, and a diversion zone 3 is formed at the connection position with the air supply outlet 10;

[0051] At least one diverter plate 30 is disposed within the diversion zone 3 and correspondingly positioned between each pair of air outlet ducts 2, dividing the diversion zone 3 on both sides to form an air inlet 300 corresponding to one of the air outlet ducts 2, so that the airflow delivered by the air outlet 10 is sent into the corresponding air outlet duct 2 through each air inlet 300, and...

[0052] The ratio of the area of ​​the air inlets 10 on both sides of the diversion plate 30 is equal to the preset air volume ratio between the air outlet ducts 2 on both sides.

[0053] In different embodiments, the number of air outlet ducts 2 can be more than two, for example, three. The number of diverter plates 30 corresponds to the number of air outlet ducts 2, and they are set between each pair of air outlet ducts 2 to form multiple air inlets 300 that connect to the supply air duct 1. In this embodiment, there are specifically two air outlet ducts 2 to make the diversion zone 3 form a bifurcation zone. A diverter plate 30 is set accordingly. The starting point of the diverter plate 30 is located inside the supply air vent 10, so that the airflow starts to be diverted from the starting point of the diverter plate 30. The ending point of the diversion channel is the point where the airflow on the left and right sides is completely separated. That is, the ending point of the diverter plate 30 does not need to extend to the inner wall of the other side of the diversion zone 3. At the same time, the position of the diverter plate 30 is obtained according to the area ratio between its two air inlets 300, and the area ratio between its two air inlets 300 is equal to the required air volume ratio between the two air outlet ducts 2 that need to be formed on both sides during the design of the car roof air duct. For example, if the vehicle design requires the air volume ratio between the two air outlet ducts 2 to be 1:1, then the area ratio of the air inlets 300 on both sides is 1:1. At this time, the position of the diverter 30 in the diverter zone 3 can be adjusted to a suitable position to meet the area ratio of the air inlets 300 on both sides. It is worth noting that the preset air direction ratio between the two air outlet ducts 2 can be different in different embodiments, and is not limited here.

[0054] This configuration, with a diversion plate 30 between the two air outlet ducts 2 in the diversion zone 3, allows the airflow from the supply duct 1 to be diverted, enabling the airflow from the supply duct 1 to be delivered to the two air outlet ducts 2 from both sides. Furthermore, during the design process, when it is necessary to adjust the air intake of the two air outlet ducts 2, the position of the diversion plate 30 in the diversion zone 3 can be directly adjusted to move it to the point where the airflow ratio of the two air outlet ducts 2 reaches the preset value. Compared with the existing technology that modifies the cross-sectional area of ​​the duct and the angle θ of the duct direction, this is simpler and faster, and has less impact on the overall shape of the ceiling duct, effectively reducing conflicts with the surrounding environment during the modification process.

[0055] Reference Figure 3 Furthermore, the air outlet duct 2 is provided with a second air outlet 21 and a first air outlet 20, and the first air outlet 20 is located upstream of the second air outlet 21 in the airflow direction. This arrangement allows the air outlet duct 2 to deliver air to different areas inside the vehicle, such as the front seats and rear seats. In addition, in other embodiments, the air outlet duct 2 may be provided with other numbers of air outlets, such as one or more, which is not limited in this application.

[0056] Reference Figure 3 and Figure 4Furthermore, a speed-reducing baffle 200 occupying part of the pipe cross-section is provided on the pipe wall inside the first air outlet 20 to reduce the airflow velocity through the first air outlet 20.

[0057] In this embodiment, the deceleration baffle 200 is directly formed from the pipe wall. Specifically, the pipe wall is recessed inward to form a deceleration baffle 200 that extends into the internal space of the pipe to block the airflow. However, the deceleration baffle 200 is still spaced from the first air outlet 20 in the direction near it, thus occupying only a portion of the pipe cross-section. Simultaneously, the deceleration baffle 200 extends a certain distance in both the pipe's extension direction and the width direction perpendicular to its extension direction, forming an arc-shaped structure. This arc-shaped deceleration baffle 200 is located on the pipe wall directly opposite the first air outlet 20, thereby effectively buffering the airflow velocity passing through the first air outlet 20, allowing the airflow to be effectively delivered from the first air outlet 20. Meanwhile, a speed-reducing baffle 200 is installed only in the first air outlet 20 located upstream of the airflow direction. This allows the airflow volume of the first air outlet 20 and the second air outlet 21 to be adjusted during the design phase by adjusting the structural parameters of the speed-reducing baffle 200. This facilitates a quick design process and effectively controls the overall cost of the ceiling ductwork.

[0058] Furthermore, the second air outlet 21 has the same shape and size as the first air outlet 20.

[0059] With this configuration, the airflow of the first air outlet 20 and the second air outlet 21 can be adjusted due to the setting of the speed reduction baffle 200. Furthermore, by setting the shape and size of the two air outlets to be consistent, the final ceiling duct installation on the vehicle will have better overall integrity and uniformity. The air outlet blade assemblies that are compatible with the two air outlets can be produced uniformly, which will also make it easier for customers to find suitable air outlet blade assemblies on the market when they replace them later.

[0060] Furthermore, both the first air outlet 20 and the second air outlet 21 are provided with a plurality of air outlet blades, which are spaced apart, and the size of the air outlet blades is obtained according to the preset air outlet wind speed requirements.

[0061] Secondly, embodiments of the present invention provide a design method for an automotive roof duct, which includes the following steps:

[0062] S100. Establish an initial model of the car roof duct; wherein, the diverter plate 30 in the initial model is obtained according to a set initial position;

[0063] S200. Adjust the position of the diverter plate 30 according to the preset air intake ratio among the multiple air outlet ducts 2 until the air intake of each air outlet duct 2 meets the first preset requirement.

[0064] This setup allows for the adjustment of the position of the splitter plate 30 in the initial model after obtaining the initial model of the car roof duct, based on simulation test results. This avoids the need to adjust a large number of variables while ensuring that most parameters and designs of the initial model can be used. It also reduces the possibility of problems such as large changes to the initial model affecting the surrounding environment. Ultimately, the first model with smaller changes to the initial model and meeting the requirements of the air volume ratio of the two air outlet ducts 2 is obtained.

[0065] Specifically, in the initial model, the initial position of the splitter plate 30 ensures that the cross-sectional areas of the air outlets 10 on both sides of the splitter plate 30 are equal. This improves efficiency during subsequent adjustments.

[0066] Furthermore, in some embodiments, step S200, adjusting the position of the diverter plate 30 according to a preset air intake ratio among the multiple air outlet ducts 2 until a first model is obtained in which the air intake of each air outlet duct 2 meets the first preset requirement, includes the following steps:

[0067] S210. Obtain the air intake ratio results of each of the air outlet ducts 2 after the simulation test of the initial model;

[0068] S220. Determine whether the air intake ratio result falls within the set first error range;

[0069] S221. If it does not belong to the first error range, adjust the position of the diverter plate 30 until the air intake ratio result belongs to the first error range.

[0070] S222. If it belongs to the category, output the first model.

[0071] Specifically, in this embodiment, the air intake volume of the two air outlet ducts 2 is adjusted to approximately 50% each, and the position of the diverter plate 30 is determined based on the first error range. During the adjustment of the diverter plate 30 position, a fixed moving distance can be adjusted each time, or in some embodiments, the moving distance of the diverter plate 30 can be adjusted based on the measured air intake volume ratio. For example, when the error is relatively large, a larger moving distance is used to adjust the diverter plate 30, and when the error is relatively small, a smaller moving distance is used.

[0072] Furthermore, after step S200, which involves adjusting the position of the diverter plate 30 according to the preset air intake ratio among the multiple air outlet ducts 2 until the air intake of each air outlet duct 2 meets the set requirements in the first model, the following steps are also included:

[0073] S300. According to the preset air volume ratio between the second air outlet 21 and the first air outlet 20 on the air outlet duct 2, adjust the speed reduction baffle 200 in the first model until a second model is obtained in which the air volume ratio between the second air outlet 21 and the first air outlet 20 meets the second preset requirement.

[0074] This configuration allows for the adjustment of the airflow at both the first and second air outlets 21 of the air outlet 2 simply by adjusting the structural parameters of a single speed-reducing baffle 200 within the air outlet 2. It is worth noting that the speed-reducing baffle 200 is located within the first air outlet 20, upstream of the airflow. In this embodiment, the airflow ratio between the first and second air outlets 20 is adjusted by changing the area occupied by the speed-reducing baffle 200 within the duct cross-section.

[0075] Specifically, in step S300, based on the preset airflow ratio between the second air outlet 21 and the first air outlet 20 on each of the air outlet ducts 2, the area of ​​the deceleration baffle 200 in the first model is adjusted so that the airflow ratio between the second air outlet 21 and the first air outlet 20 meets the second preset requirements. This includes the following steps:

[0076] S310. Obtain the air volume ratio between the second air outlet 21 and the first air outlet 20 on the same air outlet duct 2 after the simulation test of the first model.

[0077] S320. Determine whether the air volume ratio result obtained from each air outlet duct 2 falls within the set second error range;

[0078] S321. If it does not belong to the range, adjust the pipe cross section occupied by the deceleration baffle 200 in each of the air outlet pipes 2 until the air volume ratio of the second air outlet 21 and the first air outlet 20 on each air outlet pipe 2 belongs to the second error range.

[0079] S322. If each of the stated air volume ratio results falls within the set second error range, output the second model.

[0080] Specifically, in this embodiment, adjusting the pipe cross-section occupied by the speed-reducing baffle 200 means adjusting... Figure 4The deceleration baffle 200 shown has a depth h near the first air outlet 20. When the air volume of the first air outlet 20 is large, the depth h is reduced to increase the air velocity in the pipe corresponding to the first air outlet 20. When the air volume of the first air outlet 20 is small, the depth h is increased to reduce the air velocity in the pipe corresponding to the first air outlet 20, thereby increasing the air volume flowing out of the first air outlet 20. It is worth noting that the depth h is never greater than the distance between the first air outlet 20 and the pipe wall directly opposite it, ensuring that there is a cross-sectional area between them for airflow to flow into the later part of the pipe.

[0081] In addition, refer to Figure 5 In some embodiments where the speed-reducing baffle 200 is not provided, the cross-section of the pipe can be expanded or reduced by adjusting the width W and depth h1 of the pipe space corresponding to the first air outlet 20. Thus, when the pipe cross-section is expanded, the airflow velocity above the first air outlet 20 will be slowed down, and when the pipe cross-section is reduced, the airflow velocity above the first air outlet 20 will be reduced, thereby adjusting the airflow volume of the first air outlet 20.

[0082] Furthermore, after adjusting the position of the diverter plate 30 according to the preset air intake ratio among the multiple air outlet ducts 2 until the air intake of each air outlet duct 2 meets the set requirements in the first model, the step S300 further includes the following steps:

[0083] S400. Adjust the size of the air outlet blades according to the preset wind speed results of each of the second air outlets 21 and the first air outlet 20.

[0084] Specifically, after the airflow distribution ratio of the first air outlet 20 and the second air outlet 21 is completed, it is necessary to control the actual average wind speed Va and the maximum wind speed Vm at the air outlets to achieve the target. The required limits for the average wind speed are Va' and Vm'. Generally, the initial maximum wind speed and either the actual value of the average wind speed are greater than the maximum target limit, i.e., Va > Va' or Vm > Vm'. According to the mass flow rate formula M = medium density (ρ) × average velocity (v) × duct cross-sectional area (A), since the mass flow rate distribution at each air outlet has been determined in the aforementioned process, if the velocity V is to be reduced, the duct cross-sectional area needs to be increased. Specifically, at each air outlet, the cross-sectional area of ​​the duct itself is fixed. Since the flow rate flows out from the air outlet, the size of the individual air outlet blades can be increased to reduce the area of ​​the air outlet blade region, thereby reducing the actual distribution velocity at the ceiling air outlet, and Va and Vm will eventually reach the target limit values.

[0085] Thirdly, embodiments of the present invention provide a design device for automotive roof ductwork, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0086] Reference Figure 6 , Figure 6 This is a schematic diagram of the hardware structure of the car roof duct design device involved in the embodiment of the present invention. In this embodiment, the car roof duct design device may include a processor 1001 (e.g., a Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize communication between these components; the user interface 1003 may include a display screen or an input unit such as a keyboard; the network interface 1004 may optionally include a standard wired interface or a wireless interface (e.g., Wireless Fidelity, Wi-Fi); the memory 1005 may be high-speed random access memory (RAM) or stable memory (non-volatile memory), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that… Figure 1 The hardware structure shown does not constitute a limitation of the invention and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0087] Continue to refer to Figure 6 , Figure 6 The memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a design program for automotive roof ducts. The processor 1001 can call the automotive roof duct design program stored in the memory 1005 and execute the automotive roof duct design method provided in this embodiment of the invention.

[0088] Fourthly, embodiments of the present invention also provide a design device for automotive roof ductwork.

[0089] A schematic diagram of the functional modules of the first embodiment of the design device for automobile roof ventilation ducts.

[0090] In this embodiment, the design device for the car roof duct includes:

[0091] The acquisition module is configured to create an initial model of the car roof duct.

[0092] The adjustment module adjusts the position of the diverter plate 30 according to the preset air intake ratio between multiple air outlet ducts 2 until the air intake of each air outlet duct 2 meets the first set requirement.

[0093] The functions of each module in the above-mentioned car roof duct design device correspond to the steps in the above-mentioned car roof duct design method embodiment, and their functions and implementation processes will not be described in detail here.

[0094] Fifthly, embodiments of the present invention also provide a readable storage medium.

[0095] The present invention provides a readable storage medium storing a design program for an automotive roof duct, wherein when the automotive roof duct design program is executed by a processor, the steps of the automotive roof duct design method described above are implemented.

[0096] The method implemented when the design procedure for the car roof duct is executed can be referred to in various embodiments of the design method for the car roof duct of the present invention, and will not be repeated here.

[0097] The beneficial effects of the automotive roof ventilation duct and its design method provided in this application are as follows:

[0098] Because a diverter plate is installed between the two air outlet ducts in the diversion zone, the airflow delivered from the supply duct is diverted through the diverter plate, allowing the airflow from the supply duct to be delivered to the two air outlet ducts from both sides respectively. Therefore, during the design process, when it is necessary to adjust the air intake of the two air outlet ducts, the position of the diverter plate in the diversion zone can be directly adjusted to move it until the air volume ratio of the two air outlet ducts reaches the preset value. Compared with the existing technology that modifies the duct cross-sectional area and the angle θ of the duct direction, this is simpler and faster, and has less impact on the overall shape of the ceiling duct, effectively reducing conflicts with the surrounding environment during the modification process.

[0099] Meanwhile, regarding the required airflow ratio between various air outlets, after adjusting the airflow of the two air outlet ducts to meet the requirements, this application can change the airflow ratio between multiple air outlets by adjusting the speed-reducing baffle inside the first air outlet at the upstream position on each duct, thus achieving the required airflow ratio for each air outlet in the final ceiling duct. Furthermore, the size and shape of each air outlet have been modified in the design to ensure consistency among the air outlets on each air outlet duct, further improving the overall uniformity of the vehicle.

[0100] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0101] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0102] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of the present invention.

[0103] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A car roof ventilation duct, characterized in that, It includes: An air supply duct with an air outlet at one end; At least two air outlet ducts, one end of each air outlet duct is connected to the air supply outlet, and a diversion zone is formed at the connection position with the air supply outlet; At least one diverter plate is disposed within the diversion zone and correspondingly positioned between each pair of the air outlet ducts, dividing the diversion zone on both sides to form an air inlet corresponding to one of the air outlet ducts, so that the airflow delivered from the air outlet is sent into the corresponding air outlet duct through each air inlet, and... The ratio of the air inlet areas on both sides of the diverter plate is equal to the preset air volume ratio between the air outlet ducts on both sides. The air outlet duct is provided with at least a first air outlet and a second air outlet along the airflow direction; A speed-reducing baffle is provided on the pipe wall inside the first air outlet, which occupies part of the pipe cross section, in order to reduce the airflow velocity through the first air outlet. The speed-reducing baffle is formed by the pipe wall being recessed inward. The speed-reducing baffle extends a certain distance in both the extension direction of the pipe and the width direction perpendicular to the extension direction, and forms an arc surface structure. The speed-reducing baffle with the arc surface structure is located on the pipe wall directly opposite the first air outlet.

2. The automotive roof ventilation duct as described in claim 1, characterized in that, The second air outlet has the same shape and size as the first air outlet.

3. The automotive roof ventilation duct as described in claim 1, characterized in that, Both the first air outlet and the second air outlet are provided with a plurality of air outlet blades, which are spaced apart, and the size of the air outlet blades is obtained according to the preset air outlet wind speed requirements.

4. A design method for an automotive roof duct as described in any one of claims 1-3, characterized in that, It includes the following steps: An initial model of the car roof duct is established; wherein the diverter plate in the initial model is obtained according to a set initial position; Based on the preset air intake ratio among multiple air outlet ducts, the position of the diverter plate is adjusted until the air intake of each air outlet duct meets the first preset requirement.

5. The design method for automotive roof ventilation ducts as described in claim 4, characterized in that, The step of adjusting the position of the diverter plate according to a preset air intake ratio among multiple air outlet ducts until the air intake of each air outlet duct meets the first preset requirement is as follows: Obtain the air intake ratio results of each of the air outlet ducts after the simulation test of the initial model; Determine whether the air intake ratio result falls within the set first error range; If it does not belong to the first error range, adjust the position of the diverter plate until the air intake ratio result belongs to the first error range. If it belongs to the category, output the first model.

6. The design method for automotive roof ventilation ducts as described in claim 4, characterized in that, After adjusting the position of the diverter plate according to the preset air intake ratio among multiple air outlet ducts until the first model is obtained in which the air intake of each air outlet duct meets the set requirements, the following steps are also included: Based on the preset air volume ratio between the second air outlet and the first air outlet on the air outlet duct, the speed reduction baffle in the first model is adjusted until a second model is obtained in which the air volume ratio between the second air outlet and the first air outlet meets the second preset requirement.

7. The design method for automotive roof ventilation ducts as described in claim 6, characterized in that, The step of adjusting the area of ​​the deceleration baffle in the first model according to the preset air volume ratio between the second air outlet and the first air outlet on each of the air outlet ducts, so that the air volume ratio between the second air outlet and the first air outlet meets the second preset requirement, includes the following steps: Obtain the air volume ratio between the second air outlet and the first air outlet on the same air outlet duct obtained after the simulation test of the first model; Determine whether the air volume ratio obtained from each air outlet duct falls within the set second error range; If it does not belong to the range, adjust the pipe cross section occupied by the deceleration baffle in each of the corresponding air outlet pipes until the air volume ratio of the second air outlet and the first air outlet in each air outlet pipe belongs to the second error range. If each of the stated air volume ratio results falls within the set second error range, the second model is output.

8. The design method for automobile roof ventilation ducts as described in claim 6, characterized in that, Both the first and second air outlets are provided with a plurality of air outlet blades, which are spaced apart. The size of the air outlet blades is determined according to a preset air outlet velocity requirement. After adjusting the position of the diverter plate according to a preset air intake ratio among the multiple air outlet ducts until the air intake of each air outlet duct meets the set requirements in the first model, the following steps are also included: The size of the air outlet blades is adjusted according to the preset wind speed results of each of the second air outlets and the first air outlet.

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